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6/29/2026

Jeep will overhaul its European product line-up with the launch of three new models in the next four years, including two small crossovers developed specifically for the region and a new large SUV co-developed with Chinese firm Dongfeng. The three new cars, which will all be multi-energy models and have a four-wheel drive option, will sit alongside the existing Avenger compact crossover and mid-sized Compass, with the goal of helping the American brand substantially grow its European sales. Jeep is part of the Stellantis empire and one of its four designated ‘global’ brands, which means it will take priority in terms of product investment. But while Jeep’s European strategy has previously focused on models taken from its core American range (joined by the occasional regional addition such as the Avenger), it will now develop a largely bespoke line-up – potentially with the Compass as its only model also sold in the US. Fabio Catone, Jeep’s European boss, said that the three new arrivals would all build on the brand’s existing design pillars of capability, protection and versatility, and offer 4x4 ability. He vowed they would represent what “makes a Jeep a Jeep, so the values, the product formula, the off-road heritage and our unique design language – at the end of the day, our identity”. Small SUVs to focus on key Euro market Jeep’s two new B-segment SUVs will sit above the existing Avenger, with one being described as "compact" and the other as "large". Catone said that while the Avenger is positioned to win over buyers of B-segment hatchbacks, the compact B-SUV will be “wider, much more SUV-style”, while the larger B-SUV will be closer in size to the C-segment, which means it will sit just below the existing Compass. Both will sit on the new STLA One platform that Stellantis is introducing across its brands and both will be manufactured in Europe. Jeep has traditionally had mixed fortunes developing cars specifically for Europe: the Renegade compact SUV sold well but lacked the authentic off-road capability the brand was known for, while the Avenger is currently its best-seller and a former Car of the Year award winner. “Jeep is a global brand with values that are shared all over the world,” said Catone. “The product formula is the same all over the world, but we are a global company with strong regional tools, and so we are developing a line-up that is strongly oriented to European customers’ needs.” Catone hinted that the next-generation STLA One platform is being developed to ensure Jeep can deliver the four-wheel-drive ability that it's known for: “It’s not that we are developing on something [that is] existing that we have to adapt; we are working on something new. It's a shared platform globally, but we have the opportunity to create these cars from scratch, so we can implement all of our requirements as a Jeep. “We are very confident that we will be able to deliver a true Jeep experience and benefit from the manufacturing and the industrial efficiency of the co-operation within the group.” Catone said that the new platform is being engineered to ensure that the 4WD of the new Jeeps will be able to offer “best-in-class” off-road ability, with “specific investments” being made to offer the technical ability and approach and departure angles requited. He hinted that could mean the new Jaapes will feature technology that will be enabled on STLA One such as steer-by-wire, which is being introduced by sister brand Peugeot in its future line-up. Chinese joint venture to supply new flagship Jeep’s new large SUV will be produced in a joint venture with Chinese firm Dongfeng, which is already partnering with Stellantis on a pair of new global Peugeot models. Catone said the new machine, which will be built in China on a Dongfeng platform, will feature a design entirely set by Jeep and will still be engineered for off-road ability. He described it as a “global Jeep project that will be sold in China and other regions, including Europe” but insisted it's a “vehicle fully designed by Jeep”. He said it's similar to “an iPhone model, in which the technical features of the design are fully lined with the identity of the brand but we leverage on the industrial footprint”. The D-SUV will also be multi-energy, with a plug-in hybrid option that's likely to be based on Dongfeng’s range-extender technology. The Chinese company recently established M-Hero as a similarly positioned off-road brand, which is a likely candidate to provide the basis for Jeep's new European flagship. M-Hero was launched in 2023 with the 917, a relatively extreme off-roader, and followed it up last year with the M817 (below), a 5.1m-long family SUV with rugged styling and four-wheel drive.  Available in China with either a PHEV or a REx drivetrain and up to 900bhp combined, the M817 bears a strong resemblance to the D-SUV silhouette shown in Jeep's strategy presentation and would seem best placed for sale in Europe as a rival to the Land Rover Defender and Toyota Land Cruiser. Jeep briefly offered the large, American-built Grand Cherokee in Europe but ditched that more upmarket model due to slow sales. Asked if a large Jeep could find success in Europe, Catone said: “The D-SUV marked in Europe for us is a white space, and globally it’s a very strong pillar for Jeep. Our position is to add a strong D-SUV proposition, and we found this a strong opportunity with Dongfeng.” Jeep currently doesn't sell the fabled Wrangler 4x4 in Europe, due to emissions regulations, and Catone said the firm is still looking for a way to reintroduce it in the future. No mention was made of the US-built Recon and Wagoneer S electric SUVs, which suggests that an earlier plan to bring them here has been put on ice.

6/29/2026

McLaren introduces its third '1' car in its history, with almost 1300bhp and a £2 million price tag There is a recent trend for hypercars to have four-wheel drive, with engines typically in their middle and supplemented by electric motors at the front.And with good reason, because more than 1000bhp is an awful lot for two wheels to deal with by themselves. Some engineers say that to get the best out of so much power, it must be distributed through four tyres.McLaren engineers don’t feel the same. This is the W1, McLaren’s latest Ultimate Series hypercar and the third in the lineage of ‘1’ cars, after the F1 and P1 (and only the second ‘1’ during the new iteration of McLaren’s road car division). Like those, it is carbonfibre-tubbed and mid-engined – and exclusively rear-wheel drive.As with the P1 it’s a hybrid, but this time it can’t be plugged in, because that would make it heavier. McLaren has taken a different path from some of its competitors by attempting to rule out anything that adds unnecessary weight.So, as with equipping it with rear-wheel drive only, it has opted for a mechanical layout that makes the car as light as is realistically possible. McLaren claims a lightest dry weight of 1399kg (I’d prefer a wet kerb weight, but rivals use this number too). Anyway, you can imagine how hard they will have worked for the last kilo.Here’s how it pans out.

6/29/2026

Hundreds of badges have been stolen to date as thieves target valuable sensor packages Ten years since the first reports emerged, grille badges that incorporate the radar unit used by their ADAS systems are still being stolen from some Volkswagen vehicles, with victims paying out hundreds of pounds in repairs. In 2016, owners took to social media to report how thieves were prising the grille badges from the latest VW models such as the Mk7 Golf to gain access to the radar unit that controls features including the vehicle’s adaptive cruise control and autonomous emergency braking system. More recently, in May 2024, The Guardian newspaper reported that the badges and radar units were still being stolen, with more than 50 residents in one London borough falling victim to the crime. However, despite the fact that the radar unit cannot be reused without being electronically coded to the vehicle by VW before being accurately calibrated, the badges and the radar units they conceal continue to be taken two years later. Among the latest victims is Claire Coleman. The grille badge on her VW Passat 2.0 TDI, registered in 2020, was stolen while the vehicle was parked on a street close to her home in Brixton, south London. “It was there one day and gone the next,” she said. Neighbours quickly shared their stories of similar thefts, with one claiming his car had been targeted twice. Coleman reported the theft to the police. Without the radar unit, her car’s adaptive cruise control, speed limiter and lane assist did not function. In addition, a warning light indicating a fault with the ACC and the error message ‘Front Assist not available’ was displayed, although these would not cause the vehicle to fail its MOT. A VW dealer quoted almost £2000 to replace the badge and radar unit but told Coleman that, owing to a customer support package made available by Volkswagen in response to badge thefts, it might be possible to reduce the bill to around £400. The precise value of the contribution is decided on a case-by-case basis and Coleman was eventually quoted £539. A former VW technician told Autocar that in similar cases, the size of VW’s contribution may be linked to a car’s service history, with full main dealer history attracting greater support. Coleman’s car has a partial main dealer history. “The cost is one thing but it’s the fact that VW has not publicised the fact that these radar units are single-use devices that cannot simply be fitted to another VW that frustrates me,” said Coleman. “If they did, it might put off the thieves.” Coleman has since had her car repaired but, when not using it, Blu-Tacks a black plastic cover over the badge and parks as close to other cars as possible. A spokesman for VW said that to date, only a few hundred badges had so far been stolen, with thefts concentrated mainly within limited areas of London. He confirmed the company is offering financial assistance to customers through its dealer network and advised those affected to log the incident with the police and with their local Volkswagen retailer. Both these actions would, he said, assist with making further thefts less likely. On the question of making the single-use nature of the radar unit more widely known and thereby perhaps discouraging further thefts, the spokesman said VW was reluctant to publicise the crime for fear of increasing it.

6/29/2026

These cars are seriously quick without bragging about it - let's take a look at the ultimate Q cars We don’t need to tell you the Audi R8 is quick. It would still look like a fast car even if it was powered by a lawnmower engine. On the other end of the spectrum, there is a whole group of cars that conceal powerful drivetrains under the sheet metal of a normal car, like this lovely Ford Mustang V8-powered Rover 75 pictured. From high-horsepower MPVs to track-ready SUVs, we’re taking a look at some of the ultimate sleepers ever sold. We'll also tell you about guide prices for used examples today, and how many we think are left on the roads too: Sunbeam Tiger (1964) - £50,000 Pitched squarely against the MGB, the pokiest Sunbeam Alpine engine was a 99bhp unit that displaced 1.7 litres. Keen to make the Alpine more appealing to US buyers Carroll Shelby was asked to pep things up a bit; his solution was to swap the four-pot for a 4.2-litre Ford V8. The result was the Sunbeam Tiger, more than 7000 of which were built between 1964 and 1967. We found: 1966 Sunbeam Tiger, 68,000 miles - £54,000 How many left?: Around 300 Mercedes-Benz 300 SEL 6.3 (1968) - £80,000 The daddy of them all, created by maverick Merc engineer Erich Waxenberger who shoehorned a 6.3-litre V8 from a 600 saloon into the nose of a 300 SEL. The result was a luxury limo that could crack 140mph and 0-60mph in just 7.3 seconds – deeply impressive figures for a car the size of a (not-so) small bungalow. Impressively, 6525 were made between 1968 and 1972. We found: 1972 Mercedes 300 SEL 6.3, 55,000 miles - £84,000 Triumph Dolomite Sprint (1973) - £15,000 Launched soon after the Morris Marina, the Dolomite Sprint was a compact executive car designed to play BMW at its own game. The first production car with four valves per cylinder, the 127bhp 2.0-litre Sprint looked little different from a lowly Dolomite 1300 which had less than half the power. We found: 1980 Triumph Dolomite Sprint, 67,000 miles - £20,000 How many left?: Around 380 Mercedes-Benz 450 SEL 6.9 (1975) - £20,000 Mercedes-Benz planned to introduce the 6.3’s successor at the 1973 Geneva auto show but it delayed the launch to 1975 due to the oil crisis. Most buyers said the wait was well worth it. The 450 SEL 6.9 was based on a long-wheelbase W116 chassis and it received a bigger, 6.8-litre evolution of its predecessor’s V8 engine tuned to put 286bhp under the driver’s right foot. Period brochures quoted a 0-60mph time of 7.4sec - impressive considering it weighed 1985kg - and a 140mph top speed. Large and in charge, the 450 SEL 6.9 coddled its occupants thanks to a hydropneumatic suspension system similar on paper to the setup Citroën fitted to its cars. And, here again, Mercedes chose to keep the model as low-key as possible; only a 6.9 emblem on the back set it apart from the 450 SEL. Extremely expensive, about 7380 examples were made between 1975 and 1980. We found: 1979 Mercedes-Benz 450 SEL 6.9, 77,000 miles - £23,000 BMW M5 E28 (1985) - £50,000 Many people assume this was the first ‘sleeper’, even though it wasn’t. But it did create a template for the super-quick mid-size family saloon that married relative affordability with everyday usability. Just look at it – you’d never think that the E28 featured the same 286bhp straight-six as the mid-engined M1 supercar, would you? And unlike later M5s, this first one was little changed from lesser models visually. We found: 1987 BMW E28 M5, 172,000 miles - £50,000 (listed for sale in South Africa) Ford Sierra Sapphire RS Cosworth (1988) - £20,000 The problem with the regular Cossie was that massive rear wing which gave the game away, but the four-door saloon that came later was far more discreet. Yet it still packed the same turbocharged 2.0-litre four-cylinder that gave up to 217bhp in four-wheel drive form – enough to give 0-60mph in 6.6 seconds, yet it looked hardly any more menacing than Gary’s 1.6L rep special. We found: 1989 Ford Sierra Sapphire RS Cosworth, 46,000 miles - £26,000 How many left?: Around 1000 Lancia Thema 8.32 (1986) - £15,000 This is here simply because it’s an anonymous-looking three-box saloon with a Ferrari V8 stuffed in the nose. As such it’s a bit mad, but it’s not actually significantly faster than a Thema Turbo, with its boosted 2.0-litre four-pot engine. While the 8.32 could do 0-60mph in 6.8 seconds and topped out at 149mph, the Turbo – which cost only half as much – was pegged at 7.6 seconds and 140mph. Even worse, the later catalysed 8.32s could manage only 7.2 seconds and 140mph. We found: 1992 Lancia Thema 8.32, 78,000 miles - £20,000 How many left?: Around 5 Mercedes-Benz 500E (1990) - £20,000 It took a well-trained eye to tell the Mercedes-Benz 500E (W124) apart from its cheaper, less powerful siblings. It received a powertrain-specific front bumper, flared wheel arches and, of course, a 500E (later E500 when Merc changed its naming system) emblem on its rear end. Enthusiasts knew what they were looking at but everyday motorists assumed it was an average, taxi-spec Mercedes with a blown-out suspension. Pushing the front wheels out was necessary to fit a 5.0-litre V8 borrowed from the SL. And, because the 500E was wider than the standard W124, it didn’t fit on the Mercedes production line so it was assembled by Porsche, rather slowly: each 500E took 18 days. The V8 sent 322bhp to the rear wheels, giving the 500E a 0-60mph time of 6.1sec. Mercedes made the 500E between 1990 and 1995 and it sent most of the production run (1528 units) to America. Always slightly in the shadow of the BMW M5, the 500E remains one of the most interesting Mercedes’ in the modern-era. We found: 1991 Mercedes 500E - £27,500 Vauxhall Carlton 3000 GSi 24v (1990) - £5000 You were probably expecting the Lotus Carlton in this spot, but that 177mph super-saloon isn’t stealthy enough to be here thanks to its lairy body kit. Much more low key is the Carlton 3000 GSi 24v, which looked little different from cooking versions of Vauxhall’s executive saloon yet it could manage 149mph. We found: 1992 Vauxhall Carlton 3000 GSi 24v, 70,000 miles - £5750 How many left?: Around 30 Volvo 850 T5-R (1994) - £10,000 Volvo showed its wild side when it created the 850 T5-R. Drawing lessons from its British Touring Car Championship (BTCC) program, and paying for Porsche’s input when needed, it increased the turbocharged five-cylinder engine’s output to 237bhp when a temporary overboost function kicked in. Period road tests suggest it took about 7.0sec to sprint from 0-60mph and it kept going until 155mph. It was impossible to keep a low profile in a yellow 850 T5-R (pictured) but Volvo also offered the model in black and dark green. Buyers who chose either gave more than a few unsuspecting red-light racers a run for their money. About 5500 examples (most painted black) were made for global markets. We found: 1996 Volvo 850 T5-R, 53,000 miles - £13,000 How many left?: Around 100 Volkswagen Passat W8 (2001) - £4000 For decades, Volkswagen executives argued they needed to position the Passat as a comfortable, family-friendly model rather than as a hot rod. They notably shot down engineering’s request to make a GTI model in 1977. Officials changed their mind in 2001 when, under the leadership of Ferdinand Piëch (1937-2019), they dropped a 4.0-litre, 266bhp W8 engine into the car’s nose. The humble Passat now took 6.3sec to reach 60mph from a stop, a time more commonly associated with low-slung sports cars, and it benefited from Volkswagen’s 4Motion all-wheel drive system. Better yet, in many markets it came standard with a six-speed manual transmission. Model-specific wheels, a small emblem on the back, and the muted roar of eight cylinders from quad exhaust tips set it apart from less powerful variants. Volkswagen made the Passat W8 from 2001 to 2004. We found: 2003 Volkswagen Passat W8, 58,000 miles - £6500 How many left?: Around 70 Rover 75 V8 (2004) - £25,000 The Rover V8 is one of the most admired engines of the last half-century, but towards the end of the company’s life it was rather better known for churning out affordable family cars with four-cylinder powerplants. But a handful of 75s (and MG ZTs) got V8 power, using Ford’s quad-cam 4.6-litre V8 (rather than Rover's famous Buick-derived V8) to great effect. Only a handsome V8-specific grille and alloys stood the model apart from lesser 75s. In naturally aspirated form it delivered 256bhp; a 380bhp supercharged edition was developed for the ZT, but it didn’t reach production. By the way, the 75 V8 Tourer estate version (pictured) is not only a total sleeper, but also a unicorn – just 17 were ever made, and just nine of them are left it seems. Rarity has greatly boosted values in recent years. We found: 2008 Rover 75 V8, 20 miles - £40,000 How many left?: Around 50 Subaru Legacy 3.0R Spec B (2004) - £4000 Subaru has a huge back catalogue of models that can seemingly defy the laws of physics. Some are more discreet than others, but top of the stealth pile must surely be the Legacy 3.0R Spec B. No more powerful than a regular auto-only 3.0R, the Spec B got a manual gearbox with ratios designed for better acceleration; it could dispatch the 0-60mph dash in just 6.5 seconds. We found: 2006 Subaru Legacy 3.0R Spec B, 76,000 miles - £4300 Volkswagen Phaeton W12 (2004) - £10,000 The Phaeton looked as innocuous as a Passat, a car usually sold with a four-cylinder diesel engine. But while the biggest engine you could get in the Passat featured just six cylinders (aside from a handful of W8s), the Phaeton could be bought with a monstrous 444bhp 6.0-litre 12-cylinder engine. If you craved relative economy you could instead choose a 5.0-litre V10 diesel with a ludicrous 553lb ft of torque. How many left?: Around 20 Audi S6 V10 (2006) - £7000 Audi’s RS models are fearsomely fast but they also feature pumped-up bodywork that gives the game away. Not the S models though; all that gives these away is a set of four exhaust pipes and a very discreet badge. You’d never guess there’s a 435bhp V10 doing its thing up front. Prices now start at £7k by the way... We found: 2006 Audi S6 saloon, 96,000 miles - £9000 Volvo S80 V8 (2006) - £6000 Few luxury cars look more innocuous than the S80. Most of these big saloons were powered by a 2.0-litre diesel engine but it also was available with a silky-smooth 310bhp Yamaha V8 that sent its power to all four wheels. The thing is, the cars with V8 power look no different from those with much humbler engines, with only small V8 badging giving the game away. This is another sleeper that’s also a unicorn – just 100 or so are on UK roads today. We found: 2009 Volvo S80 V8, 60,000 miles - £12,000 How many left?: Around 100 Volkswagen Passat R36 (2008) - £10,000 We’ve already addressed the W8-engined Passat B5.5, but few people remember that despite its complete lack of success it had a successor – the R36 that was based on the Passat B6. Fitted with a 296bhp 3.6-litre VR6 engine the R36 could do 0-62mph in just 5.6 seconds – almost a second quicker than the W8. And the differences from a normal Passat wagon are subtle. We found: 2008 Volkswagen Passat R36, 68,000 miles - £15,000 How many left?: Around 130 Brabus EV12 (2009) We’ve generally avoided modified cars here because where do you draw the line? However, we have to make an exception for this; a humdrum-looking saloon that packed an 800bhp 6.2-litre twin-turbo V12 that’ll go all the way up to 230mph. That’s faster than any production Ferrari, Lamborghini, Porsche, McLaren or Aston Martin, yet it’ll carry a family and their luggage in comfort – at insane speeds. Infiniti Q50 hybrid (2013) - £18,000 It may have looked sharp, but ultimately the Infiniti Q50 was still pretty much invisible. However, those who opted for the hybrid edition had a true wolf in sheep’s clothing thanks to a 302bhp 3.5-litre V6 backed up by an electric motor to give a peak power output of 359bhp. That was enough to give 0-62mph in just 5.1 seconds, so it was a shame the Q50 was so inert to drive. We found: 2018 Infiniti Q50 hybrid, 58,000 miles - £19,400 How many left?: Around 250 Tesla Model S P100D (2016) - £50,000 Thanks to Tesla’s forward-thinking design the Model S looks high-tech and desirable, but let’s face it, this doesn’t look like a car that can get from a standing start to 62mph in as little as 2.3 seconds, does it? That’s comfortably (or more accurately, uncomfortably) faster than a Ferrari 488 GTB or Lamborghini Huracan Performante. We found: 2017 Tesla Model S P100D, 43,000 miles - £56,000 How many left?: Around 450 BMW M550d (2017) - £20,000 Spot a debadged M550d and the only clue would be the 19-inch alloys – this was a true stealth machine. Up front was a quad-turbo 3.0-litre straight-six diesel engine rated at 395bhp and 561lb ft of torque, capable of getting the BMW from 0-62mph in just 4.4 seconds – the same time as the previous-generation M5. We found: 2017 BMW M550d Touring, 63,000 miles - £31,000 (listed for sale in Germany) So that’s the European market cars – how about the biggest sleepers ever sold in the US? Oldsmobile 88 (1949) Although America’s greatest muscle cars were built during the 1960s, Oldsmobile boldly experimented with the idea of putting a big engine in a small car when it released the 88 for 1949. On paper, the recipe was simple: it put the 135bhp Rocket V8 it designed for the 98 into the smaller, lighter 76 body. Its 12.2sec 0-60mph time sounds slow in 2020 but it was extremely impressive at the time. Performance sold well so Oldsmobile started setting stock car racing records to advertise its new model. It also won five NASCAR Grand National races in 1949. Part of its appeal was that it didn’t look quick; it was offered in six body styles (including a two-door coupe) and they all flew right under the radar. Chrysler C-300 (1955) Chrysler set out to steal the spotlight from Oldsmobile when it introduced the C-300 for the 1955 model year. Its Hemi V8 relied on a pair of four-barrel carburetors and a full race camshaft to deliver 300bhp, a number that made the C-300 the most powerful production car in America when went on sale. Enthusiasts could only order the C-300 as a coupe priced at $4109 (about $40,000 (£33,000) in 2020). It was Chrysler’s second-most-expensive car, and it looked the part, but only a handful of checkered flag-shaped emblems informed other motorists about the serious power hiding behind the grille. VolksVair (1960s) California-based Crown Manufacturing made some of the more unusual sleeper cars of the 1960s. Starting with an air-cooled Volkswagen, it removed the flat-four and replaced it with a flat-six pulled out of an unsuspecting Corvair. The result, according to period ads, was a 200% increase in power. Speed junkies got a stock-looking Bus or Beetle that could pop a wheelie while spinning its rear wheels. Production figures are lost to history. We’ve seen only one in the wild in recent years. Pontiac Tempest LeMans GTO (1964) In the 1960s, enthusiasts expected automakers to give performance cars a suitably loud look with wings, stripes and vents. Pontiac bucked that trend when it introduced the Tempest’s GTO package for the 1964 model year. Hood scoops, emblems and wider wheels were all that set it apart aesthetically. Its subtlety is forgotten in 2020 because so many examples ended up modified with aftermarket parts. Pontiac pegged its 0-60mph time at 7.7sec thanks to a 325bhp, 6.4-litre V8 but it was a lot quicker than that in reality. Car & Driver recorded a 4.6sec time when it tested the model in 1964. Shelby GLHS (1986) There was nothing seriously exciting about the Dodge Omni, a small hatchback that traced its roots to Chrysler’s European division where Brits got it as the Talbot Horizon, yet Shelby managed to turn it into one of America’s all-time greatest hot hatches. The turbocharged, 2.2-litre four-cylinder was tuned to 175bhp, enough for a 7.0sec sprint to 60mph, and suspension modifications greatly improved its handling. It was a formidable performance car, it managed to out-GTI the Volkswagen GTI, and it lived up to its name: Goes Like Hell S’more. Shelby made 500 units of the GLHS so it’s even rarer than the GLH it’s based on. It’s still an Omni, though, and, few will suspect it’s capable of keeping up with a modern-day Fiat 500 Abarth. Dodge Caravan Turbo (1989) What in the world is a tall, boxy minivan doing here? Ask the folks at Dodge who decided, for the 1989 and 1990 model years, to offer the Caravan with a 2.5-litre four-cylinder turbocharged to 150bhp and bolted to a five-speed manual transmission. Its 9sec 0-60mph time didn’t quite land it in sports car territory but it looked about 10sec slower. Plymouth made the same drivetrain available in the Voyager. Ford Taurus SHO (1989) The original Ford Taurus introduced for the 1986 model year quickly became a common sight on America’s driveways, freeways and parking lots. Its ubiquity helped the Super High Output (SHO) model launched for 1989 conceal its performance credentials. The understated body kit signalled the presence of a Yamaha-built 3.0-litre V6 that shifted through a five-speed manual transmission. Putting 217bhp between the front wheels of a Taurus gave it a 6.6sec 0-60mph time. Ford launched the second-generation SHO for the 1992 model year. The nameplate lived on for years but it retired in 2019 when Ford ended Taurus production once and for all. GMC Syclone (1991) Against all reasonable odds, GMC turned the S-15 into a sports car-taming pickup truck by dropping a supercharged, 4.3-litre V6 into the engine bay and tuning it to 276bhp. Its 0-60mph time of 4.3sec allowed it to comfortably outsprint a Chevrolet Corvette while its $25,950 base price (about $49,000 (£41,000) in 2020) made it nearly as expensive as one. It didn’t take long for GMC to sell the 3000 units it planned to make and the Syclone was so popular that its powertrain ended up in an SUV named Typhoon in 1992. Nissan Sentra SE-R (1991) The run-of-the-mill variants of the third-generation Nissan Sentra didn’t exactly set the car world on fire. They were simple, value-packed economy cars designed for thrifty commuters. The SE-R model was the exception to the rule because it received a 138bhp, 2.0-litre four-cylinder engine with a 7500rpm redline. It was front-wheel drive, though Nissan added a limited-slip differential, and it weighed less than 1136kg. Stylists settled for adding a new-look front bumper with air vents, a spoiler on the trunk lid and alloy wheels. To the untrained eye, it merely looked like a souped-up Sentra. Plymouth Sundance Duster (1992) Often ordered with racing stripes and a hood scoop, the original Plymouth Duster hardly qualified for the “wolf in sheep’s clothing” label. Plymouth resurrected the name as a trim package in 1979, 1985 and 1992; it’s the latter model that earns a spot on this bench. The company started with the Sundance, a mediocre economy car by most accounts, and gave it a 3.0-litre V6 rated at 139bhp. That was on par with Shelby’s version of the Sundance’s Dodge-badged twin, the CSX, but without the attention-grabbing visual add-ons. The Duster treatment was relatively subtle. The six sent the Duster from 0-60mph in 8.3sec, an admirable time for an economy car. Chevrolet Impala SS (1994) Chevrolet put the SS designation on some less-than-quick cars over the years so enthusiasts were skeptical when the Impala received it for the first time in decades in 1994. It looked a lot like a blacked-out police car but its 256bhp, 5.7-litre V8 sent it from 0-60mph in 7.0sec. If that doesn’t sound like much, keep in mind it used bulky, truck-like body-on-frame construction and it weighed over 1818kg. American tuner Callaway offered its own version of the Impala SS equipped with a Corvette-sourced, 395bhp V8 plus a long list of chassis modifications. The extra horsepower lowered its 0-60mph time to 5.9sec, which was about on par with an E34-generation BMW M5. Chevrolet made nearly 70,000 examples of the Impala SS from the 1994 to 1996 model years. Buick Regal GS (1997) Buick made a serious attempt at luring enthusiasts into showrooms when it introduced a GS variant of the fourth-generation Regal in 1997. Advertised as “the official car of the supercharged family,” it received a 3.8-litre V6 supercharged to send 237bhp to the front wheels. Buick promised a 6.9sec 0-60mph time and a 14.9sec quarter-mile time in a package that looked like a grandpa’s Regal. Mercury Marauder (2003) The third-generation Mercury Marauder was based on the body-on-frame Grand Marquis and that alone was enough to dispel any suspicions of performance. How can retired America’s chariot of choice appeal to enthusiasts? With a tighter suspension and a Ford Mustang-sourced, 298bhp V8, it turns out. Mercury redesigned the bumpers, tinted the lights and added 18in wheels to achieve a subtle but purposeful look. It sold 11,052 units of the Marauder during the 2003 and 2004 model years. Jeep Grand Cherokee Trackhawk (2018) The burly Grand Cherokee is part of the Jeep family so it’s normally not associated with any kind of on-road performance. We’d hate to take the Trackhawk off the road, however. It’s more at home on a drag strip because it’s powered by a supercharged, 6.2-litre Hemi V8 engine also found in the mighty Dodge Challenger Hellcat. It makes 697bhp and it spins the four wheels. The visual differences between the Trackhawk and the regular Grand Cherokee are minor so drivers won’t attract unwanted attention on the road. The exhaust note is, however, a different story…

6/29/2026

Autocar names the car from every major car-maker that it thinks is the most important - and why In the motoring world, the word ‘iconic’ can mean almost anything you want it to. It could describe a car which encapsulates the history and ethos of its maker, or an outstanding model with no relation to anything else wearing the same badge. Or it could refer to something else entirely. Whatever the definition, we believe that 50 manufacturers have produced cars which could be considered iconic in one way or another, such as their wider cultural impact, or the way they represent the values of their maker. Here they are, in alphabetical order, and as voted for by Autocar staff members. You’re welcome to disagree with our choices, but we hope you’ll be satisfied with at least some of them. AC Cobra There’s a lot more to AC than just the Cobra, but this is by far its most famous model. It was devised by Carroll Shelby, who felt that there was nothing wrong with AC’s Ace sports car that couldn’t be fixed by making a small-block Ford Windsor V8 engine (or, later, a big-block FE) fit under the bonnet. The resulting Cobra was both a thunderous road car and an exceptionally successful racer. Production, which began in 1962, has proceeded in fits and starts over the decades, but a new Cobra (pictured) is due to go on sale later in 2023. Alpine A110 The original A110 started out in the 1960s as an attractive but not particularly fast sports car with Renault components. Within a decade, it had become the most successful rally car on the planet, demolishing both Fiat and Ford on its way to winning the 1973 World Rally Championship. There’s a case for saying that this is the iconic Alpine, but we’ve gone instead for the similar-looking but technically unrelated car of the same name introduced in 2017. We called it “riotously rewarding”, and described it as having “what must be one of the most forgiving, exploitable and brilliantly immersive chassis that the sports car market has produced in decades”. Even the old A110, great as it was, never received such high praise. Alfa Romeo GTAm The GTAm was the most exciting derivative of the GTA, itself the smart-looking coupe version of the much boxier 1960s Giulia saloon. Initially known as the 1750 GTAm (but, despite the name, powered by a 2.0-litre twin-spark engine), it was built in very small numbers by Autodelta as a homologation special, devised simply to allow Alfa Romeo to use it in Touring Car racing. For its day, it was one of the finest cars of that type, winning the 1970 European championship in the hands of Dutch driver Toine Hezemans (born 1943). An even quicker version called the 2000 GTAm, with 240bhp rather than the previous 210bhp, earned Alfa Romeo the European Manufacturers’ title the following year. Austin Seven Goodness knows Austin produced some memorable cars over the years, but if we had to pick one - which we literally just did - it would have to be the Seven. In a sense, this was a smaller, British equivalent of the Ford Model T – a cheap and simple but ‘proper’ car which was within the means of buyers who might previously have had to make do with a far less appealing cyclecar. Built under licence in Germany, the Seven was the first car produced by BMW. It was also, despite its humble station in life, very tunable, and performed exceptionally well in both racing and record breaking. Production ended in 1939, but the Seven remains popular (as both a road and a competition car) among classic enthusiasts to this day. Austin-Healey 3000 The 3000 was the last and greatest of the ‘big Healeys’ co-developed by BMC and the Healey sports car company. Derived from earlier 100-series models, it was fitted with a 2.9-litre version of the BMC C-Series engine more commonly found in large saloons. As well as being the epitome of the ‘hairy-chested sports car’ in road-going form, the 3000 was one of the most formidable rally cars of the early 1960s, and performed well (if less successfully) in long-distance sports car races. Bentley Arnage If one car represents the entire history of the Bentley marque, it’s the Arnage. It was named after a corner at the Le Mans circuit, where Bentley won the 24-hour race five times between 1924 and 1930, and was mostly powered by a development of the 6.75-litre L-Series V8 engine which dated back to 1959. Yet it was also a thoroughly modern car, introduced near the end of the 20th century and surviving for the first decade of the 21st. Its spirit lived on in the later Mulsanne, and still does in today’s Flying Spur. BMC Mini At least historically, if not financially, the Mini was the crowning achievement of the British Motor Corporation. In fact, it was never branded BMC (because nothing was) but instead wore the badges of Austin, Morris, Innocenti, Authi and, in three-box saloon form, Riley and Wolseley, though it was eventually sold simply as Mini. Less than a decade into its production life, which began in 1959, it was three things at once: everyday family transport (that was much more comfortable and safer than the microcars it largely supplanted), a car celebrities wanted to be seen in and a ferocious competitor in racing, rallying and almost every other form of motorsport. It was already seriously dated by 1980, but was so well loved that it remained on sale for a further 20 years, finally disappearing shortly after it was placed second behind the Ford Model T in the one-off Car of the Century list. BMW M3 E30 BMW has been producing M3 performance saloons since 1986, and they have all been magnificent in their way, but there’s a magic to the original E30 model which, we think, has never quite been captured since. It was the only one in the series with a four-cylinder engine (of either 2.3 or 2.5 litres), and if you think that’s disappointing you probably haven’t heard one screaming away at full throttle. Fabulously nimble even in road-going form, it was also a brilliant racer, winning Touring Car championships right up to World level, and one of the most exciting (and best-sounding) rally cars of the late 1980s and early 1990s. Buick Riviera (first generation) Buick first used the Riviera name for the two-door hardtop version of the Roadmaster in the 1949 model year before applying it to a separate model over eight generations. As with the BMW M3, the first of these is the one which floats our boat most effortlessly. It doesn’t hurt that the smaller of the two available Nailhead V8 engines measured 6.6 litres (the larger was a 7.0), but it’s mostly about the styling, courtesy of GM design chief Bill Mitchell. It could easily have been a Cadillac, where indeed it was originally destined. For a mainstream car introduced in late 1962, it looked incredibly modern, and might still have seemed reasonably fresh if it had been on sale a decade later. From the W-shaped nose (as seen from above) to the sharply angled C pillar, it was very distinctive, and as American as apple pie with popcorn and a large Coca-Cola. Cadillac Escalade There are many reasons to recoil at the idea of Cadillac being represented by the Escalade on this list. You might feel it doesn’t bear comparison with a 1950s Eldorado or a 1930s V-16, or maybe you feel uncomfortable about a vehicle favoured by LA-based celebrities, or perhaps you detest enormous SUVs. But there’s no doubt that it has been the GM luxury brand’s great success story of the 21st century so far. Sales of the Escalade (in both standard and long-wheelbase ESV forms) bombed during 2022 because production was severely limited by supply chain issues – and yet, despite that, it was still easily the most popular Caddy of all in the US, and the leader of the full-size luxury SUV category by an even greater margin. Chevrolet Corvette There is simply no argument about this one. The first-generation Corvette might have been a slow-seller to begin with, but it took off when Chevy made its new small-block V8 engine available in 1955, and it has been at the top of the game ever since. Claims that it is the world’s most successful sports car in automotive history are as solid as the Rockies. Today’s Corvette, the first with a mid- rather than front-mounted engine, is as much of a triumph as any of its predecessors. In its home country, it’s up against 11 other models in the premium sports car sector, including two Porsches. In 2022, it outsold all of them put together. Chrysler 300 Chrysler produced a great many cars called 300 in the 20th century, most of them in either the ‘letter’ or ‘non-letter’ series. Our choice isn’t one of those. Instead, we’ve gone for the much more recent 300 (sold in Europe as the 300C, though this was applied only to lower-spec versions in North America) which has been produced in two generations since the 2005 model year, and was also briefly marketed as the Lancia Thema. The 300 re-established Chrysler’s discontinued tradition of building large, rear-wheel drive saloon cars, often powered by a mighty V8 engine (in this case, the latest in the Hemi series with capacities of up to 6.4 litres). As such, it more or less stands alone among Chrysler products of the past few years, and can be considered iconic for that reason, as well as being a representative of icons from another era. Citroën DS It could have been the 2CV, but no – we went instead for the much grander DS range. While the 2CV had contemporary rivals, the DS was the car the rest of the motor industry took a long time to catch up with, to the extent that it did at all. From the start, it had hydropneumatic suspension and high-level rear indicators. In 1967, 12 years into its life, these were joined by directional headlights, which made the DS even more exotic than it had been originally. And it looked just amazing. French Philosopher Roland Barthes (1915-1980) wrote in 1957 that it “has fallen from the sky inasmuch as it appears at first sight as a superlative object”. Of what other mainstream car, with a production run of well over a million, could that ever have been said? Datsun 240Z Known in Japan as the Nissan Fairlady Z, this was the first in a long series of high-performance coupes with increasingly large numbers in their titles to reflect the rise in the capacities of their (always six-cylinder) engines – at least until the current model, known simply as the Nissan Z, came along in 2022. They form a proud tradition, but it was the 240Z which first showed that Nissan – not known before 1970 for anything like this – could create such a car, and do it so well. De Tomaso Pantera The Pantera was by far the most successful model from the small Italian company founded in 1959 by Alejandro de Tomaso (1928-2003). It was preceded by the Vallelunga, which had a 1.5-litre pre-crossflow Ford Kent engine, and by the much more powerful V8 Mangusta, which was rather tail-heavy and reportedly quite a handful to drive. These were relatively short-lived cars, which could not be said of the Pantera. With lots of power, and stability to go with it, it remained in production for over two decades, all the way from 1971 to 1992. If there is a single model car to remember De Tomaso by, it’s this one. Dodge Charger Daytona Dodge has produced three Charger Daytonas, but there’s no doubt that the first was the most spectacular of them all. It was one of the Winged Warriors, a subset of the Aero Warriors built for sale to the public in just enough numbers for them to be eligible for NASCAR racing. A regular Charger in most respects, it had an aerodynamic nose to reduce drag and an enormous rear wing to increase downforce. As well as looking extraordinary, it had a fantastic competition record, at least until the rules were altered to slow all the Warriors drastically. Bobby Isaac (1932-1977) won the NASCAR championship in 1970 in a Daytona, while Buddy Baker (1941-2015) used his to become the first driver in series history to record an average lap speed of over 200mph (at the Talladega Superspeedway) in the same year. Ferrari F40 The F40 was the last Ferrari road car to enter production during the lifetime of Enzo Ferrari (1898-1988), and was named for the fact that it was announced during the 40th anniversary year of the company building its first car under its own name. To a limited extent, it was a descendant of the 1970s Ferrari 308, but it looked almost completely different, like a racing car adapted for the road (even though that process actually happened the other way round). For 1987, the turbocharged F40 was almost shocking, and had something of the “fallen from the sky” aura which Roland Barthes had seen in the Citroën DS three decades before. Fiat Nuova 500 Fiat has created several models called 500 (or cinquecento, which means the same thing in Italian), but the most celebrated of them all is the second in the line. It manufactured from 1957 to 1975, and was known originally as the Nuova, or ‘new’, 500 to distinguish it from the pre-War version usually referred to as the Topolino. This 500 – the only one with a rear-mounted engine – was austere and functional, and designed for Italian motorists who could barely afford anything else. There’s nothing at all glamorous about that, but the 500 wormed its way into people’s hearts, partly because it was so familiar, partly because it was one of the most charming mass-production cars ever devised, and partly – with four million made – it was the car that properly put its home nation on four wheels, often for the first time in its owner’s life. Ford Model T The most iconic Ford? The Model T might be the most iconic car, full stop. It was intended to put Americans (and to some extent people in other parts of the world) on the road and, for better or worse, it did. With the help of the industry’s first moving assembly line, Ford built around 15 million examples, a very high figure now and quite astonishing for the period from 1908 to 1927. In 1999, the Model T was named Car of the Century. It may, in time, be hailed as the car of every century. It changed the world in a way that no automobile ever will again. Hillman Imp The Imp was as out of character for Hillman as a two-seater sports car would be today for Dacia. Introduced in 1963, in the decade when the brand’s line-up included the very conventional Minx and Hunter, it was by far the smallest Hillman (a direct rival to the Mini), and the only one with a rear-mounted engine. The engine in question was an all-alloy overhead-cam unit designed by Coventry Climax and capable of producing enormous power for its size when appropriately tuned. Imps and their derivatives (including several kitcars and single-seaters) were therefore extremely successful in competition, helped by their excellent handling. Unfortunately, the road-going version never achieved the popularity of the Mini, but what a car it was. Hindustan Ambassador Motorists who live far from India have little reason to know much about Hindustan Motors. If they do, it’s almost certainly because of the extraordinary Ambassador. This started out in 1957 as a locally-built third-generation Morris Oxford but was gradually developed over the years, latterly being powered by Isuzu engines. For most of its life, the Ambassador would hardly have been considered a great car in the west, but it suited the Indian market perfectly, being robust, reliable and roomy. Remarkably, Hindustan persevered with it for more than half a century, making the Ambassador one of the longest-lived cars in history. Around 900,000 were made until production ended in 2014. Holden Maloo Australians are very fond of high-performance, saloon-based pickup trucks known locally as ‘utes’. One of the most famous is the Maloo, which was based on several generations of the Commodore, and is our favourite Holden. It was available in the UK for a few years, wearing Vauxhall badges. Testing a £51,500 example with a 6.2-litre V8 engine in 2012, we suspected that it wouldn’t sell well here (it didn’t), but concluded: “If somebody wants a Maloo, they’ll just want one, so go with what makes you happy.” Honda Civic Type R Yes, of course we know about the NSX, but it’s the hot hatch version of Honda’s mid-sized hatchback that gets our vote. The little monster is now in its sixth generation, having made its debut in 1997 with a high-revving and very powerful 1.6-litre engine. From 2001, Type Rs have had a 2.0-litre motor which originally revved to 9000rpm and usually produced at least 200bhp. A major change occurred in 2015, when the new Type R went on sale with a turbocharged version of the same unit. The rev limit was substantially lowered, and the engine note was far less arresting, but the power output jumped by 50 percent. The current model produces 324bhp and can accelerate from 0-62mph in 5.4 seconds. Hummer H1 It’s possible to look critically at every Hummer, even the relatively small H3 or the current Pickup EV which, though colossal, is at least powered by electric motors rather than a heavily polluting internal combustion engine. However, no Hummer has ever been viewed with such a polarised mixture of admiration and horror as the original H1, which is why we think it’s the most iconic. The H1 (a name adopted when GM bought the rights in 1999) was the civilian version of the military Humvee developed by AM General. Absolutely no one needed such a thing, which is partly why it was so sought after. As the behavioural economists will tell you, being able to afford something very expensive and completely useless is one of the most powerful status signals you can send to other people. Jaguar E-Type Known officially in North America as the XK-E, the E-Type was introduced in 1961 as the latest in a line of two-seat Jaguar sports cars. It was technically innovative, it was powered by a proven six-cylinder engine (later joined by a V12) and it was competitively priced. None of this explains why it represents Jaguar on this list. It’s here because it was simply beautiful – more so, you might say, than anything else the company has ever built, and perhaps more than anything anyone else has built either. Yes, cars are functional, mechanical objects, but some of them transcend that simply because they look so satisfying. Few have ever done this as effectively as the E-Type. Lamborghini Countach We haven’t actually researched this, but it seems likely that the Countach featured on more posters on car-loving children’s bedroom walls in the 1970s than any other Lamborghini. For its day, it looked incredible, with its low, wide, wedge-shaped body and the amazing feature of scissor doors. When it was launched in 1974, there was simply nothing like it on sale. Of course, it didn’t matter to the kids that the rear visibility was terrible, and adult fans didn’t seem to mind this either. Aesthetically speaking, things just got better when Lamborghini added a big rear wing. Eventually, the shape dated, as shapes do, but Countach production continued until 1990 – an impressive run for a supercar. Lancia Stratos In the early 1970s, Lancia did well in international rallying with the Fulvia HF, a front-wheel drive coupe with a 1.6-litre V4 engine, but the sport was developing so rapidly that something else would clearly be required soon. The Stratos, introduced in 1974, represented an almost unbelievable leap forward. It was vastly more modern than the Fulvia, and had a Ferrari Dino V6 engine mounted between the rear wheels. It was also devastatingly effective. Lancia won the World Rally Championship (open at the time only to manufacturers, not drivers) three times in a row from 1974 to 1976, and although production stopped in 1978 the Stratos won its 18th and last WRC round three years after that. Nearly half a century after its first appearance, it remains one of the most exciting rally cars ever devised. Lincoln Continental (1970s) The Continental of this decade was one of the grandest US luxury cars, and in a way represented the end of this type of vehicle as it had previously been understood. To some extent, it was also a step backwards. From 1958 to 1969, Continentals had featured unibody construction, by then the obvious way to build a car, but for 1970 Lincoln reverted to the old-fashioned body-on-frame method. As rival brands downsized their largest models, the Continental actually grew, partly because of legislation requiring more substantial front and rear bumpers. At its peak, it measured 5918mm (233.0in), which made it the longest car in North America and one of the longest in the world. The 1980 Continental which replaced it was more than a foot shorter. Lotus Elise If Lotus fans had been given a vote here, there would have been a lot of support for the Seven, the original Elite and the first-generation Elan, and there’s a strong case to be made for all of them. However, we’ve gone for the Elise, which is certainly the most iconic Lotus of the modern era, and arguably of the company’s long history. In each of its three generations, the Elise followed the old Lotus principle of being fast not because it was especially powerful (though outputs did increase over the years) but because it was light. The lack of weight was also a major factor in its superb handling. If founder Colin Chapman (1928-1982), who died long before it went into development, had still been around, we think he would have been very pleased with it. Mazda MX-5 The small, open two-seater sports car with a front-mounted engine and rear-wheel drive, of which so many had been produced earlier in the century, was almost extinct when Mazda launched the MX-5 (or Miata or Eunos, depending on where it was sold) in 1989. The Japanese company therefore had this sector of the market almost to itself, but that was no guarantee of success. What made the MX-5 an instant hit wasn’t that the fact that it had much power. It actually had very little in the early days, but it was outstandingly good in every other area, and wonderful to drive. Mazda has kept the basic concept going for four generations, and was rewarded in 2016 by reaching a production milestone of one million units. No other car of the same type has ever come remotely close to this. Mercedes 300 SL Gullwing The 300 SL was an outlier in the Mercedes line-up of the 1950s, and was not originally planned as a road car at all. It started out as a not very powerful, but exceptionally light and aerodynamic, sports racer which finished first and second in both the Le Mans 24 Hours and Mexico’s Carrera Panamericana in 1952. A road-going version was suggested by US importer Max Hoffman (1904-1981) in September 1953. Mercedes had one on display – still with the gullwing doors and direct fuel injection of the racer –  at the New York International Motor Sports Show just five months later, and offered it for sale from then until 1957. It was replaced by a mechanically similar roadster which remained on the market for six years. The roadster was a beautiful car, but we prefer the Gullwing. MG MGB The MGB was the first road-going MG sports car with unibody construction rather than a body bolted on to a chassis. It was available as both a roadster and a coupe, the latter known as the MGB GT, and had a very production run from 1962 to 1980. In that time, it became the first MG to reach sales of 500,000. Within the MGB range, the most iconic model is surely the 3.5-litre Rover-engined GT V8. Despite its fame, it was on the market for less than four years, and only 2591 were built. It was relaunched much later as the RV8 (with a 3.9-litre version of the same engine), which was manufactured from 1992 to 1995. Mitsubishi Evo In each of its ten generations, the Evolution derivative of the Mitsubishi Lancer was a four-door saloon with four-wheel drive and a turbocharged 2.0-litre petrol engine. In 2014, Mitsubishi UK, celebrating its 40th anniversary, built 40 examples of the Evo X FQ-440 MR, which produced, as its name suggested, 440bhp. At 220.2bhp per litre, this is the highest specific output of any four-cylinder road car, and second overall only to the Koenigsegg Jesko. Evos were fabulous high-performance road cars, but their greatest value was the publicity they gained for Mitsubishi due to their success in international rallying. Tommi Mäkinen (born 1964) won the World Rally Championship for Drivers every year from 1996 to 1999 in these cars, and Mitsubishi won the Manufacturers’ title in 1997. Nissan Skyline GT-R Like the Datsun 240Z mentioned earlier, the Skyline GT-R is an outlier in the Nissan range. It’s almost unbelievable that the company which produced the Micra, the Qashqai and the Sunny could also come up with something like this. There have been Skyline GT-Rs in six generations since 1969 (though with a 16-year gap), and the legacy has been carried over to the current GT-R, which no longer bears the Skyline name. All versions produced since 1989 have been outstanding and, we think, worthy of the icon title. Opel Manta For a mainstream manufacturer, Opel has built some astonishing cars, including the enormous 24/110 Regent luxury model of the late 1920s and the beautiful little two-seater GT of 1968-1973. But if we’re going to name the brand’s iconic model, it has to be the Manta. By this we mean not the first-generation Manta, produced in the first half of the 1970s, but its replacement, which had a 13-year production run starting in 1975. It was simply a restyled version of the contemporary Opel Ascona/Vauxhall Cavalier, but it looked wonderful. The most celebrated version is the Manta 400, which Opel used in international rallying during the Group B era. At the top level, it was demolished by the four-wheel drive opposition, but it still looked fantastic, especially when driven by the likes of Russell Brookes and Jim McRae. Peugeot 205 GTI By the 1980s, Peugeot had developed a reputation for producing good but unadventurous cars. That changed dramatically in 1983 when the company’s 104 was replaced by the 205. This was immediately hailed as one of the finest European superminis, and it is still thought of in similar terms four decades later. The most exciting 205 was the mid-engined, turbocharged, four-wheel drive T16, but only enough of these were built to allow Peugeot to use modified derivatives in Group B rallying. The front-wheel drive GTI, available with either a 1.6-litre or later a 1.9-litre engine, was the iconic model, not only within the range but in all of Peugeot history. It was quick, it was beautiful, it was affordable and it was an absolute riot to drive. Peugeot has arguably never built a hot hatch to match it since, but then who has? Porsche 911 It’s not even close. There have been many great Porsches over the years, but this is the one everybody knows about and nearly everybody wants to have. Porsche did its best with a series of front-engined sports cars, but none of them survived the 20th century. The rear-engined 911 has been around for 60 years, and there’s no sign of it ever going away. There have been many developments, of course, yet the basic shape and mechanical layout have never changed. The 911 formula worked back in 1963, and it still works today. Renault Clio Renault had an extremely hard act to follow when the time came to replace the 5, which had been produced in two generations since 1972. Its next supermini might also have been called the 5, but by 1990 company policy dictated that Renaults had to be given names rather than numbers, so it became known as the Clio.   There have been five generations of Clio, and they have all been successful – even the ordinary versions, not just the considerably more exciting Williams (pictured), V6 and Renaultsport models. In 2006, the Clio became the first car ever to win the Car of the Year award twice (having originally done so in 1991). Only the Volkswagen Golf and the Opel/Vauxhall Astra have achieved the same feat since then. Rolls-Royce Phantom (seventh generation) Over nearly a century, though with some gaps, there have been eight generations of Phantom. As the most iconic Rolls-Royce, we’ve nominated the seventh, which was launched in 2003, and was the company’s only offering for several years. It was the brand’s first model after the takeover by BMW, and remains its flagship. Of all 21st-century Rolls-Royces, this one and its eighth-generation successor are the ones most closely aligned to the super-luxury vehicles of the past. Rover SD1 The SD1 might have been the most shocking mainstream British car introduced in the 1970s. The old ‘auntie Rover’ jibe suddenly became irrelevant when this astonishingly modern-looking car hit the market, transforming the public perception of the brand like no model before or since. Some of the engines in the range were best avoided. The SD1 was at its best when fitted with the celebrated 3.5-litre Rover V8, based on a Buick design. This was the right engine for the car, and made it a formidable weapon in Touring Car racing for several years. Saab 96 The 96 did not spring from nowhere. It was an evolution of Saab’s first model, the 92, and the succeeding 93. But it was the ultimate Saab of its era, not least because it bridged the old and new, being fitted originally with a tiny two-stroke engine and later with a Ford V4. With the 841cc two-stroke, it became the smallest-engined car ever to win the Monte Carlo Rally, and it still is. It remained competitive in international motorsport with the V4. In road-going terms, the introduction of the larger 99 in 1968 hardly affected the 96 – it was still in production as late as 1980, 20 years after it first appeared. Seat Ibiza There was some enthusiasm among our voters for the SEAT 600, which contributed enormously to the Spanish economic miracle, but in the end we went for the Ibiza. It was introduced in 1984, became the first car marketed in the UK as a SEAT the following year, and is still the brand’s supermini representative nearly 40 years later. The first Ibiza owed a great deal to Fiat, but since the early 1990s all versions have relied on Volkswagen technology. They are the equivalents of VW’s Polo in almost every respect other than styling, and are generally cheaper. Studebaker Avanti The short-lived but fascinating Avanti was very fast for a car of the early 1960s, and extremely unusual for the time in having disc brakes at the front. Despite all that, it’s an icon more because of its futuristic fibreglass body, designed by Raymond Loewy (1893-1986) and looking absolutely nothing like that of the Studebaker Lark, which shared the same chassis. The Avanti was the car which should have saved the by then deeply troubled brand, but Studebaker was already too far gone, and collapsed a few years later. Subaru Impreza Until the late 1980s, Subaru was a subject of only mild interest outside Japan. The Legacy moved things forward a long way, but the big change came with the introduction of the smaller Impreza. While the Legacy had done well in international rallying, the Impreza became one of the dominant cars in the sport, bringing Subaru unprecedented levels of global publicity. All Imprezas have had a low centre of gravity thanks to their flat-four engines, and most have had soft but well-damped suspension. Turbocharged versions perform very well, but even an Impreza with very little power can be wonderful to drive, as in the case of, for example, the superb 1997 Impreza Sport. Tesla Model S Say what you like about Tesla (and almost everyone does), it has become a very significant part of the motoring world in little more than a decade. That’s not because of its first model, the Lotus Elise-based Roadster, an interesting device but aimed at a small corner of the market. No, the game changer was the Model S. Very roomy inside, it was also extremely fast if fitted with two motors rather than one, despite weighing more than two tonnes, and of course it didn’t consume any type of fossil fuel. And with a real-world range of well over 250 miles, it was the first electric car where running out of juice was mostly not top-of-mind for its driver. Other Teslas are now available, but the Model S is the one which brought the brand to life. Toyota Land Cruiser The Land Cruiser name was first used in 1954, but it was applied to a vehicle launched three years earlier, so in a sense Land Cruisers have been around for over seven decades. There is almost no connection between the current model and the original Jeep-like military vehicle, but that’s part of the point. Toyota has evolved its off-roader to meet changing requirements (usually involving toughness and go-anywhere ability), so at any time in its history there has always been someone somewhere in the world who would rather have a Land Cruiser than anything else on four wheels. Vauxhall Lotus Carlton The Lotus Carlton is one of those icons which stands out from everything else its maker produced. Each of the small number of cars built left the Opel factory in Rüsselsheim as a Vauxhall Carlton (or Opel Omega) 3.0 GSI, and was then taken to the Lotus factory in Hethel, where the straight-six engine was enlarged to 3.6 litres and fitted with twin turbochargers. With appropriately high-octane fuel, the power shot up to over 370bhp, making this a staggeringly fast four-seat saloon for the early 1990s. The braking and suspension were uprated appropriately, so the Lotus Carlton handled beautifully and could stop urgently – a point lost on those who claimed at the time that it was too fast for the road. Volkswagen Golf Historically, of course, the Beetle is the iconic VW – the first car to be built in greater numbers than the Ford Model T. Without it, there would be no Volkswagen today, and conceivably no Audi, SEAT or Skoda either. From a 2023 perspective, though, we reckon the Golf should have the title. It’s been around for nearly half a century, and while some generations have not been as good as others they have all been extremely popular, offering customers a choice of everything from simple, economical transport to a variety of impressive hot hatches. It is the centre of gravity of Volkswagen as we know it today. Volvo 850 If there’s one type of car Volvo is particularly known for, it’s the large saloon, or more specifically the large estate. The 850 was in production only in the early to mid 1990s, but it’s an excellent example, and it also marked a turning point for the company. Though its styling was much more rounded, the 850 was clearly in the same spirit as the older 200 Series. At the same time, it was technically different, with transversely-mounted engines (some of them with five cylinders) and front-wheel drive. The car lived beyond its name, becoming known as the S70 or V70, depending on body style, in 1996. The former didn’t last much longer, but the V70 went through another generation, finally being discontinued a quarter of a century after its great predecessor made its debut.

6/29/2026

Experts say we've taken a wrong turn on long-term road maintenance Experts say Britain has taken a wrong turn on long-term road maintenance. There are now more than one million potholes across the UK, roughly six for every mile of road, and the problem seems to be getting worse due to what experts say are the wrong methods being deployed to repair them. In a bid to stop the rot, the government has committed £7.3 billion for roads over the next four years and is now pushing councils towards longer-term maintenance strategies rather than simply reacting once potholes appear. Despite that shift, drivers returning from trips abroad still wonder why roads in countries such as Germany, France and the Netherlands often appear better maintained. So why do Britain's pothole repairs fail? Nick Thom, assistant professor of civil engineering at the University of Nottingham, said some repairs are simply not designed to last. "Pothole filling carried out in winter is usually done as a cheap emergency repair, without proper preparation of the surrounding surfaces and with materials that are not designed to last more than a few months," he said. According to Thom, short-term repairs often rely on cold asphalt mixtures because they can be applied in cold and wet conditions. He also cited research from one of his PhD students, who found repairs made in winter were more likely to suffer major fretting, where stones begin coming away from the road surface. Did Britain make the wrong choice? However, Thom said winter repairs are only part of the problem. He explained that around 25 years ago the UK began moving away from Hot Rolled Asphalt (HRA) in favour of so-called thin surface course systems. Thom said the decision to move towards thin surface course systems, which was taken to reduce road noise and spray, "contributed a lot" to the pothole problems drivers experience today. "The material was really designed for faster roads, like A-roads and motorways," said Thom, "but around the same time many local authorities decided to follow the same approach on secondary roads. Where speeds are much lower, and spray not an issue, HRA would have been a much better solution. I would say we as a nation got it wrong." Thom said HRA often lasts more than 30 years, while some thinner surfacing systems last no more than 10 to 15 years before needing attention. But Mike Hansford, who leads the Road Surface Treatments Association, said Britain's pothole problems cannot be explained by thin layer surfacing materials alone. He added: "It was almost like a perfect storm, because we introduced these thin surface course systems and at the same time stopped doing all the surface dressing on the scale we had been doing." Hansford said experienced engineers also left the industry at the same time, creating gaps in knowledge around surface treatments. According to Hansford, thin surface course systems depend far more heavily on preventative treatments such as asphalt preservation or rejuvenation, surface dressing or microsurfacing, to protect and seal the road surface. But surface dressing, where roads are sealed using bitumen and stone chippings, has become less common. He said: "It has been reduced from over 90 million square metres in 2008 to 35 million square metres in 2023 at its lowest. That has been a significant contributory factor to why we are where we are." Why do roads abroad seem better? The Netherlands took a slightly different approach. Professor Bert van Wee from the Delft University of Technology said Dutch authorities began introducing quieter road surfaces in the 1980s despite knowing they would wear out more quickly than traditional materials. "We still do it, because the benefits for road safety, visibility and noise are more important," he explained. "It's a deliberate choice. It's not that they forgot that they needed to replace those asphalt layers sooner than the traditional types of asphalt." Back in the UK, Malcolm Simms of the Asphalt Industry Alliance said preventative maintenance still has an important role to play, but he added that roads already in poor condition may first need more extensive work. "In a lot of cases, the surface layer is only as good as what it is laid on," he said. "If you have a weak foundation and you put something relatively thin on top of it, you still don't have the strength underneath." He also said the timing is critical: "While I wouldn't say you would be wasting your time and money, you're potentially compromising [the effectiveness of prevention) from day one by 'protecting' something that is already starting to fail." The Department for Transport has said councils carried out 15% more pothole prevention work last year and insists longer-term funding should improve repairs. So when can drivers expect to see a noticeable improvement in our roads? Hansford said: "There's a longer-term and increased government funding commitment in place until 2029/2030. With the DfT encouraging the use of preventative treatments, by the end of that period, providing everyone uses the funding sensibly, think we will start to see an improvement in the network." Simms is more cautious. "There is an £18.62 billion backlog to fill in England and Wales," he said. "Authorities have told us that if the money was available it would still take around 12 years to complete the work, and that's on top of existing road projects." Simms believes the improvements will take time. "You're talking at least 10 years," he added. "But if the work was actually done to get to improved conditions), authorities tell us they could then reduce their budget demands by a billion pounds a year. So it's 10 years of solid investment to get multiple years of future benefits."

6/29/2026

EV aversion and softening legislation have put big, booming engines back on the agenda The V8 is making a shock comeback, thanks to a green light from US regulators and foot-dragging among high-end car buyers. Stellantis, Lotus and Mercedes-Benz are among those reinstalling V8s into their line-up, and new Chinese car makers are working on their first-ever versions. Meanwhile, the likes of BMW, Ford and General Motors are reaffirming their support for the engine, investing in new developments in response to customer demand. V8s are a long way from being a mainstream power source, as they were for generations of primarily American cars, but against all odds they have survived the electric onslaught. Many EVs easily deliver the punch of a V8, but without the harshness – and emissions – of combustion power. Yet, crucially, they lack the character that many buyers have come to love. "In the luxury segment, customers simply enjoy the thrill of driving a car with powerful big engines," said Lotus CEO Feng Qingfeng. "They somehow just don't like the smoothness of EVs." Lotus is leaning on the resources of owner Geely, the Chinese giant that is investing in V8 and V6 powerplants via its part-ownership of engine builder Horse. As well as powering a new Lotus supercar codenamed Esprit (pictured in Autocar's artist impression above), the engine will go into an off-roader from the Geely stable, according to Feng (who didn't name the brand). It is also tipped for an 'M5-killer' from Lynk&Co. The arrival of a new V8 from Horse opens up the choice for smaller manufacturers, which have turned to the likes of BMW (such as Land Rover for the Defender Octa) and Mercedes-Benz (such as Aston Martin for its models). Stellantis, meanwhile, is getting a sales bump in the US from new CEO Antonio Filosa's decision to bring back the Hemi V8 for its Ram pick-up trucks. Previous boss Carlos Tavares canned the Hemi in favour of the lower-emission Hurricane straight six that anticipated tougher emissions targets, but was disliked by a section of pick-up buyers. The Hemi represented 40% of Ram orders in the first quarter, according to Filosa. "To have the V8 Herni engine keep accelerating will be very good for volume, will be very good for mix and, most of all, will be very good for profit," Filosa told investors on the company's first quarter earnings call. Stellantis wants to double down on muscle cars in the US using the SRT performance badge, with the V8 at their heart. The decision was a no-brainer. "Bringing back the Hemi V8 engine gained a lot of attention and sent a clear message that Stellantis is listening to its customers and dealers who resented being forced to take the Hurricane twin-turbo straight-six engine," said Stephen Reitman, analyst at banking firm Bernstein. The V8's return can be traced back to US president Donald Trump's decision to rip up emissions legislation imposed on car makers, cancelling penalties for missing CO₂ targets. "Stellantis no longer has to buy greenhouse gas credits to offset the carbon footprint of the Hemi V8," said Reitman. "The maths for bringing back the Hemi works." Filosa pushed back on suggestions that buyers would baulk at fuel bills 40% higher than those of the Hurricane-engine models and three times those for plug-in hybrids in a period when the Iran war is hiking fuel prices. "In the US, the oil price pressure is lower than in Europe," he said. The European V8, for a long time the preserve of top-end premium buyers, had been in decline in favour of electrified equivalents in response to CO₂ penalties. But premium brands have the widest global reach, so the combination of buyer reluctance to go electric at the top end along with America's V8 amnesty has tipped their hand. For example, Mercedes' AMG performance arm has brought back the V8 after getting a lukewarm reception to the C63 four-cylinder PHEV, despite its 671bhp output. A new smoother, lower-emission V8 is going into a range of new models, including the GLE and GLS. Like all European premium marques, Mercedes is leaning more on the US market after losing share in China and that requires having a V8 at the top end. Forner BMW CEO Oliver Zipse highlighted its V8 line-up as evidence of the company's rich variety in the face of what he saw as the "monoculture" within BMW's Chinese rivals, demonstrated at this year's Beijing motor show. He said: "You saw all drivetrains: you saw V8, you saw the Neue Klasse, fully electric, you saw smaller cars, you saw the new 7 Series, you saw our focus on hydrogen. The full breadth of a premium player you saw that." Despite Zipse's comment, the Chinese are also getting into V8s – not just Geely but also Great Wall Motor, which showcased a 4.0-litre turbocharged V8 at this year's CES tech event. High-end models from GWM's Tank off-road brand are likely recipients, as is its forthcoming sports car. Having a V8 is still a sign of status, Sam Fiorani, head of global vehicle forecasting at AutoForecast Solutions, told Autocar. "Outside of North America, V8 engines mark the arrival of a prestige model, announcing that a model or brand plans to take on the luxury or exotic market, he said. There's a political angle too. "For a Chinese manufacturer, creating a model that appeals to American tastes can put pressure on the dealers and legislators to open up American access to such models," said Fiorani. "It is unlikely to work by itself, but it is part of a larger plan to create a buzz for Chinese vehicles." Another possible reason for Chinese interest lies on the track. "They want to get into racing. That's the next cred they're chasing," Tu Le, founder of consultant Sino Auto Insights, told Autocar.

6/28/2026

Fiat captured the 1957 car's spirit in 2007 with great effect - and it's worked for 20 years What goes into a successful retro revival of an old car? For a good example, let's look at the Renault 5. The consensus is that it gets all the key features right. Much like the original 5, it's great to drive and even better to look at, but at its core it captures that classless spirit that the car always had. Just as with that car (and even more so in the modern era of PCP finance and leasing), almost anyone can walk into a Renault dealership and drive away with a sharp, stylish runaround that would look just as at home in Knightsbridge as it would in Kettering. Other rebirths haven't been so well resolved, losing touch of the elements that defined the original, whether that be through a hike in pricing (the Land Rover Defender, I would argue) or a complete departure in terms of positioning, shape, styling and character (it starts with 'F' and ends with 'ord Capri'). So there are hits and there are misses, but when all is said and done, the king of the comeback has to be the Fiat 500. Astonishingly, you have to go all the way back to 2004 to find the genesis of this modern classic, in the form of the Trepiùno concept, conceived in response to the overwhelming success of the Smart Fortwo city car in Fiat's home market. It was instantly recognisable as a descendant of the Nuova 500 that had mobilised Italy after World War II. The footprint was still tiny in comparison to its contemporaries, at comfortably less than 4m long, but there was enough space inside for a 3+1 seating layout - hence the name, which translates literally as 'three plus one'. It was a hit. Such a hit, in fact, that the production version was immediately green-lit and revealed just two years later with minimal fettling - apart from the sensible addition of a full-sized fourth seat. From the off, it was clear that Fiat had stayed faithful to the 500's original purpose. This new car was just as much of an everyman's car as the original: priced well and easy to use. It used the Panda's platform as its base while power came from the well-aged but eternally excellent Fire engine, economical, revvy and robust as it is. The reborn 500 excelled in everyday use, thanks to the great visibility out of its expansive windscreen and generous cabin space that belied its diminutive dimensions, and there was a lot to love for driving enthusiasts too: well-weighted steering and a low kerb weight made it a joy to chuck about, along with the later addition of a peppy, charismatic two-cylinder engine. A gorgeous interior, with kitchen appliance- esque HVAC dials and a delightfully simple combined speedo and tacho, helped make it an inherently cheerful car, putting a smile on your face whenever you drove it. But the looks were what really sold it to the masses. It was as desirable as a Gucci bag or a pair of Diesel jeans (both brands that collaborated with Fiat to create special-edition 500s). Ferrari UK even ordered a fleet daubed in its signature Rosso Corsa paint to use as courtesy cars for customers. My mum was among the admirers, buying three in a row over the years - including one in which I learned to drive and eventually had the joy of using every day. It was an everyman's car, yes, but it was a truly enviable one. Fiat captured lightning in a bottle in a way that very few others have ever done.

6/28/2026

Much of what the five-star MX-5 so great is evident in this humble hatchback I worry about the future of smaller car firms. With so much new technology to invest in and develop and new rivals flooding the market, the relative minnows are getting squeezed. That's why, like many of its contemporaries, Mazda is increasingly reliant on partnerships, sharing development with Toyota and Changan. Such deals give a firm like Mazda a path into the future, but the fear is that they lose some of the individuality that is a core part of their appeal. I've been reminded of that every time I've jumped behind the wheel of this 3 because, gosh, Mazda really does know how to make a car handle nicely. Even in a humble family hatchback – never mind, say, an MX-5 – there's a certain sharpness and feel to the steering of a Mazda that is both enriching and rewarding. The firm makes much of its 'jinba ittai' ('horse and rider') philosophy, which prioritises making the driving experience feel natural. And when you're behind the wheel of a Mazda, you know it's more than a marketing slogan. A few weekend jaunts into the Hampshire countryside recently have given me the chance to enjoy driving the 3 on some entertaining, flowing roads, and while it isn't an outright hot hatch, it's certainly engaging. The steering is direct and well weighted in a very pleasing Mazda sort of way, so when you turn into a corner you have confidence the car will go where you point it. Helping the Mazda's cornering stability is that the ride is on the firm side, although there's clearly a drawback to this given the current state of British roads. Hit a bump or a pothole and it can jar a bit, although thankfully that nimble steering means that if you're paying attention you've got a decent chance of missing them. My habit of entering random running events in the countryside often involves having to park up in a field, which can be quite unpleasant in some stiff hatches. But Mazda seems to have found a reasonable balance in firming up the handling without making life too uncomfortable, impressive given that I suspect most hatchback buyers these days are likely to be chasing a level of driver engagement beyond what mass-market SUVs and crossovers usually offer. The 3's mildly hybridised but naturally aspirated 2.5-litre petrol four is nicely responsive too, although it confuses me a little. Given the unusually large displacement for a family hatch, I had expected it to be noisier than some rivals, but it's actually really rather quiet. In fact, a few times when stopped at traffic lights and the auto stop-start has kicked in, it has been hard to know when the engine has re-engaged, so hushed and smooth is it at idle. In a way, the engine note is a bit like the 3 itself: nicely understated. It's engaging and entertaining in all the right ways, yet simultaneously quite relaxing and calming. It just feels right and is a pleasure to drive. And that's why I spent a few weeks filling up my diary so that I was too busy to hand it over to magazine editor Rachel Burgess, who is running the 3. Sadly she finally insisted I relinquish the keys a week or so back.  So I'm left finding excuses to ask for another go, and hoping that Mazda can find some way to preserve its ability to make cars handle in a future of shared development.

6/28/2026

PCP deals have put depreciation out of mind for most motorists, but it could soon bite back Whatever happened to depreciation? There was a time when it was car buyers' main concern. Now, not so much. Perhaps the popularity of PCP finance deals is the reason. With the car's minimum future value guaranteed, a vague promise of equity at the end of the term to put towards the next one and lower monthly payments than hire purchase, PCPs might just have brushed the spectre of depreciation under the carpet. "If you're buying on a PCP, you're not looking at the value of the car at the end of the term, you're looking at how much you're paying a month," says Paul Toomer, founder of Car-Pod, a used car dealership near Southampton. "Plus, assuming the dealer pays enough for your old car, you've got a cash-free deposit and you're in a new one." So yes, depreciation may have been brushed under the carpet. However, like everything under there, sooner or later it will come back to the surface. The fact is that cars still depreciate, mainly because there are too many of them chasing too few buyers. "Supply and demand is always key in the used car market," explains Derren Martin, an automotive consultant at vehicle data firm Cazana. "Put a lot of new cars into the market and in three years' time they will be back as used cars. If their numbers are more than the market can reasonably absorb, they will depreciate fast." Factor in a weak image, an unpopular specification, doubtful provenance, poor condition or a high mileage and watch a car depreciate faster still. But again, with a PCP to rescue them, do car buyers actually care? "From a consumer's point of view, depreciation is probably less important, because on a lease such as a PCP they're not taking any risk," says Chris Plumb, new car valuations expert at another automotive data firm, Cap HPI. "However, within the industry, depreciation is still a hot topic. Manufacturers are certainly becoming more attuned to it, because if your cars are performing well in the market and you're doing everything to maximise their residual value, that translates into their forecast value from people like us and from your finance houses, so you can support your vehicles less." With a PCP, your monthly payments are a combination of the interest charged on the car's total price plus its depreciation during the finance term. If the car were forecast to be worth nothing at the end of the term, the size of the monthly payments would be through the roof. The finance company or the manufacturer would have to subsidise them by slashing the purchase price, offering a big deposit contribution or by shoring up the car's value with its own money. In fact, some manufacturers and their finance companies are having to deal with this very problem. It's not that their cars are forecast to be worth nothing, rather that they have depreciated far faster than was predicted, turning what was hoped to be an asset into a liability. "It has been a tough time for finance houses in recent years, especially with the big falls in EV values to deal with," explains Martin. "In response, they've become masters of their own destiny, setting their own residual values rather than referring to forecasters such as Cap HPI. One of the big things they're doing is secondary leasing - sweating the asset a bit more by putting it back on lease rather than putting it into the used market." Manufacturers and finance companies would rather not have to throw their cars a lifeline - which is why they're careful how they market their new cars to large fleets. "The decisions car makers take today influence depreciation tomorrow," says Plumb. "So, for example, they avoid being over-represented in the daily rental market. It puts bums on seats but, when the cars are moved on after six months, there's a risk they will swamp the used market, depressing values." It's estimated that there will be around 80 car brands on the UK market by the end of this year. However, sales of new cars are expected to grow by only around 1.4% to a little over two million. The result is that manufacturers are under more pressure to move metal. There are reports of discounts approaching 27% on some models. "For consumers, 2026 will be the year of the deal," says Robert Forrester, CEO of Vertu Motors, one of the UK's biggest new car dealership groups. "The offers for consumers will be unbelievable and, in my opinion, even uneconomic for dealers and manufacturers, they will be that good." Plumb says that he recently saw a popular, three-year-old SUV with 26,000 miles on the clock being advertised by a car supermarket on a three-year/30,000-mile PCP, with a £2500 deposit and an APR of 10%, for £410 per month. Elsewhere, on a popular leasing website, he found a brand-new example of the same model and over the same term but with an APR of 0% for £277 per month. "People are looking for value for money," says Plumb. "They're asking what the monthly payments look like and whether they can come out of their three-year PCP and be offered a new car on similar terms. On the strength of these examples, they can." Bumper discounts, deposit contributions, low-rate finance: on the surface, they're great news for car buyers financing new cars on a PCP. However, at the end of the term, the return of these cars en masse to the market could have a depressing effect on future used car values. "New car offers are so good, especially those being offered by the new Chinese brands, that when all these discounted new cars return as used ones in 18 months' time, who will buy them and what will they be worth compared with a new one?" asks Martin. "Electric cars especially are likely to have outdated tech that buyers don't want; values will fall. "How used cars are resold to consumers will be critical. If they end up with car supermarkets, they risk being sold more cheaply, undermining their values and fuelling depreciation." Toomer is wary of cars less than three years old: "In my experience, the heaviest depreciation occurs in the first three years of a car's life. On its third birthday, a car with average mileage is worth about half what it cost new. It means that any car we stock that is two years old is still depreciating quite quickly and, if it doesn't sell for a few months, all of a sudden we face selling it at a loss." Looking ahead, declining brand loyalty and mounting pressure from Chinese newcomers threaten to worsen depreciation for some legacy brands and certain sectors of the market. "The arrival of cheap new cars from China will threaten the values of many existing used ones," says Martin. "Take the Chery Tiggo 4, for example. It's a genuinely impressive car for just £19,995 new. If you've a used car that's equivalent to it but it costs more, its value is likely to drop. "The China effect also threatens to depress the values of used models from some of the legacy brands. Honda and Suzuki could be at risk." These are dark clouds on a horizon that threatens to become cloudier. Depreciation may appear to be hidden under the carpet at present, but there are signs that it could bite back. Current used market trends Despite the pressure they face, used cars are generally worth more today than they were at the turn of the decade. In part this is due to the scarcity of three- to five-year-old cars, caused by the collapse of new car sales during the Covid pandemic and delays to car supplies resulting from parts shortages when the Ukraine war began. At the same time, rising new car prices have boosted used car demand. In its latest market analysis, Cazana reports the average values of used cars at three years old have increased by 1.7%, adding around £340 to retail prices. One-year-old cars are up 0.7% with five-year-olds up 1.4%. Even 10-year-olds, the bedrock of the budget car market, have risen 0.5%. At all price points, all fuel types have increased in value, with hybrids leading the charge at 2.3%, while EVs are up 1.4%. The star performers? The promise of warmer weather has inflated used convertible values by 2.6% - and, owing to lower numbers and rising demand, estates and MPVs are up 3.4% and 2% respectively. These bullish numbers are reflected on the forecourts, says Car-Pod's Paul Toomer: "I'm still having to pay high prices for stock. I can't get anywhere near what [other] dealers are bidding for cars on the online buying platforms and then paying a £400 charge on top for the service." However, although its effects are partially masked by finance products such as PCPs, depreciation is still happening, and Chris Plumb at Cap HPI suspects its previous seasonal highs and lows are returning. "It's all to do with supply and demand, and there's a lot of supply," he says. The lesson is that if you have a quality used car to sell or part-exchange to offer, ignore the doomsayers and hold out for the highest offer you can get while it's still on the table. Top 10 Slowest-Depreciating Cars At 3 Years and 30,000 Miles    Car Model Avg. New Avg. Used Retained 1 Lamborghini Urus £159,925        £178,655      111.7% 2 Suzuki Jimny £15,941 £17,080 107.1% 3 Mercedes-Benz G-Class £142,244 £128,858 90.6% 4 Volkswagen California TDI £54,236 £48,579 89.6% 5 Porsche 718 Cayman £53,113 £47,359 89.2% 6 Bentley Bentayga PHEV                  £130,500 £114,635 87.8% 7 Jeep Wrangler £44,527 £38,322 86.1% 8 Porsche 718 Boxster £50,407 £42,988 85.3% 9 Dacia Duster £14,004 £11,828 84.5% 10 Audi RS3 Saloon £47,775 £39,991 83.7% Top 10 Fastest-Depreciating Cars At 3 Years and 30,000 Miles   Car Model Avg. New Avg. Used  Retained 1 Polestar 2 £49,990       £20,991        42.0% 2 BMW i3 £35,896 £14,552 40.5% 3 Audi A8 Hybrid £76,716 £30,486 39.7% 4 MG ZS EV £27,275 £10,348 38.0% 5 Mercedes-Benz EQC £71,407 £26,653 37.3% 6 Vauxhall Grandland X PHEV                          £39,679 £14,426 36.4% 7 Hyundai Kona Electric £36,295 £13,088                36.1% 8 Vauxhall Corsa-e £29,167 £9,858 33.8% 9 Nissan Leaf £31,643 £9,965 31.5% 10 Jaguar I-Pace £72,776 £20,175 27.7%

6/27/2026

When even car journalists struggle to keep up with new Chinese entrants, does the industry have a problem? I suppose it finally had to happen. An entire vehicle brand has been launched in the UK before I realised it even existed. Retailers started offering this maker's cars only four days before I found out about it, but still. I feel like I've failed. The car market has left a self-confessed car bore like me behind to the extent that there are not just models but now entire brands (okay, this one sells only one model at the moment) that can arrive and remain below my radar. My fault, I think, for having a holiday towards the end of April when, during the week we reviewed the Aion V, I was watching short-oval racing in New Hampshire (Ford Crown Victoria single-make races a particular highlight). Otherwise I like to think/pretend I'd have spotted the V's existence. But it continued to skim beneath my consciousness until a colleague today prompted me for my thoughts about one. What do I think? Honestly couldn't say. A bit embarrassing. So welcome to the UK market the Aion V, which the internet tells me is a car made by a company that's part of GAC, or Guangzhou Automobile Group. And, yes, I have heard of that because it's one of those Chinese state-owned conglomerates that has been around for decades. GAC is one of China's top five car makers, producing almost two million vehicles last year, and has joint ventures with Toyota and Honda. So although the Aion brand is new, the car is unknown and by the end of the year there will be only 25 UK dealers for the V (which, in case you missed it or have forgotten already, is a mid-sized electric crossover), it is not really a shock to find out that Aion knows a thing or two about building cars. The V, which has 201bhp and a 317-mile range from its 75kWh battery, is by all accounts not bad. But if I don't know about it, how are customers expected to? Buying a car isn't like going on Amazon to select a new electric razor or doorbell camera where it doesn't matter what it's called, you can buy one with one click and it will be with you tomorrow. This is spending £36,000. On the one hand, this means prospective buyers will be more inclined to do some research. But on the other, it also means having a recognisable name is all the more necessary. A car needs a hook, a reason, a story: to be, if it can't be an actual Range Rover, the Temu Range Rover. These can't all last, can they? This scattergun, market-overwhelming approach, like Uber in the taxi market, is bad news for a lot of established players. But sooner or later it will be clear that some are here to stay, and others are not.

6/27/2026

Ready for action: Simple and reliable Jeep is easy to work on and appreciate "We always get the first car parking space at Asda!" jokes Ian Watson about his Willys Jeep, which he has owned for 10 years. "With the machine gun mounts - I have a couple of 30-calibre guns at home that fit them - it looks pretty serious." I hope he removes the - fake? - hand grenade attached to the dashboard when he and wife Viv pop into the supermarket. Ian's Jeep is an early example - a 1941 'Slat Grille' (when Ford also began producing jeeps for the war effort, it swapped the grille for a simpler piece of pressed steel to speed up production). "It was shipped out to the South Pacific just two days after Pearl Harbour," says Ian. "After the war, the Americans abandoned much of their equipment, and this Jeep remained in the Philippines. Eventually, it was run into the ground, but a museum in Manila, recognising its value as an early model, bought and restored it. When the museum closed, all the exhibits were sold off on eBay, which is how I came to buy it. It was more or less in its current condition and cost me £17,000, but today an early 'slat grille' Jeep goes for around £34,000, so I haven't done badly." Ian's Jeep is powered by the Willys 'Go Devil' engine that most Jeeps used. It's a 2.2-litre inline four-cylinder flathead, or sidevalve, motor. "It leaks oil like a sieve, and because it was used in a hot country, it has a second radiator to keep it cool," he says. "It makes only around 60hp but just a little more than 100lb ft at 2000rpm, so it pulls well from idle. In fact, it feels a bit like a tractor! It's certainly as slow as one, with 45mph the fastest I've had out of it. Not that I'd want to go much faster. The brakes are hydraulic but aren't very good. It has cart springs at the back, too, so you do get thrown about. You have to hang on; I'm conscious I might fall out, so we've fitted door straps. Soldiers back in the war were a lot smaller and could cling on more easily than a big fella like me." Ian's Jeep has a three-speed manual gearbox and, being permanent four-wheel drive, a transfer box with high and low ranges. The handbrake works on the driveshaft and, says Ian, holds the vehicle securely. He adds: "A Jeep is a reasonably simple thing. I can do most jobs on it, but those I can't I farm out to a Jeep specialist in Milford, near Godalming. Spare parts are easy to come by. Because so many Jeeps were made, it's possible to get almost any bit that you need. It might be original too, although there are many new parts now coming out of India." Ian and Viv do around 500 miles a year in their Jeep. "Because it's quite slow, it can be frustrating for those drivers following us, but people do love to see it about. When we first bought it, a lot of veterans would come up and reminisce, but they've passed on now. I keep it in my garage, one half of which has military memorabilia associated with it. The other side, where I park my 1968 Mini Moke, has 1960s memorabilia."

6/27/2026

Exploring Britain's own Area 51 in the latest flying object from Modena: Brace for close encounters Do you believe? YouGov surveys suggest three-quarters of British people adjudge that alien life exists somewhere in the universe, while a whole third think those extraterrestrials have visited Earth at least once. Seven per cent of our population say they have seen a UFO. But I'd happily wager those figures swell at least a little in this hilly, happy valley in West Yorkshire. The market town of Todmorden is the unofficial UFO capital of the UK - think Area 51 with less Nevada desert and more craft shops. It's the perfect place to introduce Maserati's latest land-borne craft to British roads. The MCPura represents a nip, tuck and light rebrand for the wondrous MC20 supercar after five years on sale. To the eyes of dedicated car folk, little has changed - reprofiled bumpers and new wheel and paint options summarise its visual makeover - but this car will remain a UFO (unusually fabulous object) to many onlookers. Not least with its dihedral doors and the hugely theatrical folding roof of this Cielo cabrio, it makes even its everyday manoeuvres resemble the extraordinary. Its dynamic elements are unchanged, a carbon tub at its core and a 621bhp twin-turbocharged 3.0-litre V6 perched beneath its pert, Trident-stamped deck. It drives the rear wheels only through a snappy eight-speed dual-clutch transmission. The MCPura feels distinctly old-school for its lack of hybridisation and there's naturally an awful lot to like about that - particularly on roads as stirring as these. Todmorden (pronounced Tod-muh-dun) sits at the confluence of three Pennine valleys, and while it doesn't inhabit the more famed driving meccas of the Yorkshire Dales or North York Moors, the Calderdale region it dwells in has a charm all of its own. Hills dominate the horizon in every direction, punching well above their official elevation figures with sweeping consistency and rich textures. Bleating sheep and topsy-turvy dry stone walls etch detail into the picture while wind turbines pepper many of the region's peaks to twist a useful positive from its often inclement weather. Colin Lyall has owned a second-hand bookshop in Tod, as the locals call it, for 25 years. "Tod is open, welcoming and accepting," he tells me. "It's always been alternative - a nest of counterculture where people come to escape the elements of a more mundane society." Its philosophy clearly embraces a wide spectrum of views about what may occupy the skies above us. Tod's most famous tale dates back to November 1980 and the apparent abduction of police officer Alan Godfrey as he performed an early morning search for some missing cows. There are copious books and resources that dig gleefully into the finer details (the BBC's Uncanny podcast explores the story with particular eloquence) but Godfrey claims to have seen a large, lit diamond in the sky - 20ft wide and 14ft tall, stationary save for an anticlockwise rotation on its lower section - before losing 25 minutes of his morning and finding himself 100ft farther down the A646, with no recollection of what had occurred in the interim. Rational explanations abound, but Godfrey has steadfastly stuck to his story for nearly 50 years. And his is far from the only ethereal event on these roads. Reports of silver balls, beams of light and phantom Zeppelins roaming the sky date back to the early 1900s, when the pragmatic suggestion of military aircraft manoeuvres can't quickly shrug off the paranormal twist on events. "Alan's experience is the big story, the one that centres it," says Colin as he divulges Calderdale's reputation for "high-strangeness events". Ghosts, witches and vampires also star in local legends. It's all up for discussion at his monthly Todmorden UFO Meet, open to all in the Golden Lion pub since 2017. It's well known among the UFO community and attendees have travelled from all over the world to tell their story. So does Colin have an experience of his own? "In Manchester, ironically! I had to go out of town to have mine," he says, laughing. "I saw a silver ball move across the sky very slowly. And I thought: 'Well, what is that?' There was no propulsion system with it. At the altitude that I could see it, it must have been pretty big." Back in the MCPura, it feels like I'm in danger of triggering my own disturbance, because the car erupts with a histrionic blare each time I push its stark blue starter button. My momentum against the Millstone Grit buildings of Tod town centre feels rather brazen and its open roof alerts me to plenty of "bloomin' hecks" (and other utterances) as I potter around while photographer Sim takes some pictures. In moments like these, I improbably wish for the hybridisation of its closest supercar rivals - or the fully electric MC20 Folgore, which Maserati promised at launch but cancelled, citing lack of demand. We come in peace, after all, and a mite more subtlety would be welcome. So I'm grateful when the chance arises to whisk Sim back into the Maserati and continue our clockwise loop towards the exact spot where PC Godfrey had his close encounter. When we reach it there's no plaque, and with the sun shining and turbine blades spinning it's difficult to imagine a domineering craft hovering ahead to halt our progress. So I instead lean into the fast, gentle curves of the A646 to dig deeper into the MCPura's potential. On warm, dry Tarmac, it exhibits little of the savagery I've experienced in wetter conditions in its MC20 forebear. There's grip to spare and I'm quickly notching through the drive modes to sharpen its focus. The damping is supreme across undulating Tarmac and you can quickly shrug off the more languid vertical movements of GT mode to indulge in the tighter-fisted feel of Sport or Race. This also sharpens the shifts of its already impressive dual-clutch 'box, and with the car's prodigious performance inevitably tricky to wring out on public roads, you instead play tunes on its Nettuno V6 by flick-flacking up and down the gears, feeling the car transform from mild to wild with a couple of choice downchanges. Consecutive right turns at Cliviger onto The Long Causeway serve up tighter corners and more breathtaking dips and crests for enjoying Maserati's slightly ragged interpretation of the modern supercar experience. The MCPura's best work happens below its limits and there's great satisfaction in achieving a smooth, consistent flow, feeling its mid-engined balance and subtly rearward weight bias inform its cornering attitude rather than govern it. I'd have far busier hands and feet if the sun wasn't so golden, mind. And I don't once gel with its soft, unprogressive brake pedal, which clearly wishes to be stamped hard to the bulkhead on a racetrack rather than carefully modulated on a twisting B-road. It's not the only imperfection, and while you can sense the influence its engineers took from rival supercars, the MCPura is unashamedly its own, unique thing. As you might well hope at a whisker under £300,000 as tested, with its generously ladled options. Yet it looks twice its asking price with the sun dancing across its multi-layered Fuoriserie paint and the flying buttresses on the Cielo's rear deck more than justifying its sacrifice of a glass cover above the V6. This is a design more emboldened in drop-top form and I doubt its coupé sibling would have been any more thrilling across the moors. Its handful of niggles are much easier to tolerate with the sun beaming down and the chuffs, whistles and bass of its boosted V6 so easily populating the cabin. We reach Hebden Bridge - a place brimming with its own UFO sightings - before turning right at Mytholmroyd to tackle Cragg Vale Incline, the longest continuous road ascent in England. Its 968ft rise across 5.5 miles earned it a place in the Grand Départ of the 2014 Tour de France. It's naturally a mite easier with 538lb ft of Italian muscle to call on and the MCPura makes light work of our climb towards Blackstone Edge and the border with Greater Manchester. Darkness is gradually draping itself across the scenery and an immediate chill prickles our arms as stars begin to pepper the sky and bright lights beam ominously across the valley. "Must be tractors," we both mutter hopefully to one another. Believer or sceptic, it's hard not to glance through the Cielo's targa top with intrigue: the breadth of phenomena across these sprawling moors is enough to carve a glimmer of possibility in even the most closed minds. And should extraterrestrial life not extend a friendly hand to shake, we have the ideal getaway car. Drive it yourself Our 'Tod Triangle' takes in 32 miles and 1hr 10min of glorious Pennines scenery, delays caused by unplanned abductions or time slips notwithstanding. Tally your visit with the third Tuesday of the month to attend the Todmorden UFO Meet at the Golden Lion — friendly sceptics very much welcome. Plentiful pubs or cafes can be tapped in as waypoints, but the towns of Todmorden, Mereclough, Hebden Bridge and Littleborough are your key anchors to replicate our route. Bridestones Moor and Stoodley Pike allow you to park up for a dramatic hike among the scenery (and a closer peek to the skies) safe in the knowledge that you can soothe any aches and pains afterwards with the hot and cold contrast sauna at New Delight Inn (iglusauna.co.uk). Short, worthwhile detours include Mankinholes, a ruggedly rural spot with numerous otherworldly occurrences to its name (though narrow lanes to negotiate), the towering structure of Baitings Reservoir dam and the unlikely inland beach of Hollingworth Lake, complete with fish 'n' chip shops, an ice cream parlour and an amusement arcade. Maserati MCPura Cielo Price £227,070 Engine V6, 2992cc, twin-turbo, petrol Power 621bhp at 7500rpm Torque 538lb ft at 3000rpm Gearbox 8-spd dual-clutch automatic, RWD Kerb weight 1560kg 0-62mph 2.9sec Top speed 199mph Economy 24.1mpg CO2, tax band 265g/km, 37% Rivals Ferrari 296 GTS, McLaren Artura Spider

6/27/2026

There's no replacement for displacement, and this lot of hugely powerful and often massive engines prove that Internal combustion engines are far more complex than electric motors, and it’s correspondingly more difficult to make them produce a lot of power. As the 2011 horsepower Lotus Evija demonstrates, the most powerful cars of the near future will be EVs, but remarkable outputs have nevertheless been achieved with engines fuelled by petrol or diesel. Here we’re looking at 20 of the strongest examples created in the US, all of them available in cars or non-commercial trucks sold to the public for road use (so no 11,000 horsepower Top Fuel dragsters, for example). They’re listed in ascending order of their quoted outputs, with the caveat that there was a change from gross to net horsepower in 1972, which muddies the waters considerably. Only the most powerful unit from any family is included. This means that what you’ll be reading isn’t a top 20 in the usual sense, since many engines have been ignored because they are outpowered by close relatives, but it adds variety, and we all like variety. Chrysler FirePower: 390 horsepower (gross) The FirePower was the first of three generations of Chrysler V8 engine collectively known as Hemi. Introduced in the 1951 model year, it was the only engine fitted to the first four models in the 300 letter series, each of which was produced for just a single year. It was discontinued after the 300D of 1958, in which it produced 380 horsepower from 6.4 litres if fitted with twin four-barrel carburettors. Optional fuel injection raised the output to 390 horsepower, the highest achieved in any FirePower. It’s important to note that this was a gross figure, measured when the engine was not burdened by power-sapping ancillaries necessary for it to function in a car. The net figure, as used from 1972 onwards, would have been lower, but still comfortably over 300 horsepower. Chrysler RB: 400 horsepower (gross) The RB was a big-block V8 offered in capacities of up to 7.2 litres, but the most powerful version fitted to a road car measured 6.8 litres. This was used in the 300F of 1960, in which it normally produced 375 horsepower gross. As an extra-cost option, customers could order a 400 horsepower version, which was mated to a four-speed manual gearbox rather than the usual three-speed automatic. The highest gross figure for a 7.2 was 390 horsepower. The Max Wedge variant was rated at 420, but this was intended only for use in drag racing. Ford MEL: 400 horsepower (gross) The MEL (which stood for Mercury-Edsel-Lincoln) was Ford’s rival to the contemporary Chrysler RB. In 7.0-litre form it was easily capable of producing 360 horsepower, which was the standard output of the Mercury Park Lane. In 1958, however, Mercury offered an uprated version with three two-barrel carburettors. Known as the Super Marauder, it produced 400 horsepower, and was an option on every model Mercury sold in that year. Oldsmobile Rocket: 400 horsepower (gross) In 1970, the final model year of the first-generation front-wheel drive Toronado, Oldsmobile created the optional W-34 package to boost the output of its second-generation V8, which by that time had reached its maximum capacity of 7.5 litres. As standard, the V8 was rated at 375 horsepower, which you might have thought would be about enough. The uprated camshaft and dual exhaust system included in the package raised this to 400, and for good measure Oldsmobile added “special transmission calibration for quicker acceleration”. Cummins B Series: 420 horsepower The first and only six-cylinder diesel on this list is a 6.7-litre member of the long-running B Series family, supplied by Cummins to Stellantis for use in its Ram heavy duty trucks. The Standard Output version produces 370 horsepower and is available in the 2500 and 3500, but the 3500 also has the option of the High Output derivative which produces 420 horsepower, 10 more than the 6.4-litre petrol Hemi V8 in the same range. In terms of torque, the High Output easily surpasses the others. It produces 1075 lb ft, well above the Standard Output’s 850 lb ft and the Hemi’s 429 lb ft. Chrysler Hemi: 425 horsepower (gross) Originally intended only for racing, the first Chrysler V8 officially called Hemi (and nicknamed Elephant) later became available in several Chrysler, Plymouth and Dodge road cars – including the aerodynamically adventurous Dodge Charger Daytona and Plymouth Superbird – and also in the Monteverdi Hai built in Switzerland. Measuring 7.0 litres, it was always officially rated at 425 horsepower gross, though in 1971 Chrysler and Plymouth also published a more realistic net rating of 350 horsepower. PICTURE: Dodge Charger Daytona Ford FE: 425 horsepower (gross) The FE V8 made its debut in the 1958 model year, when the 5.9-litre version was fitted to several models produced by the ill-fated Edsel brand. Two 7.0-litre variants arrived later, of which the more powerful was known as the 427, even though its capacity in non-metric units was actually 426 cubic inches. The 427 was available in two power outputs, the higher being 425 horsepower. In this form, which first appeared in 1964, it was fitted to the Ford Galaxie and Fairlane and the Mercury Comet, Monterey and Park Lane. PICTURE: 1964 Ford Galaxie 500XL Sportsroof Ford Godzilla: 430 horsepower The Godzilla is a petrol-fuelled V8 introduced in the 2020 model year with a capacity of 7.3 litres, and has since become available as a 6.8. It’s fitted to larger vehicles, and usually has an output of under 400 horsepower. The exception is the version fitted to the F-Series Super Duty trucks, which are in what’s known as the Heavy Duty class. For this application, the 7.3-litre Godzilla produced 430 horsepower, and 485 lb ft of torque. Chevrolet Big-Block: 450 horsepower (gross) Chevrolet has been producing big-block V8s since the 1950s, though latterly they have been used more for load-hauling vehicles than for passenger cars. In 1970, the 7.4-litre version normally produced 360 horsepower, but it could optionally be uprated to 450 in that year’s Chevy Chevelle (pictured). Another member of the same family which you can buy right now is the 10.4-litre ZZ632. This produces 1004 horsepower (net) and 876 lb ft of torque, but it’s a crate engine not fitted as standard to any production model, so for the purposes of this gallery it doesn’t count. GM Duramax V8: 470 horsepower The L5P became the newest member of the 6.6-litre turbo diesel Duramax V8 family in 2017, when it produced 445 horsepower at 2800rpm and 910 lb ft at 1600rpm. For 2024, it has been upgraded to 470 horsepower and 975 lb ft at the same engine speeds. It’s fitted to two very similar Heavy Duty pickup trucks – the Chevrolet Silverado HD (pictured) and the GMC Sierra HD, the latter being more or less the same as the former but with different badges and styling details. Ford Power Stroke: 500 horsepower Also known as the Scorpion, the 6.7-litre turbo diesel Power Stroke V8 was introduced in 2011, replacing an earlier 6.4-litre engine from the same family, and has gradually become more powerful. Its 475 horsepower and 1050 lb ft were both best-in-class and a High Output version arrived in the 2023 model year with 500 horsepower and 1200 lb ft. The High Output is standard in the top-spec Limited versions of the F-250, F-350 (pictured) and F-450 Super Duty trucks, and an extra-cost option in others. Cadillac Blackwing: 550 horsepower Codenamed LTA, the Blackwing was a 4.2-litre twin-turbo V8 available very briefly in the Cadillac CT6 luxury saloon. In the CT6 Platinum, it produced 500 horsepower and 574 lb ft, while a version in a higher state of tune fitted to the CT6-V (pictured) made 550 horsepower and 640 lb ft. Introduced in 2019, both models lasted only until the CT6 range was discontinued the following year. Today, Cadillac makes Blackwing versions of the CT4-V and CT5-V, but neither they nor any other vehicle use this engine. Chrysler Viper: 645 horsepower The Viper V10 engine was only ever used in the Dodge Viper sports car. As launched in 1992, it already measured a formidable 8.0 litres, but its capacity was gradually increased over the years, finally reaching 8.4 litres. The power and torque outputs rose too, peaking at 645 horsepower and 600 lb ft in 2015. Ford EcoBoost: 660 horsepower Of the many Ford engines wearing the EcoBoost badge, the twin-turbo 3.5-litre V6 is by far the strongest. As far as road-going applications are concerned, the ultimate version was the one fitted to later examples of the Ford GT, which produced 660 horsepower and 550 lb ft of torque. Still higher figures have been reached, but only in GTs built specifically for track, rather than road, use. Ford Modular: 760 horsepower The most powerful engine in the Modular family is also the most powerful ever fitted to a production Ford. Known as the Predator, the supercharged 5.2-litre V8 produces 760 horsepower and 625 lb ft, and has only ever been fitted to the Mustang Shelby GT500 introduced in 2020. Another version called Carnivore made its debut in the 2023 F-150 Raptor high-performance pickup truck. Developed with off-roading in mind, this has slightly less power – a still more than reasonable 700 horsepower – but a superior torque rating of 640 lb ft. Chevrolet Small-Block: 772 horsepower Of the many Chevrolet V8s bearing this name over the past 70 years, the most powerful fitted to a production car has been the supercharged 6.2-litre LT5 introduced in the 2019 Corvette ZR1. Its standard output was 755 horsepower, but it made 772 horsepower when fitted with the optional Performance Intake system. At the time of writing, no current-generation mid-engined Corvette produces anything like this, though that may be about to change. Chrysler Hemi third generation: 1025 horsepower The SRT Demon 170, the seventh and final Last Call special edition versions of the Dodge  Challenger, was powered by the most monumental production engine in Hemi history. If it sensed that it was running on E85 fuel, the supercharged 6.2-litre V8 could produce no less than 1025 horsepower and 945 lb ft of torque. On E10 fuel, the figures were a still astonishing 900 horsepower and 810 lb ft. At launch, Chrysler said that production would be “limited to at most 3,300 units”, 300 of which would be sold in Canada and the remained in the US. Saleen LM: 1500 horsepower All versions of the Saleen S7 were powered by a 7.0-litre engine derived from the Ford Windsor V8. Power outputs varied considerably depending on how much, if any, forced induction was involved, but in twin-turbo form it was said to be as much as 1300 horsepower. That claim was superseded by one made in 2019, when Saleen reported that the figure had been raised to 1500 horsepower and 1328 lb ft of torque. SSC V8: 1750 horsepower The Tuatara hypercar produced by SSC North America (formerly Shelby SuperCars) has a mid-mounted twin-turbo 5.9-litre V8 engine whose output depends on what fuel it’s running on. According to its maker, it produces 1350 horsepower on 91 octane petrol and 1750 horsepower on ethanol or methanol. A video released in 2022 shows the engine apparently achieving just short of 1900 horsepower on the Nelson Racing Engines dyno, though this is not an official figure. With a performance upgrade, and only if running on methanol, the V8 is reported to be capable of 2200 horsepower in the Aggressor variant, but this is a track-only car whose performance, according to the SSC website, is “not possible in the street legal versions of the Tuatara”. Hennessey Fury: 1817 horsepower Hennessey’s Venom F5 is available in four forms – Coupe, Roadster (pictured), Revolution Coupe and Revolution Roadster – of which the first and third had been sold out at the time of writing. All four are powered by the Fury engine, a 6.6-litre twin-turbo V8. In each application, it produces 1817 horsepower and 1193 lb ft of torque, which makes the Venom F5 the most powerful non-electric road-going production car not only in the US but in global automotive history.

6/27/2026

We count the biggest troublemakers that landed the illustrious blue oval in hot water There are many kinds of controversy, and a car manufacturer which has been operating for 120 years, as Ford Motor Company has, will inevitably have experienced most of them. Here are 40 examples of the company’s models which have caused disputes of one kind or another. They’re listed in chronological order, and were marketed either by Ford itself or by brands Ford owned before 1950, but not ones it acquired after that year. Ford Model T (1908) The Model T is now perhaps the most celebrated car Ford ever produced, but to get the full picture we have to consider how cars in general were viewed when it first appeared in 1908. Although they developed an enthusiastic following, they were also considered by many people to be noisy, smelly, frighteningly fast and terribly dangerous. The T wasn’t necessarily a specific target, but by its very existence it was part of a large controversy, and became central to it as sales skyrocketed. Henry Ford was however criticised for hanging onto it for too long, as it stayed in production for 19 years, and during the latter half of its life General Motors overtook Ford in the US market. Lincoln Zephyr (1936) The Zephyr was a remarkable car for 1936, not least because it had – remarkably for its relatively low price – a V12 engine related to (but not simply an enlarged version of) the Ford flathead V8. The V12 was the car’s most appealing, but also most controversial, feature. Its most serious flaw was that the exhaust gases were ported through the cylinder blocks, and heated up the water which the radiator was trying to cool down. Lincoln later made amends, but the Zephyr never quite lost its reputation for unreliability. Ford Parklane (1955) Sometimes a controversy can arise between a manufacturer and its customers. This was the case with the Parklane, a two-door station wagon which sold so poorly that Ford offered it only in the 1956 model year. Ford tried again with the very similar Del Rio, which was more successful in the limited sense that it lasted for two whole model years (1957 and 1958) before being canned. Ford Taunus (1957) The P2 generation Taunus, sold from 1957 to 1960, must have come as quite a shock to people who had been accustomed to earlier German Fords of the same name. While the previous models appeared relatively staid, this one had lots of chrome, prominent tailfins, a frontal resemblance to the contemporary Mercury Monterey and in some cases two-tone paintwork, the different colours appearing above and below a line which resembled Buick’s ‘sweepspear’. All this flamboyance led to the P2 being nicknamed Barocktaunus, or baroque Taunus, in reference to a highly decorative artistic style of the 17th and 18th centuries. More positively, it was also known as the fliegende Teppich, or flying carpet, in a tribute to its excellent ride quality. Edsel (1958) Possible reasons for the failure of Ford’s calamitous Edsel brand, which was introduced in 1958 and axed just two years later, include incoherent marketing, a change in customer preferences towards smaller cars, low quality, dubious styling and a horrendous recession in America which saw new car sales halve. Nearly 70 years later, the exact cause no longer matters. What does matter is that Edsel was Ford’s first major disaster, and a sign that even an enormously wealthy company with talented staff can sometimes get things very badly wrong. Ford Anglia (1959) The last of many European Fords to bear the Anglia name is probably best known now for its appearance in the Harry Potter films, though it’s also notable for being the first car fitted with an engine from the Kent family. Its most controversial feature, which applied only to the saloon versions, was a reverse-angled rear window, which one authority has described as being given “short shrift by customers who could see no rationale for it beyond a perverse desire to be different”. That might well have been the case when the Anglia was launched in 1959, but in the following eight years Ford had reason to build more than a million examples, so the car’s other qualities seem to have overcome early distaste for its unusual appearance. Ford Taunus (1960) The appearance of the P3 Taunus was approximately as controversial as that of the ‘baroque’ model it replaced in 1960, but for completely different reasons. American influence had been eliminated, and the car’s shape was so unusual for the period that it became known as the Badewanne, or ‘bathtub’. Even more remarkably, the P3 had lozenge-shaped headlights. These would have had to be replaced if the car had been exported to the US, since it was illegal to use anything other than round headlights there at the time. Ford Consul Classic (1961) While Ford of Germany was removing American influence from the Taunus, Ford of Britain adopted it in a big way for the Consul Classic. By UK standards, the front end was brash and the finned tail was enormous, while the reverse-angled rear window was carried over from the Anglia. Despite early concerns, the Anglia quickly became accepted, but the even more unusual Consul Classic never was. Production lasted only from April 1961 to September 1963. Ford Consul Capri (1961) It’s difficult to say if the Consul Classic looked stranger than its coupe equivalent, or the other way round. The first Ford model with Capri in its name was lower than the saloon, and although its rear window sloped the ‘correct’ way, this also emphasised the length of the car’s tail even more. At under 20,000, sales of the Capri were less than a fifth those of the Classic, though in fact the Capri remained on the market for slightly longer, until July 1964. It’s possible that Ford needed a replacement for the Consul far more urgently than it did for the Capri. Ford Corsair V4 (1965) The Consul Classic was replaced by the far more conventional-looking Corsair, which was relatively cheap to develop because it shared all its mechanicals and part of its structure with the Cortina. Launched in 1963, it remained uncontroversial until late 1965, when Ford decided to replace its Kent engine with the Essex V4. Also available in the Transit, the Essex was larger and more powerful than the Kent, but it was also heavier. While the Corsair’s performance certainly improved, it was now also less economical, didn’t handle as well (due to the extra nose weight) and sounded harsher. Demand fell to such an extent that Ford needed to build slightly fewer V4 Corsairs in four years than it had been obliged to manufacture Kent-engined versions in just two. Ford Thunderbird (1967) The glory days of the Thunderbird were already behind it when Ford introduced the fifth-generation model in 1967. The T-bird was now larger than before, there was no convertible derivative, a saloon was added to the range, and Ford returned to the old-fashioned body-on-frame construction method for the first time in a decade. Customers were unconvinced. Sales were reasonably strong at first, but dropped to just over 36,000 in the 1971 model year, the lowest figure for the nameplate since 1957. Ford Torino Talladega (1969) The Talladega was the subject of a motorsport controversy rather than a general motoring one. Based on the Sportsroof fastback version of the regular Torino, it had a more aerodynamic front end which reduced drag – a very useful feature on high-speed NASCAR oval tracks. In early 1969 Ford built just enough road-going versions to qualify for that year’s NASCAR series. David Pearson (1934-2018) won eleven rounds and his third title. Other manufacturers followed Ford’s lead until the aero warriors, as they were known, were legislated out of contention, a sure sign that someone had had a better idea than the rule makers were expecting. Mercury Cyclone Spoiler II (1969) The Spoiler II was the exact equivalent of the Ford Torino Talladega homologation special, built in similar numbers from the same material and for the same reasons. It was also equally competitive, at least potentially – LeeRoy Yarbrough (1938-1984) won two rounds in a Spoiler II in 1969, but competed more often in a Talladega, in which he won five. The contrasting results achieved by the two models were appropriate, and possibly deliberate. While the Spoiler II gave Mercury a lot of publicity, the idea of the junior brand beating the senior one across a whole season might not have sat well with upper management. Ford Pinto (1971) Ford’s first North American subcompact sold in very high numbers throughout the 1970s, but it’s more famous now for its tendency to burst into flames if the fuel tank was ruptured in a rear-end collision. While there are differing views on just how dangerous the Pinto really was compared with similar cars built in the same decade, there is no doubt that it was an extremely costly car for Ford in terms of both money and reputation. Ford Falcon GTHO Phase IV (1972) Along with high-performance versions of the Holden Torana and Chrysler Valiant Charger, the GTHO Phase IV was one of the most controversial cars ever developed for road use. All three were created as homologation specials for the 1972 model year, and were expected to battle it out on Australian race tracks in that season. However, a newspaper article in the Sydney Sun-Herald gave rise to what has become known as the supercar scare, which led to these cars being strongly criticised by politicians. Within days, each manufacturer had abandoned its project. As a result, very few GTHO Phase IVs were actually built. In 2021, one of them set a new auction record for an Australian-built car of $1.75 million. Ford Granada (1972) By far the most controversial thing about the first-generation European Granada introduced in 1972 was its name. The Granada Group, a large UK media and catering conglomerate (including operating motorway service areas ), took Ford to court over this, on the grounds that members of the public might think it had something to do with the car, which was described in court as “an unfair and unlawful incursion into [the Group’s] goodwill”. The judge, Justice John Graham, decided Granada had “failed to produce evidence that satisfies me that such is likely to be the case”, and found in favour of Ford. The car went onto great success in Europe, becoming the car to aspire to for any senior manager, before German brands inevitably came calling for that market… Ford Mustang (1973) The second-generation Mustang, introduced in the 1974 model year, is widely regarded as a poor substitute for the first, which had made its debut a decade earlier. Media reaction was mixed, and often hostile – journalists complained at the time, as later commenters have also done, that it just wasn’t sporty enough to be a ‘real’ Mustang. The controversy made little difference to customers. Mustang sales in 1974 were higher than they had been since 1967, and over the course of five years the car found more than a million buyers. Whatever people think of it now, it was successful in its day. Ford Escort (1980) The Escort launched in 1980 was a completely different machine from the two versions built over the previous 12 years. It was available as a hatchback, it had front-wheel drive, and it came with a new engine called the CVH, which had an overhead camshaft and hydraulic lifters. After more than a decade of rear-wheel drive and overhead-valve engines, it was all rather exciting – or, if you were a traditionalist, rather alarming. Reviews were mostly favourable, but there was immediate criticism of the poor ride quality, which Ford responded to by revising the suspension. In 1982, the new Escort became the most-registered car in the UK, according to figures collated by the Society of Motor Manufacturers and Traders, and remained so (if you include the fourth-generation car, which was really just an update of this one) until 1989. Ford Mustang (1980) The third Mustang arrived around the time of the second global oil crisis in six years. In an effort to keep fuel economy favourable, Ford smothered its Windsor V8 engine, reducing its capacity to 4.2 litres and its power output to just 120bhp. In this form, the engine was available in the Mustang from 1980 to 1982. Cars of that period had miserable performance, and are now regarded as the low point both of V8-powered Mustangs and of the generally respected Windsor. Ford Sierra (1982) A section of the British motoring public, familiar with the Ford Cortina for two decades, reacted hotly to the arrival of the Sierra in 1982. It had a silly name, they said, and it looked like a jelly mould. The controversy eventually died down, and the Sierra became as familiar as its Cortina predecessors had been. The high-performance RS Cosworth and later RS500 variants added glamour to what, by the end of the decade, was regarded as a very conventional car. Ford Bronco II (1984) The Bronco II, a compact SUV sold from 1984 to 1990, developed a terrible reputation for falling over due to its combination of a small footprint and a high centre of gravity. Other vehicles of the same type have had similar problems, but the Bronco II became the poster child due to a series of high-profile cases. The total cost to Ford is difficult to determine, but a magazine report published in 2001 included an estimate that the company had had to pay “approximately $2.4 billion in damage settlements”. Its follow-up model, introduced in 1991, became controversial in another way when a 1993 example became involved in one of the most famous - albeit slow-speed - car chases in history when it carried OJ Simpson, in Los Angeles in 1994… Ford Probe (1988) The controversy surrounding the Probe was over and done with before the car went on sale in 1988. This compact coupe was designed in collaboration with Mazda, had front-wheel drive and was powered by either a four-cylinder engine or a V6, all of which seemed acceptable. The problem was that it was originally planned as the new Mustang. Both inside and outside Ford, it was felt that front-wheel drive, partly Japanese heritage and the lack of a V8 option simply didn’t add up to something that could be called Mustang, so the car was launched as the Probe instead. The then-current Mustang wasn’t replaced until 1994, by which time the Probe was in its second generation. Ford Escort Mk5 (1990) The European Escort entered a new generation in 1990. Compared with its immediate predecessor, the car was roomier, better equipped and only slightly more expensive. Customers liked it, and it was a big success for Ford. This happy tale is spoiled only by the fact that early models were heavily criticised for their ride, handling, gutless engines and appearance. Ford reacted very quickly to the complaints, and introduced a revised version in only slightly more than two years, making the new Escort the car it should have been in the first place. Luckily perhaps for Ford the market, and competitor cars, were more forgiving then than today. Ford Scorpio (1994) The final European Ford in the Granada/Scorpio line, launched in 1994, was a conventional large saloon/estate which in normal circumstances wouldn’t have offended anyone. The abnormal circumstance which made it one of the most talked-about Fords ever (in an entirely negative sense) was its design. Commentators fell over themselves trying to out-do each other with ever more insulting remarks about the car’s appearance. Ford couldn’t do much about this without starting again from scratch (too expensive to contemplate), but it did give the Scorpio a minor facelift in late 1997, which helped slightly. Ford Aspire (1994) Like the much earlier Parklane, the Aspire was an example of a mild controversy between Ford and its customers – the former wanted the latter to buy it, but the latter weren’t interested. This inexpensive little hatchback was co-developed with Kia, which sold it as the Avella. It was introduced in North America in 1994, but dropped three years later due to lack of interest. Ford Explorer (1995) The second-generation Explorer SUV went on the market in 1995, and quickly became notorious due to a series of major accidents. This led to a legal battle between Ford and tyre supplier Firestone. In February 2001, the National Highway Traffic Safety Administration (NHTSA) announced that it had denied a request by Firestone to open a safety defect investigation into the handling and control characteristics of the Explorer if the tread of a rear tyre came away from the rest of it. The NHTSA stated that analysis of claims data showed there was “no significant difference in the likelihood of a crash following a tread separation between Explorer vehicles and other compact SUVs”. The affair led - among other things - to the exit of Ford CEO Jac Nasser. Ford Fiesta (1996) The 1996 Fiesta (also sold as the Mazda 121) was largely the same as the previous one apart from a new engine, less weight and a mild restyle. The last of these was perhaps the least successful and caused adverse comments, some of them including the word ‘fish’. Fortunately, it didn’t last long. Ford adopted its New Edge styling for the facelifted version, which looked significantly better. Ford Ka (1996) The original Ka, which made its debut in 1996, was only mildly controversial, but there has always been disagreement about how to pronounce its name – with a short ‘a’ as in cat, with a long ‘a’ as in ‘car’, or even spelling out each letter as if they were intials (which is not the case). Then there was the question of its styling. The Ka was the first production Ford with a New Edge design, and while it looks innocent enough now it was quite startling at the time, especially to people who hadn’t seen pictures of the similar Saetta concept car. Ford Racing Puma (1999) The 1999 Racing Puma was a special version of the Fiesta-based Puma coupe developed by Tickford. Among other modifications, the standard 1.7-litre engine was uprated from 123bhp to a still less than startling 153bhp, though the emphasis was more on handling. Two race drivers, one of whom later became a British Touring Car Champion, agreed that it suffered from understeer on a circuit, but this was not apparent in road use. The most controversial thing about the Racing Puma was its price. Ford charged £22,750, at a time when a Subaru Impreza WRX cost significantly less and a Lotus Elise only slightly more. Sales were understandably low. Ford Excursion (1999) At 5758mm (226.7in) from end to end, and weighing around four US tons, the Excursion remains, nearly a quarter of a century after its debut, one of the largest, heaviest and least economical SUVs ever to go on sale. Onlookers concerned about safety and the environment reacted with alarm, and came up with several nicknames for the vehicle, including Fordasaurus, Ford Saddam and Ford Valdez. The last of these was a reference to the Exxon Valdez supertanker which dropped ten million US gallons of crude oil into Prince William Sound, Alaska, in 1989. Ford Focus RS (2001) The first of what would become three series of Focus RS arrived in 2001, and was immediately impressive because Ford (for either technical or cost reasons, depending on who you spoke to) had made it front-wheel drive like the standard model rather than four-wheel drive like the versions competing in the World Rally Championship. Torque steer, which happened only if you were driving very hard, was a controversial issue, and unfairly blamed on the car’s Quaife limited slip differential, which wasn’t in fact causing the problem. The second Focus RS – also front-wheel drive, and also fitted with the Quaife diff – behaved far better because of its superior front suspension geometry, which Ford achieved by developing the ingenious RevoKnuckle system. Ford Thunderbird (2001) After building Thunderbirds in ten generations for 42 years, Ford discontinued the nameplate in 1997, but then brought it back five years later. Like the original T-bird, but unlike any of the nine in between, this version was a two-seat convertible, and was based on the same platform as the Jaguar S-Type and Lincoln LS. After an initial flurry of interest, sales fell sharply, leading to the cancellation of the model after just four years. Perhaps a truly modern Thunderbird would have been more successful than a retro tribute, and perhaps also Ford had been right to abandon the two-seat convertible configuration in the late 1950s, and wrong to bring it back in the following century. Lincoln Blackwood (2002) Ford’s luxury brand made the unusual decision to produce a pickup truck in 2002. Based on the contemporary F-150, it was resoundingly unpopular, and stayed on the market for just one model year in the US and one more in Mexico. Lincoln’s next effort, the Mark LT, was barely more successful. Even in combination, they didn’t come close to GM’s equivalent, the Cadillac Escalade EXT, which wasn’t exactly a big hit either. The message seems to be that no matter how much you want to put a luxury pickup on sale, don’t do it. Ford Five Hundred (2004) Ford’s second largest saloon of its period, after the Crown Victoria, was sold only in the 2005 to 2007 model years and was based on a platform inherited from Volvo, which made this car a slightly unlikely sibling of the Volvo XC90 Mk1. The Five Hundred’s lack of success has been attributed to its conservative styling, which was widely criticised. Ford designer J Mays admitted that the look of the Five Hundred was problematic. “It’s just lacking in the emotional appeal that we should have put into it,” he admitted in one interview, though this was not the whole story. In another interview, talking about the same car, he hinted at another reason by saying, “I've been at the company 13 years and I've been through five CEOs. Some of those CEOs have had more conservative tastes than others.” Ford’s latest CEO, Alan Mulally who arrived in 2006, ordered an immediate re-design and the revival of the Taurus nameplate, which he said had much greater brand equity, having been around between 1986 and 2005; this seemed to improve sales, especially when an all-new Taurus arrived in 2010. Ford EcoSport (2014) “It’s been a long time since a new Ford was as bad as the EcoSport,” we said in 2014. Launched in other markets two years earlier, the model had been developed in Brazil and built (for Europe) in India (and also in several other places), where it suited local conditions, and brought over to Europe, where it definitely didn’t, to allow Ford to compete in the highly competitive compact SUV sector. With question marks over its ride, handling and interior quality, the EcoSport at first sold poorly in the region, though Ford made amends by improving it considerably in later years. It sold reasonably well in the US, despite being very small for that market – but at least it was cheap. Lincoln Continental concept (2015) The concept version of what would become the new Continental caused quite a flurry when it was revealed at the 2015 Detroit Show. Bentley design chief Luc Donckerwolke (born 1965) thought it bore a suspiciously close resemblance to his own company’s car of the same name, and vigorously conveyed his objections on social media. Lincoln made some adjustments (which would probably have happened anyway) before the production Continental went on sale two years later, but the basic shape remained the same. Ford Focus RS (2012) The third and last Focus RS was the only one in the series with four-wheel drive, which wasn’t controversial, and a setting called Drift Mode, which was – at least in Australia. Representatives of the Pedestrian Council of Australia and the National Roads and Motorists’ Association, along with a former head of Australian Medical Association, all expressed concerns about Drift Mode. Ford responded to calls for it to be disabled by not disabling it, and there the matter rested. Ford GT (2015) In order to prevent ‘flipping’ (selling a car for a vast profit shortly after purchasing it) Ford required buyers of the second-generation GT to keep it for 24 months. Not everyone did, which led to various lawsuits. Two particularly high-profile examples – one involving Mecum Auctions, the other wrestler John Cena – were amicably settled out of court. Ford donated the money it received to charity in each case. Ford Mustang Mach-E (2020) The full name of the Mach-E, which went on sale in the 2021 model year, was not welcomed by people who felt that a Mustang should be a high-performance coupe or convertible, as it had been for the past 57 years, and not an all-electric SUV. Ford stuck with it anyway. ‘Traditional’ Mustangs are still available (a new one, the seventh in the series, has recently been introduced) and manufacturers can call their vehicles anything they like, within reason. Ford F-Series Super Duty (2023) The enormous size of some North American pickup trucks is an increasing cause for concern in their home markets, and regarded as madness in other parts of the world. Since they are built by several competing manufacturers, Ford is only part of the problem rather than the cause of it, but the current F-Series Super Duty certainly contributes to the controversy. In its most extreme, long-wheelbase F-450 Crew Cab form, the Super Duty is a leviathan – 6762mm (266.2in) long, 2960mm (105.9in) wide including its mirrors, 2085mm (82.1in) tall, and with a kerbweight of 3895kg (8587 pounds). Perhaps one day legislation will be introduced to prevent vehicles of this size being available to American private users on standard licences, but there’s no sign of it at the moment; certainly in many other countries such as the UK a heavy-goods vehicle licence would be needed, with extra driving training and testing required.

6/26/2026

Looking for the perfect blend of weekday skills and weekend thrills? This electric family SUV could be the answer The perfect two-car garage. It’s a fantasy motoring enthusiasts have debated for decades. Not familiar with the concept? It’s simple: if you had to choose two cars – one for everyday duties like commuting, the school run and shopping trips, and another purely for weekend B-road blasts – which would you choose? If you’re ever stuck for conversation with a fellow enthusiast, pose this question and watch the sparks fly. But, alas, in today’s economic climate, the dream of running two cars – particularly when one is reserved almost entirely for Sundays – is becoming harder and harder to justify. And that means more and more drivers are starting to search for one car that’s capable of covering all bases: sensible when it needs to be, fun when it doesn’t. Watch the video below as we explore whether the 335bhp all-electric Skoda Enyaq vRS really can deliver the best of both worlds. Skoda Enyaq vRS: the electric family SUV that can do it all There’s a particular genius to the vRS badge. Since the first Octavia vRS arrived in 2001, those three letters have stood for meaningful performance, real-world practicality and strong value. It’s the everyman performance car formula, refined over decades and now applied to Skoda’s electric family SUV flagship. The Enyaq vRS continues that tradition with 335bhp, 697Nm and dual-motor all-wheel drive, delivering 0-62mph in 5.4 seconds. But it’s not just about straight-line pace. Dynamic Chassis Control, lowered suspension and revised steering calibration give it a level of composure and adjustability that no electric SUV this size has any right to, allowing it to switch between relaxed motorway cruiser and pulse-raising B-road blaster at the touch of a button. Crucially, it remains an easy car to live with day to day. The 84kWh battery delivers up to 344 miles of range (WLTP), while 185kW DC charging enables a 10–80% top-up in around 26 minutes. Inside, that signature vRS DNA injects sporty flair into an otherwise plush, minimalist cabin. There are vRS-specific sports seats, a bespoke sports steering wheel and contrast detailing. As you’d expect from a Škoda, equipment is generous, with a large 13in infotainment screen, augmented reality head-up display, heated seats and a 12-speaker CANTON sound system all included as standard.  Practicality remains a core strength. A 585-litre boot, generous rear space and Skoda’s trademark ‘Smart, Spacious and Stylish’ touches – including an ice scraper in the tailgate and an umbrella in the door – ensure it can still deal with everything hectic family life throws at it without breaking a sweat. Maybe it’s time you try it for yourself. Learn more about the Skoda Enyaq vRS

6/26/2026

New Elantra adopts 'Art of Steel' design principles and comes with a choice of petrol or hybrid Hyundai has revealed the next iteration of its Elantra saloon, which brings a dramatic new look. Named the Avante in its home market of South Korea, it is the most extreme example of the brand’s new 'Art of Steel' design language yet, with a number of sharp lines and aggressive angles across its bodywork. It is slightly larger than the rival Skoda Octavia, owing to a 30mm increase in its wheelbase compared with the previous-generation Elantra. The saloon has also grown 30mm wider and Hyundai said it has prioritised improving interior space.  Inside, it has been designed to be “cozy and comfortable”, according to Hyundai. The dashboard and door cards’ designs cocoon around the seats, with customisable LED backlighting.  As in the recently revealed Ioniq 3 hatchback, the driver’s display is set high on the dashboard. This is intended to keep important information in the driver’s line of sight, so they do not have to divert their attention away from the road to check their speed or remaining range.  A large infotainment touchscreen, measuring either 12.9in or 14.6in, takes centre stage. It runs on Hyundai’s new Pleos operating system, which will allow new functionality such as installing navigation and music apps in the screen, rather than having to use smartphone mirroring. An array of switches and dials for the climate control system sits just below the main screen. In South Korea, it will be available with two powertrains: a 2.0-litre petrol four-cylinder with 147bhp and a 1.6-litre hybrid with 155bhp.  The hybrid also brings a new predictive regenerative braking system that reads the road ahead and automatically adjusts the strength of the regenerative effect, helping to keep the battery topped up. In addition, it gets a ‘stay mode’ that allows the small traction battery’s reserves to power the climate controls and infotainment system while parked, in similar fashion to an EV with a larger battery. South Korean deliveries of the new Elantra will begin in the coming weeks, although Hyundai has yet to confirm whether it will be sold in mainland Europe or the UK. The previous-generation car was not made available in those regions, despite having been tested there. However, Autocar understands that it has not been ruled out for the latest iteration, suggesting Hyundai may have had a change of heart. It also remains to be seen whether the high-performance Elantra N will return – and whether it too could make it to Europe.

6/26/2026

Ian Callum's design consultancy is poised to reveal its take on the legendary supercar The eponymous consultancy of acclaimed car designer Ian Callum has reinvented the Jaguar XJ220.  The new take on the XJ220 has yet to be revealed in full, but a side-profile image published by Callum Design showcases a dramatically different styling direction compared with the original.  It is notably sharper around its haunches and there is a greater slope at its rear end.  However, several cues remain intact, including the egg-shaped side windows and air ducts along its flanks. Callum Design described the reimagined XJ220 as a “concept” and a “design study”, emphasising that there are no concrete plans to build a road-going car. But it added that the project “shows what’s possible” when working with the company, suggesting that a client with enough cash to spend could commission their own car. The reworked XJ220 is expected to be revealed in full in the coming months. October marks the 35th anniversary of the production XJ220’s unveiling at the Tokyo motor show and that could provide Callum Design a fitting opportunity to celebrate the supercar. Ian Callum, who was director of design at Jaguar from 1999 to 2019, has in recent years put his own spin on several historic cars. These include the Wood and Pickett Mini and the Aston Martin Vanquish – the latter of which he also originally designed. His consultancy has also been responsible for building a road-legal version of the Jaguar C-X75 concept, the ill-fated successor to the XJ220 and a car originally created while he was Jaguar's design chief.

6/26/2026

New ‘Gen 2 Evo’ motors made their debut with the Twingo but will be soon be rolled out in larger cars The Renault 4 and 5 will be updated next year, bringing more efficient and more powerful motors. The R5 arrived in 2024, and it was followed by the R4, its crossover twin, in early 2025. Both models are based on the AmpR Small platform and use Renault’s second-generation externally excited-synchronous (EESM) motors, which are available in two configurations.  The R5 Urban Range pairs a 121bhp EESM with a 40kWh battery, while the Comfort Range gets a 148bhp motor and a 52kWh battery pack. In the UK, the larger R4 is only available with the Comfort Range set-up. These powertrains enable the R5 to deliver a range of either 192 or 252 miles. The latter figure is reduced to 250 miles in the chunkier R4. Renault is now ready to roll out updated ‘Gen 2 Evo’ motors for the two models, drawing on its learnings from developing third-generation drive units for the next Scenic and Megane that are due in 2028. “We are still working on how to improve the efficiency and power [of the Gen 2 motors],” said Marianne Bataillon, Renault’s director of EV motor and battery development. “We are going to apply these [changes] at the end of 2026 or beginning of 2027.” Bataillon highlighted the motor’s inverter and reducers as points of improvement that have netting greater efficiency and improved power outputs. The new motors will help to keep the R4 and R5 on a par with newer rivals on technical terms. The incoming Volkswagen ID Polo outdoes the R5 in the range stakes, offering either 204 or 283 miles between charges, depending on which powertrain it is fitted with. The same is true of the new Skoda Epiq: it yields either 190 or 272 miles of range, with the higher figure beating the R4. Renault’s new Gen 2 Evo motor made its debut in the Twingo, which arrives in the UK at the end of this year. In that car, however, its output is reduced to 80bhp, owing to its city-focused remit.

6/26/2026

"The business case is not extremely compelling," says Hyundai boss about the prospect of a new i30 Hyundai is set to retire the i30 hatchback with no direct successor as demand for traditional petrol hatchbacks continues to fall in Europe. The i30 has been off sale in the UK for a year while remaining available in some European markets, but it will soon be axed for good – and any replacement is set to take a different form. Asked about plans for the i30's future – following the unveiling of a new-generation i20 supermini earlier this month, and the launch of the similarly sized Ioniq 3 EV – Hyundai's Europe CEO Xavier Martinet hinted that no fourth-generation i30 is in the works. "There might be a reason why we don't talk much about it," he said of the company's petrol-powered Volkswagen Golf rival.  "The problem is that in this segment the demand is not growing, and it's also a vehicle that historically was mostly a fleet vehicle, on which the profit is not so high." The small proportion of retail sales was not enough to compensate for the low-profit fleet sales, he added, because "the price was lower, so the profits [were as well]. "When you put everything together, the business case is not extremely compelling." In recent years, several of the i30's closest rivals have also been cancelled, including the Ford Focus, Kia Ceed and Renault Megane.  Strong-selling stalwarts including the Volkswagen Golf, Peugeot 308 and Toyota Corolla continue, but the segment accounts for far fewer European sales than it once did, with mid-sized crossovers becoming the default choice as practical family runarounds. Opel-Vauxhall boss Florian Huettl voiced similar sentiments to Martinet recently when he hinted at plans to replace the i30's Astra rival with a less "traditional" C-segment offering – potentially some sort of SUV. Hyundai could take a similar route as it looks to fill the gap left by the i30, Martinet suggested: "We might still have some answers coming, but it might be a different answer to the one we've got so far. "I might be a bit cryptic in my answer, but at some point in time we have to know when to stop and how to do the next generation – this is one of the question marks we have."

6/26/2026

Tiny crossover is a brilliantly frugal city car, even without hybrid power If you're after a tiny, frugal, practical city runaround, your choices on the new car market are currently quite limited. Razor-thin margins in this segment and increasingly costly regulations sent most manufacturers hurtling towards the exit door a few years back, leaving only a few faithful defenders to choose from today. Toyota is one of these holdouts, and its Aygo X happens to be among the best of the breed - but if you haven't bought a new car in a while, the new hybrid model's £21,500 price might come as a bit of a shock. Happily, you can pick up a four-year-old pure-petrol model for as little as £6500. These pre-facelift cars are still capable of 60mpg on a run, and most have a snickety five-speed manual gearbox that makes them surprisingly fun to punt around. When the Aygo became the Aygo X in 2022, it moved onto an entirely new platform and was repositioned as a sort of pocket-sized SUV: still dinky but larger in all dimensions than before, with a raised seating position and the requisite lower body cladding. So it's slightly longer and wider than conventionally styled rivals like the Kia Picanto and Hyundai i10 and therefore more spacious inside, yet it remains easy to park and thread along country lanes and tight city streets (with a 9.4m turning circle that's one of the tightest this side of a black cab). Plus, because you sit a bit higher, you don't feel like you're so vulnerable when hemmed in by buses or trucks. The Aygo X weighs less than a tonne, too, which means that its 71bhp 1.0-litre atmospheric three-pot doesn't feel especially minuscule in everyday driving, and its tiny 35-litre fuel tank can still hold enough for 450 miles if you go easy. You do have to work it quite hard to keep up with traffic (0-62mph takes about 15sec), but it's at least quite good fun to rev out with the manual. The optional CVT drones on but is smooth. Further benefits of the Aygo X's trim kerb weight include genuinely fun handling, although the ride can get a bit choppy over rough stretches of road. Space up front is good, and the seats provide plenty of support for longer drives. Adults will be fine in the back for a bit, so long as they're not especially tall and you don't have the head room-robbing canvas roof option - and kids will be fine either way (if maybe miffed that their windows only pop out). In basic Pure trim it lacks any real visual clout, but step up to mid-spec Edge (as most buyers did) and you gain 18in diamond-cut alloys and eye-catching two-tone metallic paint. Exclusive trim adds desirable LED headlights for a smarter and more contemporary vibe. All versions get wireless Apple CarPlay and Android Auto - on a 7.0in, 8.0in or 9.2in infotainment touchscreen, depending on spec - plus adaptive cruise control, automatic wipers, automatic lights, automatic high beam and a reversing camera. Edge trim brings climate control, privacy glass and front foglights, while Exclusive adds a wireless phone charger, keyless go and parking sensors front and rear. The Aygo X is a reassuringly traditional small car that still manages to feel modern and capable enough to rival its newer alternatives - scant few as there may be - while retaining a touch of charm and panache that makes it easy to love. What to look out for Warranty: Toyota has a great reputation for reliability and - as you will see in this section - the Aygo X conforms to type, with an exemplary record in reliability surveys. Almost all used examples will still be covered by the standard warranty (five years or 100,000 miles), which you can extend a year at a time by servicing the car at a Toyota main dealer (up to 10 years old). Engine: The 1.0-litre VVT-i engine has been powering Aygos for more than two decades and is known to be very reliable. That doesn't mean you shouldn't check the oil before buying, however, and be wary of any cars without a complete service history. Body: This is a city car, so check for kerb damage to the alloy wheels and scuffs around the body. Insurance: Like many of its small car classmates, the Aygo is among the cheapest cars to insure, ranging between groups five and seven. Our quote of £307 for a year was for a 35-year-old professional male with a clean licence and full no-claims bonus living in Swindon. Also worth knowing Special editions are numerous, although none received chassis or powertrain alterations. The Limited Edition added Army Green paint and orange highlights, quilted leather heated seats and the canvas roof. The Undercover Edition, created in collaboration with a Japanese fashion designer, had blueish-grey paint and red accents, plus 'Chaos' and 'Balance' logos on the roof and the floor mats. Its red seats are a bold touch. The JBL Special Edition gets a premium sound system from JBL, which was otherwise an option. It's worth seeking out if you're a music lover. There's even a subwoofer under the boot floor. Air Edition was based on Edge trim (the others used Exclusive as a base) but had the canvas roof as standard and came in a few more colours, such as Brass Gold. Annual VED is £195 on all cars. How much to spend £6500-£8499 A few 100,000-milers, which is a testament to Aygo X reliability. Also plenty of write-offs, many with a tenth of that mileage and in top trims. Check the severity of the damage before you buy. £8500-£10,999 Mostly early Pure models with average mileage for their age (40,000-50,000), although a few Edge versions stand out. £11,000-£12,999 Plenty of Edges and Exclusives, some with the CVT gearbox or the roll-back canvas roof. £13,000-£20,000 Lightly used special editions, nearly new cars and even a few unregistered examples with delivery mileages. An owner's view James Smyth "I bought my Aygo X Edge in 2022 as a runabout for the city, and it has been brilliant. It looks fantastic - much more premium than other small cars - and the high driving position gives great visibility. It's surprisingly comfortable on longer trips too, although the engine does need to be worked hard on motorways. The infotainment is a big step up from my old Aygo. And fuel economy is excellent: I regularly see 60mpg without trying. Servicing has been cheap and reliability faultless so far. It's a small car that doesn't feel cheap, which is exactly what I wanted."

6/26/2026

We liked this luxury EV at launch, but has it been improved enough to remain BMW's flagship five years later? The descriptor 'flagship model' is used a lot in this industry and at a base level is really easy to understand. It's the top car in a brand's line-up—the biggest, fanciest and most luxurious option. The BMW iX certainly fits that bill: it's the biggest, most expensive car in the brand's electric car line-up, loaded with tech and intended to push BMW into the true luxury sphere. But for BMW, its real flagship purpose was to push and develop its EV technology. We ran an iX on our fleet in 2023, when editor Mark Tisshaw was won over by the car's ability to deliver true electric luxury to the point that he even forgave the styling of that grille. But much has changed in the years since then. Because while the iX has just had a substantial mid-life update, it's no longer the shiniest, newest EV in BMW's range. That would be the iX3, which sits on an all-new platform, heralds a new design language and introduces a raft of new electric and digital technology—technology the iX was used to pioneer and develop. So while the iX remains BMW's most luxurious and expensive EV, in some aspects it's no longer a technological flagship. So what role does it now serve in BMW's line-up? That's what we're here to find out. And if we're going to see if the iX is still a true flagship, then it makes sense to run the top version. Last time we ran the mid-spec xDrive50, but this time we've opted for the full-fat, full-performance M70 xDrive. If you follow your BMW model codes closely, you might note that's different from the previous range-topper. The change from M60 is a reflection that the M division's engineers have been working quite hard. Hard enough to make you wonder, really. Who, for example, looks at a 2.6-tonne electric SUV with a peak output of 610bhp and says: "You know what that needs? More power." BMW M engineers, that's who. Bless them. For the most part, the iX M70 produces 570bhp from its pair of electric motors, but if you select the launch control system (because every luxury SUV needs launch control), that leaps to a slightly ridiculous 650bhp. With that sort of power, we're thankful BMW fits a hefty battery: it's 108.9kWh in capacity, and has been developed specifically for the high performance required. Fast charging at speeds of up to 195kW will surely prove useful, especially as the official efficiency is a mere 2.6mpkWh for a range of 326 miles. Despite the extra power, the £114,305 starting price of the M70 is actually cheaper than that of the old M60. But there has been some judicious option box ticking on our car that raises its list price to £134,255. Given this is supposed to be a flagship, we felt it worth paying £4500 for the Bowers & Wilkins surround-sound audio system and shelling out for the Comfort and Technology packs, which add features like ventilated front seats and parking assistance. The Frozen Deep Grey paint - which looks more of a matt black in some lights - wouldn't have been my choice, but it certainly would help the iX fit in in a Premier League training ground's car park. Still, the dark paint and dark grille design does somewhat mask the still contentious big grille design - at least in the daytime. At night an LED frame lights up and, well, it's a choice. More on that another time. Inside, the iX still feels like a proper luxury car. The seats are deep and comfortable, the steering wheel is chunky and pleasing (M models also get a round version, rather than the unusually shaped one on other iX variants) and the physical switchgear is pleasingly tactile. The infotainment system has plenty of tech but is generally easy to use - especially because the iX retains a rotary controller. I'm very much a fan of this, although it's somewhat incongruous, given that later versions of BMW's iDrive system, such as that introduced on the new iX3, have gone without. Early impressions are positive: even on 22in wheels, the iX has a notably smooth ride - very luxury flagship-and it steers amazingly for a near-five-metre-long SUV. Its standard rear-wheel steering is a huge help in that regard. Those early impressions match well with Tisshaw's verdict from running the pre-facelift iX three years ago, and I'm really looking forward to experiencing it as a slice of luxury in the coming months - even if I suspect I'll rarely exploit all 650bhp. In fact, as ever with EVs, my worry is that the sweet spot in the range remains the xDrive60 below, which has less power but an official range exceeding 400 miles. The other question to answer is whether BMW's engineers have done enough to keep the iX up to date: EV technology is progressing relentlessly, and what was cutting edge just a few years ago can quickly become pedestrian - especially when there's a model below it in the line-up that's now shinier and newer. Update 2: Pre-heat function is welcome in winter Being able to turn on a car's heating remotely isn't new, but it's still a marvellous function once you've got used to it. After an early flight into Heathrow on a freezing morning recently, I felt deep joy when I started to warm the iX's cabin from the passport control queue. It meant that when I clambered in to drive home, I could enjoy the car's premium sheen from the off, rather than shivering initially. Mileage: 1603 Update 3: Showing off without being a show-off Can a car be understated yet brash at the same time? I'm not sure, but if any car can, I reckon it's our BMW iX. Clearly it's a whopping great big BMW with a massive kidney 'grille' (sensor panel) on the front. The car is so substantial that it has presence even when parked, in part because it has a propensity to fill every available centimetre of even larger parking spaces. Yet some of my family insist the iX is quite subtle. It's the paint, I think: the frozen deep grey finish has a slightly matt effect and as a result tends to suck in the light in much the same fashion I'd imagine a black hole does if I were smart enough to understand science. Add in a black grille, wheels and details and it definitely gives off 'move on, nothing to see here' vibes. Except, well, you still notice it, because it's big and black and it's impossible not to. It's about as subtle as a stealth fighter: sure, the F-117 Nighthawk was designed to disappear when flying high above Earth but, given its size and matt paint, I'm pretty sure you would spot one parked right in front of you. But I think that's the intended effect. Surely if you're buying a £130k luxury SUV you want to be noticed a bit? But you maybe don't want to admit that. So I reckon, after some criticism of the styling based on the big grille when the iX was originally launched, BMW now enables you to spec it in a way where you can at least pretend you don't want to be noticed. This occurred to me recently when I had just finished reversing into a space in a Tesco car park. As I exited the iX, a man more or less ran over to ask me about it. He wanted to know if the paint was a factory option. Yes, I told him: it's a £3000 BMW Individual option. Which cheered him greatly, because his Mercedes-Benz EQC was coming to the end of its lease and he had read positive reviews of the upgraded iX, and he was basically sold on his colour choice when he saw mine in a car park a few days earlier. So when he saw it a second time, he detoured from his journey to find out more. The attention on me while reverse parking also made me very grateful for the iX's rear-wheel steering. As noted, this is a big car that fills parking spaces, so, not wanting to be antisocial, I'm always keen to get as squarely into a space as possible. And the turning back wheels give the iX impressive manoeuvrability for a car of its size. The excellent reversing cameras and sensors help too, even if the rear sensor is a bit overly cautious. Admittedly, when going forward at slow speeds the rear-steer system does occasionally make the iX feel slightly unnatural to manoeuvre, but that's a minor issue. And at speed it's far more assured and subtle, helping to give the car a little extra agility without robbing it of driving feel. But it is reversing in car parks where I most notice the difference, especially because no matter how subtle the iX wants to be, people can't help noticing it. Mileage: 1692 Update 4: It's not all just touchscreens  You can't accuse the BMW iX of skimping on physical controls. The centre console is full of them, including a rather blingy crystal- effect rotary dial that has wowed a couple of passengers. I'm more taken with the genius design feature just ahead of it: a small slot in which you can stand a mobile phone, with a small hole at the bottom through which you can feed a charging cable. Mileage: 1784 Update 5: Exploring the M part of our M70 In my time driving the BMW iX, I've come to revel in its remarkable refinement and cosseting, enveloping interior. This car was conceived as BMW's luxury flagship, and it really delivers on that score: most of my journeys are pleasingly calm and relaxing. The thing is, I was concerned that I must be missing out, because my iX isn't just a luxury cruiser: it's the M70 version, developed with performance in mind.  And enjoying its relaxed cruising credentials barely stretches the 650bhp offered by its dual electric motors, nor the specially tuned air springs, adaptive dampers and anti-roll bars that M division engineers added to keep its 2655kg weight in check. Time, then, to head to a favoured driving road, switch from my preferred Efficiency setting into Sport and experience just how M the M70 is. Selecting Sport turns the LED cabin lighting a moody shade of red, but the visual reminder isn't necessary: you know which mode the car is in the moment you touch the accelerator. The response is sharpened dramatically and if you press the pedal hard you really feel the torquey electric acceleration. It's that vaguely unpleasant instant whack of car sickness sensation, rendered more surreal for the silence of your surroundings and just how comfortable the seat that you're being involuntarily squished into is. That, I should note, is without even messing with the launch control system, which deploys the full 650bhp and allows the iX M70 to hit 62mph from standing in 3.8sec. I will try it at some point, I promise: I just need to build myself up to it and find somewhere wide open and safe enough. Of course, 'powerful EV accelerates faster than you would ever need' isn't exactly a revelationary finding. Where many performance EVs struggle is when they reach the twisty bits, where outright acceleration plays second fiddle to poise, chassis balance and handling - areas in which you wouldn't expect a 2.6-tonne, large SUV to shine. But the M engineers have done a remarkable job, because you really can tackle corners in the M70 in a surprisingly spirited fashion. Sport mode also sharpens the steering and firms up the air suspension, and with the rear-wheel-steering and powertrain set-up, there's a slight rear bias to the handling that gives you confidence in corners. The M70 is relatively agile, too, which is something I really hadn't expected to say, given its size and weight. Mind you, there's emphasis on the word 'relatively' there: the laws of physics remain undefeated, no matter what M's engineers try. But they have tried hard. In fact, the anti-roll bars and suspension keep the iX so calm in corners that it's almost unnerving. A fun performance car? Well, yes, sort of. There's a remarkable poise and agility to the M70, but you never forget its size, especially on tight and uneven British roads. You really can't push the car to anywhere near its potential, either, and frankly nor would I want to. More to the point, while it's enjoyably spirited to hustle, it's far nicer to cruise along in relaxed comfort, because the M70 is just better at being a luxury car than a performance SUV - which is the opposite of how a good M car should be. Mileage: 2375 Update 6: The iX's helping hand  My BMW's personal assistant really wants to help me out. It occasionally tries to show me the benefits of reversing assistant, in a way that makes me wonder if it has analysed my parking and thinks I need help. The other day, a prompt even popped up randomly when I was on the M4, suggesting I employ the assisted cruise control. I did take its advice on that one.  Mileage: 2492 Update 7: Climbing the national leaderboard for efficient driving I tend to think the concept of gamification - adding a fun or competitive element to an everyday task-to be rather silly. Surely the satisfaction should come simply from doing something, not by turning it into a contest? Except, well, a few months back the My BMW phone app showed me I was driving less efficiently than my fellow iX M70 drivers, and I've become a little bit too obsessed with trying to address that. Like many car makers' apps, My BMW contains a host of features designed to help the driver, ranging from the slightly gimmicky - such as access to the 'BMW community' (basically just a bunch of photos of people's cars), locking or unlocking the car without using the key and remotely turning on the headlights - to the genuinely useful. These include the ability to control charging, turn on the pre-heating, find a local service centre and, most pertinently, a record of all my trips and my driving efficiency. If you're the sort of person who is wary of the amount of data that big corporations can hold about your life, you might not welcome the 'trip history' section. Yes, you can look back at every journey you've made, the app having stored not just how far you travelled but the time of day and your destination. Before you get too paranoid, the app does offer extensive control of your privacy settings, and it seems that nobody else can really delve into your personal data. But having all that information does let BMW compare your driving efficiency with the community average-which apparently is defined as everyone in your country with the same model variant as you. And that's where I've become locked into a weird personal battle. At the time of writing, my average has reached 2.5mpkWh-and while that might not sound a particularly impressive figure, I can tell you it has been hard-earned. As noted before, the sheer power offered by the M70's performance-honed set-up means this isn't a tremendously efficient car in the outright sense. But that's a trade-off many will be happy to take for the power, so I was prepared to accept it not being that efficient when, a few months back, in the winter, I was struggling to hit 2.3mpkWh. That seemed fine to me - until I looked at the community average in the My BMW app and found that the average consumption was 2.4mpkWh. And, really, how are other people driving M70s that much more efficiently than me? Since then, I've been selecting Efficient mode wherever possible, feathering the accelerator, coasting towards traffic lights and working harder than ever to spot gaps to neatly merge into. I've become hyper-competitive about hypermiling-and I realise that I'm not doing it in some effort to lower my running costs but because I'm really annoyed that others are driving more efficiently than me. My efforts are paying off: in March my average was 2.5mpkWh, which was an 8% improvement on February and, most crucially, 1% ahead of the community average of 2.4mpkWh. Even better, so far in 2026 my average of 2.4mpkWh is 3% above that community average. So I can relax now, right? Not a chance. I've got a lead over the community and now I want to build on it. Gamification, you see. It's stupid, but come on, fellow M70 drivers: can you top my efficiency? Mileage: 2519 Update 8: Large proportions make for tricky parking I know the iX is a great big SUV, but such is the ease of driving it that I often forget just how chunky it is. Then I found myself parking next to a Peugeot 107 in a Lidl car park (other supermarkets are available but don't have quite such random offerings in the middle aisle) and, well, it was quite the contrast. Given it took me several goes to ensure I backed into the space fully inside the lines, it was dispiriting to see how easily the 107 owner could swing in - leaving a short walk between it and my car.  Mileage 2684 Update 9: Divisive? Distinctive? The grille will always split opinion  It may be somewhat tempered by a combination of black trim and dark matt paint, but the most distinctive design feature of the BMW iX remains the whopping kidney grille. That's especially true at night, because my M70 model features the firm's 'Iconic Glow' - basically LED strips that surround the grille to ensure everyone can see it at night. And, I'm sure, quickly form an opinion on me. It's part of the contradiction of the way this iX has been specced. As mentioned in my first report, the matt Platinum Grey paint isn't technically showy in the way that painting a car like this pink or orange or green would be, but it's still really distinctive. Same with the grille: the darkened surface suggests it's trying to be demure, but after dark it beams into life with all the subtlety of a lighthouse. Still, judging by the number of iXs I see on the roads, plenty of people don't mind the design, and I respect BMW for not playing it safe, at least. Besides, it's worth remembering why the grille on the iX is there: in fact, it's not really a grille at all. In BMW parlance, it's a 'digital intelligence panel', housing various cameras, radar units and sensors for all the car's whizzy high-tech functions. By putting all that behind a panel, BMW says it can integrate heating elements and cleaning systems to help ensure they aren't rendered useless in the cold or if they get dirty - and it does seem, from my mileage so far, that they're less prone to being 'temporarily disabled' than similar systems in other cars. BMW also claims the grille has a self-healing layer that can repair minor scratches, but I'm not sure I'm brave enough to test that by deliberately damaging someone else's £130,000 car. Of course, when you're in the iX, you can't see the grille, so the main issue with it from a driver's point of view isn't one of style but about how well all the sensors and systems it houses work. This car is a 'tech flagship' after all. Probably the area most drivers will notice is adaptive cruise control merged with a lane keeping aid, and the system in the iX is generally really very good. It adjusts speed both when you close in on vehicles in front and approaching posted limit changes (when it recognises them) and is generally fairly smooth in doing so. In some countries, the iX is even capable of 'hands-free' driving in certain scenarios, but that level of autonomy isn't yet legal in the UK. Still, subtle lights on the steering wheel glow green when the lane guidance is active and turn yellow when there are any issues, making it easier to spot when you might need to take back full control. Another interesting use of the cameras behind that grille comes with the 'Augmented View Navigation'. You can set the digital instrument cluster to show the images from the front-facing camera, on which are overlaid sat-nav directions, such as turn arrows. Quite neat, even if the warning telling you not to look at it while driving does rather highlight the limitations of the system. It's also odd, since the iX features a reasonably decent head-up display that puts things like your speed and sat-nav information in your line of sight. Which is useful, even if it's a small display and it's taken a lot of adjusting to get it right for me. It's even more odd that you can, if you wish, have the augmented reality display and head-up display active at the same time. Do you prefer your augmented reality in the form of limited information projected into the real world or lots of information shown on a fancy digital display? Ultimately, I choose to trust neither and rely on my eyes. Mileage: 2782 Update 10: Predictably practical, but where's the frunk? A family visit combined with an airport run gave me a chance to really test the iX's 500-litre boot capacity. It's predictably capacious, and the flat floor means it's easy to make good use of that space. Removing the parcel shelf took a little bit of dexterity, mind you. There's a useful underfloor store for charging cables, but I'm still confused about why a car this big doesn't have a frunk.  Mileage 2841 Update 11: Public charging woes  There's lots to say about the BMW iX, but it would be remiss not to start with this: not one person comes to my door without commenting on it. Most spoken about is the matt black finish, which certainly adds a certain je ne sais quoi (for £3300). One delivery driver persevered for quite a while to understand how one washes such a paint finish. It looks slightly drug dealer-esque for my tastes, but clearly there's demand and it does seem to suit the aggressive, quirky (if you're being kind) design of the car. Speaking of which, when I first saw pictures of the iX a few years ago, I wasn't a fan. Now? I can't say I think it's a masterpiece of modern car design, but I've adjusted to it and now find it as decent-looking as many models on the road today. Between its looks and its size, the iX feels a bit of a beast-but then I parked it next to a Land Rover Defender recently and it looked like a compact SUV. Perspective and all that. Since custodian James Attwood kindly loaned me this iX a few weeks ago, I've been thoroughly enjoying it. It's deeply comfortable throughout, ultra-premium in finish and a pleasure to drive with the BMW driving dynamics we've come to know and (broadly) love. A few little things of note from living with it. The front central storage lacks practicality: there are two cupholders and a wireless phone charging place and then the large central compartment, but for the driver that isn't accessible without turning quite pointedly sideways. I want somewhere for my keys, so they go in one cupholder; my water bottle goes in the one nearest me. And my phone goes in its natural place. But then, when I want to get the keys, it's practically impossible without having to move the bottle, because the control panel juts out (well placed for its purpose, to be fair). It's a small thing but it has become a daily annoyance. The lack of fitted rear sunshades seems an oversight for this level of car and is something I've noticed with my little boy present. However, one piece of simple, analogue and neat design in the back is the rotating suit hook. My biggest problem caused by living with the iX is one that won't concern most owners: a lack of a driveway with an EV charger. I've been driving to my closest fast charger at a Shell garage, which isn't awfully fast. It has faulted as many times as it has worked; typically it seems to stop charging randomly, which if you leave the car charging – as I have on occasion – is highly problematic. (I should add that our iX hasn't experienced similar charging issues elsewhere.) This stuff just needs to work without fail to get everyone on board with EVs. And even if the vast majority of owners have home chargers, this could still happen on a long journey. In part, I'll be glad to return the iX to Attwood, because I feel conspicuous having a £135k matt black car on my humble suburban street. But on the other hand, this ticks so many boxes; it feels like the ultimate driving companion (touché), marrying enjoyable driving, performance and handling with great ride quality, practicality, space, interior luxury and more. Enjoy it while you can, Attwood. By Rachel Burgess Mileage: 3020 Final report: Divisive styling outweighed by grace, pace and comfort Particularly with electric vehicles, automotive technology is advancing at a rapid pace. What was cutting-edge five years ago can easily seem very pedestrian. So even with the benefit of a chunky mid-life update, you might think that the BMW iX, launched back in 2021, would be showing its age. It has new direct rivals such as the Porsche Cayenne Electric, Polestar 3, Lotus Eletre, Volvo EX90 and more, while BMW itself has launched its true next generation of EVs with the Neue Klasse iX3. Faced with all those newer cars, can the iX still serve as a luxury flagship? Based on the past few months, my answer is an unequivocal yes. The iX is ageing incredibly gracefully. Actually, 'graceful' isn't the right term because, well, it's not, is it? Look at it: it's big, brazen and brash, especially in matt black. Whatever you think of the styling, and you will have an opinion, we can all agree that it's not graceful. Normally after a few months with a car I grow accustomed to how it looks and it blends into the background of my life. But having switched the iX for a Mazda 3 for a few weeks recently, on swapping back I was struck afresh by just how imposing this BMW is. Then, of course, I clambered back inside and remembered just how nice and cosseting it is too. Because this really is a convincing luxury flagship, albeit in a very modern sense. In this top-spec M70 form, our iX costs about £130k after options, which is pretty rarefied air. But it definitely feels a step up from other cars in the BMW range. It's a new type of luxury, though, built around digital screens and technology rather than acres of leather and wood. But it works really well. It feels spacious and there are lots of nice touches. That said, some of those features work better than others. I really like the slot at the end of the centre console where you can pop a phone in upright: it made it much harder to forget to pick up at the end of a journey. But I was annoyed by how the protruding centre console made it difficult to reach the cupholders. Generally, though, everyone who had a go inside the iX commented on what a quiet, comfortable and plush cabin it is. Similarly, I liked that the iX retains a physical rotary controller for the infotainment - although I still found myself using the touchscreen for a lot of operations, just because there are so many functions on the operating system that it was quicker to do so. The Mazda 3 also features a rotary dial, and because the infotainment was simpler, I used it a lot more. As ever more software functions are added, you can see why firms like BMW are taking such controls out of their cars - but there's a balance to be struck. As noted, the iX recently received a facelift to keep pace with newer rivals, including considerable work to up the power and range of the various versions. We opted for the top M70 level, which produces 570bhp from its dual motors-rising to 650bhp with launch control. That's a lot of power, even if the Cayenne Turbo Electric does now offer something close to twice that, and as a result our iX didn't want for speed or urgency. Boot the throttle and the acceleration was, frankly, a bit unpleasant. Even with a bit more care the iX was astonishingly quick and responsive for a car of such heft. Happily, it wasn't just the sort of performance car that's only quick in a straight line: for a big SUV, it's actually reasonably engaging to drive. The steering is firm but precise and well weighted, while the suspension keeps things stable but is not overly firm. It does respond well to some spirited driving, and the single brake regen setting is well judged and trustworthy. That said, as I wrote in previous reports, the iX always feels its size, so it's hard to ever really relax when you're pressing on. And it's such a comfortable cruiser that it's almost better at a more sedate pace, gliding along in near silence in Efficient driving mode. The various ADAS functions work well too, especially the excellent adaptive cruise control. Not that the iX M70 is a spectacularly efficient car. Its official range is 326 miles, but even when fully charged the display never showed anything close to 300 miles, and my average efficiency of 2.4mpkWh was down on the official figure of 2.6mpkWh. Things did improve as the temperature rose during my time with the car but, as usual with these things, I'd think the ideal iX is one in a lower spec with a bit less power and more range. If anything, that relatively low efficiency is the only area where the iX is really showing its age in any meaningful way - especially compared with its new iX3 sibling, which is close to half the price yet can do nearly twice the miles. Still, if the range works for you, the iX M70 is the sort of car that conveys a sense of occasion. It may still be a bit jarring to look at, but from behind the wheel it is actually graceful and it's ageing well. Even so, the arrival of the iX3 still feels significant. In a way, the iX was a test bed for the next-generation BMW tech developed for that big new arrival. So I'm keen to find out if it's worth sacrificing a bit of the iX's luxury to access that newer technology and longer range.  Test Data BMW iX M70 xDRIVE Mileage At start 1410 At end 5012 Prices List price new £114,305 List price now £114,205 Price as tested £134,255 Options Bowers & Wilkins stereo £4500, Individual Frozen Deep Grey paint £3300, panoramic sunroof £3200, Amido interior design suite £2650, Technology Pack £2300, Comfort Pack £1650, 22in M bicolour jet black wheels and sport tyres £900, Clear and Bold interior £800, soft-close doors £650 Economy and Range Claimed range 326 miles Battery 111.5/108.9kWh (total/usable) Test average 2.4mpkWh Test best 2.9mpkWh Test worst 1.8mpkWh Real-world range 261 miles Max charge rate 195kW Tech Highlights 0-62mph 3.8sec Top speed 155mph Engine Two permanent magnet synchronous motors Max power 570bhp (650bhp with launch control) Max torque 749lb ft Gearbox 1-spd reduction gear, 4WD Boot 318 litres Wheels 9.5Jx22in Tyres 275/40 R22, Pirelli P Zero Kerb weight 2655kg Service and Running Costs Contract hire rate £766 pcm CO2 0g/km Service costs None Other costs None Fuel costs £604.80 Running costs including fuel £604.80 Cost per mile 17 pence Faults None

6/26/2026

JLR will steer customers into ever-more expensive versions of its SUVs following a difficult year JLR’s strategy following a difficult year is to move further away from the “killing fields” of the premium volume market and steer customers into ever more expensive versions of its SUV line-up, the company told attendees at its annual investor day. JLR had a bad time of it in the financial year ending March, earning just £200 million profit before tax compared with £2.5 billion the year before. That was down to a series of shocks that included the September cyber attack, half a billion quids’ worth of additional tariff bills to sell cars in the US and the continued collapse of China as a profit centre. “The world is not much fun out there,” chief financial officer Richard Molyneux told investors at the June event. The answer, it said, will be to rise further above the fray. “We will keep moving [our brands] away from the killing fields of mass automotive, into a luxury space based on feeling, on desire, on want, rather than necessarily need,” Molyneux said.  “Because that's where we can win.” JLR will endeavour to do that in a number of ways, including borrowing the playbook from luxury brands such as Bentley and Rolls-Royce by adopting a new focus on bespoke via its network of House of Craft centres.  China, once JLR’s biggest market but now ground zero of the premium killing fields, becomes another niche buyer of top-end Range Rovers. The company’s main focus switches to its newest biggest market of the US, where it will put a much stronger focus on wooing the country’s hordes of stock-wealthy millionaires, including with new, market-specific models. Despite JLR’s woes last year, its average selling price (based on revenue per model sold) moved up again to a record £74,400. That number was down at £47,700 for the 2019 financial year, back when it was competing at the vicious heart of the premium market with combustion-engined Jaguars and smaller Land Rover SUVs such as the Discovery Sport. These days JLR’s focus is almost entirely on its trio of big hitting, high-margin SUVs: the Range Rover, Range Rover Sport and Defender. These accounted for three-quarters of all JLR’s wholesales (sales to dealers) last financial year, up from 68% in the year before. The Defender still leads the way, despite coming up to its seventh birthday. The Discovery brand, meanwhile, accounted for just 8% of sales. That means the company already has a luxury focus, but it thinks it can go further, especially in its new largest market. “We're pivoting the entire organisation towards the US,” CEO PB Balaji told investors. “We believe there are significant growth opportunities that can come out of that.” The CEO, who joined from parent Tata Motors in November last year, signalled his displeasure at JLR’s current performance in the market, which accounts for around 100,000 of JLR sales annually. “Our penetration now is nothing to write home about,” Balaji said, pointing out that the US buys 1.3 million cars priced over $80,000 annually. Earlier in June the company waved goodbye to its long-time US head, Joe Eberhardt, in advance of the new strategy. Somewhat perversely, given President Donald Trump’s aggressive rollback of EV incentives and emissions regulation, all five of JLR’s new launches over the next 18 months – its first model launches for four years – are all electric. But instead of writing off much of its electric investment, as rivals like Porsche have done, JLR is bullish that US customers, particularly on the West Coast, are keenly awaiting models like the delayed electric versions of the Range Rover and Range Rover Sport.  The company said around half of the 78,000 expressions of interest for the two models are from the US, where it will give JLR access to ‘micro-markets’ in which it currently doesn’t play a role. “In LA, you'll find a lot of our products," Balaji said. "But just go a little bit up north into San Francisco and you will not find us. We are not there in Seattle. The reason they don't want us is that there's no electric vehicles.” Meanwhile the company has picked New York to launch the electric Jaguar Type 01 in October, a city that predominantly buys Range Rover Sports now. Again bucking fashion, JLR doesn’t think EVs will be a drag on the average selling price. In fact, quite the opposite. “We will actually price our electric cars higher than our combustion engine cars,” chief commercial officer Lennard Hoornik told the crowd at JLR’s HQ in Gaydon. “We're really trying to go against what is happening in the market trend,” he added, before listing the ways the Range Rover Electric is better than the combustion-engined version, including boasting more power at 550bhp. JLR hasn’t ignored the US’s pivot back to combustion under Trump, however. Balaji said the company re-engineered its EMA electric platform to underpin the replacement for the Velar and the new smaller Defender in order to incorporate hybrid combustion engines and meet market needs in the US. Both models will launch as EVs towards the end of next year, with hybrids coming later, attendees were told. All replacements for current midsize models, such as the Evoque and Velar, on EMA will cost more, Molyneux said. Engaging Stellantis to help engineer US-specific Defenders is another response. No details were given about that, but it potentially allows JLR to create a chunkier, more retro Defender to both challenge top-end Ford Broncos and see off the Ineos Grenadier, which is having some success in the US market.  Stellantis CEO Antonio Filosa has said the deal could include local production, allowing JLR to reduce its tariff bill. As chief brand polisher, Hoornik was the one to outline steps to push the luxury angle, including launching a network of 25 bespoke 'House of Craft' studios globally. Hoornik described these as “critical” to elevating pricing, and he pointed to the creation in Dubai of a bespoke Range Rover, called 'Sky’s the Limit', that featured 24-carat gold badging on the front and which sold for $504,000. JLR already woos customers in wealth hot-spots such as Biarritz using brand-specific pop-up holiday camps called Defender House and Range Rover House. But it wants to make the buying process more luxurious by handing more processes to a dedicated app combined with a “white glove delivery experience”, group chief strategy officer Balaje Rajan said in his US-specific presentation. One area JLR has pledged to resolve before it can turbocharge its US growth is warranty costs, which hit the company with a £1.5 billion bill last year. “It's a market that can be punitive if you don't play that card well,” CEO Balaji said. Despite this emphasis on the US, which is already JLR’s biggest profit centre, the CFO said the company was actually moving the financial emphasis away from standard regional reporting and towards the brands – Defender, Range Rover, Jaguar, Discovery - that are given control of their own balance sheet. “The brand directors can take the choices in terms of their capital allocation,” Molyneux said. "This is what luxury companies do." JLR has some hurdles to climb first. One is that tariff bill to sell into the US, which is only going to climb if sales go up, even with Stellantis’s help on production. The company can’t charge much more to compensate, because most of its rivals have not raised their prices, Molyneux said. Second, the company is currently having to spend more on marketing, including discounts. “Partly, I think, [because] some of our vehicles are approaching six, seven years old,” Molyneux added.  Rising costs, including raw materials, have pushed the company’s breakeven point – where it begins to make a profit - to 380,000 vehicles produced per year, up from its targeted 300,000. Last year the company retailed 352,389 cars.  Cost reductions totalling £1.7 billion over the next two years will put it back to 300,000, JLR told investors, without going into much detail where the cost reductions will come from. Overall, JLR targeted a margin before tax of 4% for the financial year ending March 2027, up from essentially zero last year. Long-term targets were folded into parent company Tata Motors Passenger Vehicles as part of a push to better integrate the two companies. JLR has long had an outside influence on Tata’s finances by generating around 80% of revenue, so the midterm figure of an 8% margin (for FY28) and long-term of 10% (FY31 and beyond) mostly falls on the shoulders of JLR.

6/25/2026

Sharp rises in fuel costs have hit UK drivers' wallets, but that isn't the case everywhere British drivers are paying significantly more at the pumps than drivers in several other European countries. According to RAC data, petrol currently costs around 156p per litre in the UK, compared with roughly 136p in Cyprus, 130p in Spain and 116p in Malta. Drivers don’t have to refuel too many times before the difference starts hitting their wallets. According to the RAC, filling a 55-litre tank in a typical family car now costs around £87 for petrol and just over £100 for diesel. Elsewhere in Europe, Polish drivers pay just 122p per litre for petrol, while a litre of petrol costs Bulgarian motorists 131p. If European countries access the same global oil market, and face the same geopolitical challenges, why are petrol and diesel so much more expensive in the UK? For Luke Bosdet of the AA, the answer is simple. “It's a tax thing,” he said. “Some countries load their tax onto car ownership – car tax and the like. Others load it on to car use – duty on fuel. And others combine the two.” At this week’s average petrol price of 152.7p per litre, UK drivers pay 26p in VAT and 53p in fuel duty, according to the RAC. That means 79p of every litre sold is tax, equivalent to just over half of the pump price. Compare that with Spain, where the cost of a litre of fuel is around 130p. RAC figures show why Spain is cheaper. The fuel and retailer margin account for about 76p in both countries. But rather than the 79p in duty and VAT paid by UK drivers, those in Spain pay 53p. The Malta outlier But there are outliers too. In Malta, for example, petrol costs just 116p per litre. Yet based on RAC figures, tax accounts for 56% of the pump price, not dissimilar to the UK tax take despite the much lower pump price. However, if British drivers think they are hard done by, spare a thought for Dutch motorists who pay 193p per litre of petrol and 182p per litre of diesel. For Stuart Adam, a senior economist at the Institute for Fiscal Studies (IFS), “the UK is roughly in the middle of the pack in terms of prices and slightly above average in terms of tax rate”. He said that 20 years ago, the UK had “easily the highest tax rates in terms of both petrol and diesel” but “a series of real-term cuts to fuel duties” has meant that’s no longer the case. So why is petrol and diesel cheaper in Spain, Malta, Poland and Bulgaria? Steve Gooding, director of the RAC Foundation, said: “More often than not, the fact that fuel prices are cheaper in southern and eastern European countries is likely to reflect government policies, including state-owned fuel production, designed to keep fuel prices down where average wages are also relatively low.” Take Malta, for example. A spokesperson for the Central Bank of Malta told Autocar that fuel prices have remained stable in recent years due to a "fixed energy price policy". Through energy subsidies, retail fuel prices have been "maintained at fixed levels despite fluctuations in global oil prices", the spokesperson said. Duty and VAT: why doesn’t the government cut it? In the UK, however, the focus has been on fuel duty. Adam said ministers could reduce it if they wanted to, but it would come at a cost. "The obvious downside is that it costs the government money and the government has been scratching around for revenue in difficult circumstances for some time," he said. Fuel duty and VAT currently raise around £30 billion a year for the Treasury. Adam noted that if this revenue is reduced, the government would have to raise money elsewhere or accept a lower tax take. Others think ministers should start by cutting VAT on fuel. The RAC Foundation has calculated that since the US-Iran war began in February, the government has taken more than £741 million extra in VAT from higher pump prices, as part of what it calls the “war premium” in terms of the higher costs motorists have faced. But in Spain, the government reacted to the war in Iran by temporarily reducing VAT on fuel from 21% to 10% in March. Gordon Balmer, executive director of the Petrol Retailers Association, said VAT is “a tax on a tax” because, unlike fuel duty, the amount of VAT collected rises whenever pump prices increase. He added that the government could do something similar to Spain if it wanted to. “Instead of announcing summer giveaways such as cheap meal deals and days out at the zoo, the government could have helped everyone by introducing a 10% cut in VAT on fuel,” he said. Adam disagrees. He argues that removing VAT from fuel duty would make very little difference if the overall tax take remained the same. He said: “As things stand we put VAT on the price of fuel including the duty. However, you could equally well have VAT on the price excluding the duty and make up the revenue with a higher duty rate. But you would end up in a very similar place.” In response, the Treasury told Autocar that the 5p fuel duty cut has been extended until the end of the year and that mileage rates for people who drive for work have increased from 45p to 55p. It also pointed to Fuel Finder, which is designed to help drivers identify the cheapest forecourt nearby. Taxes don't tell the whole story Yet fuel prices are only one part of the cost of motoring. Professor Nigel Driffield, a professor of strategy and international business at Warwick Business School, said: “It is inadvisable to look at one tax in isolation.” He added: “You can compare excise duty and VAT in different countries, but if cars or companies are taxed differently, then the aggregate impact may differ.” Balmer agrees. He said that several European countries rely much more heavily on toll roads than the UK. "You can actually say the price of fuel is lower, but don't forget they also charge road tolls. If you are looking at it in terms of motoring, you need to take all of the various taxes into account," he said. For Adam, the bigger question is not how fuel taxes compare across Europe, but why governments tax fuel in the first place. “The more fundamental question is why we have a specific tax on fuel or, for that matter, a specific tax on driving and cars at all?” he said. Adam said fuel taxes should not simply be used “to raise revenue or support particular groups of motorists”. Instead, he argued that governments should use them to reflect the wider costs of driving, “including carbon emissions, air pollution and congestion”. Whether motorists agree is another matter entirely.

6/25/2026

The cars that prove you don't need rear-drive balance to have fun When handling is mentioned, it’s usually rear-wheel drive or all-wheel drive cars that get time in the spotlight. This is because of the amount of grip and balance offered. But hey don’t hold a monopoly – and many excellent cars to drive have been built whose engines drive just the front wheels – these are some of the best: Ford Puma In the 1990s, Mazda had the MX-3, Vauxhall had the Tigra, Fiat gave us the Barchetta, and in 1997, Ford offered the Puma, designed by Ian Callum. While it was available in 1.4, 1.6 and 1.7-litre variants, the 123bhp Yamaha-developed 1.7-litre was the option people favoured and would haul the 1039kg kerb weight to 62mph from rest in just over 9sec.  Underneath was a chassis from a fourth-generation Fiesta with uprated suspension and a lower and wider track, which gave darty handling. A rarer Racing Puma arrived in 1999, to meet rally homologation regulations, with wider arches, uprated camshafts and exhaust, as well as stiffer suspension, and around 30bhp extra. Honda Integra Type-R Described by many as the best-handling front-wheel drive car ever made; the Integra Type R was the benchmark for Type Rs that would follow for years to come. The large rear wing reduced lift by 30 percent while an aero lip at the front kept things stable at higher speeds. Its chassis had a reinforced subframe and additional spot welds to boost rigidity, 15in alloys helped the double-wishbone suspension to find its flow and the windscreen was 10 per cent thinner to help keep weight low. Mini Cooper Mini has come far with the Cooper range nowadays but the original Cooper was where it earned its famous go-kart handling and ‘giant killer’ status. A rubber cone suspension set-up was used instead of conventional springs which gave a raw and bumpy ride and all four wheels were pushed out to each corner while a low centre of gravity, and short wheel travel, allowed the Cooper to deliver sharp cornering. More powerful ‘S’ models were released in 1963 with a more powerful 1.1-litre powerplant and larger disc brakes. Lotus Elan M100 While we’re used to Lotus giving us rear-wheel drive sportscars, the M100 was Lotus’ front-wheel drive answer to the big-selling Mazda MX-5. Lotus used a lightweight composite body which was attached to a rigid steel backbone chassis, the front suspension had a double wishbone set up and a “compliance raft” was attached to the chassis with stiff bushes to help reduce torque steer. Unfortunately, many purists couldn’t see past the idea of a front-wheel drive Lotus and sales flopped with only 4700 cars being produced. Kia later picked up the design and sold 1056 examples in South Korea and Japan. Renault Clio 182 Trophy While many Renaultsport cars could make our list, the iconic 182 Trophy offered the compact feel of the Williams with modern 200 Cup performance. Renault Sport engineers took the already fizzy 182 Cup and added Sachs remote reservoir rally-like dampers to the front axle, giving optimised body control and little to no flex under hard cornering. Renaultsport then added hydraulic bump stops and chopped 10mm from the ride height. Vigorous cornering meant the 182 Trophy would lift its rear rather than understeer. Peugeot 205 GTi Available with either a 104bhp 1.6-litre or a 130bhp 1.9-litre, the 205 GTi had McPherson front struts and a compact trailing arm setup at the rear, combined with communicative steering, allowing it to rival some bigger and more powerful cars in handling. The 1.9-litre offered suspension tweaks to reduce pitch and roll and combat the understeer that could be found on earlier 1.6 cars. It became increasingly popular because of its price-performance ratio and is still considered one of the world’s best front-wheel drive cars to this day. Volkswagen Golf GTI Clubsport S The Honda Civic Type R and Renaultsport Megane 275 Trophy-R were extreme but Volkswagen took it a step further when they upped their GTI and removed the rear seats, freeing up 30kg. 306bhp and bespoke damper tuning, more camber, a lightweight front aluminium subframe and bespoke Michelin Pilot Sport Cup 2 tyres meant the Clubsport S was the quickest front-wheel drive Golf yet. A front splitter and rear wing generated a little amount of downforce which neutralized the 60kg of lift that was once produced by the GTI Performance. This gave the Clubsport S impeccable chassis balance and even promoted oversteer.  Ford Focus RS500 Just as everyone was getting used to the Mk2 Focus RS, Ford then added 45bhp and resurrected the RS500 badge which, as the name suggested, meant only 500 examples of the Focus RS500 would be built. Although the chassis remained untouched from the base Focus RS, an LSD was equipped to help manage the extra power and claw the car around bends, and it would even lift the rear wheel if pushed hard enough. By trailing the brakes toward a corner with the ESP turned off, you could encourage the rear into helping adjust the cornering line. Ford SportKa From the 90s the 2010s the compact hot hatchback market was booming, with cars like the Suzuki Swift Sport and Fiat Panda 100hp being vastly popular. Whilst the original Ford Ka lacked performance with its 1.0-litre and 1.3-litre engines, Ford extracted 94bhp from the 1.6-litre for the SportKa. It then underwent chassis changes such as a 22mm wider front track to improve road holding, stiffened bushes, extra bracing, a suspension drop of 14mm and an anti-roll bar that was stiffened by 60 per cent. This meant the SportKa was eager to respond to the slightest of input. Alfa Romeo Alfasud Claimed to be one of the best-handling cars of the 1970s, the Alfasud was let down by questionable build quality which later led to the Golf GTI becoming the favourite. The Alfasud was amongst the first cars to boast four-wheel disc brakes and roll-free handling thanks to its low-slung boxer architecture, MacPherson front strut suspension and a cleaver beam rear axle tied to a Watts linkage which acted as a giant anti-roll bar. This resulted in a well-planted and chuckable car with great road holding. Renault Megane R26R By adding a roll cage and a carbon fibre bonnet, replacing the rear windows with polycarbonate, removing the rear seats, and removing the radio and the passenger airbag, Renaultsport managed to shave 123kg from the old Megane RS with the R26R. The spring rates, front and rear, were over 10 percent softer while the uprated dampers and springs gave better stability and control through the corners. Renault kept the differential from the normal car but fitted the R26R with Toyo tyres which gave it masses of grip. Seat Leon ST280 When Seat opted for a front-wheel drive layout for the ST280, they used an electronic differential that could send up to 100 percent of its torque to the outside wheel via a hydraulic clutch. This meant that speed could be preserved at all four corners and that the driver could flatten the throttle out of a bend and experience very little torque steer. The ST280 sat 25mm lower than the regular Leon S, allowing it to hug the road, but buyers could have an optional Performance Pack, aimed more at a track day audience, which included 2.1kg lighter alloy wheels wrapped in Michelin Sport Cup 2 rubber. Ford Mondeo ST200 Ford created a fast family car with the Mondeo ST200; it was something that had sharp, responsive steering and firm suspension, carefully set up by Ford engineers, and sat low enough to take corners with gusto while also providing passengers with comfort. 17in wheels sat firmly inside the arches, helping to create the ST200’s aggressive stance. The 2.5-litre V6 was revised from the ST24 which saw the power rise from 167bhp to 202bhp. Honda Civic Type R You can’t go wrong with any Civic Type R in Honda’s range; they’ll all offer sublime handling and reliability – but we’re focusing on the FK2 here. Honda adopted a dual-axis front suspension set-up with adaptive damping to help control all 306bhp that’s fed through the front wheels. Grip was provided by 19in wheels that were wrapped in Continental tyres. The +R mode chilled the ESP a bit and stiffened the suspension by 30% which, on smooth tarmac, made for a driver-involving experience. Abarth 695 Biposto Fiat claimed that the Abarth 695 was the world’s smallest supercar. Buyers could opt for a dog ring H-pattern gearbox mated to a limited-slip differential while racing seats with a four-point harness, roll-cage and 187bhp turbocharged 1.4-litre were standard. By removing the rear seats and adding rally-like netting, Fiat saved 38kg, giving the 695 a total weight of 997kg. An additional 5mm of offset was added to either side which gave an increased track width of 10mm, while the Goodyear Eagle F1 tyres offered a plethora of grip.  Volkswagen Golf GTI Mk1 It was only fair that the Mk1 Golf GTI had its place on our list due to its sure-footed stability and nerve-holding stance when it came to bigger rear-wheel drive cars of the same era. In comparison to the normal Golf, Volkswagen gave the GTI stiffer suspension (both dampers and springs), anti-roll bars and they dropped it 20mm closer to the road. Its unassisted steering offered plenty of feedback and the car could make decent pace down a B-road thanks to its 840kg weight and 110bhp on tap – helping to start a legend that, with blips along the way, continues to this day. Peugeot 106 GTi While there were a few front-wheel drive cars to choose from in the 1990s, the Alfa 145, Seat Ibiza Cupra and Renault Clio Williams among many, Peugeot raised the bar for the hot hatch market once again with the 306 GTI-6 and 106 GTi. The 106 GTi was gifted with the usual hot hatchback recipe: MacPherson struts linked by an anti-roll bar, a torsion bar, and an additional anti-roll bar at the rear. Peugeot extracted 120bhp from the 1.6-litre powerplant, which only had 950kg to cart around, resulting in a small but capable car in a B-road blast. Toyota Celica T-Sport The Celica T-Sport was the flagship in the range and the chassis was described by many as both brilliant and alert. It was introduced just as the Integra Type R and Ford Racing Puma were leaving the party, earning its “best handling front-wheel drive” title rather quickly thanks to its low-slung physique and engine-speed-sensing power steering system, which allowed the driver to tune in to the front wheels. While the chassis remained untouched from previous Celicas, the engine power was raised from 143bhp to 190bhp. Volkswagen Lupo GTI Like the Golf and the Polo, the Lupo GTI gained quite a cult following due to its downright feistiness and high fun factor. It received uprated springs and dampers and the ride height was dropped by 20mm over the normal Lupo giving it a road-hugging stance. Fat tyres and a small wheelbase made for sharp turn-in which in return made it a hoot to drive while understeer was predictable. The 1.6-litre pumped out 125bhp and gave an 8.2sec 0-62mph time. Hyundai i20N There are various choices for a modern hot hatch but if you can pry yourself away from the popular and well-priced Fiesta ST then the Hyundai i20N may be worth a look. 206bhp is channelled through a limited-slip differential while the 18in alloys are wrapped in Pirelli P Zero tyres as standard. Sturdier front knuckles plus more negative camber and more chassis bracing mean the i20N can provide great cornering confidence albeit with mild torque steer on more cambered roads.

6/25/2026

Alfa has long been one of the most-loved Italian marques for Autocar readers, and here we celebrate its history Some people say that every true petrolhead has either owned an Alfa Romeo or, at the very least, wanted to. Alfa was founded in Milan, less than a hundred miles from its current home in Turin. The actual date was 24 June 1910, but as we’ll see the Alfa Romeo story in fact began a little earlier than that. Let's take a look at this famous firm through the lens of its most famous cars: The Darracq connection The company we now know as Alfa Romeo arose from S.A.I.D., which was created in 1906 to build French Darracq cars for sale in Italy. By 1909, S.A.I.D. was in trouble, and its directors decided to try a new approach and build cars of their own. The new organisation was given the descriptive name [Società] Anonima Lombarda Fabbrica Automobili, which approximately translates into English as Lombardy Automobile Factory Limited. For convenience, it was referred to by its initial letters, A.L.F.A. The logo The A.L.F.A. logo was designed by Romano Cattaneo. It has been redesigned several times over the years, but two elements have remained throughout: a red cross representing Milan and a grass snake taken from the coat of arms of the Visconti family, which ruled the city until 1447. The 24 HP A.L.F.A. hired ex-Fiat man Giuseppe Merosi as its chief engineer, a post he held until 1923. He designed the company’s first car, a four-seater with a 4.1-litre engine known as the 24 HP (pictured). It was followed almost immediately by the smaller 12 HP. Production of the 24 HP continued until 1914. Two 24 HPs were entered in the 1911 Targa Florio race, but both retired on the third and final lap of the 91-mile road course, one because of the accident which befell Nino Franchini and the other due to the exhaustion suffered by Ugo Ronzoni. Nicola Romeo In 1915, entrepreneur Nicola Romeo bought a controlling stake in A.L.F.A., which spent the remaining war years building military equipment. Romeo soon became the full owner of the firm, whose name was changed in his honour to the current Alfa Romeo in February 1918. Romeo left in 1928 and died ten years later at the age of 62, but he is still commemorated in the name of the company and those of streets in several Italian cities, including Milan. The 20-30 HP The 20-30 HP, introduced in 1914, was a development of the original 24 HP. Production was interrupted by the First World War, so many cars started before hostilities began were completed only in 1920. A sports version of the 20-30 HP was the first model ever to be badged as an Alfa Romeo. The RL The Alfa Romeo RL was in production for five years starting in 1922. There were four grades called Normale, Turismo, Sport and Super Sport (pictured). In addition to those, Alfa built several lighter and more powerful race versions named after the Targa Florio road race. Drivers included Enzo Ferrari, who won a major event at Ravenna in June 1923. The cloverleaf Hoping that it would bring him luck in the 1923 Targa Florio, Alfa racing driver Ugo Sivocci painted a four-leaf clover on his RL. It seemed to be effective. Sivocci won the race, but later died at Monza while practising in another car which did not have the clover on it. The clover, known as quadrifoglio, was added to Alfa Romeo race cars from then on in Sivocci’s honour. The logo and the name began to be used on high-performance production cars in the early 1960s. The 6Cs The RL was replaced in 1927 by the first of a series of sports models called 6C because they all had six-cylinder engines. Giuseppe Campari won the 1928 Mille Miglia race in a competition version, and road models appeared with several engine sizes and a great many body styles, mostly created by independent coachbuilders. A new 6C went on sale in 1934, a year after Alfa Romeo, by now in serious financial trouble, came under the control of Italy’s Institute for Industrial Reconstruction. Its replacement was produced from 1938 to 1952. The 8Cs Similar to the 6C, the 8C, built throughout the 1930s, was available in many road-going and competition forms, all with variants of an eight-cylinder engine designed by Vittorio Jano. A streamlined 8C coupé (pictured) led the 1938 Le Mans 24 Hour race by the almost unbelievable margin of 14 laps before retiring with engine failure two hours before the finish. A famous victory Alfa Romeo’s new Grand Prix car for 1932 was known variously as the Tipo B or P3. It was very successful to begin with, until the technically brilliant Mercedes and Auto Union machines collectively known as the Silver Arrows arrived in 1934. Despite this, Tazio Nuvolari achieved possibly the greatest result of his career in the 1935 German Grand Prix, driving a P3 in terrible weather at the Nürburgring. Recovering from a bad start and a disastrous fuel stop, Nuvolari took the chequered flag first ahead of eight Silver Arrows, to the disgust of the high-ranking Nazi officials present. The last 6C The final 6C model, whose 2.5-litre engine was the largest in the series, was introduced in 1938. The chassis was offered in three sizes, the longest being used for the 2500 Super Sport (pictured). The 6C was both the last pre-War and the first post-War production Alfa Romeo, remaining on sale until 1952. The 1900 Alfa’s first post-War design was the 1900, which differed from previous models in that it was built on a production line and had a structural body rather than a separate body and chassis. Aimed at a larger market than previous Alfa Romeos, it was quite successful. Over 20,000 were built between 1950 and 1959. World champions The F1 World Championship was created in 1950. Alfa Romeo immediately dominated it, winning six of the seven rounds (the exception being the Indianapolis 500, which no European team entered). Giuseppe Farina won the title that year and was succeeded by Juan-Manuel Fangio in another Alfa. Fangio’s car was a 159 Alfetta, a derivative of Farina’s 158 which had itself been designed back in 1937. Alfa Romeo temporarily retired from F1 at the end of the 1951 season. None of its returns led to the success it had enjoyed in the early 50s. Disco Volante Officially called the 1900 C52, the Disco Volante (‘Flying Saucer’) was an experimental sports racing car of which just five were built in 1952 and 1953. Some of the mechanical components came from the 1900, but the spaceframe chassis and the astonishingly aerodynamic body, developed in partnership with Milan-based Carozzeria Touring, were new. Alfa Romeo and Touring collaborated again on a new Disco Volante, based on the 8C Competizione, which was revealed in 2013. A convertible version appeared three years later. Giulietta Alfa Romeo has used the Giulietta name three times. The first model, manufactured from 1954 to 1965, was available in saloon, coupé (pictured) and roadster forms, along with a very rare estate called the Promiscua. Most of them had the same 1.3-litre twin-cam engine with power outputs of up to 99bhp for road use. Competition versions could reach 118bhp. Alfa celebrated the building of the 100,001st Giulietta in 1961, and total production is believed to have exceeded 170,000. The French connection Echoing its early relationship with Darracq, Alfa Romeo built the Renault Dauphine (pictured) under licence in Italy from 1959 and the Renault 4 from 1962. Production of both stopped in 1964. The Dauphine’s successor was the Renault 8, which bore a close resemblance to an Alfa prototype called the Tipo 103. The two cars were, however, completely unrelated mechanically (not least in that their engines were at different ends), and the Alfa version was never put into production. Giulia saloons Known as the Type 105, the original Giulia saloon, built from 1962 to 1977, had a boxy body which was far more aerodynamic than it appeared. Nearly all versions had 1.3- or 1.6-litre petrol engines, but a late model introduced in 1976 was Alfa Romeo’s first diesel-powered passenger car. Giulia coupés A series of coupés based on a shortened Giulia saloon platform was launched in 1963. Engine sizes ranged from 1.3 to 2.0 litres, and the cars had several names, most of which included the letters GT. The GTAm (pictured), built by Alfa Romeo’s motorsport division Autodelta, was built specifically for racing. Dutch driver Toine Hezemans won the 1970 European Touring Car Championship in one. 2600 Produced from 1962 to 1968 and a development of the earlier 2000, the 2600 was the last of what would have been described at the time as the ‘classic’ Alfa Romeos, with a six-cylinder engine. It was offered as a saloon with Alfa’s own body and as a Spider (pictured) and coupé with bodies by Touring and Bertone respectively. Overall, the 2600 was not a great success, and there was no direct replacement. Spider Of all the cars based on the 1962 Giulia, by far the longest-lived was the Spider. Styled by Pininfarina, it was launched in 1966 and featured in the following year’s movie The Graduate (dubbed with a completely inappropriate V8 engine noise) driven by Dustin Hoffman. This sort of publicity in the first year of a model’s production is the sort of thing manufacturers can usually only dream of, but even Alfa Romeo can hardly have expected at the time that it would still be building essentially the same car (though with several updates) as late as 1993. 33 Stradale This was the street-legal version of Alfa’s Tipo 33 sports racer, stradale being the Italian word for ‘road’. It had butterfly doors and a 2.0-litre V8 engine with a remarkably high output of 227bhp, only about 40bhp short of what it produced in the race car. Only 18 were built from late 1967 to early 1969. Survivors are estimated to be worth over £8 million each. Montreal When Alfa displayed an un-named concept car at Expo 67, the public called it the Montreal after the host city. Alfa kept the name for the production model, which differed from the concept in many respects. For example, the original 1.6-litre four-cylinder engine was abandoned in favour of a larger (2.6-litre) but detuned (197bhp) version of the V8 used in the 33 Stradale. The Montreal was produced from 1970 to 1977 but did not sell particularly well, partly because of its high price. Alfasud The Alfasud got its name from a government policy to increase manufacturing and employment in the poorer, southern part of Italy (sud being the Italian word for ‘south’). This radical small car, the first front-wheel drive Alfa Romeo, was built in a factory near Naples from 1972, and unfortunately developed an early reputation for rust. More happily, it also became known for its excellent handling, helped by the fact that the boxer engine layout gave the whole car a helpfully low centre of gravity. Alfetta, GTV and Giulietta Launched in the same year as the Alfasud, the Alfetta was named after the 159 Alfetta Grand Prix car of the early 1950s. Unusually, the production car had its engine mounted up front and its gearbox at the rear in an attempt to make the weight distribution as even as possible. The Alfetta saloon was the basis of the GT and GTV (pictured) coupés. More powerful examples had V6 engines, rather than the more common four-cylinder ones, in sizes of up to 3.0 litres. Yet another derivative was the second-generation Giulietta, built from 1977 to 1965. 33 The Alfasud’s replacement was the 33, which like its predecessor had a choice of four-cylinder boxer engines, in this case from 1.2 to 1.7 litres, plus a 1.3-litre three-cylinder diesel supplied by VM Motori. Though less fondly remembered than the Sud, the 33 remained in production for twelve years, from 1983 to 1995. 164 Development of the 164 began when Alfa Romeo was still owned by the Institute for Industrial Reconstruction but went on sale after the company had been bought by Fiat. Notable for its wedge shaped, created by Pininfarina, the 164 was one of four cars based on the Type Four platform, the others being the Fiat Croma, the Lancia Thema and the Saab 9000. The Alfa was the last to reach the market, in 1988, and went out of production nine years later. US sales stopped in 1995. Alfa would not have a presence in the North American market for two decades after that. SZ/RZ The SZ coupé was closely related to the 75 (sold in the US as the Milano), and used the 3.0-litre V6 engine used in high-performance versions of that car. It was built from 1989 to 1991 and followed by the RZ convertible manufactured until 1994. No other Alfa Romeo before or since has looked quite like these cars, which were nicknamed Il mostro (‘the monster’), but their six headlights arranged in two sets of three would make a comeback in the 21st century. 155 Given the new Fiat connection, it was reasonable enough that the front-wheel drive 155 compact executive should share a platform with the Fiat Tempra and Lancia Dedra. Production began in 1992 and ended six years later. The car was very successful in motorsport. The 155 Silverstone, launched in 1994, was created specifically to give Alfa Romeo an advantage in that year’s British Touring Car Championship, which it dominated. Other 155s would win Touring Car titles in Germany, Italy and Spain. 145/146 Alfa’s small family hatchbacks of the mid to late 1990s was divided into two ranges with similar mechanicals but different characters. The 145 (pictured) was the more youth-oriented three-door, while the 146 had five doors and more conservative styling, and was aimed at people who might previously have bought a 33. Like the 33 and the Alfasud, the 145/146 was available at first with boxer engines, though these were discontinued. In hot hatch form, both cars were offered with 2.0-litre TwinSpark engines producing around 150bhp, but only the 145 version had the Quadrifoglio/Cloverleaf badge. GTV/Spider Like the 145/146 whose platform they shared, the GTV and Spider (both using names from Alfa Romeo’s past) were broadly speaking the same car, respectively a two-seater sports coupé and its convertible equivalent which were built from 1993 to 2004. Alfa offered several four-cylinder and V6 engines. The most unusual was a turbocharged 2.0-litre V6, which was approximately as powerful as the 3.0-litre version but put the car in a lower tax bracket for Italian customers. 156 The 155 was replaced by the 156, which was in production for ten years from 1997. It was offered in a great many forms. Engines ranged from a 1.6-litre Twin Spark through a common-rail turbo diesel to a 3.2-litre petrol V6, body styles included saloon, Sportwagon estate and Crosswagon semi-off-roader, and there was a choice of front- or four-wheel drive. The 156 was very well received. In 1998 it became the first Alfa Romeo ever to win the European Car of the Year award, easily beating the new Volkswagen Golf and Audi A6. 166 While Alfa Romeo was doing well with its small and medium-sized cars in the late 1990s, it would be difficult to say the same of its largest model. The 166, which used the same platform as the Lancia Kappa, replaced the 164 in 1996 and staggered on until 2007 before being abandoned without a direct successor. In August 2009, we reported that the 166 was the worst-depreciating car in the UK, worth just 14.4% of its sale price after three years. 147 Alfa Romeo rationalised its small hatchback range in 2000, replacing both the 145 and the 146 with the 147, which was available with three or five doors. In 2001 the 147 became the second and so far last Alfa to be named European Car of the Year, beating the Ford Mondeo by a single point. For the hot hatch GTA version (pictured), Alfa fitted a big V6 under the bonnet, as Volkswagen later did with the Golf R32. The 3.2-litre engine produced 247bhp and gave the car a top speed of 153mph and a 0-62mph time of 6.3 seconds. GT Described by its maker as “a true Gran Turismo sports coupé in the classic Alfa Romeo tradition”, the GT was a sleeker version of the 156 introduced in 2003. A 1.8-litre Twin Spark, 2.0-litre direct injection and 3.2-litre V6 petrol engines were on offer, along with a 1.9-litre turbo diesel. “It’s a likeable car, the GT,” we reported, speaking of the 2.0, while also noting that “dynamically, it still falls some way short of a BMW 3 Series”. 159 The 159 replaced the 156 in 2004 and remained on the market for seven years. It was based on a platform co-developed by Fiat and General Motors, though only Alfa Romeo used it for cars that went into production. The outstanding design feature of the 159 was its array of six front lights, three on each side of the car. This had last been seen on the SZ/RZ (though the lights were now circular rather than square) and would be used again in the near future. Brera/Spider The Brera coupé and Spider convertible were based on the 159 and were in production for five years from 2005. The Brera in particular looked very dramatic (the six-light arrangement definitely helped), but it was criticised for its dull handling, caused by considerable weight and underdamped front suspension. Alfa Romeo commissioned UK company Prodrive to work on this, and the result was the lighter, lower and more stiffly sprung Brera S. “Really, this is the Brera that Alfa should have built from day one,” we said. “Shame, then, that there’ll be only 500 expensive examples.” MiTo The MiTo’s name refers to the cities where it was designed (Milan) and built (Turin, or Torino in Italian). Launched in 2008, it was based on a General Motors/Fiat platform also used for the Fiat Grande Punto and the Vauxhall Corsa, among others. The MiTo was one of the first cars to use the MultiAir intake system devised by Fiat Powertrain Technologies and licensed to German company Schaeffler. Under a different name, the same technology is used on Jaguar Land Rover’s Ingenium engines. 8C The 8C Competizione and its convertible derivative, the 8C Spider, were produced from 2007 to 2010. Both had a carbonfibre body and used a 444bhp 4.7-litre version of the F136 V8 engine also found in several Ferraris and Maseratis. Only 500 of each were built. Ninety 8C Competitiziones were earmarked for the US, making this the first Alfa Romeo sold in North America since the 164 was withdrawn from that market in 1995. Giulietta Alfa Romeo brought back the Giulietta name in 2010 for a new family car which replaced the 147. It was the first model based on the Fiat Compact platform also used by Chrysler, Dodge and Jeep, all of which are related to Alfa Romeo following the creation of Fiat Chrysler Automobiles in 2014. The Giulietta finished second in the 2011 European Car of the Year awards, Alfa’s best result since the 147 won ten years before and since equalled by the Giulietta in 2017. 4C Alfa displayed the 4C as a concept at the 2011 Geneva Motor Show and then in production form at the same event two years later. Like the much more expensive and exclusive 8C, it has a carbonfibre body which helps keep the kerb weight down to almost exactly 1000kg. The mid-mounted 237bhp turbo petrol engine is one of many Alfa Romeo units in history with a capacity of around 1750cc, the exact figure in this case being 1742cc. Available in coupé and Spider forms, the 4C was the first series production Alfa to go on sale in North America in the 21th century. Giulia In 2016, Alfa Romeo launched the Giulia, its first saloon since the 159 and first front-engined rear-wheel drive model in nearly a quarter of a century. Mostly sold as an executive car, the Giulia is also available in high-performance Quadrifoglio form. This version’s turbocharged 2.9-litre V6 petrol engine produces a maximum output of 503bhp, making the Quadrifoglio nearly twice as powerful as any other model in the range. Stelvio By the mid 2010s it had become almost impossible for any car manufacturer not to have an SUV in its line-up. Alfa Romeo’s entry into the sector was the Stelvio, named after the famous Italian mountain pass and related to the Giulia, with a similar range of engines. The Stelvio made its public debut at the 2016 Los Angeles Auto Show, and was launched on the US market, along with the Giulia, the following year. As a result, annual Alfa Romeo sales in the region reportedly shot up from a few hundred to over 12,000. Alfa Romeo Tonale The Tonale SUV arrived in 2022 as a smaller alternative to the Stelvio; it's a sister car to the Jeep Compass and the Dodge Hornet. It comes with a range of engine options, including a diesel. Alfa Romeo Junior Alfa Romeo launched an even smaller SUV named Junior in 2024. It was originally going to be named Milano, but a member of the Italian government objected, since the car is built in Poland; five days after the unveiling the name was changed. Available with a petrol engine, it's also sold as a fully electric car, and as such is Alfa's first EV. A new era for the famous Alfa Romeo name begins...

6/25/2026

Battery breakthroughs will narrow the gap between ICE and EV, making charging as quick as pumping petrol As battery technology improves, so the terminology gets more confusing, but soon it may pay to understand the differences when choosing an EV. Renault and MG have announced forthcoming updates to their respective technologies, with both edging closer to solid-state lithium-ion from conventional liquid electrolyte technology. MG says it will be the first brand to mass-produce a semi-solid-state battery, called SolidCore. It will be introduced in European MG EVs at the end of this year and is claimed to offer a longer range and faster charging with enhanced cold-weather and all-round performance. MG says the cells contain solid and liquid electrolytes, with around 5% liquid content. Other manufacturers developing semi-solid tech often use an electrolyte gel, which differs from MG's approach. Earlier this year, Renault's EV and software arm, Ampere, announced a deal with Basquevolt to fast-track development of lithium metal-based lithium ion batteries. Basquevolt's lithium metal battery tech will form the basis of the development for what will be a solid-state battery technology using 'solid-state-type polymer' electrolyte, rather than the conventional liquid electrolyte, to enable the use of lithium metal anodes. Anodes (negative electrodes) of lithium ion batteries are usually graphite, often with some silicon content to improve energy density. Were they made from lithium metal (like early prototype lithium ion batteries), the battery's energy density by weight would increase substantially. But lithium metal has so far presented insurmountable difficulties for use in large EV batteries. Examples include the formation of dendrites, needle-like formations that branch out through an electrolyte until it reaches the cathode (positive electrode), shorting out the cell. Another challenge is that a lithium metal-based cell's volume increases and decreases during cycling, which poses a challenge within the tightly packaged confines of a battery pack. Research into the design and materials is ongoing, with several different approaches being taken. Ampere and Basquevolt have been collaborating for the past year and Basquevolt is said to be demonstrating already that its tech can achieve high energy density while reducing battery pack manufacturing costs. The safe adoption of lithium metal anodes would result in step changes in both battery capacity and charging speeds, taking manufacturers closer to achieving parity with (if not matching) the time taken to refuel an ICE car. Semi-solid-state batteries are a more mature technology and MG started mass production of the SolidCore battery last year. But many of the big names are developing all-solid-state as well, with Nissan promising to launch an EV powered by one in 2028, while others, including MG, snap at its heels.

6/25/2026

The British engineering firm’s Hydromax challenger has topped 208mph in testing British engineering firm JCB’s new Hydromax land speed record challenger has reached 208mph to exceed the current speed for the faster hydrogen-powered combustion car as its testing programme wraps up. The firm is aiming to set a new hydrogen land speed record with the machine on the Bonneville Salt Flats in Utah in August, repeating its success in setting a diesel land speed record with its Dieselmax challenger in 2006. The car has reached 208mph during its testing programme in the UK, which already eclipses the current mark for a hydrogen-combustion car – although the record is unofficial because it wasn’t during a sanctioned event. Regardless, the ultimate goal is to eclipse the current record for a hydrogen fuel cell car. Steve Cropley visited the team during testing to find out how the project is developing. Inside JCB’s UK test programme For a week and a half the weather at RAF Wittering was hardly ever right, varying from driving rain to extremely gusty crosswinds; both entirely wrong for a long, narrow land speed record car urgently aiming to crack 200mph. The JCB Hydromax team had set up a tent base for their all-British record breaker beside the pristine 1.7-mile main runway at Wittering, near Stamford, with the aim of getting as close to 200mph as possible before packing the car up and flying it to Wendover, Utah, nearest city to the Bonneville Salt Flats that are the home of world land speed record-breaking.  In the early days of August, a couple of weeks from now, the car is scheduled first to take part in the Southern California Timing Association’s time-honoured Bonneville Speed Week, its two turbocharged hydrogen digger engines each producing 600bhp, 200 below maximum.  Then in the second week, with the engines now making full power, Hydromax will tackle official FIA-sanctioned world records, on the way speeding past the 350mph mark set 20years ago by the slightly heavier, less sophisticated and 10% less aerodynamic JCB Dieselmax of 2006 which, while burning now-unfashionable diesel fuel, was similar in size and layout to Hydromax. It’s of zero importance to history whether Hydromax beats Dieselmax; their different fuelling puts them in very distinct record categories. But there’s a big physical similarity between the pair — and JCB engineers make no secret that their Dieselmax experience was a major aid to the hydrogen project.   The cars are both very long, needle-nosed single-seaters — and both are built to contain the powerful physique of the redoubtable Wing Commander Andy Green, go-to land speed record driver of the past three decades and the world’s only man to have beaten the sound barrier on land (which he did at 763mph in 1997).  Apart from the tyre valves, Green wryly points out that he is the two cars’ only common component. His job is to beat the current record for hydrogen cars, set at 302.877mph in 2009 by a fuel cell streamliner, the Buckeye Bullet 2, designed by a team of Ohio University students and elevate it as far as possible. The current record for a hydrogen combustion car stands at an enticing 185.5mph, set by a BMW research prototype in 2004. With a bit of luck, they might have beaten this at Wittering. JCB’s eye is particularly on pulverising this piston record; in fact they might have beaten it at Wittering. Fuel cells in vehicles are all very well, but after a five-year, £100million research programme that is about to bring hydrogen engines into diggers, its technical staff has reached the firm conclusion that hydrogen piston engines are by far the best option on compactness cost and durability grounds, among others.  The hydrogen units can be surprisingly similar in construction, affordability, component supply, power output and operator procedure to the 185,000 engines the company already makes annually.     Hydromax and Dieselmax share the same wheelbase and are both four-wheel drive designs with each wheel-pair driven by its own much-modified version of JCB’s 4.8-litre four-pot digger engine. The two engines “talk” to one another electronically to deliver matched revs and power, and each drives its wheel pair through an XTrac six-speed transaxle (modified from racing applications). The whole thing weighs around 2.8 tonnes, a few percent lighter than its predecessor.    Aero requirements plus the need to accommodate the Hydromax’s bulky twin 700bar hydrogen tanks has required an increase in Hydromax’s 9.75-metre overall length by 560mm, while the cabin has been moved forward 450mm, also for packaging reasons.  The massive tubular chassis and amazingly compact mult-link independent suspensions are the work of Prodrive, the Banbury race engineering group, who also designed and built Andy Green’s hugely strong carbon composite driver’s cell carried inside the chassis. The tyres look similar to those from Dieselmax, but are new Goodyear units that as well as advancing the safe speed (JCB won’t say hope far) use more modern carcass construction and more sustainable materials, Engineers say that where Dieselmax was “limited on tyres”, Hydromax is not.   Hydromax’s CdA is 10% lower than its predecessor mostly through the assistance of CFD (computational fluid dynamics), a science that shapes and predicts airflow over cars much better than it could 20 years ago.  Among bigger tweaks, its results encouraged engineers to lengthen Hydromax’s tail for minimum departure turbulence, and to position its fin ideally for high speed stability. The rear extremity of the car is complex in design; it contains two parachutes (regular and reserve) for braking from high speed, and is reinforced sufficiently to allow it to be propelled to 40-50mph by a Defender Octa, after which it accelerated rapidly away in first gear.  Despite having to obey aerodynamic rules, Hydromax’s looks considerably more modern and sophisticated than its predecessor, mainly through the influence of JCB’s design director, Ben Watson, whose daunting day job is to make diggers look desirable. He gave Hydromax its “jet fighter” cockpit, lowered the nose, raised the body on its tyres (because they “grow” in circumference at high speed), refined the surfacing and ditched Dieselmax’s ugly snorkel airscoop in favour of a subtly-placed, low-drag NACA duct. Nobody at JCB or Prodrive wants to talk top speeds, but given that the new car is lighter, more slippery and more powerful in its ultimate form, there’s good potential for Andy Green to exceed Dieselmax’s 20-year old mark of 350mph in the new car. But success, everyone points out, can be as much down to weather and surface, as man and machine. The track, usually about 11 miles long, has been as short as five miles. The surface itself can vary in consistency, too, and past Bonneville Speed Weeks have been cancelled due to flooding. Small wonder the crew at RAF Wittering were frustrated by difficult weather… Experiencing the Dieselmax at speed When we arrived, they’d already been on site for a week and a half, with a few days to go. We heard a lot about JCB’s rationale for preferring hydrogen piston engines to fuel cells (the central rationale for building the car) and had plenty of chances to study the car’s graceful shape, and to see its wonders under the skin Engineers were having trouble with two things: the fit of a new set of panels that carried a new livery to dramatise our photographs, and a problem with the bleeding of the all-important cooling system that depends on a replenished ice supply rather than airflow. But finally, around 3pm, we spectators were invited into a pedestrian corral halfway down the big runway to see the car go. This was to be Run No14, we were told, but the earlier ones hadn’t been energetic like this. They were just to get the wheels turning. The pushing Octa (the team name for it is evidently Octa-pushy) got the car fairly slowly up to speed, then the engine fired, a deep bass bellow — or farther, two of them — and the action began. The long Hydromax, tiny but highly visible because of its new livery, shot off the front of the Defender and began to bolt for the horizon. Without ceremony, with barely any impression of the violence of performance, it rushed past and away towards the horizon. There was no need to batter walls of air aside; it just cleaved it like an arrow. We kept needing to refocus, because it kept going faster until out of sight. The crew, some apprehensive and some a bit morose, suddenly perked up.  Then came news that Andy Green had managed to snap into third gear and accelerate, not possible before. As a result, he’d scored 177mph, not far short of the practical limit on this track, even with two parachutes and four large motorsport-spec discs to calm your forward motion. Two-point-eight tonnes creates plenty of inertia at 177mph. Having proven it can beat the hydrogen piston mark the project now moves to Utah to do so at an officially sanctioned venue. Can this JCB-Prodrive alliance again prove the strength of British engineering? We’ll know soon.

6/25/2026

We know EVs take a range hit when the temperature drops - but hot weather isn't all good news Like for a lot of people, the novelty of the 30deg C-plus temperatures and fearsome sunshine are wearing off pretty quickly for me. It wasn't long into this latest heatwave before I was practically kneeling in the street and begging the skies for a summer downpour – if only for the sake of my new hydrangea. Compounding this heat-induced frustration is that once the mercury gets past a certain point, it overshoots the ideal operating window for an EV battery and you start losing the efficiency benefits that come with warmer weather. The impact isn't quite as drastic as you might see in the depths of winter, but according to Renault's official range calculator, my R4 could lose as much as 35 miles of urban range when the temperature jumps from 20deg C to 35deg C. That has certainly borne out when I've been pottering around over the past few days, with my average efficiency dipping as low as 3.3mpkWh to give a range of 172 miles – and that's with low-speed driving. I saw a similar percentage drop from the Alpine A290 – with the same basic powertrain – in the coldest weeks of winter. I wanted to pootle around for a few miles with the air-con off and the windows open at the weekend to see if reducing the draw on the battery markedly increased efficiency, but my distinctly less curious passenger advised that she was liable to abruptly expire or exit the vehicle if I turned the fans off, so that experiment will have to wait until the next heatwave.  In any case, the efficiency hit hasn't really been drastic enough to impact my driving style or cause any charging worries while I've been out and about. The heat, though, has alerted me to an irritating quirk that made me briefly extremely uncomfortable – although I am partly to blame. Like a lot of electric cars, the 4 can be connected to your phone so you can control and monitor things such as the central locking, the charging system and – most usefully – the climate control, so in theory whether it's Baltic or boiling outside, you can make sure the cabin is at a pleasant ambient temperature before you have even left home. The trouble is, it seems I have previously made an account for this system and I can't remember my details, which is especially annoying because it takes ages to type my email address and possible passwords into the car's touchscreen. There's a 'forgot your password' option in the app, but it doesn't seem to like any of my new suggestions for some reason. I'll keep trying to suss it out, because it would be really useful to pre-condition the car and check the state of charge remotely, but with all the advancements in in-car connectivity of late, why can't the car just flash up a QR code for me to scan and log in automatically? Otherwise, though, I'm getting on swimmingly with this cheery little crossover. Quite aside from the practicality advantages it offers over its hatchback sibling, the Renault 5, it's also a generally more agreeable thing for nipping around town in, by dint of its smoother ride and improved visibility. It's just as easy to park, too, and because it's so closely related under the skin, it's almost as much of a laugh when you pick up the pace a bit. I have a few big drives on the horizon, and they will give me more of a chance to test the 4's cruising credentials and dynamic character on faster, more flowing roads. I'm hoping that by the time you read this the weather has relaxed into a more June-typical state of temperate mildness, and I can focus on enjoying my time at the wheel rather than enduring it.

6/25/2026

Vauxhall will get more room to meet "the specific needs of UK customers" amid Stellantis brand overhaul Opel will give UK subsidiary Vauxhall more engineering freedom to adapt its cars for its home market, in line with an ongoing commitment to preserving the British marque's role in the Stellantis group. Stellantis – parent company of Opel-Vauxhall, as well as other European marques Alfa Romeo, Citroën, DS, Fiat, Lancia and Peugeot – recently announced that it would channel the bulk of its future investments into its four best-performing global brands, raising questions about the viability of others. It chose Peugeot, Ram, Jeep and Fiat on the basis that their "multi-regional presence" gave them "the greatest scale and the highest potential for profitability", while also announcing that DS and Lancia would be repositioned as "specialty brands" focused on their home markets of France and Italy. The move would seem to represent a rationalisation of Stellantis's sprawling portfolio aimed at reducing complexity - but Opel boss Florian Huettl says the Bedfordshire-born Vauxhall marque will continue to play a "very clear" role in the company, and its cars in the UK could become more bespoke than they have been in more than four decades. Vauxhall has not made its own cars since effectively merging with Germany's Opel in the early 1970s and has been a UK-only operation for almost as long, sparking questions over its continued viability as a marque in its own right. But asked whether there remains a place for Vauxhall in the new Stellantis corporate structure, Huettl told Autocar: "Opel and Vauxhall have a very clear identity and a very clear role within the group," referencing Opel's performance in Germany – where it is Stellantis's best-selling brand – and in the UK, where the Corsa and Frontera both rank in the top 10 most popular cars. He added that the brand will in fact take on an expanded engineering role as part of a move to boost its competitiveness in its historic UK homeland, where it is currently outsold by French sibling Peugeot. "There's no doubt about the importance of Opel and Vauxhall," said Huettl, "and what we will again discuss with you in due time is that we intend to give more possibilities for more differentiation and more adaptation of Vauxhall to the UK market than what has probably been done in the past. "We have a specific project together with our Vauxhall team [...] to make sure that the cars, when it comes to the execution especially of the chassis specificities, clearly respond to what we need," he added, in possible reference to the far worse state of UK roads compared with Germany's. He did not give specifics about the extent of work that will be possible, and it remains to be seen which model will be the first beneficiary, but he emphasised that the company will work to meet "the specific needs of UK customers".

6/25/2026

Top 10: World’s longest road tunnels Tunnels are used to carry traffic through some of the most extreme terrain on the planet and they help ease journeys with reduced travel time. While most tunnels offer a short underground burst of driving, some are much longer. Here are the world’s 10 longest road tunnels that use cutting edge technology to make their construction possible and to keep drivers alert while passing through their extended subterranean length. Ryfylke Tunnel, Norway – 8.98 miles (14.46km) The Ryfylke Tunnel is the longest undersea road tunnel in the world at present and stretches some 8.98 miles between Stavanger and Ryfylke. Norway developed the Ryfylke Tunnel to reduce reliance on ferries. It is now part of its Rogfast project to connect several islands with undersea tunnels, and this means Ryfylke is likely to relinquish its title as this building work continues. Opened in 2019, the Ryfylke Tunnel took seven years to build and a toll is charged to help recoup the cost of construction. By the time the Ryfylke Tunnel started operating, it had cost 6.4 billion Norwegian Kroner (£460 million) to complete. Electric cars are subject to a 50% discounted toll charge. Descending to 285-metres under the sea at its deepest, the Ryfylke Tunnel consists of two separate tubes to carry traffic in opposite directions. Each tube has two lanes and the tunnel is capable of carrying up 10,000 vehicles per day. Zigana Tunnel, Turkiye – 8.99 miles (14.48km) Close to the northern coast of Turkiye, the Zigana Tunnel runs through rugged mountain rock to bypass the Zigana Pass that becomes blocked by snow in the winter. Work started on the Zigana Tunnel in 2016 and it was finished in 2023. It is Turkiye’s longest road tunnel at 8.99 miles long and it reduces the journey via the exposed Zigana Pass by five miles. It also cuts the journey time in summer months by around 20 minutes. Consisting of two separate tunnels to keep traffic flows apart, the Zigana Tunnel was built using the New Austrian Tunnelling Method. This system adapts to the rock as excavation continues and uses a spray-on concrete to create the walls. There are 16 laybys in each of the tunnel’s tubes, as well as six ventilation shafts. It was also built with 40 connecting tunnels between the pair of tubes, plus nine transformer rooms to house the Zigana Tunnel’s electric power. Muzhailing Tunnel, China – 9.46 miles (15.22km) A great many challenges faced the designers and builders of the Muzhailing Tunnel in China’s Gansu Province. For starters, it’s built at high altitude and also in an area of active seismic activity, which means it’s prone to earthquakes. Although not ideal conditions for creating one of the world’s longest road tunnels, the build used a technology called NPR anchor cabling. This secures the structure into the surrounding rock and allows the tunnel to withstand deformation as the ground moves. In common with most modern road tunnels, the Muzhailing Tunnel consists of two separate tubes, each carrying the stream of traffic in the opposite direction to the other. Construction work on this tunnel started in 2016 and reached its finish in 2024, with further complications to the build caused by the thin air at its high altitude and its effect on the workers. Now complete, the Muzhailing Tunnel is widely studied by tunnelling experts for the way it deals with such difficult terrain. Tiantaishan Tunnel, China – 9.67 miles (15.56) It cost 2.75 billion Chinese Yuan (£300 million) to complete the Tiantaishan Tunnel, which is something of a bargain in the world of road tunnels. Started in 2016, the Tiantaishan Tunnel was finished and working by 2021, which is again something of a record when it comes to build time. All of this is even more impressive when you consider the high altitude of the tunnel and the bitterly cold weather in Shaanxi Province in northwest China. Tiantaishan Tunnel, China – 9.67 miles (15.56) When construction started in November 2016, there were 2000 workers spending their shifts underground in the Qinling Mountains. They also lived there for the duration of the build work. As part of the construction of the Tiantaishan Tunnel, a new smart lighting system was developed that delivers a more natural light inside its depths. This set-up also provides different light patterns and designs on the tunnel’s walls to ward off boredom as drivers traverse its 9.67-mile length in either of the three-lane tunnel tubes. Gotthard Road Tunnel, Switzerland – 10.46 miles (16.84km) Previously the longest road tunnel in the world, the Gotthard Base Tunnel in Switzerland has slipped down the ranking as new projects have overtaken for length. However, the Gotthard has been in operation for much longer than any other in the top 10 as it opened in 1980. Work started on the Gotthard Road Tunnel in 1970 and it carries traffic to a maximum height if 1175-metres (3855-feet), which is higher than Yr Wyddfa (Mount Snowdon) in Wales. Gotthard Road Tunnel, Switzerland – 10.46 miles (16.84km) It takes around 13 minutes to drive through the Gotthard Road Tunnel as the 80kmh speed limit is strictly enforced. There is also a toll charge to pay for using the tunnel and it’s capable of carrying up to 24,000 vehicles per day. The Gotthard Base Tunnel is unusual in modern road tunnelling for using a single tube to carry both directions of traffic. In 2016, 57% of the Swiss population voted in favour of building a second Gotthard road tunnel in a referendum. Jinpingshan Tunnel, China – 10.90 miles (17.54km) While all of the other road tunnels in the top 10 are open to the public, the Jinpingshan Tunnel restricts what traffic can use it. This is because the tunnel was built to provide access to the Jinping Dam, which is the world’s highest dam, and access between this and another hydropower dam. The Jinpingshan Tunnel runs through an area noted for its geological activity in south-west China. This is partly why access to the tunnel is limited, and also because of security surrounding the hydroelectric complex at the dam. Jinpingshan Tunnel, China – 10.90 miles (17.54km) At its deepest point, the Jinpingshan Tunnel runs 2375-metres beneath the earth’s surface, and more than half of the tunnel’s entire length sits at more than 1500-metres deep. It took five years to build the Jinpingshan Tunnel and, at the time, was the longest tunnel made with a blind heading. This is where each end of the tunnel is started simultaneously and meet in the middle. Total cost of Jinpingshan Tunnel came to 1.3 billion Chinese Yuan (£146 million). Zhongnanshan Tunnel, China – 11.21 miles (18.04km) The Zhongnanshan Tunnel is not far from the Tiantaishan Tunnel but outdoes its near neighbour in overall length and how deep it travels under the Earth’s surface. With a maximum depth of 1640-metres, the Zhongnanshan Tunnel is among the deepest in the world. Despite this, it still took only five years to complete the tunnel. Work started in 2002 on the Zhongnanshan Tunnel, and it was the longest tunnel in Asia when it opened to traffic in 2007. Zhongnanshan Tunnel, China – 11.21 miles (18.04km) It cost around 3.2 billion Chinese Yuan (£350 million) to complete the Zhongnanshan Tunnel. This makes it one of the most expensive road tunnels to date in China. Three ventilation shafts provide fresh air to each of the two tunnels, and each tube carries traffic in the opposite direction to the other, so the streams are never together. Along its 11.21-mile length, there are different coloured lights and patterns projected onto the tunnel’s roof, and artificial plants to provide stimulation for drivers and prevent fatigue. Yamate Tunnel, Japan – 11.3 miles (18.20km) The Yamate Tunnel in Tokyo, Japan is like London’s Blackwall Tunnel but on a grand scale. Where the Blackwall Tunnel is a mere three quarters of a mile long and is as close as 1.7-metres from the riverbed, the Yamate Tunnel runs to 11.3 miles and passes as much as 30-metres beneath the Japanese capital city’s population. The Yamate Tunnel still holds the honour of being the longest urban tunnel in the world. Yamate Tunnel, Japan – 11.3 miles (18.20km) It took 15 years for the Yamate Tunnel to be completed, with delays due to objections from residents and environmental concerns. However, the tunnel was given the go-ahead as it would ease traffic on Yamate Street that runs above the tunnel. Both of the 11-metre diameter tubes that form the Yamate Tunnel have emergency telephones positioned every 100-metres along their length. There is also a sophisticated filtration system to remove particulate emissions from the air extracted from the tunnels. WestConnex, Australia – 13.67 miles (22.0km) The WestConnex Tunnel was finished in November 2023 and is part of a plan to ease congestion in the city of Sydney. To date, the tunnel is the largest road infrastructure project ever undertaken in Australia and the 13.67-mile tunnel is part of a longer overall 20.5-mile stretch of traffic-reducing motorway. This will eventually link Sydney’s suburbs, airport, north shore, and city centre. The land above the WestConnex Tunnel has mostly been given over to parks, playgrounds, and open space for the city’s inhabitants to relax. WestConnex, Australia – 13.67 miles (22.0km) The WestConnex Tunnel is the longest underground stretch of public road in Australia, and it’s thought to have cost A$10 billion (£5.1 billion). This figure set a new record for transport spending by the New South Wales Government, and it’s estimated the fully completed project will come in at A$45 billion (£23.1 billion). However, the government also states the tunnel contributes to A$22 billion (£11.3 billion) in savings due to reduced travel time and journey reliability. Lærdal Tunnel, Norway – 15.23 miles (24.51km) Topping the longest road tunnels in the world is the Lærdal Tunnel in Norway. This 15.23-mile underground construction was started in 1995 and opened to the public in 2000. It took some 20 years to agree to the construction of the tunnel, which cost 1.1 billion Norwegian Kroner (£85 million) to complete, which represents great value in the world of roads tunnelling. It was so much cheaper to build than most tunnels as the nature of the rock means the tunnel doesn’t need to be lined – and nor does it have to be made earthquake proof as they no not occur with any severity in Norway. The tunnel connects Lærdal and Aurland and consists of two tubes, each carrying traffic in a single direction for safety. Lærdal Tunnel, Norway – 15.23 miles (24.51km) While it’s the longest road tunnel in the world, the Lærdal Tunnel is also one of the most lightly used. On a typical day, it carries around 2050 vehicles, which is largely due to its remote location 180 miles to the northwest of Oslo. To alleviate the monotony of driving through the world’s longest road tunnel – which is also straight throughout - this Norwegian project is divided into four sections, each separated by a large cave with parking areas. The caves have blue and yellow lighting to give the feel of a Norwegian sunrise, which is thought to give drivers’ brains a boost when they are tired. Police cameras have also been installed to combat speeding. If you enjoyed this story, please click the Follow button above to see more like it from Autocar Photo Licence: https://creativecommons.org/licenses/by/4.0/deed.en

6/25/2026

Massive success of BMW's straight-six super estate lays groundwork for a second outing The M3 Touring will live on in BMW's Neue Klasse era, in part thanks to unexpectedly high demand in markets such as the US and China. While the M3 saloon is now in its sixth generation, the performance model has only been offered in estate form since the arrival of the G80-generation version in 2021. But strong sales since then have prompted BMW to bring the super-estate back with the next-generation M3, as previewed recently with the Vision M Neue Klasse concept. The current model is powered by a 523bhp twin-turbo 3.0-litre straight six, and a variant of that engine is set to be offered in the next-gen car, alongside a quad-motor pure-electric version. BMW has already previewed a new electric 3 Series Touring and, unlike rival Mercedes-Benz, it has pledged to offer EV and ICE versions of the standard car in estate form - and BMW M sales boss Sylvia Neubauer said the performance version will remain. "The M3 Touring is one of the best models that we have in our portfolio," Neubauer told Autocar. "Normally China is not an estate market at all, but we decided to bring the Touring to China only in the M3 version. So you can't buy a regular 3 Series Touring there but the M3 Touring is a lifestyle statement. And it's been a huge success in China, and the rest of the world." Neubauer noted that the M3 Touring has also been a hit in the US, another market where they don't offer the standard estate because "it's a market for SUVs and very big cars". She added that demand for the model was largely organic. "Our dealers are so happy to have this car, because they don't have to push it," she said. "There's demand, and they're asking for more and more production, so we've been increasing the volume."

6/24/2026

Big-selling electric SUV looks to boost its well-established appeal Audi managed something many of its competitors couldn’t last year. It hit a 28% share of electric vehicle sales in the UK, 4% north of the average and enough to meet the government’s target. The Audi Q4 E-tron played a pivotal role in the brand achieving that milestone, as Britain’s third-best-selling electric car and Audi’s second-best-selling model behind the A3.Whether rumours of a softening of EV sales targets come to fruition or not, carmakers need these things to sell. Thus, after five years on sale, Audi’s most popular pure plug-in car has received an update.

6/24/2026

Zuffenhausen takes on Hyundai's N division with its own take on a virtual gearbox – and we drive it Porsche is rolling out a number of major updates to its Taycan sports saloon, most notably a new E-Shift virtual gearbox that has been designed to inject an extra dose of feedback on road and track.  The new virtual gearbox is not dissimilar to that used by Hyundai’s N models and is effectively a simulated eight-speed transmission. Porsche created the system by taking the characteristics of its dual-clutch PDK gearbox and mapping them into the Taycan’s ECU. Engineers then had to marry up the virtual gearbox with the Taycan’s physical two-speed automatic in order for the system to work seamlessly. Crucially, Porsche claims that running in E-Shift mode doesn’t limit the Tayan’s power output, nor does it impact its real-world range and efficiency. While Hyundai’s system is tied exclusively to N-badged derivatives, Porsche is rolling out its new E-Shift virtual gearbox across the Taycan’s entire line-up, with each model variant given its own characteristics. The new E-Shift gearbox works in unison with Porsche Electric Sound, an evolution of the previous engine note available with the Taycan. As Porsche sound design engineer Max Geiger explained, while the team experimented with mimicking a petrol engine, they opted for a synthesised engine note to match the Taycan’s electric roots.  So what is a Taycan E-Shift like to drive? Thumb the E-Shift button on the GT sport steering wheel and the instrument cluster displays a rev counter in the centre of the dash, with the virtual ’box defaulting to automatic. You’ll immediately notice an audible change inside the car, as the Porsche Electric Sound 'idles' much like that of an combustion engine.  In Normal mode, it acts just like a smooth eight-speed PDK. Even in this relaxed setting, the simulated ratios immediately give the Taycan more personality and I could see myself using this even for mundane motorway stints. Flick the rotary E-Shift button to the right and this puts the car into manual mode, allowing you to virtually shift gears using the paddles on the steering wheel. The gearchanges are seamless and the level of integration is of a very high standard. Shift too late and, like a PDK 911, the rev needle will bounce off the fake limiter. Stamp on the throttle in a high gear – say, seventh – and the Taycan is sluggish and won’t give you that whipcrack performance. You have to flick it down a few gears before you can deploy all the performance.  Switch the Taycan to Sport or Sport Plus and the gearchanges are far more pronounced, with a discernible kick through your seat as you climb up through the gears. Our GTS’s virtual gearbox didn’t feel as hardcore as Hyundai’s N e-Shift, but the more subtle vibrations and jolts from the gearbox align more with the Taycan’s pseudo-GT character. That said, I imagine the 1093bhp Taycan Turbo GT with E-Shift would feel more extreme and involving on a track. Ultimately, the ability to control the shifts both into and out of a corner gives you a greater sense of your road speed, allowing you to better judge how you drive the car down a certain road and establish a proper rhythm.  The new E-Shift function is a reasonable £750 option, but this being Porsche, there’s a catch. You need the GT sports steering wheel, Sports Chrono package and Bose surround sound system. Opt for a lower-rung model, which forgoes these options as standard, and the total price for adding the E-Shift comes to just over £3000. These features come as standard on the GTS and Turbo S, hence the additional cost of E-Shift is lower – or you can go all-out on a Turbo GT and get the simulated ’box as standard.  Given that the Taycan was already an incredibly dynamic and engaging electric sports car, the addition of a virtual gearbox has unlocked a whole new layer of involvement. If you like driving but want an electric performance car, there are only a handful of EVs that will offer as much fun as a Taycan E-Shift.  Porsche Taycan GTS E-ShiftNew virtual gearbox makes one of the most dynamic electric sports cars on sale even more complete as a driver’s car.  Price £119,015 (£750 for E-Shift) Engine Two permanent magnet synchronous motor Power 690bhp Torque 583lb ft Gearbox 1-spd reduction gear (front), 2-spd automatic (rear) Kerb weight 2285kg0-62mph 3.3sec Top speed 155mph Battery 105kWh (total) Range, economy 389 miles, 3.4mpkWh CO2, tax band 0g/km, 4% Rivals Audi E-tron GT, Polestar 5

6/24/2026

The Autocar companies: The auto pioneers, pretenders, and partners who shared our name Like 'Volkswagen Golf' or 'Citroën', 'Autocar' is an odd name normalised in the public consciousness purely by familiarity. Like old André Citroën, this magazine (and website) has a valid excuse: while his grandfather had sold lemons, we were predicting what would become the common name for an entirely new invention. Plenty of people setting up in the 1890s named their endeavours the This, That or The Other Autocar Company, and indeed one was so presumptive as to definitively call his The Autocar Company. He was well-born engineer Louis Semple Clarke, who produced his first car, The Pittsburgher, in 1897 with help from his brothers and their father. In late 1899, the 32-year-old gave "quite an enthusiastic welcome" to Henry Sturmey, founding editor of The Autocar - a magazine of which he was apparently a "close student". Sturmey was on a mission from Coventry to survey the incipient American car industry, and from Pennsylvania's industrial capital he reported: "The factory is at present situated on the fourth floor of a tall building, but I was informed that a new factory is now being erected to cover some three and a half acres of ground, and being laid out for an estimated output of 10 carriages per day!" - as if Clarke's ambition hadn't already been demonstrated by $1 million in founding capital (that's roughly £30m today). Sturmey was treated to a ride in a 4hp, two-cylinder, two-seat runabout-type car "presenting a very neat and handy appearance" and set to cost a very reasonable $500 pre-tax (say £15,000 now). He found it "handled over very bad roads excellently" and "ran very smoothly and satisfactorily, though one of the tyres showed a great inclination to get flat". Recent history made Sturmey doubt that The Autocar Co could hit that low price target, but should it succeed, he felt it would "certainly be producing the cheapest satisfactory car on the market".  By 1911, The Autocar Co was no longer making cars - but not due to the bankruptcy that befell most 'brass era' firms, rather because it found far greater prosperity as the first American truck maker, or so it claims. Yes, claims present tense, because it still exists as a maker of 'severe-duty' trucks in Alabama. 'Autocar' was already an outdated term by the early 1950s, yet that was what an Israeli duo picked for their fledgling nation's first car company. Autocars Ltd started out making plastic-bodied vans, named Sussita and created by British minnow Reliant. Then, in 1960, co-founder Yitzhak Shubinsky visited London for the Racing and Sports Car Show, where he saw a novel chassis and a quirky plastic kit car body in close proximity to each other. Combining them, he reckoned, could produce a fine roadster for American export. Having done the required deals, Shubinsky again engaged Reliant to make his idea a reality - and after significant chassis revisions and agreement to buy some 1.7-litre four-cylinder engines from Ford, the result was the Autocars Sabra. Or, if you were British, the Reliant Sabre, Tamworth making a version themselves under their own name. Notwithstanding some criticism of its suspension, our road testers concluded: "It has an acceptable performance, is fundamentally safe, fun to drive and economical to run." Come 1963, we found Autocars' Haifa plant running at an annual production rate of a little over 2000, having just introduced the Carmel saloon - "the first purely Israeli passenger car", we said, although in hindsight it looks awfully like a Reliant Regal with a fourth wheel. Enjoy full access to the complete Autocar archive at the magazineshop.com "Since 1956 the [Autocars] project has gathered momentum quickly," we continued. "A local maker of steel furniture has taken on the job of making chassis frames, while other local manufacturers have been able to supply glass, trim materials, upholstery and road springs." Further models arrived through the decade, borrowing parts from Triumph and Japan's Hino, but the Autocars name would last only until 1970 and the firm would fold in 1980. It had made many thousands of cars by then - although very few of them had found homes in America.

6/24/2026

Extensive redesign creates glass-topped version of Pininfarina special – limited to just nine cars Morgan has turned its stunning Midsummer roadster into an ultra-exclusive coupé – its first hard-top in more than a decade. Limited to just nine examples, the Midsummer Coupé is Malvern's first fixed-roof model since the Aero 8 bowed out in 2015 and brings to an end production of the Pininfarina-designed coachbuilt special. Morgan says all nine cars will be highly individualised, courtesy of the expansive array of personalisation options it offers through its in-house coachbuilding division. No pricing has been announced yet, but the coupé is expected to command a healthy premium over the £200k, 50-off roadster. While the coupé is technically identical to the roadster – sharing its Plus Six-derived fundamentals and 335bhp BMW straight six – Morgan says it introduces "dramatically different proportions", with a bespoke design that "fundamentally changes the character of the car". The roof itself is effectively a full glass canopy, split in the middle by a distinctive dividing strip that continues down the whole length of the car. Morgan says the "roof was never conceived as a purely stylistic addition" but rather to "enhance the ownership experience" by improving refinement, practicality and year-round usability.  Transforming the car from open-roof barchetta to coupé "required significant structural development", the firm adds, highlighting the billet-machined aluminium A-pillars that have been installed to preserve body rigidity.  Morgan chief design officer Jonathan Wells said: "Midsummer Coupé represents the culmination of an extraordinary creative journey. What began as a celebration of coachbuilding, craftsmanship and collaboration has evolved into one of the most ambitious and rewarding projects we’ve ever undertaken. “Working alongside the team at Pininfarina, together with our own designers and engineers, has been both a privilege and immensely rewarding. Midsummer Coupé marks the closing chapter of that remarkable collaboration, but it also represents a defining moment in Morgan’s coachbuilding story." The coupé pictured here is car number 0 – a final design prototype that provides the basis for the nine customer cars. After a stint on display at the firm's Malvern HQ, it will be shipped to the Hague in the Netherlands, where it will be put on display at the Louwman Museum – the world's oldest private collection of historic cars.

6/23/2026

Triple10 promises faster charging and better environmental credentials thanks to battery cooling breakthrough Energy giant Shell has unveiled its vision for the future of small electric cars, previewing a generational leap in efficiency, charging speeds and weight reduction. The concept is named the Triple10 Challenge, referencing the project’s three key objectives: a 10-minute recharge from a common 175kW rapid charger; efficiency of 10km per kWh (6.2mpkWh); and life-cycle CO2 emissions of 10 tonnes. The company’s ambition is to demonstrate how new technologies can be used to build more compelling EVs for the mainstream. It is also intended to demonstrate the firm's range of fluids and lubricants for EVs, with a view to stoking more demand for them from major manufacturers. Key to the Triple10 is a new fluid-immersed battery developed in partnership with Northamptonshire engineering firm RML. It is composed of two banks of cylindrical cells that are submerged in a dielectric (non-electrically-conductive) fluid developed by Shell. This chills the cells directly, rather than by running coolant through pipes over the top of each battery module, as is the case in a traditional EV battery. Immersing the batteries directly in coolant provides much more effective thermal management, said Shell. This means the battery is capable of running at its optimal temperature almost all of the time, the firm said, which brings several benefits.  Toby Rockstroh, Shell’s manager for energy application testing, said many EVs can now yield peak charge rates north of 300kW, but their cooling systems restrict such capabilities to short bursts. “The battery cells start to go towards 60deg C, the thermal management of the battery reduces the current and the power drops,” he explained. “It starts degrading because the battery cells simply get too hot. This is something we do not have with our system; the thermal constraint has been removed.”  Shell claims its 32kWh (usable capacity) battery is capable of sustaining a 175kW charge rate for the full time it is charging, giving a 10-80% refill time of 10 minutes. Better cooling also enables far more effective energy recovery from regenerative braking, said Rockstroh. This, the firm proposes, creates a virtuous circle for the car’s specification. Better cooling improves electrical efficiency – and therefore outright range – while faster charging reduces range anxiety. This may make a smaller battery like that employed by the concept more palatable to buyers, reducing weight and cost.  The reduced battery temperature also allows it to be connected to the same radiator as the motor and power electronics, rather than requiring a dedicated unit. This shared cooling architecture saves more weight, complexity and cost. “After cooling the battery, the fluid leaves the battery at about 50deg C, runs to the front of the vehicle (in a front-wheel-drive vehicle) and through the traction motor and the power electronics, which can run at a higher temperature,” said Rockstroh. “Then it expels the heat through a conventional water-ethylene-glycol radiator. You don’t need special equipment, special pumps, piping, valves or heat exchangers.” More effective and consistent cooling also helps to protect against thermal runaway events – a violent reaction caused by a cell being damaged, which can lead to fire. This in turn improves safety, said Rockstroh. Recyclability and repairability are improved, too, according to Rockstroh: “If you've ever opened [conventional] batteries, they are glued together, basically. “There is thermal paste that ensures there are no air gaps between the cooling plates and the cells, and they have many layers so when you open one up, it's a mess. “In our battery, in order to get to the modules you drop the fluid, you absorb the fluid – put it into a bucket – you open the battery and you can actually pull out the modules. There's no gooey stuff that you have to get rid of or that you have to try and shred out.” Aside from the battery, a significant improvement in the Triple10’s environmental credentials is brought by its use of recycled and naturally occurring materials. Its chassis is made from recycled aluminium, which is said to produce 10% of the CO2 emissions of new ‘virgin’ material. Its roof and wheels, meanwhile, are made from recycled carbonfibre and its interior upholstery is derived from flax. Asked about the practical application of a car in the vein of the Triple10, Lars Nieslen, Shell Lubricants’ global business development manager, told Autocar: “[Those who] buy a big SUV with a long range may not have a fast-charging problem because they may live in a residential area, have a wall box and can charge overnight. Then they have the convenience of fast charging.  “But actually, where would this technology be more appropriate? We think it’s in urban areas, where you don't have access to charging infrastructure all the time so you charge on the go. “You don't want to be standing there for too long: surveys [we conducted] say a good time is up to 10 minutes. We took these elements and decided we need a smaller car, we need to make it more affordable by making it lighter, with less material and a smaller battery, but it needs to be fast-charging. We are addressing that segment, but we do not see such a technology coming in at the moment.” Pressed on Shell’s commitment to electric vehicle technology and decarbonisation, given that it is one of the world’s largest producers of oil and gas, Nielsen said: “The main business benefiting from this concept is the lubricants business, as well as [our charging] business.  “In the lubricants business, we have a long history of engaging and improving efficiency for our customers, and we are just building on where they are heading. They're heading towards battery electric vehicles, and we are moving in the same direction. [We also want to make] the customer experience at our Recharge sites better – in the UK these are powered by renewable energy.  “So I think we can't shy away from this criticism that may come up, but we can go back factually and say [greenwashing] is not the intent. The intent is actually to carry on on a journey which we started many years ago and to continue on that. For us, it's the technology which we want to show.”

6/23/2026

Intelligent speed assist misreads up to one in four sign changes, prompting safety body to call for tougher rules A major UK safety body is calling for revisions to the way in-vehicle speed limit recognition technology is tested and approved after its own tests revealed serious inaccuracies.  Intelligent speed assist (ISA) is one of a number of safety technologies collectively known as advanced driver assistance systems (ADAS). It has been a mandatory fitment in new cars sold in the European Union and the UK since 2024. Using an in-car camera, satellite navigation, electronic map data or a combination of all three, ISA displays the prevailing speed limit and alerts the driver when it changes. In response, the driver can adjust the speed of their car or choose to ignore it. In some vehicles, the system will automatically limit the car’s speed to the new limit, a function the driver can override. According to charity The Road Safety Trust, ISA helps drivers stay within speed limits and reduces the risk of collisions and injury. To determine the accuracy of ISA systems, the EU regulation governing it (EU 2019/2144) requires cars to be tested over a combination of roads totalling a distance of 250 miles. To pass the test, the system must recognise the correct speed limit for at least 90% of the travelled distance. In addition, it must be able to display the speed limit, at the latest, within two seconds of the vehicle passing the road sign.  However, a new programme devised by UK-based vehicle testing organisation Thatcham Research to investigate the performance of ADAS technologies in the real world has found inconsistencies in the performance of the ISA systems in three cars when judged on their performance at each change of speed limit, rather than over distance travelled, as required by the EU. It says the three systems are representative of 10% of those in new cars.  Ignoring all system response times of up to two seconds, the worst performing vehicle, an MG ZS, achieved 91.3% accuracy across the driven distance or just above the EU’s approval threshold. However, against Thatcham’s performance-based metric, its system was 74.3% accurate. This means that for roughly one in four events, the MG’s ISA displayed the wrong speed limit. The best-performing vehicle, a BMW i5, scored 98.39% accuracy across the driven distance, comfortably within the requirements of the EU regulation. However, its event-based accuracy was 90.3%, meaning that around one in 10 speed limit changes were either incorrectly identified by the system or not at all. In the case of all the vehicles tested, ISA displayed speed limits that are not legal in the UK. They included multiple instances of 5, 10, 15 and 100mph.  Thatcham Research says ISA systems that misread speed limits can lead to unexpected or inconsistent responses, while in the case of implausible speed limits, they could cause unwanted harsh braking or acceleration in a car also fitted with adaptive cruise control (ACC). Thatcham Research is concerned that, presented with incorrect speed limit information, drivers will lose confidence in the technology and switch it off, meaning its intended safety benefits are lost. The cars that Thatcham tested were fitted with systems already tested and rated by Euro NCAP, the independent European vehicle safety organisation that awards safety ratings. Its test requires a car to be driven on mixed roads for 60 miles, during which engineers check its ISA responses. Its responses to a range of speed limits are then also evaluated on a dedicated test track. It awarded the 2024-model MG ZS a four-star rating and reported that its speed assistance systems were ‘adequate’. It didn’t test the BMW i5 separately but bundled it with the 2024-model 5 Series, to which it awarded five stars. However, it noted that its speed assistance systems were also only ‘adequate’. Euro NCAP is currently introducing revisions to its evaluation programmes that will place greater emphasis on real-world testing. Every vehicle that it tests will be fitted with a suite of exterior and interior sensors monitoring the responses of its ADAS systems, including ISA, to a variety of road signs and conditions over a total of around 1200 miles in at least three European countries. Commenting on its own ongoing tests, Thatcham Research says the accuracy of ISA systems can be achieved with improvements to camera recognition, GPS map data and sensor fusion. It is calling on regulators and the motor industry to incorporate event-based assessment of ISA performance in its approval framework. Jonathan Hewett, CEO of Thatcham Research, said: “The automotive industry has the capability to deliver ISA that is accurate, consistent and genuinely useful. What is needed now is a regulatory standard that demands exactly that – one that measures performance at the moments that matter, rather than allowing systems to pass approval while failing drivers in real-world conditions. "Getting this right is not optional. The safety case for ADAS depends on drivers trusting these technologies enough to keep them switched on. We will continue to assess these systems and feed the results into our new Vehicle Risk Rating system for insurers.”

6/23/2026

Mazda enlists Chinese help to finally build a long-range EV – can it take the fight to Tesla? The Mazda 6e feels like something of a forced hand for the Japanese manufacturer.Many of us would love for Mazda to merrily keep making MX-5s and a supporting cast of sensibly sized hatchbacks with zingy petrol engines and manual gearboxes, maybe with a couple of straight-six diesels thrown in.But the powers that be have decreed otherwise. Whether it wants to or not, it needs a credible EV, (the MX-30 had charm, but not much else).If you’re BMW, you can counter any legislative flip-flopping by betting on all the horses: petrol, diesel, hybrid, electric, and tick off hydrogen just in case. But Mazda just doesn’t have the engineering might to do all of it well, so for its new 6e, it has turned to its Chinese manufacturing partner Changan and Mazdafied its Deepal SL03.

6/23/2026

Porsche celebrates 75 years in the UK with a very special festival at Silverstone. These are the highlights “This beautifully streamlined rear-engined sports model is the first German car to be shown in England since the war.” That car, announcing its maker’s arrival on these shores, was the Porsche 356 at the Earl’s Court motor show in October 1951 and those words were tucked away on page 141 of The Autocar’s 19 October 1951 issue. Two of those three very examples of the 356 that starred at Earl’s Court were back on display at Silverstone this past weekend (one static, one having been driven there by its owner) at the Porsche Sunstede festival, held to celebrate 75 years of Porsche in the UK. The UK is typically Porsche’s fourth-largest market and the Porsche Experience Centre at Silverstone was bursting with owners and brand enthusiasts on its sprawling site, greatly expanded since your correspondent last visited a decade ago. The track space was packed with every flavour of Porsche from every era, though a leaning towards 997-, 991- and 992-generation Porsche 911s was most evident. A chunk of them were from the centre's own collection, surely one of the UK's if not the world's best collection of contemporary iconic Porsches. My favourite? A 997 Sport Classic, the car that effectively started the hugely successful business for desirable, limited-run 911s that have followed. The 991-generation 911 R was a close second ("driving it is a spiritual experience" said our Andrew Frankel at the time, words that have always stuck with me). The SUV and electric Porsches parked among the sports cars didn’t stand out or feel like they didn’t belong. The Porsche Cayenne hybrid I arrived in briefly turned into an attraction in its own right when the heavens opened and I scooped up four colleagues past and present to shelter from the rain. Couldn't have done that in a 911… On display in the centre’s main atrium was the latest 911 GT3 Earls Court 51 Edition, created specifically by Porsche GB for this anniversary. It looked great and it will sell, but I did wonder if a back-to-basics 911 Carrera might have been a better base for it than a Porsche 911 GT3, especially when it was parked next to the gorgeous simplicity of the 356. The Silverstone centre is now home to Porsche's 2023 Goodwood Festival of Speed statue (a 2014 sculpture from Goodwood now resides atop Porscheplatz in Zuffenhausen) and it was on display in the middle of its handling track.  Around the main Grand Prix Circuit at Silverstone ran high-speed demonstrations from classic racers, including perhaps the most famous Porsche of all, the 917. The event ran over the whole weekend and was remarkably well attended, as the queues for the shuttle buses returning to the packed car parks will testify. Even on the drive home, the car spotting continued along the M40, where 911 GT3s were as common as Fiestas.

6/23/2026

Seven-seater brings luxurious features, 390 miles of range and a big price tag Skoda has unveiled the Peaq as its new flagship - and its most expensive car to date, priced from £51,980. As the jewel in the crown of the brand's electric SUV range, the Peaq is a high-rise seven-seater positioned as an equivalent to the combustion-engined Kodiaq SUV. It is also Skoda's largest model yet, stretching the Volkswagen Group's MEB architecture to 4.9m in length and 1.7m in height. The new SUV has been designed to maximise interior practicality and flexibility. Skoda says it has generous leg room in the second and third rows, while the high roofline is said to boost head room in the rearmost seats. Skoda claims a boot capacity of 299 litres with all three rows in use, rising to 890 with the third row folded flat, or 2075 with only the front seats in situ. There is also a 37-litre compartment under the bonnet for stowing either the charging cable or the parcel shelf. As Skoda's new flagship, the Peaq also offers a range of features typically reserved for more luxurious models. These include reclining massage seats with footrests, a Sonos sound system and the largest panoramic roof yet offered by the Czech brand-it is capable of dimming or lighting specific segments of the cabin as the driver chooses. The Peaq features a new 13.6in infotainment touchscreen display with haptic feedback, while physical toggles for the fan speed and interior temperature feature on the centre console. Key driving information is displayed on a 10in instrument screen, and an optional head-up display will be available on models ordered from next year. The seven-seater is also the flag-bearer for the 'Modern Solid' design language that was introduced in full with the Epiq, the other bookend to Skoda's electric SUV line-up. Notably, the Peaq's door handles retract back into the body when the car is locked or moving to improve its aerodynamics performance, which is crucial for improving range in such a large EV. The electronically operated handles, which extend automatically when the car is approached with key in hand, also feature a mechanical fail-safe release for use in emergencies. The Peaq will be offered with two powertrains from launch, named 90 and 90X. The 90 has a 282bhp electric motor mounted on its rear axle, while the 90X adds a motor up front for four-wheel drive and a combined output of 294bhp. Both versions have an official range of 390 miles. The Peaq's 86kWh (usable capacity) battery can be recharged at rates of up to 199kW, giving a 10-80% refill in 28 minutes on a compatible charger connection. The pack can also be used to power external devices. Customer deliveries will begin early next year.

6/23/2026

Production version of 1000bhp GT to break cover in US, almost two years after game-changing concept Jaguar has finally named the date and location of the launch of its hotly anticipated Type 01 luxury electric GT that kicks off the rebirth of the storied brand. The launch will take place in New York in October, JLR chief commercial officer Leonard Hoornik told participants at the company’s investor day, held on 17 June. “We will launch it… in a very, very special way,” he said, without going into detail.  The decision to pick a US location following the concept’s unveiling in Miami last year shows that JLR still believes America will be a key market for the car, despite the country’s rollback of emissions legislation and the criticism from some commentators over the brand's relaunch. JLR has reiterated its desire to keep Jaguar electric despite its recent decision to offer hybrid alternatives for its previously electric-only EMA platform, which will underpin replacements for the likes of the Range Rover Evoque and Velar. “The reason we are saying that is because the kind of performance attributes we want Jaguar to perform against can be delivered only through an electric [drivetrain],” said CEO PB Balaji at the investor day." The 1000bhp-plus sports saloon, which heralds Jaguar's new era as a maker of pure-electric luxury cars, had previously been known as Type 00 after the preceding concept or X900, its internal codename – but was recently confirmed to take the Type 01 name into showrooms. This is a name with three significant elements, said the company. The 'Type' prefix emphasises the new car's place in a succession of "legendary predecessors" stretching back to the C-Type racer that won at Le Mans in 1951 and continuing through the D-Type, E-Type and F-Type.  Each of these cars, said Jaguar, was celebrated for blending "an engaging drive with deep reserves of power, plus refinement and composure" - attributes it aims for the new EV to share. Meanwhile, the '0' represents its zero-emissions powertrain and the '1' "denotes its status as the first Jaguar of a new era". Camouflaged prototypes of the Type 01, which Autocar drove recently in Sweden, took to the circuit for a public demonstration ahead of the Formula E race in Monaco last month as part of the build-up to its October launch.  The Type 01 will come to market in the first half of 2027, breaking a circa 18-month hiatus on new Jaguar production that began with the retirement of the F-Pace SUV in December. The marque is being completely rebranded and repositioned as a more upmarket purveyor of exclusive, luxury-oriented EVs priced well above the relatively mainstream models that made up its most recent rline-up.  Prices for the Type 01 are set to range from around £120,000 to more than £150,000 for high-spec, heavily personalised examples - a window that Jaguar believes pitches itself between more mainstream premium marques like BMW and Mercedes-Benz and top-drawer luxury contenders like Bentley and Aston Martin. Details on further models to follow have yet to be officially confirmed, but Autocar has previously reported that a large limousine and an SUV are likely to be the next cars to use Jaguar's bespoke new JEA architecture - and now it looks like they could take the Type 02 and Type 03 names into production.

6/23/2026

R&D boss confirms next EV platform will host sports cars – and they'll do even better ICE impressions Hyundai will continue to offer electric performance cars as it moves its EVs onto a new-generation architecture and they will be "even more realistic" than the current Ioniq 5 N and Ioniq 6 N. Hyundai's sporting EVs have won acclaim for not just their driving dynamics and performance but also the perceived authenticity of their synthesised engine notes and gearboxes – the latter of which other manufacturers, including Honda and Porsche, have now moved to emulate in their own latest hot EVs. Manfred Harrer, who heads global R&D for Hyundai, told Autocar he is "super-proud" of the virtual gearshift function and said the brand plans to develop it further for the next iteration. "We are leading – we are not following – on this technology," he said. "In the next generation of these cars, I want to make it even more realistic. I want to enhance it further." He did not give any clues as to what to expect, but said "idling, exhaust backfiring" and "vibration in the car" could be defining characteristics that would "bring in the next level" of engagement. The move is in keeping, he said, with the N division's prioritisation of driving fun over outright technical and performance supremacy. "There are so many ideas how you can advance it further, but this is all about experience," he said. "A lot of people say it's fake, but people like it so there is some beauty – and why not play around with it? "We are not the serious Porsche guys. We are fun to drive. We made a great movement and over the years we will enhance it – and the next platform gets this. The demos are already running." The next platform he referred to is the 'IMA' architecture that is due to be introduced across the Hyundai line-up in the coming years as the replacement for the current E-GMP structure. No precise timeline for its introduction has been announced, but Harrer said: "E-GMP was introduced in 2021 and we'll go through a normal life cycle, and the next one is already in development." The Ioniq 5 was the first car to use E-GMP and will be up for replacement in around 2028, which could be the first outing for IMA.  This new platform will be used as the basis for "enhanced N cars", added Harrer, in line with Hyundai's push to "still be the leader in this segment". However, he did not say which model lines would have performance versions. It will offer "next-generation 800V technology" for faster charging and new fifth-generation battery technology, which is said to bring efficiency and integration improvements. "It's not a big step like the first introduction [E-GMP]", said Harrer, "but now we talk about incremental improvements on the thermal management, on the overall efficency of the car, on the cost, on the integration. "It's not a revolution like the first generation. It's a huge evolution. A lot of things we are enhancing."

6/23/2026

These are the cars that truly changed the direction of the motor industry, one model at a time Most cars come and go, causing barely a ripple in the process. But occasionally something comes along that causes shockwaves; nowadays such products and brands are called disruptors, because they shake up the market leading to new ways of thinking. Such marketing speak was a long way into the future when most of these influential cars were dreamed up but that doesn’t diminish the fact that they all had an impact, often felt for decades to come: Ford Model T (1908) The Model T isn’t here because it was a particularly revolutionary car – it wasn’t. But the way it was produced completely rewrote the rules.  However, while everybody assumes the Model T was the first mass-produced car, it wasn’t – that was the Oldsmobile Curved Dash, 19,000 examples of which were built between 1901 and 1907. It was the affordable Ford which really made mass-production work though; at one point, over half of the cars on America’s roads were Model Ts. Lancia Lambda (1923) Until 1923, all cars featured a separate chassis to give the bodyshell much-needed strength – then came the Lancia Lambda, with its monocoque construction. Stronger, lighter and cheaper to build, monocoque – or unitary – construction wouldn’t be universally adopted by mainstream car makers until the 1960s. That’s how advanced the Lambda was. Chrysler Airflow (1934) The fact that it wasn’t a commercial success meant rival car companies initially weren’t keen to copy its aerodynamic styling too closely, but the Chrysler Airflow was still hugely influential. This was the car that switched designers on to the fact that for a car to be truly efficient it had to cleave the air rather better than everything that came before; by the post-war years the Airflow’s sleeker design had become the norm. Chevrolet Corvette (1953) Glassfibre (not Fibreglass, which is a brand name) was the wonder material of the 1950s. It allowed low-volume companies to offer bodyshells to reclothe pre-war cars that had rotted away. Meanwhile, in the US Chevrolet was busy building the world’s first production car with a glassfibre bodyshell – a move that would be copied around the globe by lots of other sports car makers. Citroën DS (1955) Although Jaguar was the first car maker to fit a modern design of disc brake to its C-Type racer, it was Citroën which brought such technology to the road, with its avantgarde DS. With its power-assisted in-board disc brakes at the front, the DS enjoyed stopping power like no car before; within a year, Triumph was also using disc brakes on its TR3. Mini (1959) The Mini wasn’t especially advanced technically; everything incorporated in this tiny marvel had been seen elsewhere before. What the Mini did offer was blend several key technologies into one affordable cutting-edge package with its transverse engine and front-wheel drive. Soon after the car’s arrival in 1959, the microcar market had been killed off, as the Mini did everything bigger and better, often at a lower price. Chevrolet Corvair (1960) The Chevrolet Corvair was influential for all the wrong reasons. GM skimped on the rear suspension design which could lead to the driver losing control in an emergency manoeuvre. Activist Ralph Nader latched onto this and he made it his mission to make cars safer; his book ‘Unsafe at any speed’ led directly to the setting up of the National Highway Traffic Safety Administration which tightened up the rules around car design and production. Bonnet Djet (1962) In 1958 the first mid-engined Formula One cars lined up on the grid. Four years later, the same technology reached the road, with Bonnet’s Djet, to create a car with perfect balance. Those mid-mounted mechanicals were all borrowed from Renault to keep costs down, while the light and narrow glassfibre body ensured superb agility. In the coming years all the best sportscars would follow the Djet’s mid-engined formula. Ford Mustang (1964) The Mustang was dubbed Ford’s pony car; an affordable sporting machine that could be tailored to suit the owner’s pocket and tastes. When it went on sale in 1964 the Mustang soon became the fastest-selling car in history, which is why it didn’t take long for Ford’s rivals to want a piece of the action. Before we knew it buyers had a much bigger choice of pony cars while the Mustang’s success led directly to the creation of the Capri for Ford of Europe. Pontiac GTO (1964) Think sixties American car and you think V8-powered coupé with massive power. Or in other words, muscle car. This is where it all started; the Pontiac GTO of 1964. At first the GTO wasn’t a model in its own right; it was an option package on the Tempest, but by 1966 Pontiac was marketing the GTO as a stand-alone model. Next thing we knew, a whole industry had sprung up around the muscle car. Renault 16 (1965) Citroën was the first to offer a front-wheel drive hatchback with its 1939 Traction Avant Commerciale. But the concept didn’t really take off and it was Renault that made the hatchback a commercial success with its 16 of 1965. This was the first mainstream, affordable front-driven hatch and it created a template that’s now used around the globe by every mainstream car maker. Volvo 140 (1966) This feature could have been filled with Volvos, the company has introduced so many safety-related firsts, such as the three-point front seatbelt in 1959. In 1966 came the first crumple zones in the 140-Series; it took a while, but in time such safety features would become crucial to car buyers – and save millions of lives. NSU Ro80 (1967) NSU had introduced its Wankel Spider in 1964, but the Ro80 was the car which took rotary engine technology and made it relatively mainstream. Sadly NSU couldn’t make the engine work reliably, and the company was bankrupted as a result, leading to a buy-out by VW. If that doesn’t sound like a great legacy, we have the Ro80 to thank for its wind-cheating design; it took aerodynamics to a whole new level. Range Rover (1970) Spyker had offered a four-wheel drive car as early as 1903, but it wasn’t until the Jeep of 1941 that mass-produced 4x4s became a reality. That was the thing about four-wheel drive; it was for utilitarian vehicles. Influenced by the Jeep Wagoneer of a few years earlier, the Range Rover of 1970 took the luxury SUV recipe and moved the game on. Here was a luxury car that could go almost anywhere. Today, the Range Rover is still on top of its game and it looks like an all-new fifth generation version will continue that theme. Triumph Dolomite Sprint (1973) The problem with engines that feature just a pair of valves per cylinder, is that you can have either low-down torque or high-end power, but not both. Fit a quartet of valves to each cylinder, and you can have your cake and eat it – as Triumph found when it introduced the first mass-made four-valve-per-cylinder engine in 1973, in its Dolomite Sprint. Once again, it would take a while to catch on, but 16-valve engines would become the norm more than a decade later. PICTURE: late model Volkswagen Golf GTi Mk1 (1976) Hatchbacks were always meant to be practical family cars; the idea of crossing one with a sportscar didn’t make sense, until a team of Volkswagen engineers created a hot Golf in their spare time. When the Golf Sport was shown as a project at the 1975 Frankfurt motor show, VW’s management was taken by surprise at the reaction. The hot hatch had been born and it wouldn’t take long for a raft of imitators to arrive. Saab 99 Turbo (1978) The Saab 99 wasn’t the first turbocharged car; that had arrived 16 years earlier with the short-lived Oldsmobile Jetfire while the BMW 2002 Turbo and Porsche 911 Turbo both pre-dated it. What the 99 did was take the technology mainstream and refined it so that a turbocharged car could be driven on an everyday basis. Audi Quattro (1980) The Quattro may not have been the world’s car with first four-wheel drive, but it was the first to match such technology with serious performance. The Quattro would go on to dominate rallying leading to a raft of other high-performance cars with 4WD, from the Citroën BX and Peugeot 405 to the Lancia Delta Integrale and Subaru Impreza. Plymouth Voyager (1983) In 1984 Renault would come up with Europe’s first people-carrier, but the previous year Chrysler had introduced the world’s first, in the form of the Dodge Caravan and Plymouth Voyager. Offering seating for seven with interior flexibility like never before, few would have guessed how influential – and massively popular – these vehicles would become. This class of car today has largely been supplanted by the SUV – where a seven seat configuration is very popular. BMW M5 (1985) The BMW wasn’t the first powerful saloon car but it did introduce a concept that has become much-copied since it arrived. When BMW introduced the first M5, based on the second-generation 5-Series saloon (the E28), few could have seen what the company had unleashed. While those early cars packed all of 286bhp, what made the M5 so intriguing was the fact that it looked barely more sporty than a 518i – it was the definition of a sleeper. Land Rover Discovery (1994) You can’t move now for seven-seat SUVs with three rows of forward-facing seats, but it was the Discovery that introduced us to the concept of a go-anywhere people-carrier. Sure there had been SUVs before (including the original Discovery of 1989) with pop-down occasional seats in the boot, but when the Discovery 2 made its debut in 1994 it featured flip-up seats with modern levels of safety and comfort – an idea that has since become much copied but never quite equalled. Renault Megane Scenic (1994) Following on from the success of the full-sized MPV a decade earlier, Renault came up with a notion that was initially rather popular – the compact MPV that could seat seven without the need for a parking space the size of a football pitch. Based on the Megane platform (and early cars were called Megane Scenic to reflect this), the Scenic was really a 5+2. It didn’t take long for rivals to launch their own take on the formula and they sold well until their market was stolen by a raft of SUVs which could invariably seat only five. Toyota Rav4 (1994) Before the Rav4 made its debut there had been plenty of rugged off-roaders with four-wheel drive; the Land Rover Defender, Suzuki SJ and multiple Jeeps all pre-dated it for example. Plus there was also Toyota’s own Land Cruiser, but it was the Rav4 that wrapped everything up into one very usable package so the benefits of an off-roader were combined with the efficiency of a compact hatch. Today the model is one of the world’s best-selling cars. Toyota Prius (1997) It may have featured awkward styling and limited practicality in its original guise, but the Prius created a hybrid template that is becoming the norm. First sold in 1997, the Prius was two years ahead of any rival – the next to come along was Honda with its futuristic-looking Insight. In 2030, the hybrid car will be the only type of fossil-fuel car you’ll be allowed to buy in the UK. Nissan Qashqai (2006) The crossover market has been booming seemingly for ever, but the Qashqai is credited with being the car that started the craze. In effect it took the compact SUV formula and refined it further, adding versatility and efficiency so that buyers could enjoy the benefits of an SUV but with lower running costs. From the second generation of this car onwards this car has been sold as the Rogue Sport in North America. Nissan Leaf (2010) Since the Nissan Leaf burst onto the scene and in that time the EV landscape has changed immeasurably. Even now too many EVs are based on cars originally designed to run on fossil fuel, but the Leaf showed that with a clean-sheet design it’s possible to build a pure-electric family car that’s space-efficient, good to drive, affordable, and, for urban dwellers at least, a tolerable range. Tesla Model S (2012) With its 250+ mile single-charge range this was the first electric car that could comfortably fit into most owners’ lives. Supercar-like performance was the icing on the cake. Ten years after its arrival, Tesla’s mainstream rivals are still playing catch up, but make no mistake: this is the car that truly started the move to the EV future.

6/23/2026

We've picked 50 of our favourite road-going engines, but we could easily have selected twice as many… Defining the word 'greatest' isn't easy in this context. After all, it could mean the biggest, the most powerful, the most relevant, the most exciting – or a combination of these things. So when choosing our 50 favourite road car engines, to be in with a chance of consideration each powerplant has to be either built in huge numbers, or really get our juices flowing – and ideally a combination of the two. Let’s take a look at what we reckon are the best, in chronological order: Ford flathead V8 (1932) In the 1920s many family cars could barely crack 40mph. Then Ford introduced its flathead V8 and suddenly much greater numbers of car buyers could acquire a car that could sit at 60mph all day long. The flathead V8 wasn't all that efficient but it was simple, tough and reliable, which is why it remained in production in Ford's cars until 1954 but incredibly it was used in Simca military trucks until the 1990s. It was the final major engineering contribution by Henry Ford (pictured) to the company. Volkswagen flat-four (1936) The Beetle is one of the biggest-selling cars in history and every one of them was powered by an air-cooled flat-four. Initially it was an 1131cc unit, but by the time the final air-cooled Beetle was built this had swollen to 1584cc, although displacements of up to 2.0 litres were offered in the Type 4. The same engine powered the Type 2 camper and Transporter – and provided the basis for the Porsche 356's powerplant. Ferrari Colombo V12 (1947) In a world of 2.0-litre four-cylinder engines, the idea of a 1.5-litre powerplant featuring 12 cylinders might seem utterly bonkers. But that was the specification of the first Ferrari engines; the 125 featured a 1497cc unit rated at 116bhp. By the time the Colombo-designed V12 bowed out in 1989, when the 412i was axed, the displacement had grown to 4.9 litres and the power output had jumped to 318bhp. Along the way we'd have numerous iterations of the 250, the 275 and the 365GTB/4, better known as the Daytona. Citroën flat-twin (1948) There can be no denying that the Citroën 2CV (pictured) was a landmark car, and part of its charm was the noise generated by the brilliantly over-engineered air-cooled flat-twin that sat in the nose. Initially seen in 375cc form, later would come 425cc, 435cc and finally 602cc versions of this Gallic powerplant, which was also fitted to the Ami, Visa, Mehari, Dyane, Bijou and Acadiane. Jaguar XK (1948) First seen in the XK120 of 1948, the Jaguar XK straight-six powered the E-Type, XJ, C-Type, D-Type and Mk1/Mk2 among others, with displacements running from 2.4 through to 4.2 litres. The XK engine gave Jaguar five victories at Le Mans and provided motive power for Coventry's finest right the way up to 1992, by which point almost 700,000 copies had been produced. BMC A-Series (1951) In production for half a century (1951-2000), the A-Series engine was first used in the Austin A30 and went on to power a massive array of cars including the Morris Minor, Austin Healey Sprite and MG Midget (pictured), Austin Allego, Morris Marina, Austin Metro and all editions of the Mini. Easy to tune and offered in displacements from 803cc up to 1275cc (but expandable to a reliable 1380cc), the A-Series engine has been enjoyed by millions of drivers – including vast numbers of racers. Chevrolet small-block V8 (1954) When Chevrolet introduced its small-block V8 in 1954 it probably didn't expect to build more than 100 million of them in a production run that would last all the way through until 2003 – although you can still buy one brand new if you want to. The powerplant was so called because of its size – it was far smaller than the Chevrolet big-block powerplants, despite the fact that the small-block displaced anywhere between 4.3 and 6.6 litres (262-400cu in). If well maintained, they can be good for hundreds of thousands of miles. PICTURE: 1985 Chevrolet Camaro Iroc-Z28 Ferrari V6 (1958) Little more than a decade after Ferrari had burst on to the scene with its Colombo-designed V12, it introduced a 2.0-litre V6 designed by Vittorio Jano (1891-1960). First seen in 1958 and campaigned from 1959, the V6 would first be used in a road car in 1967, in the Dino 206GT. In that car the engine featured an aluminium block but in 1969 the displacement was increased to 2419cc and the block was made from cast iron, for the introduction of the Dino 246GT. Rolls-Royce V8 (1959) Introduced way back in 1959 in 6230cc form, the Crewe V8 was fitted to the Rolls-Royce Silver Cloud and the Bentley S2. In 1970 the capacity was increased to 6750cc and it was in that form the engine remained in production for the next half a century. Flexible and massively torquey, the Rolls V8 is also capable of racking up inter-galactic mileages if it's looked after. The engine only finally bowed out with the demise of the Bentley Mulsanne in 2020.  Ford small-block V8 (1961) Ford has built numerous V8s over the years, but we're starting here with the small-block that arrived in 1961 and which would be fitted to the Mustang from its launch in 1964. Nicknamed the Windsor, the V8 was built at that Ontario location until production moved to Cleveland in 1969, while the Windsor and Cleveland engines were produced alongside each other; the small-block survived until 2000 while the Cleveland was killed off in 1982. PICTURE: Ford Mustang Boss 302 Lotus twin-cam (1962) Lotus launched its all-alloy 907 twin-cam engine in 1973, but the original twin-cam is the one we're going with here. Based on the Ford Anglia 105E cast-iron block, Lotus developed its own twin-cam alloy head to create a brilliant 1.5- or 1.6-litre engine which made its debut in the Elan of 1962. Easy to tune and with 126bhp reliably and easily attained from the 1600 unit in big-valve form, the twin-cam engine was also fitted to the Lotus Cortina. Lamborghini V12 (1963) When Lamborghini burst onto the scene in 1963 it was with the 350GTV that was powered by a 3465cc V12 designed by Giotto Bizzarrini (1926-2023). That engine powered every V12 Lamborghini right up until the Aventador of 2011; the Miura (pictured), Countach, Diablo, Murcielago and numerous other GTs featured it. By the time the final Bizzarrini-designed Lambo V12 was built, the displacement had swollen to 6.5 litres. Porsche air-cooled flat-six (1963) In production for an incredible 35 years (from 1963 until 1998), the air-cooled flat-six powered all Porsche 911s until the arrival of the 996. The initial displacement was just two litres, but this rose to 2.2 litres in 1969, then three litres and ultimately to 3.3 litres in turbocharged form, before the air-cooled six was superseded by a water-cooled unit in the quest for more power. AMC/Jeep 'six' (1964) When AMC launched its in-line six in 1964 it probably didn't think that more than four decades later it would still be in production. Initially displacing 3.8 litres (232cu in), within a year there was a 3.3-litre (199cu in) version. When Chrysler bought AMC in 1987 this straight-six engine was part of the deal and it would go on to power an array of Jeep models until its demise in 2006 – by which point the unit had built a reputation for being pretty much indestructible. Chrysler Hemi (1966) Chrysler has produced three different Hemi engines; it's the second one that we're interested in here. Offered only between 1966 and 1971, the Hemi took its name from the hemispherical combustion chamber design. Chrysler chose this so it could fit the biggest valves possible, because under NASCAR rules only two were allowed to be fitted for each cylinder. Fiat twin-cam (1966) Designed by ex-Ferrari boffin Aurelia Lampredi (1917-1989), the Fiat twin-cam engine was fitted to a huge number of Fiat, Alfa Romeo and Lancia models. First seen in the Fiat 124 of 1966, in 1297cc form, the twin-cam was also available in most Fiats and Lancias of the seventies and eighties, including the all-conquering Lancia Integrale (pictured). Rover V8 (1967) Developed in the late 1950s by Buick (pictured), this 215cu in (3.5-litre) V8 was light, compact and powerful, but not especially reliable or cheap to make, and General Motors lost interest in it. Rover then bought the rights to produce the engine which was first fitted to the Rover P5 in 1967; it would go on to power an array of Rover, Land Rover, MG, Triumph, Morgan, TVR and Marcos models (among many others) before the final example was built in 2006 – by which point it had grown to displace up to five litres and become much more dependable. Aston Martin V8 (1969) When Aston Martin launched the DBS in 1967 it was supposed to be fitted with a V8, but the new engine wasn't ready in time so it would be another two years before the DBS V8 would go on sale – and delivered quite a transformation. The Tadek Marek-designed powerplant was the making of the heavyweight Aston, the quad-cam 5340cc V8 pushing out about 400lb ft of torque along with 350bhp – although these would ultimately rise to as much as 600lb ft and 600bhp in the twin-supercharged Vantage V600. Jaguar V12 (1971) Surprisingly few car makers have ever offered a V12 engine. In the post-war era it was mainly Ferrari and Lamborghini that offered them, but in 1971 Jaguar switched from a straight-six to a 5.3-litre V12 in the E-Type; a year later the same unit was available in the XJ saloon. Incredibly smooth and durable (if maintained properly), the Jag V12 was truly a landmark engine which remained in production until 1997, in 6.0-litre form. Audi five-cylinder (1976) One of the greatest things about the Quattro (a car with quite a repertoire of great things, pictured) was the beat from its turbocharged five-cylinder engine – a powerplant that made its debut in naturally aspirated form in 1976. Known internally as the Type 43, it was the Audi 100 5E that got the 2.1-litre five-pot engine first, in naturally aspirated 135bhp form. By 1989 the same engine in turbocharged form was putting out over 700bhp in US touring car guise – that was the same year that Audi introduced the world's first five-cylinder diesel engine. BMW M88 (1978) BMW is famed for its straight-six engines, which it's stuck with when most rivals have opted for more compact V6s instead, which are invariably less smooth and feature a less rousing soundtrack. BMW's M30 six-pot powered the iconic 3.0 CSL and was a brilliant powerplant, but things got even better when a four-valve head was fitted to create the M88 engine, as seen in the BMW M1 as well as the original (E28) M5. Alfa Romeo Busso V6 (1979) Designed in an era when an engine bay was worth looking at, this charismatic V6 engine from Alfa Romeo was designed by Giuseppe Busso (1913-2006), and fitted to a huge array of models including the 147, 156, Spider, 75, SZ (main picture) and more. With its polished inlet manifolds and sonorous soundtrack, you could forgive any Alfa Romeo its likely litany of build quality problems every time you explored the redline. Production ran until 2005, by which point displacements had varied between two and 3.2 litres. PSA XUD (1982) Peugeot and Mercedes were just a few weeks apart in introducing the first diesel-engined passenger car in 1936, so the French brand knows a thing or two about building great compression-ignition powerplants. Launched in 1982, the XUD engine remained in production for almost two decades and came with displacements of 1.8, 1.9 or 2.1 litres. This engine was fitted to cars as diverse as the Peugeot 205, Talbot Horizon, Lada Niva and FSO Polonez – as well as the Peugeot 405/406 and Citroën Xantia. Toyota 4AGE (1983) Toyota has created a raft of impressive engines over the years. We've opted for the unit that was so brilliant in the original MR2, as well as the legendary AE86 Corolla. The twin-cam 4AGE engine displaced just 1.6 litres and generally put out about 120bhp in naturally aspirated form. As such it was light, compact and full of fizz. Ford/Cosworth YB (1986) The Pinto unit was Ford's first engine to feature a belt-driven overhead camshaft. Launched in 1970 in the Cortina Mk3 and Taunus, the Pinto engine was developed by Cosworth into the turbocharged, multi-valve double overhead-cam monster seen in the Sierra RS Cosworth and later on the Escort RS Cosworth (pictured). Road cars could draw upon a relatively tame 201bhp – but in racing form more than 600bhp could be extracted from this 2.0-litre unit. Mitsubishi 4G63 (1987) The Mitsubishi Evo was nothing less than a weapon on the rally stages and it was pretty good on a fast, winding road too. Its super-natural abilities were down to the fitment of standard four-wheel drive, a stack of electronics – and a turbocharged twin-cam 2.0-litre four-cylinder engine that could reliably produce around 300bhp. Known as the Sirius, it was this engine that was fitted to all Evos apart from the final edition, the Evo X, which got its own powerplant. Honda B-Series (1988) Honda has produced a whole raft of rev-happy engines that lead the way when it comes to reliability, and in many cases efficiency too. But it was the B-Series that introduced us to Honda's brilliant VTEC (Variable Valve Timing and Lift Electronic Control) system. Not all B-Series engines got VTEC and this tech was fitted to a raft of other Honda powerplants including the K-Series and R-series – but it was the B-Series that changed things forever. Subaru flat-four (1988) Subaru built its first flat-four engine in 1966. That unit, known as the EA, would last until 1994, by which point the 16-valve EJ had been introduced. Launched in 1988, the EJ boxer engine was what gave the Impreza Turbo its characteristic beat. Strong, easily tuned, incredibly reliable and with a low centre of gravity, the EJ engine is still in production and will hopefully remain so for a while yet. Nissan SR20DET (1989) As with most Japanese car makers, Nissan has produced a string of highly tuned turbocharged engines over the years, proving that there can be a substitute for cubic inches. Typically tuned to give around 100bhp/litre, the twin-cam SR20DET powerplant was first fitted to the home-market Bluebird in 1989, but is globally best known for powering the Sunny GTi-R as well as the Silvia/180SX/200SX. Nissan RB26 (1989) Nissan introduced the RB in 2.0-litre straight-six form in 1985 and production of the 3.0-litre RB30 lasted until 2004. Many reckon that the 2.6-litre RB26 was the sweet spot, as seen in the R32 GT-R. With four valves per cylinder, two turbos and six throttle bodies the engine was officially rated at a conservative 276bhp, although 325bhp was a given – and more than twice this could be reliably extracted from the RB26 engine. Toyota 2JZ-GTE (1991) Japanese car makers choose confusing designations for their engines, but that matters not when you've got an intercooled double overhead-cam straight-six with sequential turbochargers, which will give a reliable 700bhp and which can be tuned to produce over 1000bhp. So with just 300bhp or so on tap in regular production form as seen in the Toyota Supra A80 (pictured), the 3.0-litre 2JZ-GTE engine barely broke into a sweat. McLaren F1 (1992) There was so much more to the McLaren F1 than just its engine, but the BMW-supplied 6.1-litre V12 was something of a high spot. McLaren had originally tried to collaborate with its Formula 1 engine supplier Honda, which was asked for a 550bhp engine to power a forthcoming supercar. Honda couldn't commit so McLaren asked BMW instead – and the result was a wonderful powerplant with 77bhp more than requested. Mercedes OM606 (1993) The Mercedes engine back catalogue contains some pretty impressive entries, but this is one of our favourites; a 3.0-litre straight-six with twin overhad camshafts and four valves per cylinder. Initially seen in naturally aspirated form in the W124 E-Class, the OM606 was then fitted to the next-generation E-Class, the W210, in turbocharged form. Smooth, indestructible and effortlessly torquey, the OM606 also found its way into the W140 S-Class (pictured) as well as the W463 G-Class. BMW straight-six diesel (1999) Even before the arrival of the original 530d, BMW had built some fabulous diesel engines, most notably the 2.5-litre straight-six seen in the 325tds and 525tds of the 1980s. But it was this unit that really put BMW on the map for great diesel engines; the first 530d was fast, sounded great and was decently parsimonious too yielding huge single-tank ranges, all of which quickly made it a police car of choice throughout Europe. Pagani V12 (1999) We all know that the original Pagani featured an engine that was built by Merc's AMG division, but so what? It was still a monster of a powerplant which initially displaced six litres and 444bhp; this rose to seven litres before peaking at 7.3 litres and a faintly ludicrous 789bhp. The Huayra sticks with an AMG V12, but whereas the Zonda got Merc's epic M120 powerplant its successor has the twin-turbo M158 unit. Honda F20C (2000) We could easily have included the K20 unit that Honda fitted to the Civic Type R, but we've opted for the F20 unit that was fitted to the S2000 because it was such a cutting-edge powerplant. Capable of revving to a motorbike-like 9000rpm, the naturally aspirated 2.0-litre F20 could generate a massive 247bhp, which meant it had the highest specific power output (bhp per litre) of any engine until the Ferrari 458 came along. A bit more low-down torque wouldn't have gone amiss though. GM LS6 (2001) We've already had one GM small-block V8 and here's another, although the two aren't related. The LS6 was based on the LS1 that arrived in 1997 to power the Corvette C5. This unit was then developed into the more powerful LS6 specifically for the Corvette Z06, although it would also find its way into the Cadillac CTS-V (pictured). Initially rated at 385bhp from 5.7 litres, power rose to 405bhp before the LS7 took over in 2006. VW Group W12 (2001) When it comes to weird engine configurations, the Volkswagen Group is the master. It's produced the narrow-angle VR6, a V5, the W8 and in the Bugatti Veyron/Chiron there's been a W16. Only slightly less mad than that is the W12 which was created by mating a pair of VR6 powerplants to come up with a 6.0-litre unit. First seen in the 2001 W12 coupé concept, that year also saw the first production car application: the Audi A8. The W12 engine would go on to be fitted to the Bentley Continental GT (pictured) as well as Volkswagen's Touareg and Phaeton, the Audi A8 and a pair of Spyker supercars. Smooth and powerful, production of the W12 ended in April 2024. Volkswagen V10 TDI (2002) Fitted only to the Touareg and Phaeton, the Volkswagen 5.0-litre 10-cylinder diesel engine was a beast of a powerplant with its minimum of 553lb ft of torque – in the Touareg R50 (pictured) this was boosted to a mammoth 627lb ft. Production ran from 2002 until 2009 and because the cost of building these engines was so high, few cars were ever sold with one fitted. Honda i-CTDi (2003) For years Honda vowed that it would never make its own diesel engine, but it finally relented in 2003 when it introduced a 2.2-litre all-aluminium oil-burner for the Accord. And what a smooth masterpiece it was! With a much lower compression ratio than normal, of 16.0:1, the N series engine was also far quieter and cleaner than rivals, while that alloy construction ensured it was lighter too. Mazda Renesis (2003) Decades after everybody else had given up on rotary power, Mazda was still persisting with it in its brilliant RX-8 (pictured). The company largely overcame the reliability problems (up to a point), but it couldn't fix the poor fuel economy or the appetite for oil. The Renesis engine also lacked torque but we've included it here because it was light, compact, and brilliantly smooth – plus Mazda should be applauded for doing something different. VW Group 3.0 TDI (2004) You've probably spotted that there aren't many diesel engines in this list, not because we don't rate them but because some have been squeezed out by petrol units that we love – or that we think are more significant. One that couldn't be omitted was this jewel of a V6 engine that was first used in the Audi A8 and which went on to be fitted to the A4, A6, Touareg, Phaeton and more. Smooth, frugal and fabulously muscular it really was a landmark engine. BMW V10 (2005) Aside from the occasional V12 luxury car, the maximum number of cylinders in most sports cars and GTs is eight – so BMW had to go two better with its V10. Codenamed S85 and seen in the E60 M5 (pictured)as well as the E63 M6, the V10 was thirsty and could self-destruct if not mollycoddled, but when it comes to epic soundtracks and phenomenal power delivery this was an intoxicating powerplant, no question. Bugatti Veyron (2005) Any engine that features 16 cylinders and four turbos has to be worthy of inclusion here, just because it's such a ridiculously over the top concept. The first Veyrons packed a 987bhp punch, but owners clearly felt embarrassed by such a trivial number which is why Bugatti turned up the wick in 2010 with the introduction of the 1184bhp Veyron Super Sport. Audi V12 TDI (2006) Admittedly Audi's 12-cylinder diesel engine proved to be something of a cul de sac – but we still salute the company for doing something quite so bonkers. Developed by quattro GMBH, Audi's in-house performance division, the V12 TDI engine displaced six litres and was used in the Le Mans-winning R15 TDI – and it was fitted to a handful of Q7s too. Rated at 473bhp and 737lb ft of torque (the latter from just 1750rpm), this monstrous SUV could do 0-62mph in just 5.5 seconds and achieve 23.7mpg on the combined cycle. Audi RS4 (2006) The original Audi RS4 was a twin-turbo V6 affair and it was okay as far as practical performance cars go. But it was the second take on the formula that really got us foaming at the mouth, because the B7-based RS4 featured a naturally aspirated 4.2-litre V8 that was nothing less than stunning with its power delivery and soundtrack. Capable of revving to a lovely 8250rpm, the RS4's engine was rated at 414bhp which was sent to all four wheels via Audi's quattro transmission. Fiat TwinAir (2010) We were a bit hesitant about including this one. After all, the TwinAir unit is an 875cc two-cylinder turbocharged powerplant that often struggles to return more than 35mpg when fitted to the Punto, Panda or 500. But the fact that the TwinAir engine has so much character and plenty of pep are both cause for celebration, so what the hell… Ford 1.0 Ecoboost (2012) In a bid to boost efficiency, car makers have put a raft of turbocharged 1.0-litre three-cylinder petrol engines into production, and one of the first was Ford's Ecoboost unit, used first in the Fiesta (pictured). Compact, light, smooth and fabulously zesty, the Ecoboost engine can also be brilliantly frugal if it isn't maxed at every opportunity – which it's very easy to do as it comes with an engine thrum that puts many four-cylinder units to shame. Ferrari V8 (2014) Ferrari hasn't always made the best-looking or sweetest-handling cars, although its hit rate tends to be rather higher than rivals can manage. Where it has managed to be astonishingly successful is with its engines, which have tended to offer sparkling performance with a scintillating soundtrack. That's definitely true of the F154 twin-turbo V8 that arrived in 2014. Drive a 488 (488 Spider pictured) or F8 and this engine will show you that naturally aspirated isn't necessarily best, with its incredible flexibility and phenomenal punch from barely above idle. Mercedes-AMG V8 (2015) Mercedes has produced some epic naturally aspirated V8 engines over the years, and we could have picked pretty much any one of them for inclusion here. But instead of a non-boosted 6.2-litre unit we've opted for the current twin-turbo 4.0-litre unit because it's just so damned accomplished. It's flexible, tractable, stupendously powerful yet ultra-clean too. Its predecessors might be impressive but the M176 V8 proves that the fun needn't be over just because of modern emissions regulations. If you enjoyed this story, please click the Follow button above to see more like it from Autocar

6/23/2026

As landmark $30k pick up starts testing in US, Ford hints at Europe potential for affordable new EVs Future models built using Ford's new Formula 1-influenced affordable EV platform could be offered in the UK to complement the company's revamped European line-up. The new platform, called Universal EV, features "cooler engineering than a hypercar", according to Ford CEO Jim Farley. It has been developed by a 'skunkworks' project in California set up by Ford to work semi-independently. Universal EV will eventually spawn a range of 'global' vehicles and the first production car to use it will be a US-market pick-up, pictured above, priced at around $30,000 (£22,300).  A teaser video displaying early sketches of the pick-up shows how Ford is rethinking its approach to design and engineering, with dramatically different styling to its existing combustion-engined trucks. Ford hasn't confirmed whether cars underpinned by the platform will be offered in Europe, but it could be used for EVs that would arrive after the firm's Renault-platformed small hatch and crossover, due in 2028.  Since the project is largely a clean-sheet design, Ford has recruited staff from outside the mainstream car industry – with a focus on motorsport, given the belief that lessons on efficiency and aerodynamics learned in competition can give it an edge over Chinese rivals. Speaking exclusively to Autocar, Farley said: "One of the biggest gifts that Formula 1 ever gave Ford was our skunkworks team in California. Almost every one of them either comes from Formula 1 or is a huge F1 fan." Farley added that the bulk of the skunkworks staff "have never worked in the auto industry before" but "we picked them for their aerodynamic knowledge" - although he acknowledged that had been a challenge. "It turns out that finding people who love motorsport who want to 'build a buffet in Vegas' – a $30,000 EV that's nice-looking and fun to drive - is hard," he said. "A lot of people want to stay in F1 and the challenge is picking people from motorsport who can actually design a breakthrough product. But when people see what we did with this skunkworks, they will say: 'Wow, that's cooler engineering than a hypercar. They will be shocked." Farley said the extreme aerodynamic focus of modern F1 cars was a key attraction in recruiting people for the skunkworks. Ford claims the forthcoming pick-up-tipped to revive the Ranchero name - is 15% more aerodynamically efficient than any pick-up currently on sale in the US. "Every bit of aero we can improve will help us reduce the size of the battery, and F1 has the best aero people in the world," he said. "I can't steal [F1 design guru] Adrian Newey. I asked Adrian (when he was at Red Bull to look at the Cd of some of our EVs, and he said he didn't care about homologation rules. But we needed those skills to come over. It's the same with recruiting people for EV powertrain efficiency." Farley said the intense focus on aerodynamics and powertrain efficiency would enable the skunkworks EVs to be fitted with smaller batteries, in turn keeping weight down and improving packaging options. He highlighted this as a particular area where Ford could outperform Chinese rivals, some of which he said "have really cheap batteries, and that's their problem". He added: "Their control systems – the efficiency of the motors, inverters and gearbox, and how they all work together with the software - aren't that efficient, so they're carrying around a bunch of battery they don't need to. We've found 20-30% gains in efficiency but we had to get people over from motorsport to do it." Universal EV models will also make extensive use of megacasting, with whole segments of the body cast as single parts, to help reduce the complexity and further lower costs. The first vehicles on the platform will be built at a new US factory in Kentucky.

6/23/2026

New legislation will lock important non-EU nations, such as the UK and Turkey, out of crucial benefits Toyota has warned that the European Union faces “isolation” and risks losing investment if it goes through with its proposed ‘Made in Europe’ rules. The remarks came from Toyota Europe CEO Yoshihiro Nakata, who said the EU risks sabotaging the international ties that have long strengthened its automotive industry through the proposals listed in the Industrial Accelerator Act (IAA). His comments mark a rare broadside from Toyota against the bloc's increased protectionism. “We do support the intentions of the IAA, but we fear it could lead to isolation or weaken the European industry overall,” Nakata told the recent Automotive News Europe Congress. The IAA outlines a series of measures designed to protect key EU industries, including automotive and battery making, from increased competition from Chinese firms, which have long benefited from state backing and are now steadily gaining market share from established car brands, rising to 8.8% across Europe this year to the end of April, according to figures showed at the event by Dataforce. Nakata’s warning was delivered in the same week that three of Europe’s biggest local manufacturers – the Volkswagen Group, Stellantis and the Renault Group – delivered a letter to the European Parliament asking for legislators to delay and water down the IAA, citing the difficulties hitting proposed targets for parts localisation to qualify as ‘Made in Europe’. “European auto makers face an unprecedented challenge to their competitiveness due to significant technology gaps in strategic areas, intense global competitive pressure and persistently high energy, manufacturing and regulatory costs,” they said in the letter, first reported by the Financial Times. Toyota along with the Volkswagen Group, Stellantis and the Renault Group want the definition of 'European' to be expanded to take into account of the use of parts and factories within the sphere of influence of the EU but sitting outside its borders, such as the UK. “European resilience lies not only on local production but also… with key international partners,” said Nakata, listing Japan, Korea, the UK and Turkey as examples. “We believe these kind of trusted partners should be created as equivalent for ‘Made in the EU’ and the IAA. If excluded, we and other OEMs may face severe commercial uncertainty, and also may lose our power to continue the contribution to European society,” said Nakata, warning that this could put future investment at risk. Car makers operating in the UK, including Toyota and JLR, are deeply concerned that cars built here could be locked out of benefits earmarked for electric cars made in the EU, including inclusion on state procurement lists, eligibility for state purchase incentives and access to the sub-4.2m ‘E-car’ category with its credit bonuses. “The strict EU assembly rules and EU27 eligibility criteria currently proposed would effectively put UK manufacturers at a systemic competitive disadvantage,” said Mike Hawes, CEO of the UK's Society of Motor Manufacturers and Traders, in a statement in March. Meanwhile, the Volkswagen Group, Stellantis and the Renault Group are proposing a watered-down version in which 70% of vehicles sold in the EU source 70% of their value within their borders, with that value to include everything from engineering to manufacturing.  Rebuilding the European car industry to exclude the low-cost manufacturing bases established in recent years in places such as North Africa doesn’t make sense, argued Renault Group CEO François Provost at the Automotive News Europe Congress. “The new issue is not about having plants in Morocco. Or trading with Turkey. We have been doing this for two decades,” he said. “No, the new issue is the fantastic competitiveness of the Chinese industry.” Provost argued that the European Union should deal with the Chinese in the same way China did with the European car industry when they provided access to their market on condition they build local partnerships. “This will give time the industry to adapt,” he said. Car makers that have established Europe as a global export base – such as BMW and Mercedes-Benz – have long been opposed to erecting the barriers to its home market, fearing retaliation. But the signs are their views are now aligning more with locally focused car makers, particularly as the key market of the US quickly erected walls of its own in the form of much higher tariffs. “Historically, there was a division between the French and the Germans, but I think the barriers are falling, and the points of views are getting closer,” Philippe Houchois, automotive analyst at banking firm Jefferies, told the Automotive News Europe Congress. “I’ve spent a lot of time with BMW management recently, and while their official line is to be open on trade, they recognise there needs to be a level playing field.” There are signs that the IAA proposals, announced in March, are already having an effect on the Chinese car makers in terms of encouraging local manufacturing despite not being close to ratification.  MG revealed earlier in June that its long-planned European factory will be in Spain, while BYD has reportedly postponed its planned Turkish plant and is instead looking at taking over an existing plant, potentially also in Spain. Leapmotor has expanded its manufacturing tie-up with partner Stellantis with an agreement to take over the company’s Madrid plant.

6/23/2026

Founded in 1956, French Lake Auto Parts (aka Junktown USA) stands as one of the premier salvage yards in the US. This remarkable site boasts thousands of parts cars, spanning from the 1920s to the present day. The yard is meticulously organized, with everything securely stored on firm ground. Best of all, someone has written the year of manufacture on everything, making identification a whole lot easier. PLYMOUTH SPECIAL DELUXE - 1949 With row upon row of vintage cars, French Lake Auto Parts truly is a national treasure. It's no wonder classic car enthusiasts from across the US and beyond flock to this place. To give you an idea of its popularity, you can even buy a souvenir t-shirt in the office. This 1949 Plymouth Special Deluxe four-door sedan, for example, appears to be in pretty good shape. BUICK SKYLARK - 1976 Take a look at this stunning vista—there’s plenty to catch the eye here. Front and center is a 1976 Buick Skylark coupe, one of the newer cars in this impressive lineup. Despite a few interruptions in its production, the Skylark remained a staple of Buick's lineup from its debut in 1953 until its final curtain call in 1998. KAISER - 1954 The heart-shaped windshield hole immediately identifies this as a Kaiser. It’s a Manhattan, and according to the scribbling on the hood it hails from either 1954 or 1955. Seeing as only 270 were registered in the latter year, we’ll assume it’s an earlier example. The Kaiser-Frazer Corporation was founded in 1945 as a joint venture between the Henry J Kaiser Company and Graham-Paige Motors Corporation. Although initial sales were robust, the company lacked the resources to withstand long-term competition with the Big Three. FIAT BRAVA - 1980 One section of French Lake Auto Parts is dedicated to modern cars, and it’s here that we found a small selection of rare European and Japanese imports. The Fiat 131 was a significant success, with 1.5 million units sold worldwide. However, only a small proportion made it to the US, where they were branded as Brava and Super Brava. These cars were plagued with mechanical issues, leading to their withdrawal in 1981, a year after this particular example was sold. DODGE - 1920S It's rare to find a 100-year-old vehicle in a salvage yard. This car, manufactured by Dodge Brothers, dates between 1923 and 1926, according to scribblings on the vehicle. Founded in 1900 by brothers Horace Elgin Dodge and John Francis Dodge, the company was only a quarter-century old when this car rolled off the Detroit production line. LASALLE - 1939 Manufactured by Cadillac between 1927 and 1940, LaSalle was marketed as GM’s second most prestigious brand. This particular model is from 1938 and is one of 23,028 examples built that year. Sales increased to 24,133 the following year, just before the marque was discontinued. PACKARD PICKUP - 1948 At some point in its long life, this 1948 Packard faced the indignity of being converted into a pickup truck. To make matters worse, the conversion was done on the cheap. The result resembles a wooden outhouse more than a once-luxurious automobile. RAMBLER - 1962 This 1962 Rambler four-door station wagon hasn't been on the road for over 30 years, making its fabulous condition even more remarkable. It likely sat in someone's garage for a long time, with the owner intending to restore it to its former glory. One thing is certain: it hasn't been at French Lake Auto Parts for very long, or it would surely have lost some of its rust-free body panels by now. CADILLAC BIARRITZ CONVERTIBLE - 1984 Although Cadillac ceased production of convertibles in 1976, in 1984 they made a return in the guise of the Eldorado Biarritz. Although officially a Cadillac product, the conversion was done by the American Sunroof Corporation. Sales were slow, and only 3300 units found buyers, making this a rarity. DESOTO FIREDOME - 1956 While the Firedome started out in 1952 as DeSoto’s flagship car, by 1956 when this example was built, it had been demoted to the entry-level model. This car was powered by a 5.4-litre 230hp V8, which would have taken it to 60mph in less than 10 seconds. This is a four-door sedan, one of 44,909 built that year. WILLYS AERO CUSTOM - 1955 You will be searching for a long time to find another 1955 Willys Aero Custom in a salvage yard, especially one with this many hard-to-find parts still left on it. Although this was the final year for Aero production in the US, the tooling found its way to Brazil, where the car was built from 1960 to 1971 and sold at Ford dealerships. CHEVROLET CAVALIER - 1985 The Type 10 package was only available on Chevrolet Cavalier coupes in 1984 and the 1985, this being one of the latter cars. That giant trunk spoiler certainly looks the part, but it turned this Cavalier into a sheep in wolf’s clothing. Its 2.0-litre engine mustered up just 88hp, which took the Cavalier to 60mph in a leisurely 13.2sec. FORD COUNTRY SEDAN - 1952 There used to be a 3.9-litre V8 under this 1952 Ford Country Sedan’s now non-existent hood. However, both the engine and the car’s dreams of hitting the highway again are long gone. The Country Sedan, part of the Ford Customline range from 1952 to 1954, saw its sales increase dramatically from 11,927 to 48,384 during this period, despite minimal changes to its body style. DODGE MONACO - 1969 This Dodge Monaco two-door coupe, built in 1969, marks the debut of the second-generation models. This example is a 500, which included features like bucket seats and a center armrest. It originally came with a 6.3-litre V8 engine producing 245hp, but buyers had the option to upgrade to engines delivering 330hp or 375hp. LINCOLN PREMIERE - 1957 Someone has already rehomed all four of this 1957 Lincoln Premiere’s doors, but there are still many parts left to reclaim, including its somewhat tatty four-way power seats. Produced from 1955 to 1960, the Lincoln Premiere fitted neatly between the Capri and the range-topping Continental Mark II. The driving light, originally at the bottom edge of the front bumper, was repositioned below the traditional sealed beam headlight, creating the appearance of stacked dual headlights—a feature Lincoln dubbed Quadra-Lite. BUICK LESABRE - 1960 It's odd that someone chose to cut off half of this 1960 Buick LeSabre’s trunk lid rather than simply removing the entire thing. Introduced in 1959, the LeSabre remained in production for an impressive 46 years. Although the 1960 models are considered first-generation, they received a major facelift and shared little more than their roofs and trunks with the previous year’s version. TOYOTA CORONA - 1977 The Corona, named after the Latin word for crown, was pivotal to Toyota’s success. The first model launched in the US was the 1966 Mk3, which impressed drivers with its reliability. Toyota’s triumph paved the way for other Japanese car manufacturers. By the time this 1977 Mk5 was built, it faced competition from the popular Honda Accord. PONTIAC SAFARI - 1960 According to its license plate tags, this 1960 Pontiac Safari wagon retired after 17 years, and likely hasn’t moved under its own steam for the better part of five decades. In fact, judging by the way it has sunk into the dirt, it’s probably spent much of that time here at French Lake Auto Parts. PLYMOUTH CRANBROOK - 1951 In contrast to the Pontiac Safari wagon, this 1951 Plymouth Cranbrook survived on the roads until the mid-1980s. It’s got an abundance of rust-free parts, and if you see anything you’d like, give French Lake Auto Parts a call and quote the code scribbled all over the car.  VOLKSWAGEN BUS - 1978 There can’t be a vintage salvage yard anywhere in the US that doesn’t have at least one Volkswagen bus in its inventory. French Lake Auto Parts’ offering is this 1978 version, which has definitely seen better days. Although most of its body panels are too rotten to be saved, there’s an abundance of other spares on offer. That appears to be a VW Beetle chassis perched on its roof. BUICK - 1937 "Rear end rusted inside" is the least of this Buick’s issues, judging by its appalling condition. Although we couldn't find any identifying marks, our best guess is that it was built in 1937. This was a great year for Buick, with 220,346 cars sold—its best sales performance in a decade, a number that wouldn't be beaten until 1940. CADILLAC ELDORADO - 1969 This Eldorado is one of just 23,333 built in 1969, accounting for roughly 10% of Cadillac’s production that year. While the average car cost $3270 in 1969, the Eldorado, with its $6710 price tag, was anything but average. Buyers enjoyed numerous creature comforts and a powerful 7.7-litre engine, making it a luxurious choice for the discerning driver. CHEVROLET 150 - 1955 While the 1957 models often steal the spotlight today, it's worth noting that the best-selling Tri-Five Chevy was the 1955. With nearly 1.78 million units sold, it outpaced the 1956 and 1957 models, which sold 1.62 million and 1.56 million respectively. This 1955 150 four-door sedan still has a lot going for it. CHRYSLER NEWPORT - 1963 In 1963, Chrysler deleted the Newport's tailfins, but they made a return the following year, as seen here. This car is in exceptional condition for a junkyard gem, appearing relatively rust-free and complete. Approximately 85,000 Newports were built in 1963, the majority of which were four-door sedans like this one. CHEVROLET CAPRICE ESTATE - 1978 This 1978 Chevrolet Caprice Estate might be riddled with tin-worm, but at least it doesn’t have to contend with wood-munching beetles, thanks to its faux woodgrain panelling. Chevrolet and Dodge were the first automobile manufacturers to introduce vinyl wood-trimmed ‘woodie’ station wagons back in 1966. MERCURY PARK LANE - 1965 Considering its brightness, this 1965 Mercury Park Lane must have been resprayed fairly recently. However, the peeling paint suggests a poor-quality job. It's rather unusual to find a convertible in a salvage yard with a relatively intact ragtop. With just over 3000 of these built, it’s a rare find. DESOTO DELUXE COUPE - 1947 There can’t be many of these left in such a decapitated state. This ultra-rare 1947 DeSoto Deluxe two-door, three-passenger coupe is one of only 1950 units built that year. When pushed to its limits, its 3.9-litre engine, with all 109 horses unleashed, would take about 23 seconds to reach 60mph. This is just one of several DeSotos from this era that we unearthed at French Lake Auto Parts. BUICK ROADMASTER - 1953 Take a look at this trunk lid—it’s in fantastic condition. In fact, it’s just one of many rust-free body parts this 1953 Buick Roadmaster four-door sedan has to offer. The Roadmaster was a staple in Buick’s lineup during three different periods between 1936 and 1996, but it was only between 1946 and 1957 that it held the title of the marque’s flagship automobile. NAVISTAR PICKUP - 1974 This 1974 International Light Line clearly didn’t roll off the factory floor with such crude bodywork. Founded in 1902, the International Harvester Company initially focused on agricultural machinery before expanding into trucks and other vehicles. Today, the company is known as Navistar International and is owned by Volkswagen. DODGE CORONET CLUB COUPE - 1950 In 1950, Dodge offered seven different variants of the Coronet, with the stylish Club Coupe emerging as the best-seller. More than 38,000 units were sold, contributing to a record production year of 341,797 vehicles. It was a milestone the manufacturer wouldn’t surpass for another decade. PACKARD PATRICIAN - 1955 Introduced in 1951, the range-topping Packard Patrician was nearing the end of its run by 1955, the year this example rolled out of Detroit. That year, the Patrician received a significant refresh, though it was done on a tight budget. The updates included a new wrap-around windshield, an updated dashboard, and distinctive cathedral-style rear taillights, as seen on this car. 1955 also marked the debut of Packard's first and only V8 engine. Despite these changes, sales remained disappointing, with only 9127 units leaving showrooms. MG MGB - 1976 Despite being off the road for over a decade, this 1976 MG MGB roadster still manages to hold air in all four tires. Built during the ungainly black rubber bumper era, it also features the 1in lift implemented two years earlier to meet new US headlight regulations. While this height adjustment was a cost-effective alternative to a full redesign, like the bulky bumpers, it negatively impacted the car’s handling. BUICK - 1948 This 1948 Buick boasts several rot-free parts. However, anyone purchasing that rear fender will have three bullet holes and a dent to contend with. In contrast the interior is seriously decomposed, which would indicate that the car has been missing its windows and passenger door for some years. LINCOLN SPORT SEDAN - 1950 Well, that’s one way to remove a rear windshield without risking shattered glass—just cut it out. Here, we see the remnants of a 1950 Lincoln, likely a Sport Sedan. Priced at $2576, this was Lincoln’s entry-level model and its best-seller that year, with nearly 12,000 units produced. However, 1950 was a disastrous year for Lincoln, with production plummeting to just 28,190 units—down sharply from the 73,507 vehicles produced the previous year. In stark contrast, rival Cadillac saw its sales rise by 11,000 units. NASH AMBASSADOR SUPER - 1950 Nash touted its Ambassador Super four-door sedan as offering the best value per dollar in 1950, confidently claiming it outclassed the competition. Buyers also enjoyed the advantage of single-unit construction, which the sales literature hailed as the "greatest safety feature ever built into an automobile." Judging by the condition of this example, it seems to have stood the test of time remarkably well. PLYMOUTH SUBURBAN - 1958 The 1957 Plymouths marked a radical departure from their predecessors, showcasing a bold new design by Virgil Exner. This striking look carried over into 1958, with only minimal visual changes, as seen in this example. That year, Plymouth sold a total of 55,865 Custom Suburbans, a mix of six- and nine-passenger models. Despite its rough condition, this particular Suburban is remarkably intact and offers a treasure trove of spare parts. FORD GALAXIE 500 - 1964 In 1965, the Ford Galaxie received a major restyle, but that didn’t deter buyers from snapping up the 1964 models. Some 593,533 Galaxies rolled off the assembly line that year, contributing to Ford's impressive total of 1.59 million vehicles produced—the company's best performance since 1957. This particular 1964 Galaxie 500 still boasts gleaming chrome that shines brightly under the Minnesota sun. MERCURY COUGAR - 1967 The 1967 Mercury Cougar, built on the Ford Mustang platform but with a heftier price tag, was an instant hit. With a base price of $2854, an impressive 150,893 buyers drove one off the lot in its debut year, exceeding sales expectations. This level of popularity wouldn't be matched until the fourth-generation models from 1977 to 1979. Over its long production run, which spanned from 1967 to 2002, nearly 3 million Cougars were produced. NASH - 1942 In early 1942, the US government halted civilian automobile production, directing factories to focus on military vehicles and weapons instead. Nash Motors was no exception, swiftly transitioning to manufacturing aircraft engines, binoculars, and some of the first Sikorsky helicopters. Due to this shortened production run, only 31,780 cars were built that year, making any surviving models exceptionally rare. This example is remarkably complete, right down to its wheel trims. OLDSMOBILE DYNAMIC 88 - 1960 Despite the lower half of the doors suffering from severe corrosion, this 1960 Oldsmobile Dynamic 88 still has a wealth of spare parts up for grabs. French Lake Auto Parts is an enormous place with more cars to explore so look out for part 2 of our story on this yard soon. If you enjoyed this story, please click the Follow button above to see more like it from Autocar

6/22/2026

We've picked 50 of our favourite road-going engines, but we could easily have selected twice as many… Defining the word 'greatest' isn't easy in this context. After all, it could mean the biggest, the most powerful, the most relevant, the most exciting – or a combination of these things. So when choosing our 50 favourite road car engines, to be in with a chance of consideration each powerplant has to be either built in huge numbers, or really get our juices flowing – and ideally a combination of the two. Let’s take a look at what we reckon are the best, in chronological order: Ford flathead V8 (1932) In the 1920s many family cars could barely crack 40mph. Then Ford introduced its flathead V8 and suddenly much greater numbers of car buyers could acquire a car that could sit at 60mph all day long. The flathead V8 wasn't all that efficient but it was simple, tough and reliable, which is why it remained in production in Ford's cars until 1954 but incredibly it was used in Simca military trucks until the 1990s. It was the final major engineering contribution by Henry Ford (pictured) to the company. Volkswagen flat-four (1936) The Beetle is one of the biggest-selling cars in history and every one of them was powered by an air-cooled flat-four. Initially it was an 1131cc unit, but by the time the final air-cooled Beetle was built this had swollen to 1584cc, although displacements of up to 2.0 litres were offered in the Type 4. The same engine powered the Type 2 camper and Transporter – and provided the basis for the Porsche 356's powerplant. Ferrari Colombo V12 (1947) In a world of 2.0-litre four-cylinder engines, the idea of a 1.5-litre powerplant featuring 12 cylinders might seem utterly bonkers. But that was the specification of the first Ferrari engines; the 125 featured a 1497cc unit rated at 116bhp. By the time the Colombo-designed V12 bowed out in 1989, when the 412i was axed, the displacement had grown to 4.9 litres and the power output had jumped to 318bhp. Along the way we'd have numerous iterations of the 250, the 275 and the 365GTB/4, better known as the Daytona. Citroën flat-twin (1948) There can be no denying that the Citroën 2CV (pictured) was a landmark car, and part of its charm was the noise generated by the brilliantly over-engineered air-cooled flat-twin that sat in the nose. Initially seen in 375cc form, later would come 425cc, 435cc and finally 602cc versions of this Gallic powerplant, which was also fitted to the Ami, Visa, Mehari, Dyane, Bijou and Acadiane. Jaguar XK (1948) First seen in the XK120 of 1948, the Jaguar XK straight-six powered the E-Type, XJ, C-Type, D-Type and Mk1/Mk2 among others, with displacements running from 2.4 through to 4.2 litres. The XK engine gave Jaguar five victories at Le Mans and provided motive power for Coventry's finest right the way up to 1992, by which point almost 700,000 copies had been produced. BMC A-Series (1951) In production for half a century (1951-2000), the A-Series engine was first used in the Austin A30 and went on to power a massive array of cars including the Morris Minor, Austin Healey Sprite and MG Midget (pictured), Austin Allego, Morris Marina, Austin Metro and all editions of the Mini. Easy to tune and offered in displacements from 803cc up to 1275cc (but expandable to a reliable 1380cc), the A-Series engine has been enjoyed by millions of drivers – including vast numbers of racers. Chevrolet small-block V8 (1954) When Chevrolet introduced its small-block V8 in 1954 it probably didn't expect to build more than 100 million of them in a production run that would last all the way through until 2003 – although you can still buy one brand new if you want to. The powerplant was so called because of its size – it was far smaller than the Chevrolet big-block powerplants, despite the fact that the small-block displaced anywhere between 4.3 and 6.6 litres (262-400cu in). If well maintained, they can be good for hundreds of thousands of miles. PICTURE: 1985 Chevrolet Camaro Iroc-Z28 Ferrari V6 (1958) Little more than a decade after Ferrari had burst on to the scene with its Colombo-designed V12, it introduced a 2.0-litre V6 designed by Vittorio Jano (1891-1960). First seen in 1958 and campaigned from 1959, the V6 would first be used in a road car in 1967, in the Dino 206GT. In that car the engine featured an aluminium block but in 1969 the displacement was increased to 2419cc and the block was made from cast iron, for the introduction of the Dino 246GT. Rolls-Royce V8 (1959) Introduced way back in 1959 in 6230cc form, the Crewe V8 was fitted to the Rolls-Royce Silver Cloud and the Bentley S2. In 1970 the capacity was increased to 6750cc and it was in that form the engine remained in production for the next half a century. Flexible and massively torquey, the Rolls V8 is also capable of racking up inter-galactic mileages if it's looked after. The engine only finally bowed out with the demise of the Bentley Mulsanne in 2020.  Ford small-block V8 (1961) Ford has built numerous V8s over the years, but we're starting here with the small-block that arrived in 1961 and which would be fitted to the Mustang from its launch in 1964. Nicknamed the Windsor, the V8 was built at that Ontario location until production moved to Cleveland in 1969, while the Windsor and Cleveland engines were produced alongside each other; the small-block survived until 2000 while the Cleveland was killed off in 1982. PICTURE: Ford Mustang Boss 302 Lotus twin-cam (1962) Lotus launched its all-alloy 907 twin-cam engine in 1973, but the original twin-cam is the one we're going with here. Based on the Ford Anglia 105E cast-iron block, Lotus developed its own twin-cam alloy head to create a brilliant 1.5- or 1.6-litre engine which made its debut in the Elan of 1962. Easy to tune and with 126bhp reliably and easily attained from the 1600 unit in big-valve form, the twin-cam engine was also fitted to the Lotus Cortina. Lamborghini V12 (1963) When Lamborghini burst onto the scene in 1963 it was with the 350GTV that was powered by a 3465cc V12 designed by Giotto Bizzarrini (1926-2023). That engine powered every V12 Lamborghini right up until the Aventador of 2011; the Miura (pictured), Countach, Diablo, Murcielago and numerous other GTs featured it. By the time the final Bizzarrini-designed Lambo V12 was built, the displacement had swollen to 6.5 litres. Porsche air-cooled flat-six (1963) In production for an incredible 35 years (from 1963 until 1998), the air-cooled flat-six powered all Porsche 911s until the arrival of the 996. The initial displacement was just two litres, but this rose to 2.2 litres in 1969, then three litres and ultimately to 3.3 litres in turbocharged form, before the air-cooled six was superseded by a water-cooled unit in the quest for more power. AMC/Jeep 'six' (1964) When AMC launched its in-line six in 1964 it probably didn't think that more than four decades later it would still be in production. Initially displacing 3.8 litres (232cu in), within a year there was a 3.3-litre (199cu in) version. When Chrysler bought AMC in 1987 this straight-six engine was part of the deal and it would go on to power an array of Jeep models until its demise in 2006 – by which point the unit had built a reputation for being pretty much indestructible. Chrysler Hemi (1966) Chrysler has produced three different Hemi engines; it's the second one that we're interested in here. Offered only between 1966 and 1971, the Hemi took its name from the hemispherical combustion chamber design. Chrysler chose this so it could fit the biggest valves possible, because under NASCAR rules only two were allowed to be fitted for each cylinder. Fiat twin-cam (1966) Designed by ex-Ferrari boffin Aurelia Lampredi (1917-1989), the Fiat twin-cam engine was fitted to a huge number of Fiat, Alfa Romeo and Lancia models. First seen in the Fiat 124 of 1966, in 1297cc form, the twin-cam was also available in most Fiats and Lancias of the seventies and eighties, including the all-conquering Lancia Integrale (pictured). Rover V8 (1967) Developed in the late 1950s by Buick (pictured), this 215cu in (3.5-litre) V8 was light, compact and powerful, but not especially reliable or cheap to make, and General Motors lost interest in it. Rover then bought the rights to produce the engine which was first fitted to the Rover P5 in 1967; it would go on to power an array of Rover, Land Rover, MG, Triumph, Morgan, TVR and Marcos models (among many others) before the final example was built in 2006 – by which point it had grown to displace up to five litres and become much more dependable. Aston Martin V8 (1969) When Aston Martin launched the DBS in 1967 it was supposed to be fitted with a V8, but the new engine wasn't ready in time so it would be another two years before the DBS V8 would go on sale – and delivered quite a transformation. The Tadek Marek-designed powerplant was the making of the heavyweight Aston, the quad-cam 5340cc V8 pushing out about 400lb ft of torque along with 350bhp – although these would ultimately rise to as much as 600lb ft and 600bhp in the twin-supercharged Vantage V600. Jaguar V12 (1971) Surprisingly few car makers have ever offered a V12 engine. In the post-war era it was mainly Ferrari and Lamborghini that offered them, but in 1971 Jaguar switched from a straight-six to a 5.3-litre V12 in the E-Type; a year later the same unit was available in the XJ saloon. Incredibly smooth and durable (if maintained properly), the Jag V12 was truly a landmark engine which remained in production until 1997, in 6.0-litre form. Audi five-cylinder (1976) One of the greatest things about the Quattro (a car with quite a repertoire of great things, pictured) was the beat from its turbocharged five-cylinder engine – a powerplant that made its debut in naturally aspirated form in 1976. Known internally as the Type 43, it was the Audi 100 5E that got the 2.1-litre five-pot engine first, in naturally aspirated 135bhp form. By 1989 the same engine in turbocharged form was putting out over 700bhp in US touring car guise – that was the same year that Audi introduced the world's first five-cylinder diesel engine. BMW M88 (1978) BMW is famed for its straight-six engines, which it's stuck with when most rivals have opted for more compact V6s instead, which are invariably less smooth and feature a less rousing soundtrack. BMW's M30 six-pot powered the iconic 3.0 CSL and was a brilliant powerplant, but things got even better when a four-valve head was fitted to create the M88 engine, as seen in the BMW M1 as well as the original (E28) M5. Alfa Romeo Busso V6 (1979) Designed in an era when an engine bay was worth looking at, this charismatic V6 engine from Alfa Romeo was designed by Giuseppe Busso (1913-2006), and fitted to a huge array of models including the 147, 156, Spider, 75, SZ (main picture) and more. With its polished inlet manifolds and sonorous soundtrack, you could forgive any Alfa Romeo its likely litany of build quality problems every time you explored the redline. Production ran until 2005, by which point displacements had varied between two and 3.2 litres. PSA XUD (1982) Peugeot and Mercedes were just a few weeks apart in introducing the first diesel-engined passenger car in 1936, so the French brand knows a thing or two about building great compression-ignition powerplants. Launched in 1982, the XUD engine remained in production for almost two decades and came with displacements of 1.8, 1.9 or 2.1 litres. This engine was fitted to cars as diverse as the Peugeot 205, Talbot Horizon, Lada Niva and FSO Polonez – as well as the Peugeot 405/406 and Citroën Xantia. Toyota 4AGE (1983) Toyota has created a raft of impressive engines over the years. We've opted for the unit that was so brilliant in the original MR2, as well as the legendary AE86 Corolla. The twin-cam 4AGE engine displaced just 1.6 litres and generally put out about 120bhp in naturally aspirated form. As such it was light, compact and full of fizz. Ford/Cosworth YB (1986) The Pinto unit was Ford's first engine to feature a belt-driven overhead camshaft. Launched in 1970 in the Cortina Mk3 and Taunus, the Pinto engine was developed by Cosworth into the turbocharged, multi-valve double overhead-cam monster seen in the Sierra RS Cosworth and later on the Escort RS Cosworth (pictured). Road cars could draw upon a relatively tame 201bhp – but in racing form more than 600bhp could be extracted from this 2.0-litre unit. Mitsubishi 4G63 (1987) The Mitsubishi Evo was nothing less than a weapon on the rally stages and it was pretty good on a fast, winding road too. Its super-natural abilities were down to the fitment of standard four-wheel drive, a stack of electronics – and a turbocharged twin-cam 2.0-litre four-cylinder engine that could reliably produce around 300bhp. Known as the Sirius, it was this engine that was fitted to all Evos apart from the final edition, the Evo X, which got its own powerplant. Honda B-Series (1988) Honda has produced a whole raft of rev-happy engines that lead the way when it comes to reliability, and in many cases efficiency too. But it was the B-Series that introduced us to Honda's brilliant VTEC (Variable Valve Timing and Lift Electronic Control) system. Not all B-Series engines got VTEC and this tech was fitted to a raft of other Honda powerplants including the K-Series and R-series – but it was the B-Series that changed things forever. Subaru flat-four (1988) Subaru built its first flat-four engine in 1966. That unit, known as the EA, would last until 1994, by which point the 16-valve EJ had been introduced. Launched in 1988, the EJ boxer engine was what gave the Impreza Turbo its characteristic beat. Strong, easily tuned, incredibly reliable and with a low centre of gravity, the EJ engine is still in production and will hopefully remain so for a while yet. Nissan SR20DET (1989) As with most Japanese car makers, Nissan has produced a string of highly tuned turbocharged engines over the years, proving that there can be a substitute for cubic inches. Typically tuned to give around 100bhp/litre, the twin-cam SR20DET powerplant was first fitted to the home-market Bluebird in 1989, but is globally best known for powering the Sunny GTi-R as well as the Silvia/180SX/200SX. Nissan RB26 (1989) Nissan introduced the RB in 2.0-litre straight-six form in 1985 and production of the 3.0-litre RB30 lasted until 2004. Many reckon that the 2.6-litre RB26 was the sweet spot, as seen in the R32 GT-R. With four valves per cylinder, two turbos and six throttle bodies the engine was officially rated at a conservative 276bhp, although 325bhp was a given – and more than twice this could be reliably extracted from the RB26 engine. Toyota 2JZ-GTE (1991) Japanese car makers choose confusing designations for their engines, but that matters not when you've got an intercooled double overhead-cam straight-six with sequential turbochargers, which will give a reliable 700bhp and which can be tuned to produce over 1000bhp. So with just 300bhp or so on tap in regular production form as seen in the Toyota Supra A80 (pictured), the 3.0-litre 2JZ-GTE engine barely broke into a sweat. McLaren F1 (1992) There was so much more to the McLaren F1 than just its engine, but the BMW-supplied 6.1-litre V12 was something of a high spot. McLaren had originally tried to collaborate with its Formula 1 engine supplier Honda, which was asked for a 550bhp engine to power a forthcoming supercar. Honda couldn't commit so McLaren asked BMW instead – and the result was a wonderful powerplant with 77bhp more than requested. Mercedes OM606 (1993) The Mercedes engine back catalogue contains some pretty impressive entries, but this is one of our favourites; a 3.0-litre straight-six with twin overhad camshafts and four valves per cylinder. Initially seen in naturally aspirated form in the W124 E-Class, the OM606 was then fitted to the next-generation E-Class, the W210, in turbocharged form. Smooth, indestructible and effortlessly torquey, the OM606 also found its way into the W140 S-Class (pictured) as well as the W463 G-Class. BMW straight-six diesel (1999) Even before the arrival of the original 530d, BMW had built some fabulous diesel engines, most notably the 2.5-litre straight-six seen in the 325tds and 525tds of the 1980s. But it was this unit that really put BMW on the map for great diesel engines; the first 530d was fast, sounded great and was decently parsimonious too yielding huge single-tank ranges, all of which quickly made it a police car of choice throughout Europe. Pagani V12 (1999) We all know that the original Pagani featured an engine that was built by Merc's AMG division, but so what? It was still a monster of a powerplant which initially displaced six litres and 444bhp; this rose to seven litres before peaking at 7.3 litres and a faintly ludicrous 789bhp. The Huayra sticks with an AMG V12, but whereas the Zonda got Merc's epic M120 powerplant its successor has the twin-turbo M158 unit. Honda F20C (2000) We could easily have included the K20 unit that Honda fitted to the Civic Type R, but we've opted for the F20 unit that was fitted to the S2000 because it was such a cutting-edge powerplant. Capable of revving to a motorbike-like 9000rpm, the naturally aspirated 2.0-litre F20 could generate a massive 247bhp, which meant it had the highest specific power output (bhp per litre) of any engine until the Ferrari 458 came along. A bit more low-down torque wouldn't have gone amiss though. GM LS6 (2001) We've already had one GM small-block V8 and here's another, although the two aren't related. The LS6 was based on the LS1 that arrived in 1997 to power the Corvette C5. This unit was then developed into the more powerful LS6 specifically for the Corvette Z06, although it would also find its way into the Cadillac CTS-V (pictured). Initially rated at 385bhp from 5.7 litres, power rose to 405bhp before the LS7 took over in 2006. VW Group W12 (2001) When it comes to weird engine configurations, the Volkswagen Group is the master. It's produced the narrow-angle VR6, a V5, the W8 and in the Bugatti Veyron/Chiron there's been a W16. Only slightly less mad than that is the W12 which was created by mating a pair of VR6 powerplants to come up with a 6.0-litre unit. First seen in the 2001 W12 coupé concept, that year also saw the first production car application: the Audi A8. The W12 engine would go on to be fitted to the Bentley Continental GT (pictured) as well as Volkswagen's Touareg and Phaeton, the Audi A8 and a pair of Spyker supercars. Smooth and powerful, production of the W12 ended in April 2024. Volkswagen V10 TDI (2002) Fitted only to the Touareg and Phaeton, the Volkswagen 5.0-litre 10-cylinder diesel engine was a beast of a powerplant with its minimum of 553lb ft of torque – in the Touareg R50 (pictured) this was boosted to a mammoth 627lb ft. Production ran from 2002 until 2009 and because the cost of building these engines was so high, few cars were ever sold with one fitted. Honda i-CTDi (2003) For years Honda vowed that it would never make its own diesel engine, but it finally relented in 2003 when it introduced a 2.2-litre all-aluminium oil-burner for the Accord. And what a smooth masterpiece it was! With a much lower compression ratio than normal, of 16.0:1, the N series engine was also far quieter and cleaner than rivals, while that alloy construction ensured it was lighter too. Mazda Renesis (2003) Decades after everybody else had given up on rotary power, Mazda was still persisting with it in its brilliant RX-8 (pictured). The company largely overcame the reliability problems (up to a point), but it couldn't fix the poor fuel economy or the appetite for oil. The Renesis engine also lacked torque but we've included it here because it was light, compact, and brilliantly smooth – plus Mazda should be applauded for doing something different. VW Group 3.0 TDI (2004) You've probably spotted that there aren't many diesel engines in this list, not because we don't rate them but because some have been squeezed out by petrol units that we love – or that we think are more significant. One that couldn't be omitted was this jewel of a V6 engine that was first used in the Audi A8 and which went on to be fitted to the A4, A6, Touareg, Phaeton and more. Smooth, frugal and fabulously muscular it really was a landmark engine. BMW V10 (2005) Aside from the occasional V12 luxury car, the maximum number of cylinders in most sports cars and GTs is eight – so BMW had to go two better with its V10. Codenamed S85 and seen in the E60 M5 (pictured)as well as the E63 M6, the V10 was thirsty and could self-destruct if not mollycoddled, but when it comes to epic soundtracks and phenomenal power delivery this was an intoxicating powerplant, no question. Bugatti Veyron (2005) Any engine that features 16 cylinders and four turbos has to be worthy of inclusion here, just because it's such a ridiculously over the top concept. The first Veyrons packed a 987bhp punch, but owners clearly felt embarrassed by such a trivial number which is why Bugatti turned up the wick in 2010 with the introduction of the 1184bhp Veyron Super Sport. Audi V12 TDI (2006) Admittedly Audi's 12-cylinder diesel engine proved to be something of a cul de sac – but we still salute the company for doing something quite so bonkers. Developed by quattro GMBH, Audi's in-house performance division, the V12 TDI engine displaced six litres and was used in the Le Mans-winning R15 TDI – and it was fitted to a handful of Q7s too. Rated at 473bhp and 737lb ft of torque (the latter from just 1750rpm), this monstrous SUV could do 0-62mph in just 5.5 seconds and achieve 23.7mpg on the combined cycle. Audi RS4 (2006) The original Audi RS4 was a twin-turbo V6 affair and it was okay as far as practical performance cars go. But it was the second take on the formula that really got us foaming at the mouth, because the B7-based RS4 featured a naturally aspirated 4.2-litre V8 that was nothing less than stunning with its power delivery and soundtrack. Capable of revving to a lovely 8250rpm, the RS4's engine was rated at 414bhp which was sent to all four wheels via Audi's quattro transmission. Fiat TwinAir (2010) We were a bit hesitant about including this one. After all, the TwinAir unit is an 875cc two-cylinder turbocharged powerplant that often struggles to return more than 35mpg when fitted to the Punto, Panda or 500. But the fact that the TwinAir engine has so much character and plenty of pep are both cause for celebration, so what the hell… Ford 1.0 Ecoboost (2012) In a bid to boost efficiency, car makers have put a raft of turbocharged 1.0-litre three-cylinder petrol engines into production, and one of the first was Ford's Ecoboost unit, used first in the Fiesta (pictured). Compact, light, smooth and fabulously zesty, the Ecoboost engine can also be brilliantly frugal if it isn't maxed at every opportunity – which it's very easy to do as it comes with an engine thrum that puts many four-cylinder units to shame. Ferrari V8 (2014) Ferrari hasn't always made the best-looking or sweetest-handling cars, although its hit rate tends to be rather higher than rivals can manage. Where it has managed to be astonishingly successful is with its engines, which have tended to offer sparkling performance with a scintillating soundtrack. That's definitely true of the F154 twin-turbo V8 that arrived in 2014. Drive a 488 (488 Spider pictured) or F8 and this engine will show you that naturally aspirated isn't necessarily best, with its incredible flexibility and phenomenal punch from barely above idle. Mercedes-AMG V8 (2015) Mercedes has produced some epic naturally aspirated V8 engines over the years, and we could have picked pretty much any one of them for inclusion here. But instead of a non-boosted 6.2-litre unit we've opted for the current twin-turbo 4.0-litre unit because it's just so damned accomplished. It's flexible, tractable, stupendously powerful yet ultra-clean too. Its predecessors might be impressive but the M176 V8 proves that the fun needn't be over just because of modern emissions regulations. If you enjoyed this story, please click the Follow button above to see more like it from Autocar

6/22/2026

Survey finds that a desire for employees to reduce tax bills is now almost as big a pull for electrifying fleets as pure environmental reasons Cheap tax and charging have made employee demand one of the biggest catalysts for the UK’s fast-growing fleet of electric company cars, according to a new survey by leasing firm Arval. Almost a third (30%) of British fleets are deploying electric cars to fulfil requests from company car drivers, according to the latest Arval Mobility Observatory Barometer.  That share is 50% higher than in 2025, when 20% cited it as a reason to switch, and not far behind reduced environmental impact – this year’s top-rated answer, at 32% of responses. Ultra-low tax bands for EVs have made them an appealing option for company car and salary sacrifice schemes. The latest British Vehicle Rental and Leasing Association (BVRLA) data shows half of all members’ business contract hire cars and 77% of new salary sacrifice deliveries were battery-electric in the final quarter of 2025. Arval’s survey shows broad approval of EVs, with only 11% of fleets facing pushback from drivers (down from 16% in 2025), while only 16% said range was a barrier. One in three (30%) are motivated by improving their company image, compared with 24% in 2025. John Peters, head of Arval Mobility Observatory in the UK, said employers are experiencing higher driver demand while leveraging the faster adoption rates for electric cars to balance out a slower transition to battery-powered vans.  That’s supported by a wider choice of vehicles, enabling fleets to be more selective with what they offer and negotiate better prices, without restricting options for drivers. There are 167 different electric cars available in the UK, according to the Society of Motor Manufacturers and Traders (SMMT), compared with 102 in 2024. “The proliferation of salary sacrifice is driving a lot of the EV uptake. More companies are adopting salary sacrifice [and] within those fleets, more people are taking an EV who didn’t have one before,” Peters told Autocar.  “We are also seeing more company car fleets electrifying their choices. There's less tolerance now for offering anything other than electric or hybrid, because there's enough choice to justify going down that route.” Cost sensitivity plays out in Arval’s data, with lower fuel costs (31%) coming a close second to environmental impact (32%) as a reason to go electric. Peters said this is also motivating drivers, who have a heightened awareness of both fuel costs and availability since tensions escalated in the Middle East at the end of February. Meanwhile, 28% of fleets are deploying electric cars to reduce their tax costs, up from 23% last year, but 33% claimed that adoption was being held up by higher purchase prices while almost one in three (30%) say model ranges are too limited (23% in 2025).  The survey also highlights practical challenges. A lack of public and home charging points were the two most common adoption bottlenecks (41% in each case), while only 27% offer workplace charging points. Peters said: “The differential on cost for charging your vehicle between home and public is huge. If you're comparing 6-7p overnight with almost £1 per kWh, that is a material differential. “We are seeing pushback in certain areas, and there you’re looking at companies retaining the option to take a hybrid, or saying if drivers need to charge publicly, then they’ll reimburse suitably for their business mileage. Whatever hit they’re taking on their personal mileage should be compensated by decreasing company car tax.”

6/22/2026

New pick-up will make its debut at the upcoming Goodwood Festival of Speed BYD has confirmed its first pick-up, the Shark, will be sold in the UK. Offered elsewhere as the Shark 6, it is a plug-in hybrid rival for the Ford Ranger.  The specification of UK-market Sharks remains to be confirmed, but in Australia it is available with a choice of turbocharged 1.5-litre and 2.0-litre petrol engines. Both are paired with two electric motors (one per axle) for combined outputs of 430bhp and 470lb ft with the 1.5-litre, or 470bhp and 516lb ft with the 2.0-litre.  In either instance, the pick-up is driven primarily by its electric motors. According to official WLTP testing, it is capable of covering 50 miles under electric power alone. Its 29.6kWh lithium-iron-phosphate battery pack can be charged at up to 55kW and it can also be used to power external devices. The Shark is a double-cab pick-up with five seats, a 1450-litre cargo bed and a maximum payload capacity of 835kg. The 1.5-litre model can tow braked trailers weighing up to 1500kg, while the 2.0-litre can manage 2500kg. Both can tow unbraked trailers of up to 750kg. It remains to be seen whether other bodystyles that are offered globally, such as a chassis-cab, will be sold in the UK. BYD has yet to confirm UK pricing for the Shark but it is likely to undercut the Ford Ranger PHEV, which starts from £40,830 (excluding VAT).

6/22/2026

With superfast 800V charging and a 637bhp dual-motor powertrain, can the 7GT really challenge the European elite? This is the Zeekr 7GT, a sleek new shooting brake-styled electric grand-tourer from up-and-coming Chinese brand, Zeekr.Backed by Chinese powerhouse Geely, Zeekr has already established a foothold across mainland Europe, and is set to make its UK debut at the end of 2026, with the low-slung, load-lugging 7GT tipped to be one of the first models to launch in British shores.But unlike the current crop of Chinese newcomers, where value brands like Omoda and Jaecoo have successfully targeted the affordable end of the market with their cut-price crossovers, Zeekr is aiming higher, with the 7GT engineered to pull buyers away from the likes of Audi, BMW and Volkswagen.

6/22/2026

Fresh new look and bigger battery take fight to growing number of electric hatch rivals Renault has updated its electric Megane E-Tech hatchback after four years on sale, with a new look and more range among the headline enhancements. The mid-life nip and tuck for the firm’s first bespoke EV comes as rivals including the Volkswagen ID 3, Cupra Born, Vauxhall Astra and Peugeot e-308 also receive updates to boost their competitiveness alongside the Hyundai Ioniq 3, Kia EV4 and Mini Aceman. The updates are signalled chiefly by a new front end that brings the Megane in line with the newer Austral and Rafale SUVs, with a more imposing grille and a lower-set Renault badge. Renault boss Fabrice Cambolive previously told Autocar this refresh would seek to reposition the Megane as a “hot hatch or a hot car”, and the redesign has clearly been influenced by the brand’s previous performance models. The lower front bumper has been restyled with chequered flag-style daytime-running lights, similar to those featured on the previous-generation Mégane RS, while a more aggressive valance adds visual width. At the rear, the bumper features a chunky integrated diffuser. New ‘power bulge’-style creases in the bonnet and 3D-effect tail-lights complete the exterior makeover. Battery capacity has been increased to 67kWh from 60kWh, boosting the hatchback’s maximum range to 310 miles from 285 miles. This compares with 309 miles of range for the 58kWh Volkswagen ID 3 Neo. The height of the battery has increased slightly to achieve the uplift in capacity, resulting in a 20mm increase in overall height: the Megane is now 1520mm tall (roughly 40mm lower than an ID 3 Neo). The new Megane also weighs 100kg more, at 1772kg, 75kg of which is due to the bigger battery, but that’s still more than 100kg lighter than the ID 3. The suspension and steering have been tuned to deal with the extra weight, but the 217bhp motor powering the front wheels remains the same. Length and width also remain the same, at 4200mm and 2055mm respectively, as does the class-leading440-litre boot. Other updates include peak DC charging speeds increasing from 130kW to 165kW, giving a 25% reduction in charge time from 15-80%, now a claimed 24 minutes. AC charging speeds remain at 11kW, or optionally 22kW, which also brings vehicle-to-load and vehicle-to-grid capability. A heat pump and battery and interior preconditioning are standard. Inside, fewer changes have been made, with the same dual-12-inch screens remaining - although now with Gemini AI assistance.  Pricing will start at “no more” than the current car, which kicks off at £31,295 including the £1500 Electric Car Grant. However, Renault says the new model could qualify for the full £3750 grant like its Scenic and 4 and 5 siblings, bringing it under £30,000.

6/22/2026

Level-four-ready architectures will be adapted from vans and next-generation small cars Stellantis’s new STLA One platform, due next year, can accommodate autonomous vehicles after the Vauxhall and Peugeot owner decided to incorporate the needs of robotaxi operators, the company has said. The global car maker has announced a deal with UK autonomous vehicles software provider Wayve and ride-share company Uber that will see it supplying vehicles for robotaxi trials starting this year in 10 cities, including London. The first vehicles on Stellantis’s so-called L4-Ready Platforms (L4 meaning level four, the second highest autonomous capability) will be adapted versions of the K0 mid-size van range that includes the Vauxhall Vivaro, but Stellantis is also developing an autonomous-ready van platform, due for launch at the end of the decade, Stellantis technology head Ned Curic told Autocar. By including all the tech that robotaxis need within the platform, Stellantis will become very popular with operators who don’t have pay for retrofitted vehicles, or so the company hopes. “For them, they’ll love it because they don't have to think about integration,” said Curic. “The [vehicles] have the cameras. They have the compute. They have the wiring. They have all the redundancy they need. So that's the value they get.” Bringing all that capability on the STLA One platform – which, Stellantis says, will form the basis of two million cars sold globally per year by 2035 – allows the company to offer the robotaxis companies smaller, cheaper vehicles. “What we see today in robotaxis is that over 90% of the drives are with a single passenger or two passengers,” said Curic, citing the company’s experience working with Waymo. “We need a car platform that's very small.” STLA One was originally to be called STLA Small but has been reconfigured to allow bigger cars as well as incorporating robotaxis, with all their requirements for redundant systems such as steering and braking, which will take over if the primary system breaks. Other essential equipment includes additional cameras, wiring, more computing power and even washers to clean the sensors. “It’s lot of small details that if you do car by car, after the fact in a serialised vehicle, costs in some cases $50,000 per car,” said. Curic. “When you're doing a serial line production, you don't have that problem. You're adding a little bit of a cost, but it's not exponential.” Stellantis didn’t say when the first STLA One robotaxi will appear but the first regular car on the platform will be the new Peugeot 208, which is expected to be revealed at the Paris motor show in October. As well as Wayve and Uber, Stellantis also has an agreement to supply vehicles for a partnership that includes Estonian ride-share company Bolt and Chinese AV software company Pony.AI, which will test Stellantis vans in Luxembourg. By offering turnkey autonomous-ready cars, Stellantis hopes to tap into a robotaxi market that, consulting firm BCG estimates, could grow to between 700,000 and three million vehicles by 2035. Of that, China is expected to see the bulk of growth but Curic also has high hopes for European and US markets, which have a number of robotaxi trials. Currently, few car makers are able to provide the kind of autonomous-ready cars that Stellantis is offering. Tesla has shown off its two-seat Robotaxi while Geely’s Zeekr brand has built Waymo the dedicated Ojai robotaxi vehicle with six radar sensors, four lidar sensors and 13 cameras. Ten wipers clean the sensors.

6/21/2026

Hyundai has pledged to return to affordable performance vehicles and is set to unwrap a new petrol-powered i20 N hot hatch soon. The previous performance version of the i20 was launched in 2021 as a rival to the Ford Fiesta ST, Mini Cooper S and Volkswagen Polo GTI – with 201bhp, a six-speed manual gearbox and a mechanical limited-slip differential.  It served as the entry point to a performance line-up that also included the larger i30 N, and later the electric Ioniq 5 N and Ioniq 6 N – but it was withdrawn from sale after just three years as Hyundai moved away from petrol sports cars. But now the comeback is on after Hyundai global R&D boss Manfred Harrer confirmed plans to "bring back entry cars on the N line-up" as a means of broadening the brand's appeal with younger buyers.  "An i20 N for Europe is a must," he said, because "the gap is too big" between Hyundai's previous petrol N models and their larger, much more powerful electric successors, which start at around £65,000 in the UK. "We need this entry-level back for our fans," said Harrer, adding: "We are working intensively to do this sooner rather than later". A new version of the i20 N will face a much smaller field of rivals than did its predecessor, with the Cooper S standing as the only petrol hot supermini left on sale, other brands having backed out of this space in pursuit of reduced emissions.  It will, though, be a natural alternative to a growing array of small hot EVs, including the Alpine A290, Volkswagen ID Polo GTI and Peugeot e-208 GTi.  Prototypes of the new hot hatch are already testing, said Harrer, and a launch is "not so far out".  He wouldn't be drawn on any specifics of the new model, but said it would make sense to "use existing technology" as its basis, hinting at power coming from a version of the 1.6-litre four-cylinder hybrid that features in Hyundai's more mainstream models. However, he suggested that the powertrain will be heavily tweaked for performance: "I want to go to the Nürburgring and do really successful lap times – better than the existing one. "But you have to work on the battery management system to get this done." Harrer also said Hyundai is investing in making sure the new model apes the character of its pure-petrol predecessor: "It feels sporty – don't worry about that." A new generation of the Hyundai i20 is being primed for an imminent launch in Europe and is likely to be derived from the new Brazilian-market model that was revealed last week – with a chunkier, higher-riding silhouette than the current car and a completely new interior. Hyundai has not said how closely related Europe's new i20 will be, nor given any indication of timings for the standard car or a performance version. Confirmation of the i20 N's comeback comes after N division boss Joon Park said last year that the performance sub-brand would not pursue an all-EV line-up. "The problem that we have is that there is a perception from the media and our fans that Hyundai N is only focusing on the EV world, which is not true,” he said. "We are not limiting ourselves to EVs."

6/21/2026

You wouldn't want a Ferrari F80 pulling coal from a mine all day, even if it does make a huge 1183bhp Horsepower has an interesting backstory. If you're a keen petrolhead, however, I'd advise you not to read it, as I have this week. Enjoy your blissful ignorance if you can. There are only three things you really need to know about it, in any case. First, that celebrated Scot James Watt didn't actually invent it, he just formalised it. Second, that it's more of an idea than a measurable product of an engine anyway - a bit of mathematics. And third (perhaps only academically), that it has actually been misapplied to automotive engines all along. It's simply the wrong kind of measure for any motor that sits within and propels a moving vehicle. Not that the last bit matters much, because imagining an automotive world without horsepower is almost impossible. Who gets excited by the idea of a new supercar with 883 kilowatts of peak power? How much horsepower has it got? 1184 imperial ponies? Yes, please. Wax on about whacking great torque figures and even add in engine speed ranges if you like (any expression of engine power is only torque multiplied by engine speed and then 'interpreted'), but horsepower is what matters, isn't it? What sells. It's the only real, universal performance car X factor. Which is lucky, because otherwise why on earth would you choose to measure the output of a modern car's engine based on a pretty arbitrary and disputed estimation of the amount of work that a brewery draught horse could get through in the late 18th century? How has an entirely notional figure, dreamed up to help sell static steam engines to early industrialists, become the closest thing to a global currency for comparing modern cars? For Watt all those years ago, horsepower was a sales tool - "translational marketing". Before they would sign their bankers' drafts, mining entrepreneurs needed to know not only how much coal they could load into their railway hoppers but also how quickly that coal could be moved from the bottom of the mineshaft to the top of it. Horsepower gave them an idea of how many horses they could put out to pasture for each steam engine they bought-or else, unless they had some very large stables indeed, just how transformative this early form of mechanisation could be for their profit margins. But here's the dirty truth about horsepower: Watt lowballed his maths. As the story goes, when he observed those brewery draught horses in 1782, his sums were calculated to represent not what a particular horse could achieve when working intensively but what the average horse could sustain for a full working day. He was selling static steam engines, remember, not the kind of engines fitted into moving vehicles, on which load might have been considered a more dynamic (ie ebbing and flowing) factor. He sold engines that just grunted away constantly all day long. That's why, as has been proven since, one fit horse can usually produce a good 15 horsepower when it's really working up a sweat. I'm not sure exactly how long a working day was in an 18th-century brewery. But imagine loading up, say, a Land Rover Defender Octa with whatever ballast might be needed to stress its engine to maximum load (think a trailer with several dumpy bags of sand on it). Now drive that Defender flat out on an oval, in third or fourth gear and at a steady 6000rpm for eight, 10 or even 12 hours straight (you will have to imagine some clever air-to-ground refuelling system too). Even allowing for the very finest performance car engineering there has ever been, it doesn't take much imagination to guess what would be likely to happen, does it? Before too long, you would have a very hot, very broken, quite possibly burning Land Rover. And would that seem like a fair way to test the limits of a modern automotive engine? Of course not. Cars simply don't need to work like that – and certainly aren't designed to. That's why, as romantic as the notion of an invisible team of a thousand thoroughbred stallions pulling along a Ferrari F80 might seem, it's ultimately fanciful for more than just the obvious reason. Vehicle engines have always deserved their own convention when it comes to power output. Here's hoping they never get one.

6/21/2026

We count the biggest troublemakers that landed the illustrious blue oval in hot water There are many kinds of controversy, and a car manufacturer which has been operating for 120 years, as Ford Motor Company has, will inevitably have experienced most of them. Here are 40 examples of the company’s models which have caused disputes of one kind or another. They’re listed in chronological order, and were marketed either by Ford itself or by brands Ford owned before 1950, but not ones it acquired after that year. Ford Model T (1908) The Model T is now perhaps the most celebrated car Ford ever produced, but to get the full picture we have to consider how cars in general were viewed when it first appeared in 1908. Although they developed an enthusiastic following, they were also considered by many people to be noisy, smelly, frighteningly fast and terribly dangerous. The T wasn’t necessarily a specific target, but by its very existence it was part of a large controversy, and became central to it as sales skyrocketed. Henry Ford was however criticised for hanging onto it for too long, as it stayed in production for 19 years, and during the latter half of its life General Motors overtook Ford in the US market. Lincoln Zephyr (1936) The Zephyr was a remarkable car for 1936, not least because it had – remarkably for its relatively low price – a V12 engine related to (but not simply an enlarged version of) the Ford flathead V8. The V12 was the car’s most appealing, but also most controversial, feature. Its most serious flaw was that the exhaust gases were ported through the cylinder blocks, and heated up the water which the radiator was trying to cool down. Lincoln later made amends, but the Zephyr never quite lost its reputation for unreliability. Ford Parklane (1955) Sometimes a controversy can arise between a manufacturer and its customers. This was the case with the Parklane, a two-door station wagon which sold so poorly that Ford offered it only in the 1956 model year. Ford tried again with the very similar Del Rio, which was more successful in the limited sense that it lasted for two whole model years (1957 and 1958) before being canned. Ford Taunus (1957) The P2 generation Taunus, sold from 1957 to 1960, must have come as quite a shock to people who had been accustomed to earlier German Fords of the same name. While the previous models appeared relatively staid, this one had lots of chrome, prominent tailfins, a frontal resemblance to the contemporary Mercury Monterey and in some cases two-tone paintwork, the different colours appearing above and below a line which resembled Buick’s ‘sweepspear’. All this flamboyance led to the P2 being nicknamed Barocktaunus, or baroque Taunus, in reference to a highly decorative artistic style of the 17th and 18th centuries. More positively, it was also known as the fliegende Teppich, or flying carpet, in a tribute to its excellent ride quality. Edsel (1958) Possible reasons for the failure of Ford’s calamitous Edsel brand, which was introduced in 1958 and axed just two years later, include incoherent marketing, a change in customer preferences towards smaller cars, low quality, dubious styling and a horrendous recession in America which saw new car sales halve. Nearly 70 years later, the exact cause no longer matters. What does matter is that Edsel was Ford’s first major disaster, and a sign that even an enormously wealthy company with talented staff can sometimes get things very badly wrong. Ford Anglia (1959) The last of many European Fords to bear the Anglia name is probably best known now for its appearance in the Harry Potter films, though it’s also notable for being the first car fitted with an engine from the Kent family. Its most controversial feature, which applied only to the saloon versions, was a reverse-angled rear window, which one authority has described as being given “short shrift by customers who could see no rationale for it beyond a perverse desire to be different”. That might well have been the case when the Anglia was launched in 1959, but in the following eight years Ford had reason to build more than a million examples, so the car’s other qualities seem to have overcome early distaste for its unusual appearance. Ford Taunus (1960) The appearance of the P3 Taunus was approximately as controversial as that of the ‘baroque’ model it replaced in 1960, but for completely different reasons. American influence had been eliminated, and the car’s shape was so unusual for the period that it became known as the Badewanne, or ‘bathtub’. Even more remarkably, the P3 had lozenge-shaped headlights. These would have had to be replaced if the car had been exported to the US, since it was illegal to use anything other than round headlights there at the time. Ford Consul Classic (1961) While Ford of Germany was removing American influence from the Taunus, Ford of Britain adopted it in a big way for the Consul Classic. By UK standards, the front end was brash and the finned tail was enormous, while the reverse-angled rear window was carried over from the Anglia. Despite early concerns, the Anglia quickly became accepted, but the even more unusual Consul Classic never was. Production lasted only from April 1961 to September 1963. Ford Consul Capri (1961) It’s difficult to say if the Consul Classic looked stranger than its coupe equivalent, or the other way round. The first Ford model with Capri in its name was lower than the saloon, and although its rear window sloped the ‘correct’ way, this also emphasised the length of the car’s tail even more. At under 20,000, sales of the Capri were less than a fifth those of the Classic, though in fact the Capri remained on the market for slightly longer, until July 1964. It’s possible that Ford needed a replacement for the Consul far more urgently than it did for the Capri. Ford Corsair V4 (1965) The Consul Classic was replaced by the far more conventional-looking Corsair, which was relatively cheap to develop because it shared all its mechanicals and part of its structure with the Cortina. Launched in 1963, it remained uncontroversial until late 1965, when Ford decided to replace its Kent engine with the Essex V4. Also available in the Transit, the Essex was larger and more powerful than the Kent, but it was also heavier. While the Corsair’s performance certainly improved, it was now also less economical, didn’t handle as well (due to the extra nose weight) and sounded harsher. Demand fell to such an extent that Ford needed to build slightly fewer V4 Corsairs in four years than it had been obliged to manufacture Kent-engined versions in just two. Ford Thunderbird (1967) The glory days of the Thunderbird were already behind it when Ford introduced the fifth-generation model in 1967. The T-bird was now larger than before, there was no convertible derivative, a saloon was added to the range, and Ford returned to the old-fashioned body-on-frame construction method for the first time in a decade. Customers were unconvinced. Sales were reasonably strong at first, but dropped to just over 36,000 in the 1971 model year, the lowest figure for the nameplate since 1957. Ford Torino Talladega (1969) The Talladega was the subject of a motorsport controversy rather than a general motoring one. Based on the Sportsroof fastback version of the regular Torino, it had a more aerodynamic front end which reduced drag – a very useful feature on high-speed NASCAR oval tracks. In early 1969 Ford built just enough road-going versions to qualify for that year’s NASCAR series. David Pearson (1934-2018) won eleven rounds and his third title. Other manufacturers followed Ford’s lead until the aero warriors, as they were known, were legislated out of contention, a sure sign that someone had had a better idea than the rule makers were expecting. Mercury Cyclone Spoiler II (1969) The Spoiler II was the exact equivalent of the Ford Torino Talladega homologation special, built in similar numbers from the same material and for the same reasons. It was also equally competitive, at least potentially – LeeRoy Yarbrough (1938-1984) won two rounds in a Spoiler II in 1969, but competed more often in a Talladega, in which he won five. The contrasting results achieved by the two models were appropriate, and possibly deliberate. While the Spoiler II gave Mercury a lot of publicity, the idea of the junior brand beating the senior one across a whole season might not have sat well with upper management. Ford Pinto (1971) Ford’s first North American subcompact sold in very high numbers throughout the 1970s, but it’s more famous now for its tendency to burst into flames if the fuel tank was ruptured in a rear-end collision. While there are differing views on just how dangerous the Pinto really was compared with similar cars built in the same decade, there is no doubt that it was an extremely costly car for Ford in terms of both money and reputation. Ford Falcon GTHO Phase IV (1972) Along with high-performance versions of the Holden Torana and Chrysler Valiant Charger, the GTHO Phase IV was one of the most controversial cars ever developed for road use. All three were created as homologation specials for the 1972 model year, and were expected to battle it out on Australian race tracks in that season. However, a newspaper article in the Sydney Sun-Herald gave rise to what has become known as the supercar scare, which led to these cars being strongly criticised by politicians. Within days, each manufacturer had abandoned its project. As a result, very few GTHO Phase IVs were actually built. In 2021, one of them set a new auction record for an Australian-built car of $1.75 million. Ford Granada (1972) By far the most controversial thing about the first-generation European Granada introduced in 1972 was its name. The Granada Group, a large UK media and catering conglomerate (including operating motorway service areas ), took Ford to court over this, on the grounds that members of the public might think it had something to do with the car, which was described in court as “an unfair and unlawful incursion into [the Group’s] goodwill”. The judge, Justice John Graham, decided Granada had “failed to produce evidence that satisfies me that such is likely to be the case”, and found in favour of Ford. The car went onto great success in Europe, becoming the car to aspire to for any senior manager, before German brands inevitably came calling for that market… Ford Mustang (1973) The second-generation Mustang, introduced in the 1974 model year, is widely regarded as a poor substitute for the first, which had made its debut a decade earlier. Media reaction was mixed, and often hostile – journalists complained at the time, as later commenters have also done, that it just wasn’t sporty enough to be a ‘real’ Mustang. The controversy made little difference to customers. Mustang sales in 1974 were higher than they had been since 1967, and over the course of five years the car found more than a million buyers. Whatever people think of it now, it was successful in its day. Ford Escort (1980) The Escort launched in 1980 was a completely different machine from the two versions built over the previous 12 years. It was available as a hatchback, it had front-wheel drive, and it came with a new engine called the CVH, which had an overhead camshaft and hydraulic lifters. After more than a decade of rear-wheel drive and overhead-valve engines, it was all rather exciting – or, if you were a traditionalist, rather alarming. Reviews were mostly favourable, but there was immediate criticism of the poor ride quality, which Ford responded to by revising the suspension. In 1982, the new Escort became the most-registered car in the UK, according to figures collated by the Society of Motor Manufacturers and Traders, and remained so (if you include the fourth-generation car, which was really just an update of this one) until 1989. Ford Mustang (1980) The third Mustang arrived around the time of the second global oil crisis in six years. In an effort to keep fuel economy favourable, Ford smothered its Windsor V8 engine, reducing its capacity to 4.2 litres and its power output to just 120bhp. In this form, the engine was available in the Mustang from 1980 to 1982. Cars of that period had miserable performance, and are now regarded as the low point both of V8-powered Mustangs and of the generally respected Windsor. Ford Sierra (1982) A section of the British motoring public, familiar with the Ford Cortina for two decades, reacted hotly to the arrival of the Sierra in 1982. It had a silly name, they said, and it looked like a jelly mould. The controversy eventually died down, and the Sierra became as familiar as its Cortina predecessors had been. The high-performance RS Cosworth and later RS500 variants added glamour to what, by the end of the decade, was regarded as a very conventional car. Ford Bronco II (1984) The Bronco II, a compact SUV sold from 1984 to 1990, developed a terrible reputation for falling over due to its combination of a small footprint and a high centre of gravity. Other vehicles of the same type have had similar problems, but the Bronco II became the poster child due to a series of high-profile cases. The total cost to Ford is difficult to determine, but a magazine report published in 2001 included an estimate that the company had had to pay “approximately $2.4 billion in damage settlements”. Its follow-up model, introduced in 1991, became controversial in another way when a 1993 example became involved in one of the most famous - albeit slow-speed - car chases in history when it carried OJ Simpson, in Los Angeles in 1994… Ford Probe (1988) The controversy surrounding the Probe was over and done with before the car went on sale in 1988. This compact coupe was designed in collaboration with Mazda, had front-wheel drive and was powered by either a four-cylinder engine or a V6, all of which seemed acceptable. The problem was that it was originally planned as the new Mustang. Both inside and outside Ford, it was felt that front-wheel drive, partly Japanese heritage and the lack of a V8 option simply didn’t add up to something that could be called Mustang, so the car was launched as the Probe instead. The then-current Mustang wasn’t replaced until 1994, by which time the Probe was in its second generation. Ford Escort Mk5 (1990) The European Escort entered a new generation in 1990. Compared with its immediate predecessor, the car was roomier, better equipped and only slightly more expensive. Customers liked it, and it was a big success for Ford. This happy tale is spoiled only by the fact that early models were heavily criticised for their ride, handling, gutless engines and appearance. Ford reacted very quickly to the complaints, and introduced a revised version in only slightly more than two years, making the new Escort the car it should have been in the first place. Luckily perhaps for Ford the market, and competitor cars, were more forgiving then than today. Ford Scorpio (1994) The final European Ford in the Granada/Scorpio line, launched in 1994, was a conventional large saloon/estate which in normal circumstances wouldn’t have offended anyone. The abnormal circumstance which made it one of the most talked-about Fords ever (in an entirely negative sense) was its design. Commentators fell over themselves trying to out-do each other with ever more insulting remarks about the car’s appearance. Ford couldn’t do much about this without starting again from scratch (too expensive to contemplate), but it did give the Scorpio a minor facelift in late 1997, which helped slightly. Ford Aspire (1994) Like the much earlier Parklane, the Aspire was an example of a mild controversy between Ford and its customers – the former wanted the latter to buy it, but the latter weren’t interested. This inexpensive little hatchback was co-developed with Kia, which sold it as the Avella. It was introduced in North America in 1994, but dropped three years later due to lack of interest. Ford Explorer (1995) The second-generation Explorer SUV went on the market in 1995, and quickly became notorious due to a series of major accidents. This led to a legal battle between Ford and tyre supplier Firestone. In February 2001, the National Highway Traffic Safety Administration (NHTSA) announced that it had denied a request by Firestone to open a safety defect investigation into the handling and control characteristics of the Explorer if the tread of a rear tyre came away from the rest of it. The NHTSA stated that analysis of claims data showed there was “no significant difference in the likelihood of a crash following a tread separation between Explorer vehicles and other compact SUVs”. The affair led - among other things - to the exit of Ford CEO Jac Nasser. Ford Fiesta (1996) The 1996 Fiesta (also sold as the Mazda 121) was largely the same as the previous one apart from a new engine, less weight and a mild restyle. The last of these was perhaps the least successful and caused adverse comments, some of them including the word ‘fish’. Fortunately, it didn’t last long. Ford adopted its New Edge styling for the facelifted version, which looked significantly better. Ford Ka (1996) The original Ka, which made its debut in 1996, was only mildly controversial, but there has always been disagreement about how to pronounce its name – with a short ‘a’ as in cat, with a long ‘a’ as in ‘car’, or even spelling out each letter as if they were intials (which is not the case). Then there was the question of its styling. The Ka was the first production Ford with a New Edge design, and while it looks innocent enough now it was quite startling at the time, especially to people who hadn’t seen pictures of the similar Saetta concept car. Ford Racing Puma (1999) The 1999 Racing Puma was a special version of the Fiesta-based Puma coupe developed by Tickford. Among other modifications, the standard 1.7-litre engine was uprated from 123bhp to a still less than startling 153bhp, though the emphasis was more on handling. Two race drivers, one of whom later became a British Touring Car Champion, agreed that it suffered from understeer on a circuit, but this was not apparent in road use. The most controversial thing about the Racing Puma was its price. Ford charged £22,750, at a time when a Subaru Impreza WRX cost significantly less and a Lotus Elise only slightly more. Sales were understandably low. Ford Excursion (1999) At 5758mm (226.7in) from end to end, and weighing around four US tons, the Excursion remains, nearly a quarter of a century after its debut, one of the largest, heaviest and least economical SUVs ever to go on sale. Onlookers concerned about safety and the environment reacted with alarm, and came up with several nicknames for the vehicle, including Fordasaurus, Ford Saddam and Ford Valdez. The last of these was a reference to the Exxon Valdez supertanker which dropped ten million US gallons of crude oil into Prince William Sound, Alaska, in 1989. Ford Focus RS (2001) The first of what would become three series of Focus RS arrived in 2001, and was immediately impressive because Ford (for either technical or cost reasons, depending on who you spoke to) had made it front-wheel drive like the standard model rather than four-wheel drive like the versions competing in the World Rally Championship. Torque steer, which happened only if you were driving very hard, was a controversial issue, and unfairly blamed on the car’s Quaife limited slip differential, which wasn’t in fact causing the problem. The second Focus RS – also front-wheel drive, and also fitted with the Quaife diff – behaved far better because of its superior front suspension geometry, which Ford achieved by developing the ingenious RevoKnuckle system. Ford Thunderbird (2001) After building Thunderbirds in ten generations for 42 years, Ford discontinued the nameplate in 1997, but then brought it back five years later. Like the original T-bird, but unlike any of the nine in between, this version was a two-seat convertible, and was based on the same platform as the Jaguar S-Type and Lincoln LS. After an initial flurry of interest, sales fell sharply, leading to the cancellation of the model after just four years. Perhaps a truly modern Thunderbird would have been more successful than a retro tribute, and perhaps also Ford had been right to abandon the two-seat convertible configuration in the late 1950s, and wrong to bring it back in the following century. Lincoln Blackwood (2002) Ford’s luxury brand made the unusual decision to produce a pickup truck in 2002. Based on the contemporary F-150, it was resoundingly unpopular, and stayed on the market for just one model year in the US and one more in Mexico. Lincoln’s next effort, the Mark LT, was barely more successful. Even in combination, they didn’t come close to GM’s equivalent, the Cadillac Escalade EXT, which wasn’t exactly a big hit either. The message seems to be that no matter how much you want to put a luxury pickup on sale, don’t do it. Ford Five Hundred (2004) Ford’s second largest saloon of its period, after the Crown Victoria, was sold only in the 2005 to 2007 model years and was based on a platform inherited from Volvo, which made this car a slightly unlikely sibling of the Volvo XC90 Mk1. The Five Hundred’s lack of success has been attributed to its conservative styling, which was widely criticised. Ford designer J Mays admitted that the look of the Five Hundred was problematic. “It’s just lacking in the emotional appeal that we should have put into it,” he admitted in one interview, though this was not the whole story. In another interview, talking about the same car, he hinted at another reason by saying, “I've been at the company 13 years and I've been through five CEOs. Some of those CEOs have had more conservative tastes than others.” Ford’s latest CEO, Alan Mulally who arrived in 2006, ordered an immediate re-design and the revival of the Taurus nameplate, which he said had much greater brand equity, having been around between 1986 and 2005; this seemed to improve sales, especially when an all-new Taurus arrived in 2010. Ford EcoSport (2014) “It’s been a long time since a new Ford was as bad as the EcoSport,” we said in 2014. Launched in other markets two years earlier, the model had been developed in Brazil and built (for Europe) in India (and also in several other places), where it suited local conditions, and brought over to Europe, where it definitely didn’t, to allow Ford to compete in the highly competitive compact SUV sector. With question marks over its ride, handling and interior quality, the EcoSport at first sold poorly in the region, though Ford made amends by improving it considerably in later years. It sold reasonably well in the US, despite being very small for that market – but at least it was cheap. Lincoln Continental concept (2015) The concept version of what would become the new Continental caused quite a flurry when it was revealed at the 2015 Detroit Show. Bentley design chief Luc Donckerwolke (born 1965) thought it bore a suspiciously close resemblance to his own company’s car of the same name, and vigorously conveyed his objections on social media. Lincoln made some adjustments (which would probably have happened anyway) before the production Continental went on sale two years later, but the basic shape remained the same. Ford Focus RS (2012) The third and last Focus RS was the only one in the series with four-wheel drive, which wasn’t controversial, and a setting called Drift Mode, which was – at least in Australia. Representatives of the Pedestrian Council of Australia and the National Roads and Motorists’ Association, along with a former head of Australian Medical Association, all expressed concerns about Drift Mode. Ford responded to calls for it to be disabled by not disabling it, and there the matter rested. Ford GT (2015) In order to prevent ‘flipping’ (selling a car for a vast profit shortly after purchasing it) Ford required buyers of the second-generation GT to keep it for 24 months. Not everyone did, which led to various lawsuits. Two particularly high-profile examples – one involving Mecum Auctions, the other wrestler John Cena – were amicably settled out of court. Ford donated the money it received to charity in each case. Ford Mustang Mach-E (2020) The full name of the Mach-E, which went on sale in the 2021 model year, was not welcomed by people who felt that a Mustang should be a high-performance coupe or convertible, as it had been for the past 57 years, and not an all-electric SUV. Ford stuck with it anyway. ‘Traditional’ Mustangs are still available (a new one, the seventh in the series, has recently been introduced) and manufacturers can call their vehicles anything they like, within reason. Ford F-Series Super Duty (2023) The enormous size of some North American pickup trucks is an increasing cause for concern in their home markets, and regarded as madness in other parts of the world. Since they are built by several competing manufacturers, Ford is only part of the problem rather than the cause of it, but the current F-Series Super Duty certainly contributes to the controversy. In its most extreme, long-wheelbase F-450 Crew Cab form, the Super Duty is a leviathan – 6762mm (266.2in) long, 2960mm (105.9in) wide including its mirrors, 2085mm (82.1in) tall, and with a kerbweight of 3895kg (8587 pounds). Perhaps one day legislation will be introduced to prevent vehicles of this size being available to American private users on standard licences, but there’s no sign of it at the moment; certainly in many other countries such as the UK a heavy-goods vehicle licence would be needed, with extra driving training and testing required.

6/21/2026

We take a look at the highs and lows of the GM V8 Whatever your motoring preferences may be, it’s difficult not to be thrilled by the roar of a V8 engine. As electrification takes over, there may not be many more of these in future, even though new ones are still being developed today. But when the last V8 goes out of production, we will still be able to look back at the great examples of the past. General Motors has a particularly fine  - though occasionally patchy - history of V8 engines which extends back more than a century. Here we take a look at the good and the bad, in chronological order. Cadillac L-head (1914) V8 engines were rare, though not unheard of, in 1914, but the Cadillac engine of that year is regarded as the first to have gone into mass production. It made its debut in a car officially called the Type 51, but generally known simply as the Cadillac V8, and was still being used, after several updates and capacity increases, two decades after it first appeared. Thankfully Cadillac had recently developed the electric starter; hand-cranking a heavy V8 engine would have been a nightmare for owners. PICTURE: Cadillac Type 53 pickup Cole-Northway (1915) In 1909, the Northway Motor and Manufacturing Company became one of the earliest of many firms to be taken over by General Motors. For several years after this, it was a leading producer of engines for GM’s car brands. But there was more to it than that. Just a year after the Cadillac V8 arrived, Northway began supplying a similar engine to Indianapolis-based Cole for a high-class model pitched as an alternative to Cadillac. This was a rare, but not unique, case of a company owned by GM providing an engine to a direct rival. PICTURE: Cole Aero Eight Oldsmobile Light Eight (1916) Northway also created the first V8 used by Oldsmobile. The 4.0-litre engine was similar in design to the Cadillac V8 and produced 40 horsepower. It was used in the first two generations of the Oldsmobile Light Eight, which had model names ranging from 44 to 46. PICTURE: Oldsmobile Light Eight Model 45 Touring Oakland flathead (1916) Yet another Northway V8 was adopted by Oakland – which, by a complicated process, can be considered the predecessor of Pontiac – for its Model 50. Perhaps unsurprisingly, this engine bore some resemblance to the Northway units adopted by Cadillac, Cole and Oldsmobile, but it was significantly larger at 6.0 litres. Chevrolet Series D (1917) The first of many Chevrolet V8 engines was designed around the time the brand was incorporated into General Motors. Unlike all the units mentioned so far, whose valves were mounted alongside the cylinders, Chevrolet put them in the cylinder head. Although this design is now outdated, it was still novel in 1917, and had been popularised by Buick only 13 years before. Chevrolet fitted this engine to the Model D, which was in production only very briefly. There were to be no more Chevy V8s until the 1950s. Oldsmobile Light Eight Model 47 (1921) The third and final generation of the Light Eight consisted of a single car (with a variety of available body styles) called the Model 47. Some sources suggest that it used that it used the same Northway engine as its predecessors, but in fact its V8 was of a new design, though some of Northway’s ideas were carried over. While smaller than the previous engine at 3.8 litres, it was also considerably more powerful. In its marketing literature, Oldsmobile reported an output of 63.5 horsepower (“by laboratory tests”) and claimed that it produced the greatest power “per cubic inch of cylinder displacement of any American-made automobile engine”. Viking (1929) Viking was one of four GM companion makes, and the only one occupying a higher market position than its associate (in this case, Oldsmobile). It produced just one model, whose 4.3-litre V8 engine was of monobloc construction, with the block and cylinder heads cast as one piece. This is great for strength and reliability (the head gaskets can’t fail because there aren’t any) but tricky for maintenance. Not many people would be troubled by that in this case,   because only around 7000 Vikings were built before the brand was abandoned in 1931. Oakland (1930) Oakland returned to V8s in 1930 with a new engine which is sometimes said to be the one developed for the Viking, but is accepted by experts as being the work of a different designer. Uniquely in GM history, Oakland was dropped in favor of its younger companion make, Pontiac, in 1931. Pontiac used the same V8, with minor modifications, for a little longer before replacing it with a straight-eight. PICTURE: Oakland Model 301 Cadillac monobloc (1936) Cadillac joined the monobloc party with a new engine which made its debut in the Series 60 and the larger Series 70. Initially measuring 5.3 litres, it was later expanded to 5.7 litres. This V8 was also used by Cadillac’s companion make, LaSalle, towards the end of its 13-year existence. PICTURE: 1939 Cadillac Series 60 Cadillac OHV (1949) Four years into peacetime, Cadillac finally got around to creating a V8 with the overhead-valve arrangement which Buick had been using since 1904. This OHV engine was the first in a very long-lived family which was modernised several times, though retaining more or less the original architecture. The capacity started out at 5.4 litres, but by the 1970s it had reached a phenomenal 8.2 litres, as fitted to the Eldorado (pictured). At the time, this was a record for an engine used in a mass-produced car, though more exclusive models had already gone much further. Oldsmobile Rocket Mk1 (1949) After the Light Eight was discontinued, Oldsmobile steered clear of V8s for a quarter of a century before returning to the layout with an engine nicknamed the Rocket. Slightly smaller than the Cadillac V8 of the same period, the Rocket was initially offered in 5.0-litre form but would eventually be extended to 6.5 litres. It was still available in Oldsmobiles as late as the 1964 model year. PICTURE: 1950 Oldsmobile 88 Deluxe Club Coupe Buick Nailhead Mk1 (1953) Buick called its first V8 the Fireball, but it quickly became known as the Nailhead because its small, vertically-aligned valves looked like a row of nails. The little valves were part of a plan to make the engine perform particularly well at low revs, a feature for which it became famous and respected. Early Nailheads had capacities of either 4.3 or 5.3 litres. Buick used them only until 1956 before moving on to a new generation. Chevrolet Small Block Mk1 (1954) The Chevy Small Block is probably the most celebrated GM engine of them all. Astonishingly, more than 100 million examples of it have been built, and although it is no longer fitted to a production vehicle it is still available as a ‘crate’ engine for replacements or high-performance conversions. It first appeared in the 1955 model year Bel Air (pictured) and Corvette. Heavily developed derivatives were still being fitted to GM production vehicles as late as 2003. Pontiac V8 (1955) Pontiac’s first self-designed V8, as opposed to the one it inherited from Oakland in the early 1930s, amounted to a family of engines which made their debut in 1955 and survived, with many updates, until the 80s. Capacities ranged from 4.3 to a mighty 7.5 litres. More extreme examples were known as High Output, Super Duty and the slightly misleadingly named Ram Air. PICTURE: 1957 Pontiac Bonneville Buick Nailhead Mk2 (1957) Buick thoroughly designed the Nailhead for 1957 but retained the original engine’s relatively small valves and big-bore, short-stroke layout. Many of these units were known as Wildcat, though the unofficial Nailhead name is still used. These engines were also considerably larger than their predecessors. They started out at 6.0 litres, and by 1963 Buick had taken the design to 7.0 litres. This was roughly the same as the contemporary second-generation Chrysler Hemi V8, which was so large it was known as the Elephant. Chevrolet Big Block (1958) Known as the Rat motor to distinguish it from the Small Block, which was nicknamed Mouse, the Chevy Big Block was originally intended for use in trucks and heavier cars. It is now regarded as being in its seventh generation, but there is a clear line of gradual evolution between today’s engine and the one introduced in the late 1950s. As used in production vehicles, capacities have ranged from 5.7 to 8.1 litres, but GM currently offers a crate version measuring 9.4 litres. Sonny Leonard’s Godfather dragster engine, which is loosely based on the Big Block, is even more extravagant at 16.5 litres. Buick/Oldsmobile 215 (1961) In the early 1960s, Buick created an all-aluminum 3.5-litre small-block V8. Oldsmobile produced its own version, which differed from the Buick only in detail. Both engines had very short lives in their original forms, but they were taken on and developed by other companies in the UK and Australia. Rover bought the rights to the Buick motor and transformed it into its own V8, which powered a great many mainstream, specialist and home-built cars for decades afterwards, including the first two generations of the Range Rover. The Oldsmobile became the basis for the Repco V8, which powered the Brabham cars used by Jack Brabham (1926-2014) and Denny Hulme (1936-1992) to win the 1966 and 1967 Formula 1 World Championships respectively. Oldsmobile Turbo-Rocket (1962) Oldsmobile turbocharged the 215 for the same reason so many manufacturers use turbos today – to achieve a combination of superior performance with better economy due to the fact that an off-boost turbo engine uses relatively little fuel. The Turbo-Rocket, as it was known, appeared briefly in the Jetfire, a derivative of the Oidsmobile Cutlass, which was one of the first turbocharged production cars. High cost, poor reliability and consequent disappointing sales limited the Jetfire’s production life to just two years and 9607 examples. Oldsmobile V8 (1964) The second V8 designed in-house by Oldsmobile was by far the longest-lived, remaining in production from 1964 to 1990. There were many variants in both small- and big-block forms, with capacities ranging wildly from 4.3 litres (in an economy version introduced in 1975) to 7.5 litres. In this era, engines created by one GM brand were often used by at least one other. The Olds V8 found its way into Buicks, Cadillacs, Chevrolets, Pontiacs and even the GMC Motorhome (pictured). Buick 300 (1964) The all-aluminum Buick 215 was replaced by the 4.9-litre 300, which had iron blocks from the start and soon gained iron cylinder heads too. The 5.6-litre 340 and the 5.7-litre 350 were larger derivatives of the same engine. The 300 family was used extensively in Buick models and in the independently-produced Apollo GT sports car. GM even allowed one of its traditional rivals to fit it to Jeep vehicles in the late 1960s and early 1970s. In those applications it was known as the Dauntless. PICTURE: 1968 Jeep Wagoneer Buick Big Block (1967) Buick phased out the Nailhead in favor of a new V8 known as the Big Block. This started out at 6.6 litres and was expanded first to 7.0 and then to 7.5 litres. This engine would become a victim of the Malaise Era that began in 1973, characterised by enormous engines which used a lot of fuel and created significant pollution to no great effect. The 7.5-liter Buick V8, known as the 455, was a typical example of this, and was withdrawn in 1976. Buick has not designed an engine as large as this one since then, and almost certainly never will. PICTURE: 1975 Buick Electra Holden V8 (1969) Australian high-performance cars have frequently been powered by engines from North America, but during the late 1960s GM’s Holden arm developed its own V8. A classic design with a 90-degree angle between the cylinder banks and two pushrod-operated valves per cylinder, it was continuously developed over three decades, and appeared in sizes ranging from 4.1 to 5.7 litres, latterly with fuel injection rather than the original carburettors. Competition versions were used successfully in Touring Car racing (winning at Bathurst 1000 several times) and in Formula 5000 single-seaters. PICTURE: Holden Torana LH SLR, 1974 Oldsmobile Diesel (1978) In response to an increasing demand for good fuel economy, Oldsmobile developed a diesel-fuelled version of its second-generation V8. It quickly developed a reputation for being one of the most terrible engines ever produced by General Motors. Among other problems, it had the same number and type of cylinder head bolts as the gasoline V8. The high compression ratio typical of diesel engines did a good job of pushing the heads away from the block, which rapidly led to a series of unfortunate events. A V6 derivative was less problematic, but the V8 suggested to North American buyers that diesels were not worth considering for cars. Volkswagen would later try and popularise diesel once again in the early 21st century, with results that can fairly be described as disastrous. PICTURE: Oldsmobile Toronado Pontiac 301 Turbo (1980) Nearly two decades after Oldsmobile had done something similar, Pontiac turbocharged the 4.9-litre version of its V8 engine. This wasn’t simply a case of slapping on a compressor – the block was stronger than that of the naturally-aspirated unit, and there were several internal changes. The 301 Turbo was available only in the 1980 and 1981 model years, the last two of the second-generation Pontiac Firebird Trans Am (pictured). Cadillac 8-6-4 (1981) The name of this engine hints at its party trick: in the interests of fuel economy and low emissions, this 6.0-litre V8 could operate on six or even four cylinders if it sensed that current conditions did not require it to produce a lot of power. Cylinder deactivation was nothing new (the engine in the unique Schebler car of 1908 could operate as either a V12 or, by disabling one of the carburettors, a straight-six). But Cadillac tried to control it electronically, and the available technology in terms of computer processing power simply wasn’t up to that in a fast or reliable enough fashion. Cadillac dealers quietly told buyers to switch the system off if they didn’t want to spend a lot of time by the roadside, hood up. It would be a long time after 1981 before engine management systems could successfully deal with this sort of thing. PICTURE: 1981 Cadillac Seville Cadillac High Technology (1982) The failure of the 8-6-4 forced Cadillac to bring its new V8 to market earlier than planned. Insufficiently developed by 1982, the original 4.1-litre version known as the HT-4100 became known almost immediately for poor reliability, and it is now referred to in similar terms to those used for the unfortunate 8-6-4 and Oldsmobile Diesel. The High Technology was later improved and enlarged, first to 4.5 litres and later to 4.9. These engines have a much better reputation than the HT-4100. PICTURE: 1981 Cadillac Fleetwood Detroit Diesel V8 (1982) Better known at the time for its two-stroke engines, Detroit Diesel (then owned by GM) created a 6.2-litre V8 in the early 1980s. This was replaced around a decade later by a 6.5-litre version which was often turbocharged. The engine was first used in the C/K pickup truck (pictured) marketed by both Chevrolet and GMC. It also found a home in other, quite different vehicles including the Chevrolet Suburban SUV and the Hummer H1. Chevrolet Small Block Mk2 (1992) While the original Small Block was still in production, GM introduced an almost completely new successor. Initially rated at 300hp, the 5.7-litre V8 made its debut in the 1992 Chevrolet Corvette. A 330 hp version arrived four years later, and there was also a more economical 4.3-litre short-stroke. This Small Block was discontinued in 1997, but by then it had appeared in a wide variety of cars, including several Chevrolets, the Pontiac Firebird, the Buick Roadmaster and the Cadillac Fleetwood. PICTURE: Chevrolet Corvette Cadillac Northstar (1993) For a large American V8 of the 20th century, the Northstar was remarkably complex, with twin overhead camshafts and four valves per cylinder. It made its debut 4.6-litre form in the Allanté (pictured), and subsequently appeared in many other Cadillacs, often as a supercharged 4.4. The Northstar was also used in the Pontiac Bonneville and Buick Lucerne, and – as a 4.0-litre twin-turbo producing 650 hp – in a sports racing car which competed in the American Le Mans Series. Oldsmobile Aurora (1995) Officially called the L47, this V8 is more commonly known by the name of the only GM-built car it was ever fitted to. Closely related to the Cadillac Northstar, it was also used in the limited-production Shelby Series 1 roadster. Sharing its 4.0-litre capacity with the Northstar race engine, it produced 250 hp. Oldsmobile created a 215 hp 3.5-litre V6 derivative which has become known as the Shortstar. Both versions were discontinued when GM closed down the Oldsmobile brand in 2004. Chevrolet Small Block Mk3 (1997) Often referred to as the LS, the third-generation Small Block had almost no connection with the previous two. It was effectively a clean-sheet design, though unlike the earlier Cadillac Northstar it had the traditional arrangement of two pushrod-operated valves per cylinder. Available in capacities from 4.8 to 6.0 litres, the LS was produced in many forms, and appeared in all sorts of Chevrolets from the Corvette to the Express (pictured), along with Buicks, Cadillacs, GMs, Holdens and the Isuzu Ascender. Duramax V8 (2000) Duramax is a family of V8 diesels built by DMAX, a joint venture between General Motors and Isuzu. The first came off the line in July 2000, and production reached two million in March 2017. All full-scale Duramax engines (as opposed to the smaller units known collectively as Baby Duramax) are of 6.6 litres, and are used in commercial and private trucks and vans. A 4.5-litre version was announced but then put on indefinite hold shortly after the global financial crisis of 2008. PICTURE: 2022 Chevrolet Silverado 2500 HD Chevrolet Small Block Mk4 (2004) The Small Block was so thoroughly updated in 2004 that it is considered to have entered a new generation. First available in the 2005 model year Corvette and the Chevy SSR retro pickup, its capacities ranged from 4.8 to 7.0 litres. In power terms, the highlight was the supercharged 6.2-liter version fitted to the Corvette ZR1, which was rated at 638 hp. Offered with both variable valve timing and cylinder deactivation (or ‘displacement on demand’), the engine appeared in a great many GM products including the Hummer H3 and the Saab 9-7X (pictured). Chevrolet Small Block Mk5 (2013) The current Small Block retains the traditional two valves per cylinder and pushrod operation, but is otherwise thoroughly modern, with new cylinder heads, direct fuel injection and active fuel management. It has been used in sports cars, the fastest of today’s Cadillacs, and also in heavier vehicles such as the Cadillac Escalade (pictured). In addition, a naturally-aspirated version of the unit became the first engine placed in the middle of a Corvette, when the eight-generation version of the nameplate arrived in the 2020 model year. Cadillac Blackwing (2018) In almost complete contrast to the Small Block, the Blackwing was a 4.2-litre V8 with two overhead camshafts per cylinder bank and two turbochargers. It first appeared in 550 hp form in the Cadillac CT6-V. Only 275 examples were earmarked for production, and all of them were pre-ordered almost immediately. A detuned 500 hp Blackwing was later offered in the Cadillac CT6 Platinum. The engine was never fitted to anything else. Despite its name, the CT5-V Blackwing was powered by the 6.2-liter supercharged fifth-generation Small Block, to the annoyance of some Cadillac enthusiasts. Chevrolet LT6/LT7 (2022, 2024) The current LT6 and LT7 units will perhaps be two of the final V8 engines made by General Motors. Unlike any of the Chevy Small Blocks, the 5.5-litre LT6 (also known as the ‘Gemini’) has twin overhead camshafts and a flat-plane crankshaft, and can rev to 8600rpm. It made its first appearance in the C8-generation Corvette Z06 (pictured) in 2022. Meanwhile, the LT7 was developed in tandem with the LT6, and retains a displacement of 5.5-litres. However, with a larger combustion chamber, strengthened pistons and a pair of mono-scroll turbochargers, power is boosted to 1064 hp. In 2024, the LT7 debuted in the brand new Corvette ZR1, which has since set a top speed record of 233mph – making it the fastest American production car of all time. If you enjoyed this story, please click the Follow button above to see more like it from Autocar

6/21/2026

With 151,000 miles on the clock, it's done well so far, but there's still plenty to go wrong Dan Eve is a member of Surrey 4x4 Response, an organisation formed of 4x4 owners who volunteer their time and personal vehicles to assist local authorities, the emergency services and volunteer agencies during major emergencies and severe weather. It explains why he owns a Land Rover Discovery 3, but for all its 4x4 capability, is it a vehicle he can actually depend on? "There isn't a good or a bad Discovery," he says. "They all share the same faults. It's when they happen that differs. Among the faults are water leaks and suspension wear. Mine's currently sitting in off-road mode - about 100mm higher than in its lowest position. Go off-roading in this mode and it's easy to get grit under the suspension airbags, which can puncture them. To avoid that happening, you should always jet wash the suspension after going off-road but people don't. "There's not much you can do to prevent the crankshaft from snapping on cars from 2008, though. Irrespective of how the engine has been serviced, it will probably let go at some point." Dan's Discovery is a 2006-reg 2.7 V6 diesel automatic in XS trim. He bought it three years ago with 131,000 miles on the clock. It's now showing a nail-biting 151,000. "I'm a mechanic and had known the car for five years before I bought it, so I knew how much money had been spent on it," says Dan. "It's okay, for now. "I had a Disco 2 before but the 3 is easier to get child seats into. There's more space through the rear door aperture. Each generation has its pros and cons, although I have less faith in my car than in the Disco 2 because it has so many more electronics. For example, my car's transfer box is electrically operated, as also is the electronic handbrake. It has tyre pressure warning too. Just a bit of water somewhere can cause a world of problems. I certainly wouldn't buy newer than a Disco 3. The 4 has even more electronics." Dan's not really selling his Discovery to me but then he remembers why he has a 3. "Comfort-wise, thanks to the front and rear air suspension, it's much more comfortable than the 2," he says. "The engine has a lot of power and can put it down very well too. We've done training exercises where we've tried moving all sorts of things and it does so without fuss. It will even pull an 18-tonne truck. I reckon that in low range it would pull a house down if you let it!" Dan's Disco has the obligatory snorkel but he warns against taking older cars like his into floods: "I've taken this one into water up to the middle of the headlights, which is when you find the door seals aren't as good as they once were Even now, three years after he bought it, he's still discovering things about the car. "Last week I realised that not only are the front seats heated but the rear ones are too," he says. Dan certainly puts his Discovery through its paces. Most recently, he and fellow Response members were at the Goodwood Revival, helping out. "We towed over 1000 vehicles including lorries, buses and vans, as well as cars, out of the mud," he says. A Discovery may have its faults but when the going gets tough...

6/21/2026

A Kuga should be on the hit list for those hunting for an affordable family SUV Kuga is now a familiar name within the Ford stable. The current model has been around since 2020, when it replaced the hugely popular Mk2 with a spread of new powertrains to suit almost any buyer, plus a slicker new design and a more spacious interior. It has aged well and, with early examples now available from just £8000, it's increasingly attractive as a do-it-all family hauler for those on a budget. If you're coming from a Mk2 Kuga, you will notice the increase in size: it's almost 100mm longer and 50mm wider, although also 20mm lower to aid aerodynamics and 90kg lighter in the name of efficiency. The biggest benefit of the size increase is class-leading rear space. The 60/40-split folding bench also slides 150mm fore and aft so you can choose from limo-like leg room, an enormous (645-litre) boot or indeed a pleasing compromise. The interior feels a little low-rent in places, but there are some nice squidgy materials too, and the seats are comfortable and supportive. From launch, the Kuga ran Ford's Sync 3 infotainment system through an 8.0in touchscreen prominently positioned atop the dashboard. Its resolution and speed are poor by current standards, but then these cars also feature lots of physical switchgear, so quick adjustments are easy on the move. A facelift in 2024 brought a larger (13.2in) and slicker screen, which made the infotainment much easier to use but unfortunately also wiped out most of the physical controls. Apple CarPlay and Android Auto are standard, while an excellent Bang & Olufsen stereo features on Titanium trim and above. There's also a lot to like about the Kuga on the road. It rides and handles very nicely for the most part: typical of Fords are the pliant ride, secure body control and direct steering. If you're coming out of a Focus, you might miss the outright sense of agility that can be exploited in corners, but it has most other mid-sized SUVs beat for poise and responsiveness. That said, the plug-in hybrid powertrain adds another third to the kerb weight, which translates to a stodgier dynamic character and a more fidgety ride (the springs are firmer to cope with the extra weight). It's just about acceptable, though, except when paired with the yet stiffer springs and larger wheels of sporty ST-Line trim. The PHEV is a popular option, however, offering about 30 miles of real-world electric range. It doesn't command much of a premium over other versions, so it's worth a look if you can charge at home. If you can't, there's also a full hybrid with the same Atkinson-cycle 2.5-litre petrol four, although it's down on power (188bhp versus 222bhp) and won't achieve the same economy highs (although 50mpg is doable in mixed, mostly urban, use). Both types of hybrid are let down by the use of a CVT, which induces engine mooing and makes them feel slower than you would expect. Thankfully you can get a regular automatic gearbox by opting for the 187bhp 2.0-litre four-cylinder diesel. Curiously, if you want a manual shift, you must sacrifice 39bhp and accept mild-hybrid tech. Either version should hit 60mpg in mixed use, and the same goes for the 118bhp 1.5-litre diesel manual. If petrol power is your preferred choice, there's a 1.5-litre turbo four in two states of tune. The 118bhp version lacks punch but the 148bhp one makes a good all-rounder. Both are capable of 45mpg and paired exclusively with a manual gearbox. What to look out for Timing belt: The 2.0-litre EcoBlue diesel engine has a wet belt, which can fail unpredictably and is expensive to replace routinely. Regular servicing - yearly or every 10,000 miles - should slow degradation, at least. PHEV powertrain: Shortly after launching the PHEV, Ford found that contamination in the battery cells could cause a short circuit and potentially a fire. Owners were asked not to charge their cars and drive only in EV Auto mode. Ford eventually replaced the battery of affected PHEVs; check this has been done. 12V battery: A 12V battery drain can leave the car dead after sitting for just a few days. The culprit is often the telematics modem or FordPass phone app, which prevents the car from entering 'deep sleep' mode. Some owners have a higher-capacity AGM battery fitted under warranty. You can check the voltage by holding the 'OK' button on the steering wheel while firing the ignition. Interior: Door rattles are a persistent complaint. The door cards, particularly on ST-Line models with the Bang & Olufsen sound system, are prone to buzzing. Press your elbow against the door card during the test drive: if it creaks excessively, it could drive you mad on the motorway. The rotary gearshifter has been known to get stuck or fail to engage park properly, leading to 'shift system fault' warnings. Wheels and tyres: PHEVs ride firmly, but sticking to the standard 18in wheels can mitigate this. PHEVs also chew through front tyres with their additional weight and power. Also worth knowing Four-wheel drive is available on the full hybrid and standard on the punchier 2.0-litre diesel. All other Kugas are front-driven. Entry-level Zetec trim has front and rear parking sensors, cruise control and phone mirroring, while Titanium adds LED headlights, a rear-view camera and a digital instrument cluster. ST-Line offers sports suspension, sports seats and meaner-looking bumpers, with ST-Line X adding 19in alloys, heated front seats and a panoramic sunroof. Vignale tops it off with full leather, an electrically adjustable driver's seat and a head-up display. Most Kugas are £195 a year to tax, but those less than five years old with an original list price of more than £40,000 will be £620. Insurance groups range from a reasonable 10 to 26. How much to spend  £8000-£11,999 A mix of higher-mileage cars, with trim level having a larger bearing on value than powertrain. £12,000-£19,999 A vast choice of pre-facelift models in every specification. £20,000-£29,999 Facelifted cars, including low- mileage, high-spec ones for as much as £20,000 below list price. £30,000-£50,000 Prices for new Kugas start at £33k, but shop around and you can get a pre-registered Vignale for that. An owner's view Alfie Castle: "I've had my 1.5-litre EcoBlue ST-Line Kuga for two happy years. I settled on the diesel because I regularly drive long distances. So the diesel particulate filter isn't a problem, plus I've seen close to 60mpg. I've yet to be disappointed by the car, although the touchscreen is a bit slow to react sometimes."

6/21/2026

The newest, maddest Atom has 799bhp per tonne – enough for total sensory overload Going parachute jumping in a storm-force wind isn't something your author has ever done but, thanks to the Ariel Atom, I feel oddly familiar with the idea. To appreciate the full effect, you need a proper circuit-and quite a quick one at that. Somewhere you can get this totally tubular flyweight driver's car near the business end of its rev range in fifth and sixth gears, well beyond 100mph, just to feel what it's like. And what it's like is... well, fresh. Breezy, if you prefer. To me, parachuting through a hurricane covers it nicely. For a driver, few cars better illustrate and juxtapose the parallel influences of mass and drag on a moving object – and exactly where and to what extent the reduction of one can seem to rapaciously feed the other. The Atom has very little bodywork to speak of. It's a gorgeous, scantily dressed spaceframe with exposed just-about-everything, a nose cone that's barely much larger than a motorbike fairing, and a Perspex 'windscreen' that is about the size of a deck of playing cards. It is the back-to-basics, less-is-more, simplicity-is-king driver's car taken to its apogee. And, yes, it is fast. But, due mostly to that dedication to its particular agenda, it does rather begin to slow down if you go fast enough if only in a manner of speaking. What actually happens is that above about 120mph, the car's rate of acceleration is - quite suddenly and very plainly - curtailed (which doesn't amount to actually slowing down, I grant, but humour me). It hits a wall of air pressure created by its own unapologetically irregular shape. It's one you clearly can't see but you can certainly hear and feel it, as it simultaneously presses on and lifts off your racing helmet, buffets your torso and limbs, and acts like a natural speed damper for the car you're driving. Ariel Atoms of various sorts have been pushing and probing away at that wall for a little over a quarter of a century. But, in celebration of the special anniversary of this unique sports car, the Atom 4RR has arrived-armed to the teeth to smash its way through that wall. And where better to explore its potential to do it than the self-proclaimed fastest motorsport venue in Britain: Thruxton racing circuit. Anatomy of a 4RR The key thing to understand is that this isn't another Atom V8. Rather, it's powered by a very special version of the Honda 'K20C' 2.0-litre turbo four-pot engine, of which the company's stockpile remains apparently unexhausted. After 100 hours of expensive, by-hand overhaul, it gets closed-deck cylinder sleeves, forged pistons and conrods, a completely new motorsport-spec cylinder head, new 1400cc fuel injectors and a whacking great turbo running at up to 1.7 bar of boost. The end result – if you're brave enough to dial the engine map knob all the way up to '3' – is staggering peak power of 525bhp at, gulp, 8200rpm. More than the 2011 Atom V8 had. Thirty per cent more than the last fast Atom, the 2023 Atom 4R, had. It's an absolutely unhinged amount of revs and grunt, in short, for a pint-sized car that has always seemed like the antidote to aerofoil-bodied, ground-effect, modern racing prototype-style track cars – except that now it suddenly seems interested in challenging them on their home patch. While they're available on an Atom 4R (and even a regular Atom 4, if you like) as an option, the 4RR's standard front and rear wings – painted angry-hornet black and yellow – certainly make that confrontational sense of track purpose apparent. The car gets shorter, stiffer inboard coil suspension springs than the 4R too, plus enticing, fully adjustable Öhlins dampers, which Ariel has been offering for some time on other Atoms, as standard. Its engine-cooling sidepods are larger than the 4R's and its lightened, wing-section suspension wishbones are attached to axles and hubs that make wheel geometry easier to adjust. It has new AP Racing brakes up to 310mm in disc diameter – the largest that will fit inside the Atom's staggered forged wheels. And because every bit of bodywork on the car that might be made out of carbonfibre actually is made out of carbonfibre, the 4RR weighs slightly less than a 4R and a good 50kg or so less than a regular Atom 4. And what about downforce and drag? Well, here we must understand that Ariel isn't like Aston Martin, Ferrari or McLaren, and can't just negotiate a fortnight in the Formula 1 team's wind tunnel. When I asked Ariel's Henry Siebert-Saunders – the most superbly affable, straight-talking managing director of a car company that you could ever meet – how much better a 4RR sticks to the track at high speed than a regular Atom, he smiled and suggested "quite a lot better". But he also admitted that he couldn't put numbers on it. Are those wings just cancelling lift? Might they actually cut drag rather than increasing it, by better directing the air pressure where it would otherwise build up? Do they achieve more for aerodynamic balance of load than in outright downforce? Shrug, grin. "We've got our suspicions, but you could just go and find out for yourself." The fast show Autocar hasn't used Thruxton much for road car testing over the past few decades, not least because it's just so fast and learning how a road car performs and handles well beyond 100mph wouldn't seem to be the best way to inform yourself about how rewarding and capable it might be in everyday road driving. There are plenty of hot hatchbacks and sports cars that would simply feel out of their depth here – underpowered, underdamped or in some other way outmatched by the sheer speed of the place. Thankfully, we haven't come along with anything at risk of that. To allow me to get familiar with the track's notoriously fast, sweeping curves before I also have a hypercar-level power-to-weight ratio to worry about, we have the excellent BMW M2 CS, which we already know to be a fabulous, entertaining and very capable track car. It has almost identical peak power to the Ariel, but more than twice as much weight. Thruxton ARDS track driving instructor Andrew Franklin gives me the guided tour. He points out not only where the racing line goes but also where on the expansive, inviting asphalt you really don't want to be especially at the kind of cornering speeds that few circuits other than Thruxton routinely create. He does it all in that calm, understated, matter-of-fact way that only someone who's seen plenty of people explore those no-go areas, to their cost, can command. Then, it's into the M2 and off we go. Jeepers, this place is wide. It looks that way, at least at first-when you're leaving the pit lane at fairly moderate pace. Big speed has a way of making what once looked wide seem quite a lot narrower, though. The track is not serpentine, but it is demanding and it certainly has enough gradient and camber to give your suspension a workout. Carrying big speed is only possible if you're exact in your positioning of the car. There's a gentle crown on the track in places and, if you're three feet off line into either the Allard or Goodwood bends, for example, it has a way of sucking you even further wide. When the car's not where it should be, it's far better to ease off and try again next lap than to risk keeping your foot in, wrestling it back to where it ought to be – and failing. Still, the BMW handles it all. It's really secure in the quick sections, the Michelin Cup tyres warming through and switching on tangibly, and keeping the car pointed true and locked on line. It has some M-car-typical power-on handling exuberance in the tighter corners, mind you, which the 10-position traction control quells as progressively as you fancy. The biggest hurdle it struggles with is high-speed body control through the super-quick Village, Church and Brooklands curves. Sport damping mode feels overly firm and grabby here. It's better to soften off the suspension and let the car's 1700kg ride the bumps fast and straight – albeit with plenty of heave at what can be well above 130mph. Now for the 4RR After two five-lap stints in the BMW, I'm down to a 1min 29.5sec lap time and a peak speed of 147.2mph before braking for Club. Baby steps. Given another half hour to devote to it, it feels like a 1min 27-something would be possible. But it's time to move on. Driving the Atom 4RR is more like clinging to a motorbike than piloting the M2 in so many ways. You're considerably more exposed – even if the car's relatively accommodating seat adjustment and perfectly placed steering wheel and pedals begin to reassure you before you've even turned a wheel. The engine catches and growls to a loud, hard-edged bark that's quite classic four-cylinder in character, with less turbo hiss and flutter than I was anticipating, so it's not that intimidating. In some ways, the pneumatically actuated paddle-shift gearbox helps you out too, because from leaving the pit lane to re-entering it, you simply don't need the clutch pedal. If you're long-legged like I am, you can move your left foot off the third pedal completely, get your left thigh out of the way, and make more room around the orbit of the heavy but superbly communicative steering wheel for your hands and forearms. I'm only in Engine Map 1' and already the car feels rapid – and not at all in a boosty, 'pin it and hold on' sort of a way, but instead really instantly, progressively responsive. The car appears almost weightless for my first few laps, bristling with energy, feedback and immediacy, and almost exempted from inertia. It doesn't handle with the litheness or delicacy of a regular Atom, on account of the forces you have to exert. But it's so effortlessly controlled with its vertical body movements. Those long-wave inputs along the faster sections that so upset the M2 are driven over even more quickly, but also as if they simply don't exist. After a quicker couple of laps in 'Map 3', I'm in need of 10 minutes in the pit lane to gather myself, process the sheer pace and consider where, and how, the 4RR can 'extend'. This car is monstrously fast. It's linear enough in its power delivery that you can easily forget to rev it out all the way to 8000rpm, with plenty of boost and huge accessible urgency lower down. It's also savage enough to make you squeeze through the farther reaches of the accelerator travel, even in fifth and sixth gears, because every few millimetres of pedal makes a difference and pulls at the horizon that bit harder. Where's the Atom's familiar wall of drag? Missing, presumed exploded into smithereens. The 4RR sails past 130mph, then 140mph and 150mph, and just keeps going with unrelenting appetite, but no evidence of lightness at the steering or any instability. Keep your foot in. Watch the shift lights. Grab another gear when you need it. Hold your nerve. Be brave enough to tear your eyes away from the buzzing, blurry world ahead for just long enough to check the digital speedo. Don't miss your braking point. And don't forget to breathe. The result? A lap time of 1min 23.3sec at the end of my second five-or six-lap stint, a peak speed of 162mph – and that familiar, inevitable feeling, which all Atom drivers know, that the car's got so much more and is ready to go quicker, if only you can get on its level. To be fair, it doesn't take a £250k Atom 4RR to make you feel that, but seldom, in this tester's experience, is it any more potent or prevailing. The most remarkable thing of all is that the 4RR still handles like an Atom. It just does it all at greater speeds. The way it rotates through slower corner apices on a trailing throttle, reminding you where its weight is and offering up catchable, exploitable slides. The way it nudges into stabilising understeer in faster bends, letting you know right where the edge of adhesion is. The way every little move that the car makes, and every frisson of feel, somehow tells you when you're in the right place, at the right speed, doing the right thing – or warns you when you're not. I wonder how much silver plating the spaceframe would have added to the price of this car? Or to its kerb weight? It's a seriously daft idea, but I can't imagine many other ways that the Atom 4RR could have been made even more spectacular. You can rest assured the aero works. The car's big mission is accomplished. "The wall' lies in ruins. And in any list of ultimate modern track-day cars you might care to compile - especially if you like them wild, rapid, physically challenging and massively rewarding – this thing deserves serious ranking consideration. Verdict: Ariel Atom 4RR Fast and visceral on track, in ways beyond any other Atom there has ever been, but still wonderfully engaging, enigmatic and inimitable. Verdict: BMW M2 CS M2 CS takes a challenging circuit mostly in its fast, capable stride. Fun and playful; serious and stable; but still wonderfully engaging, enigmatic and inimitable. Specifications   ARIEL ATOM 4RR BMW M2 CS Rating 5/5 4.5/5 Price £249,600 £92,475 Engine 4 cyls in line, 1996cc,turbocharged, petrol 6 cyls in line, 2993cc,twin-turbocharged, petrol Power 525bhp at 8200rpm 523bhp at 6250rpm Torque 406lb ft at 5200rpm 479lb ft at 2750-5730rpm Gearbox 6-spd sequential, RWD 8-spd automatic, RWD Kerb weight 657kg 1700kg 0-62mph 2.4sec 3.8sec Top speed 175mph 188mph Fuel tank 40 litres 52 litres Economy 25mpg (est) 28.2mpg CO₂, tax band na 226g/km, 37%

6/20/2026

These two cars are similar in size, ethos, power, purpose and marketing. Why? It feels to me like the new electric Mercedes-AMG GT 4-Door Coupé will be the best indication yet of how we should expect Jaguar's upcoming Type 01 GT to perform when it eventually goes on sale. There have been big, expensive and fast electric cars on the market before, of course. They're still there. But the most powerful variant of the Porsche Taycan, the Turbo GT, and the Tesla Model S Plaid are variants within rather larger model ranges. And the big Lotus electric saloon is, after all, just a Lotus - which I don't mean to be a slight on the Emeya, but it and the Eletre SUV are such departures from the traditional Lotus line-up that one could almost consider it to be a new marque in its own right. Meanwhile, the new GT 4-Door Coupé comes from AMG, a consistent brand (albeit a subsidiary of a larger one) that sells a limited number of expensive luxurious and fast cars - not unlike Jaguar in some respects. (Also it has a history of using a nice rorty V8, like the one it's going to reintroduce in the upcoming Mythos variant of the CLE 63 coupé, which has until now been available only with a straight six.) The electric GT 4-Door Coupé, then, is a car of serious significance but not a radical departure in its aims from the cars the company typically makes. It's only a radical departure in terms of how it's powered. One could view the new Jaguar similarly: it is, after all, a big car on the outside, a compact one inside, with a long bonnet and plenty of performance. Jaguar has made loads of cars like that over the years, to the extent that it's now showing the XJ-S in its advertising for the Type 01. While there are parallels to both projects, they also both contain - let's put this diplomatically - rather different takes on the more recent design language of the two companies. When the GT 4-Door Coupé was previewed by the GT XX concept car, it didn't create quite such a stir as Jaguar's Type 00 concept, and I don't suppose it was really meant to: the company doesn't need the same kind of reinvention. But the AMG production car has arrived with some fairly polarising looks. I tend not to comment too much about aesthetics unless a car is widely considered glaringly beautiful or a massive gomper, because you've got eyes, but I don't think it's overly controversial to say that the new GT 4-Door Coupé is an unusual-looking car. More so than the concept that it vaguely resembles. AMGs don't usually take such a departure from the models around them. The Type 01, we're told, will much more closely resemble the Type 00 - and that, you will remember, was a very polarising concept. That was caused as much by the messaging that came along with it, amplifying the attention the design received. Jaguar had courted that but was eventually entirely overwhelmed by it and has since somewhat rowed back from it. Buying the new Jaguar might be a statement purchase in a way that buying the new AMG may not be. But if you can separate the attention from the cars, I think what we're looking at are two reasonably similar cars in size, ethos, power and, ultimately, purpose. The GT 4-Door Coupé has arrived first, so it will be intriguing to see how well it sells, as an indicator of how well the Type 01 might perform. It's true that the AMG is but one model in a larger line-up, which is again only one part of a much larger Mercedes range. For Jaguar it's rather different: so much of the brand's future, and indeed the wider company's future, will follow from the success or otherwise of a very fast, expensive, electric coupé - a type that hasn't recently demonstrated it sells in vast numbers. JLR recently denied reports that it was working on a combustion-engined range-extender version of the Type 01, and such was the vehemence of that denial that you have to take it at face value. But I suspect JLR will be keeping a very close eye on the kind of production numbers AMG can achieve in the run-up to the Type 01's release.

6/20/2026

Twisting, 12.42-mile hillclimb is an icon – and one of the most gruelling races of the year There are hillclimbs and then there's Pikes Peak. Cars have been driven up steep roads against the clock for about as long as motorsport has existed but, unless someone builds a paved road to the summit of Everest, it's unlikely that any hillclimb course will ever match the twisting, 12.42-mile, hairpin-riddled road to the top of this Colorado mountain. With its raw nature and extreme dangers, Pikes Peak-the 104th running of which takes place this weekend - is reminiscent of the Isle of Man TT: if it wasn't such an ingrained piece of motorsport history, it couldn't possibly exist today. The pile of health and safety paperwork would probably rise higher than the mountain's 14,115ft summit. The reputation of Pikes Peak arguably exists because the hillclimb's one-off nature and bespoke rulebook mean it's incredibly malleable, allowing manufacturers and drivers to shape it in their image. Think Pikes Peak and you might picture Ari Vatanen in a Peugeot 405 T16, one hand raised to shield the sun from his eyes, the other deftly applying opposite lock as he power slides around a bend. Perhaps you picture Rod Millen in his succession of Toyotas, Nobuhiro 'Monster' Tajima in his monstrous Suzukis or Sébastien Loeb putting Peugeot back on top of the literal mountain a few decades after Vatanen with the 208 T16. Or maybe your brain is still trying to compute the electric Volkswagen ID R seemingly defying the laws of physics as Romain Dumas charged to a still-standing hill record in surreal near-silence (well, apart from a compulsory siren more annoying than any ADAS bong) back in 2018. Yes, the event has changed greatly over time - not least because the 156-hairpin road to the summit is now fully paved. Don't think it's any less challenging, though: the brutal conditions at elevation mean the road is constantly shifting and adjusting; no two runs are the same. The efforts of Vatanen, Loeb and Dumas resonate in part because they were as much marketing stunts as motorsport endeavours. Indeed, Vatanen's ascent was immortalised in the thrilling Climb Dance video, which you really should devour on YouTube after reading this. But what I really love about Pikes Peak is that, while those big-budget manufacturer efforts pop up every few years to bring attention to the event, the hillclimb is really an amateur competition at heart. The bulk of the brave drivers who flock to Colorado each year are privateers with home-brewed machines and big dreams. They're not there for glory but to test themselves on an unrivalled stage. The spectators might be even tougher. There's only one road up Pikes Peak-and it's needed for the competitors. So spectators have to drive up the hill long before dawn on race day, and they can't descend until the event finishes many hours later. Add in unpredictable weather (it can be baking hot at the bottom yet snowing at the top, even in summer), a lack of oxygen and exposed vantage points, and spectating at Pikes Peak is a challenge in itself. It's worth it, though: they don't make motorsport events like this any more.

6/20/2026

Leggy ex-taxi proves just how far Toyota's hybrid hatch has come in the pursuit of efficiency and dynamics My wife had a drive of the Autocar Prius this week while her (our) BMW Z4 was in the shop. "Super-boring car" was her three-word review. I found that assessment harsh but, honestly, I'd started to have similar thoughts myself as it approached the 6000-mile mark. The latest Prius is designed to do one thing: be as efficient as possible. This is something it is very good at. But, like most things that are designed for one specific purpose, it can fall short in other areas - in this case how well it drives, especially on longer-distance journeys. An example of familiarity breeding contempt, perhaps. To get some perspective and see how much progress the Prius has made over the generations, I spent some time in a Mk3 car. Like so many other Mk3 Priuses, the car had lived its life as a taxi, racking up almost 300,000 miles in the process. It wasn't a ratty old car, however. Quite the opposite. It was bought for just under £3000 by eBay, which then used new and pre-owned parts from its own online marketplace to restore it. Those parts (worth £1865) included new tyres, brake discs, pads, lights, floor mats and seat covers - even a new steering wheel. The result was a car that felt well loved rather than well used. My first impressions were that our current-gen Prius is far better-looking than its grandparent, but that the Mk3 is more practical, despite both cars having almost identical dimensions. The old car is notably easier to enter and exit, thanks to its less raked shape. Inside, the Mk3 has a much more quirkily designed cabin than that of the current car, one that very much captures the 2009 zeitgeist. Regardless, I could see how the older model informed the new one, with their shared focus on physical controls, plus a similar drive selector layout, raised centre console and digital speedometer that sits just below the scuttle, acting like a faux head-up display. One thing did throw me, though: the foot-activated parking brake. I've driven many cars both old and new but have never come across a post-2000s car with one of these. It felt a bit like the controls had been lifted from a ride-on lawnmower. On the road, the old Prius put the new one in a much better light. It felt heavy, it handled a bit like a boat and the powertrain (a 1.8-litre petrol four plus an electric motor) really struggled when an incline became more than a modest slope. In more city-focused situations, the Prius felt more comfortable. For example, its EV mode came to the fore at speeds of up to 30mph and offered around 11 miles of engine-off range, although it actually seemed like more. Combined with the good provision of space inside, it was easy to see why this car was so popular with cabbies. However, as Joni Mitchell had it, you don't know what you've got till it's gone. Back in the Mk5, everything felt much more premium inside, while the new car's powertrain and driving composure were considerably improved. Yes, the new Prius costs nearly £40,000, which is premium price territory, but that shows how Toyota now views it - and, having experienced how far the hybrid has come in the past decade, I can understand the reasoning. Maybe it isn't such a boring car after all.

6/19/2026

Each to their own: Mark 2 Jag isn't the bedroom wall fantasy of most teenagers - but it was for me For a long time my favourite car was the Jaguar Mark 2. It's a strange object of infatuation, given the wealth of heartstopping, bedroom poster-material cars that came after. I mean, it was the fastest four-door saloon in the world in 1959, but why should eight-year-old me have cared about that more than four decades later? Well, I have always thought the Mark 2 was immensely pretty. I remember seeing restored examples at car shows and thinking how purposeful they looked, how beautifully crafted the engine was and how smooth they sounded. One year, on the way back from a family camping holiday in the Dordogne, we stopped off to see some old family friends in Le Havre. As a child, I was expecting this to be a boring affair; staying the night with two septuagenarians was hardly my idea of fun. Our hosts Jacques and Mathilde put us up in a beautiful townhouse overlooking the city. They were very accommodating, although Jacques couldn't speak English and Mathilde spoke with a thick German accent, so that ruled me out of a lot of conversation. At one point, after my parents had communicated how much I liked cars, I was asked by Mathilde on behalf of Jacques: "Quelle est ta voiture préferée?" Normally when I told adults that my favourite car was "umm, probably a Jaguar Mark 2", they would look at me as if I had just said my favourite TV show was Songs of Praise. Surely it should be a Lamborghini or a Ferrari. What had my parents done to make me so boring? Jacques, however, smiled and left the room. A minute later Mathilde grinned and invited me over to the window, and there it was: a gorgeous Mark 2 parked right outside. I can't remember if it was red or green, a 3.4 or a 3.8, but I can tell you with 100% certainty that the upholstery was beige and it had the obligatory walnut dashboard, steering wheel and gearknob. I can still smell it. Jacques had recently had a hip operation and wasn't meant to drive, but he could see that I was smitten and wasn't about to deprive me of this potentially character-defining experience. The Jag's creamy six-pot roared into life and we set off in dramatic fashion, the rear wheels spinning and leaving a light trail of rubber as we wound down the hill into the town. Jacques floored it down the quiet city boulevards and the noise ricocheted from the buildings around us. I was intoxicated, bouncing around gleefully - and unbelted - on the Mk2's sprung passenger seat. At every turn Jacques would brake sharply before flicking the wheel to induce a perfectly controlled powerslide. We careened through the city centre, thundering over tramways, screeching around roundabouts and dodging the dumbstruck evening motorists with abandon - but always with the sense that I was in safe hands. Jacques and Jaguar were in total harmony. Ten youth-defining minutes later and it was all over: we pulled up back at the house, nosed the beast back into the garage and shuffled sheepishly back into the kitchen, Jacques probably muttering some fib about having just pootled up and down the driveway. It would be many years before I held the keys to my very own Jaguar - and, it being a lethargic, £400 X-Type, it was almost entirely incomparable with the 1960s stunner that lit my passion for the brand. But I have never forgotten a second of that glorious Normandy night, and neither has my affection for Jaguar's seminal saloon been dulled even slightly.

6/19/2026

Petrol is set to drop below 150p a litre following a Gulf peace deal, but lags in the system will delay savings A deal struck between the US and Iran has reopened the Strait of Hormuz to tanker traffic. Experts say the strait, which carries around 20% of the world's oil supplies, should take some of the pressure off oil markets. Brent crude has already dropped below $80 (£60.44) a barrel after rising to $120 during the conflict. At its peak, according to the RAC, the average price of petrol rose by 20% to 159.53 pence per litre. Diesel hit 191.54 pence on 15 April, which was a 19% increase since the start of the conflict. But when will motorists see lower prices at the pumps? While wholesale prices, which are the prices that retailers pay for petrol and diesel, can adjust quickly, the same cannot be said of pump prices, which move much more slowly.  That is because fuel retailers buy fuel in different ways. Gordon Balmer, the executive director of the Petrol Retailers Association, said: “There are some operators who work on a daily basis, while others buy on a weekly, fortnightly or a three-week lag." As a result, retailers carrying petrol and diesel bought at higher prices may take longer to pass on lower wholesale costs than those buying more frequently. Luke Bosdet, the AA’s head of policy, said that while a fall in oil prices feeds "almost immediately into commodity values for road fuel", motorists are likely to have to wait longer before prices at the pump begin to fall. What determines how quickly prices come down? According to Nigel Driffield, a professor of international business at Warwick Business School, a lot depends on the number of forward contracts signed during the recent spike in oil prices. He said: “I don't know what long-term contracts were signed and by whom, but that is what will determine how quickly actual prices reflect the reduction in oil prices.” So when could drivers see some relief? According to figures from the AA, petrol prices have already fallen by 4.6 pence a litre and diesel prices by nearly nine pence per litre even before the peace deal was signed. The RAC says that on average, the drop in petrol prices is saving almost £3 a tank and for diesel car owners £9 a tank. But despite the fall in fuel prices, Bosdet doesn’t think they will drop to pre-crisis levels any time soon. He said it could take months, depending on the size of the fall. “Remember: tankers could be in the wrong place, currently going to other oil/fuel sources away from the Gulf,” he added. Driffield said his best guess was that drivers could begin to see lower prices within around three weeks, although much depends on what contracts have been signed.  “If buyers of oil or petrol have bought forward contracts during the crisis, then prices will take much longer to come down," he said. "If they haven’t, then prices will fall much more quickly as there won’t be a lot of priced-in inflation to feed through the system.” However, Driffield does not believe that the crisis in the Gulf will prove to be as serious as the Covid crisis, which hit long-term refining capacity and production. “Refiners and producers feared that they could be in lockdown for six months and so they signed forward contracts to guarantee supply, whereas in this crisis, they knew that the situation would only last a couple of months, and so why would they pay a high forward price when it is almost certain that something would happen that prices would come down in the next three months?” said Driffield. How much cheaper could fuel get? With Brent crude having traded below US$80 a barrel for the past two days, Simon Williams, the RAC's head of policy, believes drivers could see fuel prices fall further. He said: "Drivers can now expect to see the average pump price of petrol drop below 150 pence in the next week or so, while diesel should drop back under 170 pence." Before the conflict, petrol averaged 132 pence a litre and diesel 141 pence, according to the RAC. According to Balmer, the signing of a peace accord between the US and Iran and the reopening of the Strait of Hormuz should lead to lower pump prices, which he said “is good news for motorists as we move into the holidays”. He advises drivers to compare prices locally to find the cheapest fuel in their area using the petrolprices.com app. How quickly prices continue to fall will depend on how long the ceasefire holds and whether tanker traffic can pass through the Strait of Hormuz as normal.

6/19/2026

The European Union is considering adding Chinese-built plug-in hybrids (PHEVs) to its elevated tariff structure for EVs from the country after sales of the drivetrain soared in recent months, according to a report. The European Commission, the main executive body of the EU, is preparing proposals for similar ‘countervailing’ tariffs on PHEVs for member states to vote on “in the coming weeks”, according to the report from Germany’s Handelsblatt newspaper. The European Commission didn’t comment on the story. Registrations of PHEVs rose 28% to 364,067 within the EU in the four months to the end of April, according to data from car maker association ACEA.  Much of that increase has come from Chinese car makers including BYD and MG after they pivoted to PHEV drivetrains following the imposition of additional tariffs on their EVs starting in 2024. Chinese plug-in hybrids accounted for 21% of the EU market for the drivetrain to the end of April, up from 7% in the same period the year before, according to Dataforce figures quoted by Automotive News Europe. The BYD Seal U was Europe’s best-selling PHEV outright, according to the figures. European car makers are struggling to compete against the Chinese brands, which have built up formidable expertise and scale in electrified drivetrains thanks in part to generous state subsidies. The EU imposed additional tariffs of up to 35% on China-built EVs from October 2024, depending on car maker, describing them as “anti-subsidy measures” designed to level the playing field.  The EU could roll over the same tariffs for plug-in hybrids, a move that’s likely to slow growth of the drivetrain among Chinese players and promote more hybrid sales. Any imposition of additional tariffs on PHEVs into the EU could prompt Chinese makers to focus more on the UK market, which has so far chosen not to follow the EU in erecting tariff barriers and is now Europe’s largest market for Chinese cars.  The Chinese dominate PHEV sales in the UK currently, taking 44% of the market to the end of April, up from 14% last year after increasing sales by 144%, according to figures from the SMMT. The UK’s top three PHEVs are all Chinese, led by the Jaecoo 7 and followed by the Seal U and the Chery Tiggo 8.

6/19/2026

The next-generation Alpine A110 will make its debut at the Goodwood Festival of Speed – in prototype form. A test mule for the new electric sports car will be displayed as part of an ‘Alpine moment’, alongside several variants of the outgoing petrol model.  It remains to be seen what disguise the test car will wear. It is unlikely to use production-ready bodywork, given Alpine has yet to provide little more than a hint of the finished car’s design. It may instead look more like the outgoing petrol A110. The next A110 will be underpinned by the new Alpine Performance Platform (APP). This has been developed with weight reduction as a priority, with aluminium construction and 800V electricals. Notably, it features two battery packs, rather than one larger unit as is conventional for high-performance EVs. The two batteries are positioned over the front and rear axles, giving a 40:60 weight distribution. That is slightly further rear-biased than the petrol A110, which is split 44:56. Alpine CEO Philippe Krief previously said the split-pack design was chosen so the electric A110 could sit as low as the outgoing car, while also bringing more than 340 miles of range. He added that it has been conceived to complete three laps of the Nürburgring Nordschleife without the battery derating – losing performance due to heat. The positioning of the rear battery approximately where the petrol engine sits in today’s A110 also presents “an opportunity” to convert the EV to combustion power if needed, said Krief. But he added that this capability has not been included at the cost of the car’s potential as an EV. “If the answer would have been that, it would make the electric car worse," he said. "There’s no way we’d have done it.” Krief also told Autocar that the new A110 will have a kerb weight on a par with its combustion-engined rivals today, suggesting it will be around 1500kg. Although that is significantly heavier than the current A110, which is at around 1100kg, Alpine has previously touted the potential of torque-vectoring technology to make EVs feel as agile as ICE equivalents. It remains to be seen how the A110 EV will be powered but the Renault 5 Turbo 3E is also based on the APP, hinting at one direction the sporting brand could take. The wide-arched hot hatch has two in-wheel motors mounted on its rear end, giving a combined output of 533bhp for a 0-62mph time of 3.5sec.  Although it is rare for car makers to present test mules – particularly on a stage as large as the Festival of Speed – Alpine’s decision to do so represents a significant step towards the launch of the electric A110. It is currently expected to be revealed in full next year.

6/19/2026

Four-valve cylinder heads allow for more fuel/air mix and gives higher revs Back in 2023 Swindon Powertrain announced its four-valve cylinder head kits to fit the Porsche 911 964 and 993 M64 engine. The company reached a milestone recently when it supplied its 100th kit, which is designed for use by specialist engine builders and requires the rest of the engine to be modified to withstand the extra power and revs. The standard M64 engine has two valves per cylinder, but the new heads open up the engine's breathing to raise a 993's redline from 6900rpm to as high as 12,000rpm. Gloucester-based modification and restoration specialist Thornley Kelham is using the kit on its limited-edition 911 European RS, of which only 15 will be built with a choice of two engines. The capacity of the first is the standard 3.6-litre, making more than 380bhp and up to 290lb ft and revving to 10,000rpm. The second is a 4.0-litre producing 425bhp and 325lb ft with a slightly lower rev limit of 9000rpm. Four-valve-per-cylinder engines date back to the early 20th century, with the 1910 Benz 21/80hp being one of the earliest. Rolls-Royce Merlin aero engines had them in WW2, Ford caused a stir with the rally homologation Escort RS 1600's 16-valve BDA engine in 1970, and the Triumph Dolomite Sprint appeared in 1973, with its 2.0-litre four-valve unit recognised as one of the first mass-produced, four-cylinder multi-valve engines. So while four-valve heads aren't new, Porsche didn't use them for its air-cooled engines (apart from watercooled four-valve heads on the otherwise air-cooled 935 racer in the 1970s and the 959 in the 1980s). Multi-valve heads are a way of drawing more air into a cylinder and burning proportionately more fuel, in turn releasing more energy. Four-stroke engines with two valves per cylinder have a single inlet valve and smaller exhaust valve per cylinder. Valves (very) roughly resemble a plate on a stick: as the valve is opened by the camshaft, it lifts off its seat in the cylinder head to reveal - to open - the inlet port. As it does so, the circumference of the valve describes a sleeve or tube known as the 'curtain area', and on the inlet side the size of this area has a lot to do with how much air and fuel can be drawn into the cylinder. The combined curtain area of two inlet valves is greater than one (unless a single valve were opened an unfeasible amount), allowing more fuel/air mix into the engine. Peak flow into the cylinder of a 993 engine is thus increased by 40% over the twovalve original. Smaller, lighter valves and springs reduce inertia at high revs, too. Swindon's kit adds to this key benefit with valves made from superlightweight titanium, and correspondingly lighter springs overcome another critical barrier to safely achieving high revs.

6/19/2026

New platform and sharper luxury focus for heir to EQV people carrier The outgoing Mercedes EQV was an impressive people carrier that brought electric power to a segment long dominated by diesel and offered a credible alternative to the Volkswagen’s ID Buzz. But despite its strengths, it never entirely escaped its origins. it always felt like a well-executed electric version of a van. The new Mercedes VLE is based on Mercedes’ new Van Electric Architecture (VAN.EA) that will support not only electric but also petrol and diesel models. It sits at the centre of a new family of electric MPVs that will stretch from the next-gen Vito commercial vehicle to the luxurious Mercedes-Maybach VLS unveiled earlier this year. The scale of progress over the EQV is immediately evident. The VLE will be offered in standard-wheelbase form measuring 5309mm long with a 3342mm wheelbase, alongside a 5484mm version on a 3517mm wheelbase when UK sales begin later this year. The range opens with the front-drive VLE 300, powered by a 272bhp front-mounted permanent magnet synchronous motor. Drawing from a 115kWh battery, it is said to cover 414 miles on a charge, and it can hit 62mph in 9.5sec. Above it sits the dual-motor VLE 400 4Matic, with 416bhp. Mercedes claims 0-62mph in 6.5sec and a range of “more than” 391 miles. Both receive the same 115kWh nickel-manganese-cobalt battery and 800V architecture, and DC charging is rated at 300kW. Mercedes plans to broaden the line-up next year with two additional models using a 80kWh lithium-iron-phosphate battery. The VLE seats between four and eight, depending on configuration, and offers a wide variety of layouts. A new ‘Roll and Go’ function allows seats to manually slide, fold and be removed, while electrically adjustable versions can be repositioned remotely via the infotainment or an app. Material quality is markedly improved, with richer materials and a more contemporary feel than in the EQV. An optional MBUX Superscreen spans the dash, while a panoramic roof, ambient lighting and an optional 31.3in retractable rear display bring the cabin in line with Mercedes’ passenger cars. Behind the wheel, the driving position is noticeably more car-like than before. This is attributed largely to a lower seating position and a reduced steering wheel angle that matches the GLE and GLS. The result is far less of the upright, van-like feel that characterised the EQV. Visibility remains generally good, although the thicker A-pillars needed to satisfy US crash regulations can obscure the view at tight junctions. But once on the open road, a large glasshouse and mirrors plus a full sensor system provide excellent awareness of the VLE’s surroundings. Rear-wheel steering gives the VLE outstanding manoeuvrability. Mercedes claims a turning circle of 10.9m, comparable to that of a CLA, and the effect is immediately apparent in city driving. Refinement is a leap forward, too. Despite its size, wind noise is exceptionally well suppressed and road noise remains subdued. Mercedes credits a stiffer structure, extensive sound insulation and a decoupled drivetrain. Whatever the reason, the VLE has a composure that is much closer to the company’s passenger car range than any previous van-based MPV. Optional Airmatic suspension reinforces that impression, with an excellent ride and disciplined body control, and there is little of the float often associated with large MPVs. On the downside, the brake pedal has a somewhat vague bite point, but its regen system, adjustable via steering wheel paddles, ranges from near coasting to one-pedal driving in town. Performance is entirely fit for purpose. The single-motor, front-drive VLE 300 delivers strong low-speed response and effortless overtaking performance, although hard acceleration can occasionally provoke a trace of torque steer. The dual-motor, four-wheel-drive VLE 400 4Matic is more resolved, deploying its power cleanly and providing excellent traction. What stays with you is the sense of effortlessness. The VLE shrinks around you in town, cruises with impressive refinement and combines comfort with genuine practicality and versatility. The forthcoming Maybach VLS may ultimately become the headline act in Mercedes-Benz's new electric van family when it is launched in the UK next year. But it is the VLE that will carry the weight of the company's ambitions. Bolder in appearance, more spacious and significantly more refined than the EQV, it broadens the appeal of the large, van-based MPV considerably. Mercedes-Benz VLE 300Refined and sophisticated, with outstanding manoeuvrability, long-distance comfort, efficiency and versatility Price £75,000 (est) Engine Permanent magnet synchronous motor Power 272bhp Torque 279lb ft Gearbox 1-spd reduction gear, FWD Kerb weight 3500kg 0-62mph 9.5sec Top speed 112mph Battery 115kWh (usable) Range, economy 414 miles, 3.1mpkWh CO2, tax band 0g/km, 4% Rivals VW ID Buzz LWB, Peugeot E-Traveller, Ford E-Tourneo Custom, Kia PV5 Traveller

6/19/2026

Ferrari fits a folding hard top to its V12-engined grand tourer When Ferrari took the covers off the 12Cilindri two years ago, it signalled a philosophical reset for the company’s front-engined, twelve-cylinder model.A design nodding clearly in the direction of the legendary 1960s Daytona was the big hint that Maranello had decided to aim for more of a ‘classic grand touring’ character for its long-nosed coupe, and less of an avowed performance agenda than the likes of the 812 and F12 both had.The likes of Aston Martin and Bentley could have been forgiven for not jumping for joy. But if you happen to like the idea of a more laid-back, classic-mould, front-engined Ferrari, you might well like the Ferrari 12Cilindri Spider - which we’ve just driven in the UK for the first time - even more than the fixed-head coupe.

6/19/2026

Petrol-powered John Cooper works is the last of the breed – and hilariously good fun While it might have been tempting for us to pick some rare-groove luxury car or revered Italian performance machine as a shoo-in for our Future Classic accolade (awarded in association with our friends at Classic & Sports Car magazine), there's a surprisingly affordable new car that's staring us in the face this year. Soon enough, it's going to become the very last petrol-powered hot supermini on the market - which surely makes it collectable in just about anyone's book. For now, the Mini John Cooper Works has one avenue of competition for that status, because Toyota's on-again-off-again sales saga with the admittedly excellent GR Yaris hasn't quite finally blown itself out. But Toyota guides us to expect that car to depart before long, not to return. And even now, for as long as it is on sale, it's hardly a bargain, at £48,000. The hot three-door Mini JCW, then, might already be regarded as the only truly compact, genuinely powerful, genuinely affordable and genuinely fun petrol-sipping hot hatchback there is left to buy. It's powered by a fiercer version of the 2.0-litre turbocharged four from the Cooper S, turned up to 228bhp and a punchy 280lb ft of twist. It will do 62mph from rest in a whisker over 6.0sec (only a whisker behind its electric sibling) and 155mph flat out. And it can be bought from just £33,550 - or more likely around £36,000 once you've picked the colour and options you like best. Still seems pretty reasonable for the price of a mid-sized, Chinese-brand electric crossover, right? The Mini JCW is all about making life fun. While its busy, slightly restive ride can get a little wearing over long journeys and uneven country roads, it makes for indefatigable agility and liveliness when the car is at its zappy best. That Mini doesn't make the car's stability control fully switchable any more may be a development that really keen drivers and track-day regulars won't appreciate. But none of the Mini JCW's electronics are irksome, overbearing or hard to neuter, and the ESC isn't such a killjoy as to stop the car from swivelling its hips on a trailing throttle around roundabouts and hairpin bends and then snorting off into the middle distance with terrier-like abandon.

6/19/2026

In 2012, Cornwall-based WEVC predicted the need for a versatile platform for low-volume EVs Nothing governs the size and shape of a car, its character and even its soul, more directly than the platform on which it rides. Spaceframe or ladder, skateboard or monocoque, it's the platform that governs how well a car's suspension and powertrain will work and even how its wheels will turn. Which is why car makers spend hundreds of millions on new platforms, especially in this burgeoning electrification era, when so many inner components of cars are new. According to mass-production convention, platforms have to be made in tens of thousands to defray the cost of the stamping plants and the production lines that go with them. It's why one structure is often used across many models and even marques. But where does that leave the special, characterful, low-volume vehicles that innovators in this country have been so expert at producing over the years? What, especially, of those whose need for low prices means they can't be supported by super-expensive, slow-to-manufacture carbonfibre structures like top-end designs? Cornwall-based Neil Yates and his small but expert team at Watt Electric Vehicle Company (WEVC), long-time specialists in low-volume car manufacture, recognised as early as 2012 that a huge transformation was coming. They put half a dozen years into devising (and patenting) a modular, low-volume construction system that would provide the manufacturing flexibility, versatility and affordability they knew small-scale operations would need to survive. Implicit in this was light weight: Yates refers often to "an inspired bloke in Norfolk called Colin" who demonstrated the huge circular advantages of light weight for cars, at first with Lotus badges on their nose. Yates' invention - for which he and his inspired team scoop up this year's Autocar Award for Innovation - is the PACES (for Passenger And Commercial EV Skateboard) platform, whose key secrets are the use of specially designed, thin-wall aluminium extrusions that use cleverly designed corner pieces to lock a structure together with the extreme accuracy and rigidity needed for, say, a hypercar, yet manage it without the need for special pressings or complex jigs. Saving on those is the key to keeping costs under control, says Yates, and making low-volume vehicle production ("from one item to single-digit thousands") a viable activity. It also means new PACES vehicles can be brought to market much faster than would be possible with conventional designs. PACES is already in use around the world. It has been employed in regional municipal vehicles like pick-up trucks and road sweepers, in at least one traditional British sports roadster, and in various secret applications in the US and Europe, more of which are planned. WEVC also has its own "white label" van project in prospect. One unexpected outlet for the PACES platform, says Yates, is that tier-one and tier-two businesses specialising in software, brake parts or ADAS features are buying them to use as demonstrators for their own products, in preference to laboriously buying and stripping complete vehicles for the same purpose. Autocar has had its own involvement with PACES. It was proposed late last year as the basis for a co-operative sports car project between WEVC and Warwick-based Avant Design - with Autocar as the commissioning client. The partners proposed a Lotus 2+2 EV that could be built alongside the existing two-seat Emira at the famous but problematic Hethel manufacturing plant in Norfolk, keeping it alive. The project, called Elite S4, won wide acclaim everywhere but in the boardrooms of Lotus. Another more recent example of PACES' versatility was its debut in January this year at the CES tech event in Las Vegas, where as well as making its own case, it was used as an experimental platform to show off new-design in-wheel electric motors and a new solid-state battery process, both devised by Donut Lab, a Finnish company with strong UK roots. Yates and chief technical officer Bob Mustard are convinced they have so far only scratched the surface. One very promising avenue, they reckon, is linked to current changes in the geopolitical situation: companies that once exported vehicles worldwide from massive assembly plants are finding that market protection measures are requiring them to build products nearer where they sell them. PACES, with its limited need for big-scale manufacturing, is starting to play a role here. In uncertain times, Yates remains bullish about the UK's potential for world-beating progress. As well as recognising its ready supply of "fantastic innovators", he credits semi-government funding providers like Innovate UK and the Advanced Propulsion Centre for their invaluable achievements. "Every country is different," he says, "but we at Watt have quite a few foreign connections nowadays and we don't see anything like those UK investment providers in other places. The US is a great place for start-up funding, but even over there they don't have the innovation support we do. It makes a massive difference." Yates hopes PACES will play a part in encouraging future innovators in parallel fields. "Today's engineers are starting to investigate how you can introduce an emotive element into EVs," he says, "and that's especially pleasing to someone like me who has always loved cars for their character and involvement. I'm excited for the future."

6/18/2026

We chart the cars that got the largest number of different identities For decades car makers have confused buyers by offering models with an array of identities. It’s a practice known as badge engineering, not to be confused with platform sharing or joint ventures, both of which have become increasingly common in recent years. Some car companies have over-indulged while others know better than to mess with their branding. Here we bring you more than six decades of the badge-engineered car – and you’ll see that the same car makers crop up time and again while others don’t get a mention at all. They’re the smart ones. The year mentioned references the first year of production of the second model in the family: Cadillac Cimarron (1982) - 2 MODELS When General Motors (GM) realised in the early 1980s that BMW and Mercedes were stealing sales in parts of the luxury car market, it stuck Cadillac badges onto the Chevrolet Cavalier in a bid to compete in the smaller luxury car class. But the high prices and four-cylinder engines made the Cimarron (pictured) a laughing stock; even the introduction of a V6 in 1985 did nothing to make the car more saleable. Ford F-150 (2002) – 2 MODELS With the F-150 being the world’s biggest-selling truck, in 2002 Ford decided to take it upmarket with a Lincoln edition called the Blackwood, it couldn’t fail. Well that’s what Ford assumed, but in reality the Blackwood bombed with little more than 3000 made in a single model year before the plug was pulled. Rolls-Royce Silver Shadow (1965) – 2 MODELS After Rolls-Royce had acquired Bentley Motors in 1931 the two brands shared much the same model range, albeit sometimes with significant differences. Not where the Silver Shadow and Bentley T-Series (pictured) were concerned though; the two were interchangeable and because buyers saw the Rolls-Royce as the more prestigious brand, just 2280 four-door T-Series Bentleys were sold, compared with around 30,000 Silver Shadows. Toyota IQ (2011) – 2 MODELS When Aston Martin needed to cut its average CO2 emissions across its range it hit upon the bright idea of rebadging the Toyota IQ as the Cygnet (pictured), albeit it with a few bodywork updates, an interior retrim, and a hefty price-tag. But the company seriously over-estimated demand and production was wound up after less than three years with just 786 cars built; Aston had predicted 2000 per year. Triumph Acclaim (1981) – 2 MODELS British Leyland signed a deal with Honda in 1979 to collaborate on forthcoming models. The former’s Triumph Dolomite was getting old so it rebadged the Honda Ballade and sold it as the Triumph Acclaim (pictured). There were no Triumph parts in the Acclaim at all, aside from the badges – and it was by far the most reliable car the company had ever sold. But you're a brave person if you turn up to a Triumph heritage event in one of these… Land Rover Discovery (1993) – 2 MODELS When Honda realised that it needed a 4x4 in its armoury in the early 1990s, it licenced the original Discovery from Land Rover and sold it in Japan and New Zealand as the Crossroad (pictured). It’s the only production-car V8 Honda has ever made. Honda reintroduced the Crossroad in 2007, now engineered in-house. Lancia Delta (2011) – 2 MODELS When Fiat merged with Chrysler it proved how shameless it could be with its abuse of brands. First we got the Lancia Delta and Lancia Ypsilon rebadged as Chryslers for the UK market with hopelessly ambitious premium pricing, and then the Chrysler 200 (pictured) and Grand Voyager were rebadged as Lancias, the former sold as the Flavia. All were notably unsuccessful. Saab 9-2X (2005) – 2 MODELS In 2005 Saab launched an estate car that should never have happened. Little more than a rebadged Subaru Impreza, the Saab 9-2X came about because GM owned Saab plus a stake in Fuji Heavy Industries, the owner of Subaru. Made for just two seasons, around 10,000 9-2Xs were built. Opel Omega (1996) – 3 MODELS General Motors Europe selling the same car with Opel and Vauxhall badges was to be expected, but less predictable was that this car should cross the Atlantic to wear Cadillac badges. It was a simple enough idea: GM needed an entry-level model that was spacious and comfortable and could take the fight to German imports, so surely a German import by GM itself could do the job? When the Catera (pictured) failed to find buyers GM thankfully resisted the temptation to then nail on an array of other US badges such as Buick or Oldsmobile. Mini (1961) – 3 MODELS BMC didn’t always get carried away and nail every available badge to every model; sometimes it held back. The posh Riley Elf was an example of this; it was sold under only the Riley and Wolseley brands (as the Elf and Hornet respectively). Autozam AZ-1 (1992) – 3 MODELS Here’s one for all you geeks out there; this is about as obscure as it gets. The Autozam AZ-1 (pictured) was sold by Mazda but it was actually engineered by Suzuki, which sold its own version called the Cara. Volkswagen Up (2011) – 3 MODELS The Volkswagen Group rules the roost when it comes to repackaging; its first generation MQB platform fuelled 15 different models. But sometimes we get the same car wearing different badges instead, with no attempt to separate them – which is why the Volkswagen Up (pictured right) also came in virtually identical Seat Mii (pictured centre) and Skoda Citigo (pictured left) flavours, sold in most global markets apart from North America. Mitsubishi 3000GT (1991) – 3 MODELS Sold in Japan as the Mitsubishi GTO (pictured), this junior supercar was marketed as the 3000GT in most markets around the world. That included the US, where confusingly, buyers could also buy it as the Dodge Stealth. Opel GT (2007) – 3 MODELS One of the sharpest-looking sports cars of the past 20 years deserved a wide audience and that’s exactly what the Opel GT got. It was sold across Europe wearing Opel badges while in the US it was the Saturn Sky (pictured) or the Pontiac Solstice. Ford Escape (2001) – 3 MODELS When the first-generation Ford Escape arrived in 2001 it was developed in conjunction with Mazda – which is why the Mazda Tribute was the same car, along with the Mercury Mariner because Ford just couldn’t resist a bit of badge engineering. Vauxhall/Opel Zafira (2001) – 3 MODELS Depending on the market, Subaru means different things to different people. While many love its WRX STi rally car for the road, for many Subaru is all about tough workhorses such as its Forester and Legacy. What it isn’t is a purveyor of ultra-dull seven-seat MPVs – but that’s what Subaru created when it stuck its own badge onto the Vauxhall/Opel Zafira to come up with the Traviq (pictured). Daewoo Lanos (1997) – 4 MODELS Designed by Giorgetto Giugiaro and introduced in 1997, the Daewoo Lanos (pictured) was quite a neat-looking small hatch, so no wonder an array of companies queued up to build it under licence. These included Polish company FSO and Russia’s ZAZ. Suzuki Vitara – 4 MODELS Depending on the market the Vitara (pictured) was sold as the Suzuki Sidekick, Chevrolet Tracker or Geo Tracker. GM’s Geo brand (1989-2016) consisted entirely of rebadged cars made by other companies; the Prizm was really a Toyota Sprinter, the Storm was an Isuzu Impulse, the Spectrum was an Isuzu I-Mark and the Metro as we’ll see was a rebadged Suzuki Swift. Buick Terraza (2005) – 4 MODELS GM was at it again, bamboozling buyers by offering four versions of this minivan, each differing from the others only by its badging. As well as a Buick Terraza option there were also Chevrolet Uplander, Pontiac Montana SV6 and Saturn Relay editions (pictured), all of which were as forgettable as each other. Plymouth Town & Country (1983) – 5 MODELS When Chrysler launched the world’s first people-carrier in 1983, buyers could choose between Dodge Grand Caravan, Plymouth Town & Country or Chrysler Grand Voyager editions. Later on, despite having the perfectly good Sharan people carrier at its disposal, VW licenced the Chrysler minivan and sold it as the Routan (pictured) while the Fiat-Chrysler tie-up also led to it being sold as a Lancia for a while. Chevrolet Aveo (2002) – 6 MODELS The original Chevrolet Aveo grew out of the Daewoo Kalos – a car that was as dull as it’s possible to get. Despite its lack of talent the Aveo was sold around the globe as the Holden Barina, Pontiac G3 (pictured), ZAZ Vida and in Canada it was even sold as the Suzuki Swift+. Hillman Avenger (1970) – 6 MODELS Britain’s Rootes Group was at it again, with this rear-wheel drive family car that arrived in 1970. Originally sold as the Hillman Avenger, there were also Talbot, Sunbeam and Dodge versions of it, while in the US it was sold as the Plymouth Cricket (pictured); in Argentina it was sold as the Volkswagen 1500. GMC Envoy (1998) – 6 MODELS GM has played the badge engineering card seriously heavily over the years, largely because it used to have an awful lot of brands and it also reserved different brands for different countries. But it can’t always use that excuse, because the Saab 9-7X, Chevrolet Trailblazer, GMC Envoy (pictured), Buick Rainier, Isuzu Ascender and the Oldsmobile Bravada were all sold in the US. BMC Farinas (1959) – 6 MODELS The British Motor Corporation was formed in 1952 with the merger of Austin and Morris. The latter also owned the MG, Riley and Wolseley brands and the badge engineering began immediately – but it reached fever pitch in 1959 with the arrival of the big Farina saloon, which was offered in every form imaginable: Austin Cambridge, Morris Oxford (pictured), Riley 4/68, Wolseley 15/60, MG Magnette and in six-cylinder form there was a Vanden Plas edition too. BMC ADO16 (1962) – 6 MODELS BMC carried on with smaller cars in the 1960s too. There was no way each marque could have its own distinct model range so BMC just stuck an array of badges onto each model, which is why we ended up with Austin, Morris, Wolseley, Riley, Vanden Plas and MG versions of the 1100 and 1300. Mitsubishi Starion (1982) – 6 MODELS Sold as the Colt Starion in the UK (pictured – known later as the Mitsubishi Starion), this rather neat sporting hatch could be bought in the US as a Chrysler, Dodge or Plymouth Conquest. Or just for good measure, US buyers could also buy theirs as a Mitsubishi Starion. Humber Sceptre (1966) – 7 MODELS Whatever BMC could do, the Rootes Group could match. The company’s Arrow range arrived in 1966 and remained in production until 2005 in Iran. In that time the car was sold as the Singer Gazelle and Vogue, Hillman Hunter (pictured) and Humber Sceptre; later there would be Chrysler Hunter and Vogue editions while the car would end its days as the Paykan in Iran. Chevrolet Captiva Sport (2006) – 7 MODELS General Motors gave this car a different identity all over the world. Australia got it as the Holden Captiva, the UK as the Vauxhall Antara while elsewhere in Europe it was the Opel Antara. Sold as the Saturn Vue in North America, in South America it was the Chevrolet Captiva Sport (pictured) – while in South Koreans it was the Daewoo Winstorm MaXX. Holden Monaro (2001) – 7 MODELS This time the Holden Monaro (pictured) built in Australia was also sold as the Vauxhall Monaro (later the VXR8) in the UK, while in the US the car was sold as the Pontiac GTO and G8 as well as the Chevrolet Lumina, Caprice and SS. Sadly, Holden’s remaining Australian factory closed in 2017 and the Holden brand itself died in 2021. Chevrolet Venture (1997) – 7 MODELS It’s another GM badge-fest, with this minivan introduced in 1997 and coming with a bewildering variety of identities. For the US market there was the Chevrolet Venture, Pontiac Montana and Trans Sport along with the Oldsmobile Silhouette (pictured). It was sold as the Buick GL8 in China while European buyers got it as either the Opel or Vauxhall Sintra. Suzuki Swift (1988) – 8 MODELS The first Swift was sold under various badges mostly owned by General Motors , but the second generation model of this small car - sold as two-door and four-door saloons, and three-door and five-door hatchbacks - took things to another level. Produced in 11 different locations across the world including Canada, Indonesia and Venezuela, Suzuki sold it under six different model names alone. But it was also sold as the Maruti Suzuki 1000 (India), Changan Suzuki Lingyang (China), Chevrolet Sprint and Pontiac Firefly (Canada), Chevrolet Swift and Forsa (Latin America), Geo Metro (US, pictured), Holden Barina (Australia), and Subaru Justy (Europe). Production only finally ended, in Pakistan, in 2016. Chevrolet Spark (2009) – 8 MODELS The Chevrolet Spark (pictured) wore a multitude of identities including the Chevrolet Beat and Holden Barina Spark while its successor was also marketed as the Opel Karl, Holden Spark and Vauxhall Viva. The original car (from 1998) was even more confusing as it carried Daewoo, Pontiac, FSO, Chevrolet and Formosa badges, among others. Talbot Horizon (1978) – 9 MODELS Winner of the European Car of the Year in 1978, this otherwise forgettable hatchback featured Chrysler, Talbot or Simca badges in Europe , while in America it was sold under the Plymouth (Horizon (pictured), Scamp, Turismo) and Dodge (Charger, Omni, Rampage) banners. Opel Kadett (1984) – 9 MODELS The Kadett badge goes right the way back to 1936, but when the model went front-wheel drive in 1979 GM got quite carried away. This car would also be sold as the Chevrolet Kadett, Pontiac Le Mans, Passport Optima, and once the car had been revised once more it also wore an array of Daewoo badges (Cielo, Le Mans, Nexia, Racer), as well as the Vauxhall (pictured) and Opel Astra. Isuzu Trooper (1991) – 11 MODELS Not for the first nor indeed last time in this story, the prolific nature of this large SUV reflects the imperial scale of General Motors, which bought a large slice of Japan’s Isuzu in 1972. The second generation Trooper was more luxurious than the first one and filled various gaps in GM’s global SUV lineup, which saw it sold as the Chevrolet Trooper (US and Canada), Opel Monterey (continental Europe), Vauxhall Monterey (UK), Holden Jackaroo and Monterey, and HSV Jackaroo (Australia). Other companies bought the model in to fill some of their gaps too; Honda sold it as the Acura SLX in the US and Honda Horizon in Japan, while it was sold as the Sanjiu 3-Nine Isuzu Trooper in China. GM T-Car (1974) – 13 MODELS It is probably only fitting that General Motors wins this competition. After all it’s arguably been in the badge engineering game since it began in 1908, and most definitely since the early 1930s. The front-drive Kadett was nothing on its rear-drive predecessor, the GM T Series first launched in 1974. Spurred on by the oil crisis which saw fuel prices skyrocket, General Motors wanted to make a small car that could be sold everywhere, under any brand name and any nameplate. And in that they seemed to succeed, using the car - with minor physical changes - under a bewildering 20 different names and under 13 brand names. We can’t include all the names or we’d be here all night but they include the Holden Gemini (Australia & New Zealand), Opel Kadett (Germany), Isuzu I-Mark (Japan), Vauxhall Chevette (UK) and Chevrolet Chevette (US & Canada, pictured) and also including under some very obscure brand-names including Saehan (Korea), Aymesa (Ecuador), Grumett (Uruguay) and San Remo (Venezuela). The T-Series went on being built until 2008, a cool 34-year lifespan. If you enjoyed this story, please click the Follow button above to see more like it from Autocar

6/18/2026

New i3 saloon is among the UK's longest-range EVs – and cheaper than its Mercedes-Benz rival Order books for the new BMW i3 – the first electric 3 Series available globally – have opened, with prices for the saloon starting from £53,005. Although it is considerably costlier than its outgoing petrol and plug-in-hybrid counterparts (from £41,945 and £47,210 respectively), it undercuts the rival Mercedes-Benz C-Class Electric, which starts at £57,995.  The second model of the Neue Klasse era, the i3 was revealed six months after the larger iX3 SUV with which it shares most of its technical make-up, including the EV-first 800V Gen6 platform. It inherits its name from the seminal electric hatchback that went out of production in 2022. Despite offering the similarly sized and shaped i4 since 2021, BMW delayed introducing an electric 3 Series until technology could match the performance of its combustion-engined equivalent. Alongside the i3, BMW will continue to sell the current CLAR-based ICE 3 Series. It will soon be heavily updated to bring it in line with the eighth-generation car both in terms of design and technologies, meaning it "is basically a new car”, BMW engineers told Autocar.  Although it will initially be sold in saloon form, the i3 will also spawn a Touring estate variant. A hot M3 EV, previewed by the M HP BEV test mule, is due in 2028 and promised to “set new standards" for electric performance. The i3 will be offered exclusively in 50 xDrive form at launch, but other variants are planned. At its centre is a 108kWh nickel-manganese-cobalt (NMC) battery that helps it to achieve a range of 567 miles – almost the most offered by any EV in the UK, outdone only by the incoming update for the Mercedes-Benz EQS, which cracks 575 miles. Despite using the same battery as the iX3, the i3’s range is 67 miles longer. Engineers said this jump in performance is primarily down to the more rakish profile of a saloon.  The Gen6 platform allows for a car's front seats to be bolted directly onto the battery pack, meaning the roofline can be kept as low as possible, improving aerodynamics. Another key attribute of the saloon is that it has a completely closed, smooth underbody that aids airflow. When that range is depleted, the i3 can complete a 249-mile top-up in just 10 minutes when charging at its 400kW maximum DC speed. AC charging is rated at a maximum of 22kW. Motive power comes from two sources: a 322bhp electrically excited synchronous motor at the rear and a 165bhp asynchronous motor at the front. These combine for 463bhp and 476lb ft of torque. BMW hasn't yet disclosed a 0-62mph time, but it's expected to be around 4.0sec, despite the car weighing 2.3 tonnes. While the i3 shares its platform with the iX3, there are significant technical differences. For example, the i3’s springs are softer, the stiffness of the top mount bushings have been reduced and it's fitted with different anti-roll bars, resulting in less yaw and roll inertia. “It's easier to get good rolling behaviour and comfort” from the i3 than the iX3, engineers told Autocar, adding that a quicker steering ratio and a focus on improved aerodynamics at higher speeds creates a "distinctive character of the new 3 Series”. The i3 also achieves the same 50:50 front-to-rear weight distribution as the SUV.  At 4.76m long, 1.87m wide and 1.48m tall, the i3 is a bigger car in than the current ICE 3 Series in every dimension, but it still offers “typical BMW sedan proportions”, with a long body and short overhangs, BMW compact car design chief Oliver Heilmer told Autocar. A key addition is the new nose design, which is a "fresh interpretation of 3 Series face”, said Heilmer. Drastically differing from the current car, the design follows the same Neue Klasse philosophy as the iX3, combining the headlights and kidney grilles into one element. However, whereas the SUV’s grilles are tall and narrow to showcase the car’s height, the i3’s are set wider to emphasise its width.  Designer Felix Staudacher told Autocar that the i3 brings "a whole new design language" to the 3 Series for its eighth generation, because the team is “allowed to play with our icons”. Despite the drastic new look, BMW said it's still “immediately recognisable as a 3 Series”. Staudacher added that it sets “the standard for a whole new generation of BMWs", because the 3 Series is the “original measure of what defines BMW".  The interior has also been overhauled and mirrors that of the iX3. It's centred around a slanted 17.9in infotainment touchscreen that houses the controls for most of the car’s functions and runs BMW’s latest iDrive software. There is no instrument cluster, with a 43.3in-long ‘Panoramic iDrive’ display being fitted in its place. As in the iX3, this runs across the length of the dashboard just under the driver’s eyeline and displays key details such as vehicle speed and state of charge. The loss of the instrument panel “gives us the possibility to rethink steering architecture”, so the wheel offers "the best ergonomics” of any BMW has offered, said Staudacher. Indeed, it's much thicker than before and, for the first time, adopts haptic controls.  The updated ICE 3 Series will mirror these changes. The i3 will be built at BMW’s main Munich plant.

6/18/2026

Operators are now looking back towards hybrid, petrol and diesel, new survey shows Unclear regulations are hampering fleets’ appetite for electric cars, a new survey has revealed.  One in nine (11%) UK businesses are now forecasting a permanent role for petrol or diesel on company car fleets, and there are signs that sustainability is becoming less influential during procurement.  Leasing firm Alphabet’s 2026 European Fleet Emission Monitor report shows only half (50%) of the region’s operators are now factoring sustainability into their fleet planning.  That’s the lowest level since the annual study began in 2023, with 60% claiming regulatory uncertainty was impacting their decision-making.  The results closely follow the European Union's softening of its 2021-2035 CO2 reduction target for new cars and vans from 100% to 90% (versus a 2021 baseline), with the remaining 10% compensated by low-carbon steel and alternative fuels.  That’s a significant change, giving hybrid and combustion-engined vehicles a longer lifespan in showrooms instead of effectively phasing them out within a decade. Although the UK hasn’t followed suit, the political backdrop for fleet decision-makers is no less confusing.  Generous tax breaks have made fleets an important early market for EVs, which now account for almost half of all business-leased cars in the UK, according to the British Vehicle Rental and Leasing Association (BVRLA).  According to the survey, 84% of UK operators expect to be all-electric by 2035, with 32% expecting to reach that goal within the next two years. However, this meant fleets were disproportionately affected by last year’s changes to vehicle excise duty (VED), uncertainty about the Expensive Car Supplement and the proposed pay-per-mile tax for EVs and plug-in hybrids – which Alphabet believes risks massive operational complexity when it goes live in April 2028. The government is also poised to soften its Zero Emission Vehicle (ZEV) mandate, which requires manufacturers sell a progressively larger share of zero-emission vehicles each year. Although Alphabet’s data shows UK fleets were more likely to say sustainability was part of their fleet planning than their counterparts across the rest of Europe, that share had fallen from 76% in 2025 to 68% this year, while one in five (21%, up from 19% a year ago) don’t consider it at all. Charging infrastructure (37% of fleets), range (32%) and pushback from employees (11%) ranked as the biggest bottlenecks when deploying EVs, while just over half (53%) said they were insufficiently informed about electric options and less than a third (32%) claimed they were aware of the available financial support.  Jesper Lyndberg, CEO of Alphabet International, said: “This year’s survey shows that the will to act remains strong, but the confidence to do so has weakened. Regulatory uncertainty is now the biggest factor influencing fleet decisions across Europe, driving responses that range from bold acceleration to cautious hesitation.  “The organisations that will succeed are those that stop waiting for clarity and start building the right foundations today, with accurate data, effective tools and solid structures. True clarity doesn’t come from outside; it’s something you build yourself.”

6/18/2026

"Wait till the fourth of July", says Ferrari CEO, hinting at big unveiling that blends past and present Ferrari chief executive Benedetto Vigna has hinted that the Italian supercar manufacturer will unveil a significant new model at the start of July, promising a vehicle that combines the company’s heritage with its future direction. Speaking earlier this week to US car dealers at a Las Vegas conference run by dealer software company Tekion, Vigna repeatedly referenced an upcoming launch while discussing Ferrari’s approach to innovation, AI, business efficiency and customer choice. “In a few weeks, if you can bear with us a little bit, then you will see something new where we put together something from the past with eyes on the future,” he said. “Let’s say wait till the fourth of July. It’s really soon.” The timing is notable, with 4 July coinciding with Independence Day in the United States and falling on the British Grand Prix weekend at Silverstone – one of the most important events on Formula One’s calendar. Vigna provided few concrete details about the vehicle but suggested it would reflect Ferrari’s long-standing philosophy of balancing tradition and innovation, and immediately after he spoke about the technology in the Luce. “We have and we will do the combustion engine, we have and we will do hybrid and we are going to make also electric cars, then leave the freedom [of choice] to the client,” he said. “The tradition and innovation is very important, because if you think of Ferrari, we have always been looking at new technologies with the eyes of the client.” The Ferrari boss also hinted that the model could showcase the company’s ability to reinterpret familiar themes for a new era. “We have two eyes," he said. "With one eye we look at the past, one eye we look at the future – and one brain because we have to put it together.” His comments follow the backlash among Ferrari traditionalists over the launch of the all-electric Luce, the marque’s first BEV and first five seat car. It remains unclear, however, whether the reveal centres on Ferrari’s first electric vehicle, a new interpretation of one of its traditional nameplates or something entirely unexpected.

6/18/2026

Is the petrol hot hatch a spent force? Not based on this 6000-mile test Much has been made of whether the new Mini Cooper really merits being described as such, because if you peel back the subtly updated bodywork, rip out the funky knitted dashboard and disconnect the massive circular touchscreen, you will be left with fundamentally the same chassis and body-in-white as those used by its predecessor, which went on sale way back in 2013. While the electric Cooper is all-new, now built in China atop a platform co-engineered with Great Wall Motor, the latest version of the ICE hatch – still built in Oxford atop BMW’s front-driven FAAR platform – is more like a heavy facelift. Unusually, despite their wildly different origins and underpinnings, the two cars look broadly identical, save for the EV’s flush-fitted door handles. That’s that cleared up, then. Happily, the line-up of ICE models doesn’t need too much further explanation: you can still have three or five doors, a 1.5-litre turbo triple in the C or a 2.0-litre turbo four in the S or John Cooper Works, and things are made simpler still by the fact that diesel engines and manual gearboxes have fallen by the wayside across the board, for better or worse. You needn’t even spend much time on the configurator any more. Pick from one of three trim packs (Sport, Classic or Exclusive), choose your paint and wheels, apply the ‘level’ of equipment you want (1, 2 or 3) and you’re there. Our three-door C is an entry-level Classic but with the Level 2 pack, optional Sunnyside Yellow paint and jazzy 17in alloys, so it looks suitably high-spec without leaning towards the disingenuous connotations of sporting prowess implied by the dressed-up Sport. It has adaptive LED headlights, keyless entry, heated front seats, a wireless phone charger and a panoramic sunroof – and I’ve yet to find it wanting for anything else. I’m glad, even, to go without the adaptive cruise control and in-car camera you get at Level 3. Coincidentally, the Cooper displaces another retro-styled, fashion-focused, bright-yellow small hatch from my parking space. Although I will miss my old Abarth 500e’s more overt sporting tendencies and lairier styling, I won’t miss its meagre 140-mile real-world range and 30-minute charging times. By contrast, the Mini’s abstemious engine and chunky 44-litre fuel tank have essentially unshackled me, giving me the freedom to decide on a far-flung destination at short notice and tear out of the confines of the M25 with nary a consideration for how many stops I will need to make, or how many Netflix dramas I will need to download to keep me occupied at the Banbury Instavolt chargers. I won’t miss them over the next few months, either, come to think of it. It’s underrated, that sense of liberation – especially as electrification and inflation conspire to make it ever more difficult to attain. The Cooper is one of only a few petrol-powered superminis left on sale, with previous segment stalwarts having bitten the dust as their makers ramp up the focus on larger, more profitable (and usually electric) alternatives. But even then, it’s hardly the people’s choice: with its starting price being £23,150, you would have to overlook some much more capacious crossovers – and an increasingly competitive field of EV alternatives – to plump for the Cooper in this day and age. It’s hardly the de facto Ford Fiesta replacement that many are calling out for. In fact, it seems to occupy a relatively precarious position in today’s market. If people want small, they tend to also want cheap, and by the same token, if people want premium, they tend to go big. So today’s Cooper won’t have success handed to it on a plate. Especially when you consider the relative simplicity of its powertrain, the spatial limitations of its interior and some of the more controversial elements of its wide-reaching redesign (what was wrong with the traditional gauge cluster?). But since its BMW-backed rebirth a quarter of a century ago (yep, seriously), the Mini name has carried rather more stylish and bourgeois connotations than did its 1959 namesake, and even more so in 2024. It’s probably a car you buy with your heart, rather than your head, so we must consider it in a different light to the Renault Clios and Vauxhall Corsas of this world. Not to pre-empt the ‘goodbye’ report that I will be writing in a few months’ time, but I might as well reveal that I’ve already grown quite fond of YB24 HYJ. It’s agreeably peppy and easily manoeuvrable around my tight south London suburb, has as much kit as I could ever reasonably need on a daily basis and marries impressive frugality with big-car refinement on a long run. It’s pretty fun to drive quickly, too, on the right bit of road, and the boot is just about big enough for a weekly shop. I love the way it looks, as well, and that Harman Kardon sound system punches above its weight. Whoops! Haven’t left much to the imagination there, I suppose. But as a fanatical admirer of personable, relatively affordable small cars, there wasn’t really any question about whether I would generally get on with the Cooper. What I need to know is if it still makes sense to be hurtling around town in something this small while burning petrol – and, probably more importantly, whether I needed to have spent nearly £30,000 for the privilege. Could a £15,000 Dacia Sandero (or, whisper it, a £15,000 Dacia Spring EV) do much the same job? Update 2  Unlike many enthusiasts, I don’t harbour much resentment for SUVs: people buy a car to fulfil a role in their life, and if the criteria for that role include capaciousness, visibility and ease of access, then surely a tall hatchback makes the most sense. But I do wonder if many prospective buyers could be talked down a size or two into something a little more manoeuvrable but barely any less useful in the real world. Last Sunday, I came across a car parking space so tiny, so infinitesimally narrow and so tricky to access that my fellow shoppers weren’t even slowing down to consider it as a viable option. The Ford Kuga next door was hanging over the line and the entry ramp was on the other side, so the angles were all off, too. There was a massive queue for spaces but nobody could bring themselves to have a crack at this intimidatingly inaccessible bay. It was no less than Sutton town centre’s take on the sword in the stone. But I knew that I could do it. And so it was, with one eye on the rear-view camera display and a hand held up in casual apology to the driver behind me, that I deftly whipped my Mini Cooper rearwards into the gap with nary an inch to spare on all sides – without any correction to my chosen line and with no undue screaming from the parking sensors. Hordes of dazzled onlookers encircled the car to applaud my victory, an announcement came over the Tannoy to congratulate me on my dexterity and at least four admirers ran over to offer me their favourite trolley tokens. There’s even talk of me becoming a knight of the realm. Well, not quite: I had to sheepishly straighten up afterwards, there was no chance of opening the boot and it was only my partner who expressed admiration – and only after I asked. But the fact remains that I simply couldn’t have parked in anything bigger. While today’s Cooper is, of course, gigantic in comparison to the classic Mini, its dimensions have barely increased over the previous generation and it’s only very slightly bigger than the original BMW Mini of 2000. It remains a resolutely tiny car in the modern context. Yet it just doesn’t feel especially tiny. The front seats are anything but cramped, the rears can take an average-sized adult or two for short hops and I’ve even yet to find the 210-litre boot wanting for capacity. I went to the dump last week with all my garden waste, a couple of lengthy old shelves, a coffee machine and a small cupboard – standard fare for the casual tip tripper – and once I’d folded the rear seat flat, I might as well have had a little van at my disposal (725 litres). Of course, about 12 minutes after I’d written the first draft of this report – which concluded with the line “I can’t honestly see why you’d need anything bigger for one-, two- or even three-up motoring” – my partner sent me a celebratory text to let me know she’d bought a cabinet on Facebook marketplace. “Don’t worry, it splits into two pieces!” she reassured me. I didn’t even need to get the tape measure out to know I had no hope of getting either of those two pieces in the Mini, and so it was with a grim sense of defeat that I reluctantly opened the Zipcar app and paid £50 for three hours in a stinking, battered Volkswagen Transporter van. Verdict Heartbreak and elation in equal measure this week as my jolly Sunnyside Yellow Mini Cooper 3dr is snatched away and a rather more sinister Cooper S 5dr in Legend Grey is shuffled in to fill its space — and a little more besides. The pang of sadness as YB24 HYJ departs is short-lived, because I’m technically moving up in the world: after a few months in the purest of modern Minis, the entry Cooper C, I’m swapping into the roomier and racier range-topper, all 201bhp, five doors and £34,500 of it. Punchy. Of course, as well as having more kit and costing more money, this car can move more stuff around more quickly, so there’s reason to assume I will have a more engaging and more productive time behind the wheel. But I will come back to that once I’ve had the chance to stretch its legs properly, because I don’t want to give the impression that I’m at all glad to be rid of the smaller, lower-powered Mini. Far from it: these were some of the easiest and most cheerful miles I’ve spent in a new car. Part of that is contextual, of course — non-electrified superminis are now so critically endangered that any exposure to the breed is inevitably tinged with an air of the wistfully commemorative — but ultimately it’s just a really decent little car. Press releases and Wikipedia entries refer to this model as the fourth-generation BMW Mini, but that’s a red herring because while the new China-built electric Cooper is a brand-new car on a brand-new platform, the UK-built ICE Cooper is more like a heavy facelift of the Mk3. Indeed, the basic mechanicals and structure date back to that car’s launch in 2013 and the turbo triple under the bonnet is fundamentally unchanged since it was first used — fun fact alert — for the BMW i8 hybrid supercar. But at no point over the past few months have I identified any area in which the ‘F66’ Cooper feels conspicuously old. Maybe the engine is a bit gruff on start-up. Sure, there are rougher edges to the low-speed ride. And things do get a bit noisy at a high-speed cruise. But broadly it feels every bit as slick and fresh as its box-fresh Aceman crossover and Countryman SUV siblings. The minimalist but luxuriously appointed cabin, with its snazzy circular touchscreen (admittedly something of a bone of contention) is what most tangibly marks this out as a new-era Mini, and it always attracted admiring comments (usually accompanied by curious prods and strokes) from passengers — even if none of them could quite work out the point of that belt on the dashboard. Mini has gone to great lengths to remove all unnecessary smockets and trimmings as part of a push to bolster its sustainability credentials and reduce manufacturing costs.  This might have cultivated a rather more austere environment had it been handled poorly, but as it is, we’re left with a bright, contemporary cabin that’s far more aspirational than that of any other supermini on the market – and a good few cars from loftier classes. I will concede that it took me a while to get on with that touchscreen, and I will never forgive whoever approved the shoddy integration of the Apple CarPlay interface – quite literally a square peg in a round hole. But once I had learned the shortcuts for deactivating the hesitant start-stop function and irritating speed limit warning, it was all muscle memory. The lack of a gearstick was a common gripe among those who tried the Mini over the past few months. With a chassis this taut, steering so engaging and a legacy so intrinsically linked to grassroots motorsport and accessible performance, surely, they argued, a Cooper should afford its driver the privilege of swapping ratios themselves. That scene on the top of Lingotto would have been a drearier affair had Michael Caine’s Cooper S been equipped with an eight-speed DCT and the late, great Paddy Hopkirk might not have made such light work of the Monte Carlo Rally in 1964 if he hasn't been able to select the right cog for all those hairpins.  But I can't honestly say I lamented the omission of a manual shifter at any point during my stewardship. I think we should be grateful that there's still a petrol Mini on sale, to be honest. Mini Cooper C Classic specification Prices: List price new £22,300 List price now £23,270 Price as tested £27,400 Options: Level 2 Pack £4000, Sunnyside Yellow paint £550, 17in Parallel Spoke alloy wheels £550 Fuel consumption and range: Claimed economy 47.1mpg Fuel tank 44 litres Test average 39.7mpg Test best 43.1mpg Test worst 36.5mpg Real-world range 384 miles Tech highlights: 0-62mph 7.7sec Top speed 140mph Engine 3 cyls in line, 1499cc, turbo, petrol Max power 154bhp Max torque 170lb ft Transmission 7-spd dual-clutch Boot capacity 210 litres Wheels 17in, alloy Tyres 215/45 R17, Nexen N Fera Sport Kerb weight 1450kg Service and running costs: Contract hire rate £295.42 CO2 135g/km Service costs None Other costs None Fuel costs £200.50 Running costs inc fuel £200.50 Cost per mile 15 pence Faults Loose window seal

6/18/2026

Makeover inspired by MCXtrema brings extra power and noise for V6-powered cars, plus rangier EVs The Maserati Granturismo, Grancabrio and Grecale have all been updated with fresh faces that bring them closer in appearance to the MCPura supercar, while gaining additional power. Design chief Klaus Busse said the harder-edged look was started with the MCXtrema – a track-only car that “was never meant to be beautiful” – before being evolved with the MC20 GT2 Stradale and then the MCPura. He described the fresh design as “elegance with intent”, with more aggressive faces intended to make the three cars look lower and wider. The twin-turbocharged 3.0-litre V6 employed by the Granturismo and Grancabrio Trofeo has been boosted to 582bhp, an uplift of 40bhp compared with the previous iteration.  Maserati engineering chief Davide Danesin said this is thanks to an increase in turbo boost pressure from 5000-7200rpm, with “some minor modifications” to enable this. “This provides a much more sporty experience when driving because the engine is linear to the limit,” said Danesin.   He added that Maserati has reworked these models’ exhausts to “deliver an even stronger sense of engagement during dynamic driving”. Their eight-speed automatic gearboxes, meanwhile, have been recalibrated for greater responsiveness. As well as more power at the top end, Maserati has given the Granturismo and Grancabrio a new ‘country’ drive mode for use on rougher road surfaces. This raises the ride height by 25mm while softening the dampers and the engine’s power delivery. “The country mode came from our experience and from customer feedback,” said Danesin. “Given the nature of the Granturismo, the car should be really convenient and usable every day. We want to take the Maserati sporty driving experience into the everyday world.” The electric Granturismo and Grancabrio Folgore do not gain any power but do get a significant boost in range, up from the previous 280 miles to 335 miles. This is chiefly due to the addition of a system that disconnects the front motor when its additional power reserves (or traction) are not required, such as cruising on the motorway. This reduces rolling resistance and therefore energy consumption. The cars’ electrical control algorithms have also been updated to “reduce the gap between [official WLTP] range and real-world performance in demanding conditions”, said Danesin. Inside, the Granturismo and Grancabrio have been overhauled with new materials, including metal gear selector switches with haptic feedback.  The Grecale, meanwhile, receives a new iteration of the V6 that has been retuned to produce 385bhp. This slots into the range between the existing four-cylinder Modena variant and the range-topping Trofeo, which has a 523bhp version of the V6. The Grecale Folgore has had its range boosted to 360 miles from the previous 311 miles, owing to the same measures taken with the electric Granturismo.

6/18/2026

Head of bespoke division says manual gearbox and petrol engine are musts for next supercar Maserati has confirmed it is working on a limited-run supercar fitted with a manual gearbox – as first reported by Autocar a year ago. The head of the Bottegafuoriserie bespoke division, which was responsible for the Alfa Romeo 33 Stradale, Cristiano Fiorio, told journalists: “Mainly 50% of our [Bottegafuoriserie] customers demand a manual gearbox and a petrol engine. We can say they are retro-seekers.  “The day we will be ready to present a new program for Bottega for Maserati, I hope will be one day soon in the future.  “The answer is yes – I believe we will have to have a manual gearbox as well in our offering for a Bottega product.” Autocar previously reported that the new top-rung Maserati will be the most exclusive and powerful combustion-engined car it has produced since the MC12, launched in 2004. It was tipped to be based on the Granturismo, twinned with an equivalent Alfa Romeo model. Speaking to Autocar at last year's Goodwood Festival of Speed, Santo Ficili, who is CEO of both marques, said: “We have infinite possibilities to customise products for our customers, for the entire range of Maserati. I’m imagining to do something like we did in the past, also considering Alfa Romeo.” Ficili referenced previous collaborations between the two firms, highlighting that the Alfa Romeo 8C Competizione was based on the previous Maserati Granturismo and built alongside that car at Maserati’s plant in Modena, where the later 4C sports coupé was also produced. More recently, Alfa Romeo turned to Maserati to provide the basis for the 33 Stradale supercar, which shares its basic monocoque chassis and twin-turbocharged 3.0-litre V6 engine with the mid-engined MC20 (now rebadged MCPura). “We built the 4C and 8C in Modena, so why not?” said Ficili of the prospect of another limited-run supercar tie-up. “We can imagine a ‘few-off’ Maserati. It’s easy, because you can look at the past of these two brands, and you can find a nice car like the 33 Stradale, and we can invent something like this.” Ficili stopped short of describing in more detail his vision for a new bespoke creation but suggested the aim is to use the new flagship to celebrate Maserati’s Nettuno V6 engine, as used in the Granturismo, Grecale and MCPura. “It’s a masterpiece,” he said. It is likely that any V6-powered limited-run special would ramp up the Nettuno’s output beyond the 621bhp of the MCPura, in line with a price that would be well in excess of that car’s £230,000, but the firm is unlikely to use electrification to achieve that power boost. Maserati engineering boss Davide Danesin said: “There are still customers looking for pure mechanical cars.” He added that there is a “bad feeling” about having a battery on board a supercar, due to the heightened complexity and extra weight it brings. The Nettuno’s “super-advanced” pre-chamber combustion technology and twin injection system help to cut emissions and boost performance, he said, and the engine is “getting to 210hp per litre with very efficient combustion”. That figure is why the MCPura can remain a pure-combustion car and it means Maserati can keep the V6 in production with the same power once Euro 7 regulations are in force. Giving further clues to what a limited-run Maserati supercar could look like, Danesin dropped a hint that it could reintroduce a manual gearbox to Maserati’s ranks for the first time in years. He said: “A manual gearbox is an opportunity. I don’t see that in big series [production], but why not do a special version with a manual gearbox? No reason to say never. It could be the right choice for a limited edition of a car.” He added that a manual gearbox would emphasise the ‘pure’, analogue ethos of a Maserati supercar. “By doing a purely mechanical car, it does make sense to have a mechanical gearbox with a shifter,” he said. “So why not? It fulfils perfectly the brand. It fulfils perfectly our approach and the mindset. So honestly, I think one day we’ll do it.” Ficili said he plans to emphasise Maserati’s Italian heritage going forward, adding that the company’s headquarters in Modena – “the middle of Motor Valley” – is “the right place” to build sports cars. Neither Danesin nor Ficili gave any indication of when this new supercar could break cover. Alfa previously confirmed it will reveal a second supercar this year from the new 'Bottega' division for limited-run cars, which launched with the 33 Stradale.

6/18/2026

Bold new look but a familiar name for Dacia's Twingo twin, due to be revealed in coming months Dacia will keep the Spring name for the next generation of its electric city car, it has revealed. The new model, which is twinned with the Renault Twingo and built in Europe, unlike the current China-built Spring, will be officially known as the New Spring. However, a new preview image of the £16k EV's rear end shows it will be badged simply as Spring. 'New' will be used to differentiate the two models, which will be sold in parallel for some time. It is expected to be revealed at the Paris motor show in October, but Dacia has not yet confirmed a launch date, nor given any more details of the car's specification. It does say that it will come with "four real seats and a proper boot"; the Twingo has up to 360 litres of space behind the back seats, for reference. The firm decided to keep the Spring name because it builds "on the continuity of a model that has become a benchmark", it said. Recent spy shots of the New Spring testing show how closely it will resemble its Twingo twin. Like its retro sibling, the Dacia has a raked C-pillar, curved roofline and rounded rear windows, plus similar surfacing around its wheel arches. Yet significant differences are also evident: it loses the Twingo’s signature rounded front light design for a thin gloss-black panel, like that on the current Spring. At the rear, it does not have the Twingo’s lozenge-style window shroud, and the brake lights are notably higher-set than those on the Twingo. Although it is positioned similarly to the current Spring, it will not immediately replace that model. Speaking to Autocar, Dacia product boss Patrice Lévy-Bencheton said “they are still quite different” – it will be slightly larger and wider, and its design takes greater influence from Dacia’s SUVs. Dacia has yet to give firm technical details of the car, but it is likely to closely match those of the Twingo, with a 27.5kWh battery giving a range of just over 160 miles. Notably, Dacia has confirmed the model will be priced from less than €18,000 (£15,600), which would undercut the sub-£20,000 Twingo and make it one of the cheapest EVs on sale. Three more Dacia EVs in next four years Dacia has committed to the launch of three further electric vehicles over the next four years, although it has not yet given full details of them. One, however, will be the electric version of the next-generation Sandero, which, the company has confirmed, will adopt a “multi-energy powertrain range”.  As previously reported by Autocar, it will use Renault’s CMF-B platform, which allows for pure-combustion, hybrid and electric powertrains. The Sandero will “remain the value-for-money benchmark in its segment”, said Dacia. It was for years the cheapest car on sale in the UK. As well as increasing its EV line-up, Dacia will continue to expand its hybrid offerings. While around a quarter of Dacias currently sold feature a hybrid powertrain, the goal is for that to reach two-thirds in the future. The Striker and Bigster will be key to growing sales in the larger and more profitable C-segment. That market currently accounts for around one fifth of the brand’s sales, but the aim is for the combination of the two vehicles to increase that share to one third in the coming years. More broadly, Dacia will continue to lean on what it calls a “unique business model”, drawing on a “disciplined” design-to-cost strategy that, helped by the use of shared group platforms and a lean distribution system, gives it a cost advantage of 15% compared with rivals, it says. Dacia is also aiming to further strengthen its customer loyalty. It claims that more than 70% of owners stick with the brand when buying a new vehicle, with a further 10% switching to Renault.

6/18/2026

The Duster proves that cheap doesn't need to mean cheerless One of the cleverest things about the latest Dacia Duster is that its creators avoided messing it up. Better than that, they refined and improved it while maintaining its very attractive price (starting from £21,845) and its singular character - a real feat in a car market stuffed with me-too affordable crossovers. Despite changing the platform, giving it new styling inside and out, hybridising most of the powertrains and killing off the faithful old diesel, they've maintained it as "a paragon of simplicity, practicality and everyday toughness", which is a description we applied to it a couple of generations ago. Another supreme achievement of the new Dacia broom is to get the styling so right: it's sharp-edged and chunky in a way that sweeps away the stultifying drive-to-schoolness of many cars in this class. The interior contains similar achievements. The essential shapes match the a-bit-rugged exterior looks so that you don't even mind a generous helping of hard plastics, choosing them to see them as durability personified. One thing you will especially love about the Duster is its size. It's a shade bigger inside than the Mk2 yet the exterior hasn't grown. What you notice on the move is improved damping and isolation: the new Alliance CMF-B platform that it shares with the Renault Clio and Nissan Juke, among others, helps here. If you want a 4x4, our choice would be one of the last examples of the manually shifted mild hybrid, which will soon be replaced by a similarly capable automatic hybrid. More poke with front-wheel drive? Go for the 1.8-litre engine linked to Renault's novel self-shifting transmission that includes two electric motors, one to help drive the wheels while the other works as a starter-generator. The powertrain is smooth and feels torquey, even if its acceleration figures (0-62mph in 9.4sec) are nothing special. The Duster's enticements to buyers will be seen as its low prices, decent standard equipment, practicality and economy. Yet, as with the previous models, Dacia has managed to maintain its singular, almost mystical persona as an intriguing and slightly off beat machine, the 'interesting' choice of someone who knows what matters in cars and what doesn't. To have maintained such a subtle and elusive quality while changing so much on and under the skin is a mighty achievement.

6/18/2026

Bono Ge has grown the Chinese brand from an unknown in the UK to a big threat to everyone from Ford to Audi There's a tendency for car industry watchers to view the rapid UK progress of leading Chinese marques as some kind of unearned overnight success, predicated on their ability to sell advanced cars at lower prices than anyone else. There is an element of truth to this, not least the recognition decades ago by China's long-termist government that the global electrified car market would be a prime target for future domination and its unswerving efforts ever since to create the conditions for high-achieving companies to succeed. But the recent, increasingly impressive progress of Chinese car companies towards this lofty ambition - with Tesla-beating BYD nowadays most prominent of them all - disguises the years of sweat and toil, reverses, failures, mistakes and blind alleys strewn along the potholed path to success. The experiences of Bono Ge, BYD's UK general manager - who in September last year proudly announced that the UK had become the biggest market for BYD products outside China - show what it takes. It was he who established BYD UK back in 2011, a point at which he cheerfully recalls that "he knew nothing about cars". Last year, the company sold 50,000-odd cars here, around six times the 2024 volume. Ge is exaggeratedly careful to make no forecast for 2026 but, considering the half-dozen new models that are imminent (both for the mainstream BYD and Denza premium brands), an informed bystander might expect the company to be in six-figure territory by 2027 at the latest. At that stage it will have beaten Toyota, be directly threatening the likes of Hyundai and Kia and have Ford and BMW squarely in its sights. Ge joined BYD straight from university in 2008 and got involved in its then mainstream business of batteries, buses and battery storage - until he moved to Europe with a taskforce of a dozen other young graduates recruited to help the company expand in foreign parts. They succeeded with batteries and buses (Transport for London nowadays operates some 2800 BYD electric buses). But an initial attempt to establish an indifferent electric car called the E6 in partnership with the taxi company Green Tomato from 2013 was cancelled before it even got going. Ge spent his time on energy storage systems around Europe but moved back to the UK when BYD decided to get serious about selling cars here again, because the market was getting more interested in electrification and it felt it had better products for the job. The opening strategy was to land a variety of BYD cars at a test track in Spain, then invite dealers (especially dealer group chiefs) to come and sample them. The feedback was positive, although BYD people soon realised they had a lot to learn. Distribution and compliance would be complicated. European buyers found the cars too big in the rear and too short on boot space. They were bamboozled by smart digital features that the Chinese were used to. Adapted designs were needed. Europe wasn't just one entity but up to 30 different sales regions; car specifications would have to vary. Demand was different according to nationality, too. Potential dealers wanted to know how BYD would build its brand. "We were the biggest brand nobody had ever heard of," recalls Ge. "What were we going to do about it? We did some advertising on TV, but most of all we set about gathering as much data as we could find. We also tried to find and listen to good advice." Ge says that people kept telling him the UK market was the most open in Europe, which is how it has worked out: "When we came, we noticed that a lot of Asian companies had established their HQs here, and the reasons were soon obvious. Buyers are open-minded, are interested in new stuff and are attracted by value for money. It isn't so straightforward in Germany and France." BYD's UK expansion has been explosive over the past three years, but Ge feels quite a lot of things can be done better. Its dealer network of 130 sites needs to be expanded faster. Ge and his big boss, Stella Li, who runs the entire BYD operation outside China, wants 160 UK dealers in place by the end of this year. "Still, one thing we've done quite well is to communicate the right story," says Ge. "People see us as a technology brand." There are plenty of challenges to come. One of the meatiest is to launch the Denza premium brand: its Z9 GT, a Porsche Taycan rival, is nearing debut and there may well be two more models this year. Denza is Audi to BYD's Volkswagen, says Ge, so its own volume could be substantial. And then there's the Yangwang premium brand (he pronounces it Yongwong) in the frame after that, although it's not yet clear whether that marque will be seen here in 2026. One thing is for sure: BYD and its sister brands are changing the UK's car landscape for good, like it or lump it. I ask Ge the delicate question: what does he make of being cast as someone who is overturning the prospects of much-loved European marques, almost an enemy? He sighs. Clearly this isn't the first time the matter has been raised. "Today we live in a global market that's very dynamic," he says. "It changes shape all the time and you have to expect it. We can't go back 50 years: it wouldn't work. Besides, people in the UK are open-minded and they like a free market. Our products aren't the cheapest going, but they are great value. It's the customer's choice.

6/17/2026

Maranello continues near-twenty-year-old tradition of peeling back the roof on its mid-engined trackday hero The greatest supercars very often don’t make the most perfect sense. Logic would have allowed no need, nearly twenty years ago, for Ferrari to have built a limited-run of 499 open-topped versions of the untamed 430 Scuderia to celebrate the 16th constructor’s championship of its Formula 1 team. Who would want a Scuderia Spider ‘16M’ anyway, when they could just have a lighter, quicker and even more focussed 430 Scuderia coupe instead?As it turned out, the car was admired and demanded enough to spawn several successors, the latest of which - the Ferrari 296 Speciale A (for Aperta) - has gone on sale in parallel with the equivalent Speciale berlinetta (which we drove in Italy last October).

6/17/2026

Alpine tunnels transform European road travel - perhaps we could learn a thing or two from the continent "The St Bernard is a high pass, opening late and closing early. "It is one of the very few ways across this part of the Alps, and in summer the motorist may find himself behind strings of coaches and oil tankers climbing majestically in their lowest gears, at a rate which is slow, over-heating and exceedingly tedious for a holiday car. At the end of the summer the pass grows dangerous, as the wild gusts hurl great masses of snow about, and poor workers who are returning late to Italy after the Swiss season are often overwhelmed." This Autocar description should make modern drivers very grateful for the Great St Bernard Tunnel, and indeed the Mont Blanc Tunnel just a few miles west on the French-Italian border, both of which were bored in the early 1960s, "certainly drawing Italy closer to the rest of Europe by land communications". The idea for an underground road connection between the ski resort of Chamonix and the Aosta Valley dated back to at least 1937, when Autocar first reported on plans to "move Paris and Rome 120 miles or so closer to one another", as motorised vehicles grew rapidly more numerous. France and Italy fighting a war against one another rather complicated matters, so an agreement on boring through Europe's tallest mountain wasn't reached until 1949 - and not ratified by both parliaments until 1957. The tunnel was set to be 7.4 miles long and 7.0 metres wide and take three years to finish, with the total shared cost projected at nearly £7m (or £145m in today's money). Meanwhile, the complementary 3.4-mile Great St Bernard Tunnel was going to be funded in its £6.5m entirety by private enterprise - and carry not just vehicles but also a new pipeline delivering crude oil from the seaport of Genoa to a refinery up in Collombey-Muraz. Enjoy full access to the complete Autocar archive at the magazineshop.com Boring on the Italian sides of both started in 1958, with the builders entering an informal race - in which the Mont Blanc team soon fell behind, due to internal flooding. "Inhabitants of the Aosta Valley are claiming that this confirms the legend that there are subterranean lakes and hidden deposits of uranium and precious metals in this mountain," noted Autocar. Their rivals won by a month, as in April 1962 "a strong blast of explosive removed a few feet of rock separating Italy from Switzerland, and opened a new route between southern and northern Europe". "Before the final charge, a small hole was drilled through from the Italian side, and Italian wine was piped to Swiss colleagues, who responded by feeding back cigarettes" - treats they had certainly earned, as "grave engineering difficulties had been encountered". We elaborated: "The mountain is superficially made of the best kinds of rock, but inside there proved to be a lot of rotten stuff and cracked strata, and far more water than had been expected. At one bad patch, the Italian engineers took about six months for 300 yards or so." It was finally opened to traffic in March 1964, "a very special Fiat 2300S with Pininfarina coupé bodywork, built for the occasion, first through from the south", while "from the north there was a convoy of British cars", which had arrived from Southend via Geneva aboard a British United Air Ferries Carvair. These aircraft - successors to the Silver City Bristol Freighters that had taken drivers across the Channel in the 1950s - enabled a driver to escape London for the Mediterranean in just three hours and at a cost of about £30 (£540 now). A third Alpine connection was announced at the inauguration of the Mont Blanc Tunnel in 1965, due to link Turin to southern France through the Mercantour Massif. At 7.5 miles long, it was expected to take five years and cost £14m. Construction began in 1974 and the Fréjus Road Tunnel was opened in May 1980 - and upstaged months later by the Gotthard Road Tunnel in southern central Switzerland, burrowing beneath the "tortuous climb over the 6900ft St Gotthard Pass that used to cause many a boiling radiator in summer". We concluded: "There will soon be motorway virtually all the way from northern Germany to the southern tip of Italy" - a prospect that is now our reality, meaning Reggio Calabria is a day away by car, when it should really be two. Three cheers for civil engineers.

6/17/2026

Bavarian mega-estate is faster than an M5 Touring but barely any more showy than a 530e M Sport Journalists gathered to try the Bovensiepen Zagato in Austria were surprised when a second Bovensiepen model was suddenly revealed – one with 790bhp, and not simply for us to ogle. Anybody who appreciates the back-catalogue of the Bovensiepen family – custodians of Alpina until the naming rights transferred to BMW last year – will recognise the conceptual similarities between the 05 GT, as this second model is known, and the now-extinct Alpina B5. Take a mainline BMW, give the styling a shot of sporting elegance, revise the suspension with comfort in mind, turn up the wick and ply the cabin with leather. The format served Alpina well for decades, and now that BMW will use the Alpina name to purvey lavish versions of the 7 Series, the Bovensiepens needed little encouragement to continue their fine work on the 5 Series.   The key difference between this 05 GT and B5 BiTurbos of old is that here the engineering revisions to the donor car are no longer quite as involved. There is no reinforcing of gearboxes, no extra radiators, or chassis bracing. Then again, there needn’t be. The 05 GT isn’t based on an M550 or suchlike but on the full-blown G99-generation M5 Touring (and only the Touring, because there will be no saloon for the foreseeable future). Note that buyers will need to order the car through Bovensiepen Automobile, which is not offering the 05 GT package as a retrofit to used M5s.   Taking such a brute as the starting point for the 05 GT makes for some extraordinary numbers, in this case 790bhp and 811lb ft, the latter from barely above tickover. The claimed 0-62mph time is "less than" 3.6sec, while top speed is given as 190mph, though because the car is geared to hit 227mph even in seventh, the double-tonne must be fair game on an autobahn. All said, this car is faster than an M5 Touring. Having briefly considered binning it off, in the end Bovensiepen elected to keep the electric portion of the M5’s plug-in hybrid powertrain but left it untouched. The motor inside the eight-speed gearbox therefore continues to make around 200bhp, and of course it means the 05 GT can operate as an EV, albeit only for 35 miles or so. Meanwhile the twin-turbo 4.4-litre petrol V8 gets new intake plumbing and a titanium Akrapovic exhaust from the silencer back. It alone is responsible for the 05 GT’s 72bhp uplift over the regular M5’s output. Flybys at the Salzburgring racetrack, where we drove the 05 GT, were riotous events reminiscent of low-flying jet aircraft. Elsewhere, the M5’s M Adaptive dampers have been retuned and the 05 GT is fitted with its own bespoke Eibach springs, as well as new strut-tower braces. The staggered wheel set-up of the regular M5 is also dispensed with and 21in alloys (with milled spokes) are fitted all round. Model-specific ‘BOV’-marked P Zero R tyres, bespoke from Pirelli, complete the package with an M5-matching contact patch. Bovensiepen doesn’t tinker with the tuning of the steering or the rear-steering, or the four-wheel drive system, which behaves as per the regular M5, with its myriad of modes and traction control settings. What it has tinkered with, and tinkered well, is the styling. This is the work of Frank Stephenson’s studio and it offers a wholesale revision of the standard car’s porcine thuggery. A black pin-stripe down the flanks – along with the concave sills intended to reduce visual weight – is bookended by subtly sporting bumpers and neat roof spoiler. It will take a while for a bumper script that reads ‘Bovensiepen’ rather than ‘Alpina’ to feel normal, but this is a smart styling effort that strikes the right tone on a challenging canvas.  Which brings us to the interior, where it is a similar story to the outside. All the saddlery expertise that the Bovensiepens accrued while in command of Alpina has been brought to bear and it is superbly plush in here, with endless potential for customisation, including embossing of the headrests. It’s just a shame that the donor car is so plastic-heavy across the dashboard. It cheapens the ambience, though this can hardly be held against Bovensiepen Automobile, whose diligence in maximising comfort extends to offering several tyres of piping for the upholstery.  Comfort is something the 05 GT ought to do well on the road. We won’t know for certain until we drive one in the UK, but the way this revised chassis dealt with the fiendish undulations of the Salzburgring was promisingly languid but underpinned with confident-inspiring control. That said, Bovensiepen ought to offer 20in wheels with a little more sidewall, just to be on the safe side in terms of secondary ride. Unfortunately, a grand total of six laps doesn’t permit much more in the way of meaningful real-world dynamic analysis.  Performance? Monumental; move on. Towards the end of the day, a familiar pattern unfolded during a few spirited laps with one of Bovensiepen’s factory hot-shoes in a Zagato prototype. The 05 GT would have unnerving stability in the big brake zones. It would then turn in beautifully for a big car, only to fall off the back of the Zagato as its nose-y balance and weight counted against it on the way to the apex. Then, once rotated, it would inexorably reel in the smaller coupé on the exit like a Lancaster bomber bearing down on a microlite. It is just monstrous and has the depth of performance and monolithic composure that tends shrink big miles with ease. Nonetheless, one suspects those who do spend the €51,000 (circa £44,000) or so that Bovensiepen is asking for this conversion will be mainly in it for the aesthetic improvement and the chance to have a truly bespoke cabin. After all, the effects of the uplift in power will be negligible on the road, and at 2555kg the 05 GT offers no weight saving next to the standard M5 Touring. In fact it’s 5kg heavier.  It’ll be interesting to see if the 05 GT can remedy the M5’s slightly stilted B-road ride in the UK, mind. If it can, as well it might on this evidence, then along with all the other modifications, the asking price and seventh-month build time begin to look if not outright alluring then at least palatable. For Alpina's traditional customer base, added appeal comes in the form of rarity – these days the factory in Buchloe has capacity only for 100 or so of these conversions annually.  Price £144,000 (approx) Engine V8, 4395cc, twin-turbocharged, petrol, plus 195bhp AC synchronous electric motor Power 790bhp Torque 811lb ft Gearbox 8-spd automatic, 4WD Kerb weight 2555kg 0-62mph Less than 3.6sec Top speed 190mph Economy 53.3mpg CO2 124g/km Rivals Audi RS6 GT

6/17/2026

New 'E-Shift' adds simulated eight-speed 'box with "noticeable shift jerks" to boost engagement The Porsche Taycan has gained a Hyundai-inspired virtual gearbox system as part of an update that also brings the option of additional range, plus an overhauled infotainment system. Named E-Shift, the new system simulates an eight-speed sequential gearbox. Engaging E-Shift adds a rev counter to the digital instrument panel and gears can be selected using the paddles on the GT sports steering wheel, which is added with the Taycan’s optional Sport Chrono package. It is standard on the 1094bhp Turbo GT model. Porsche claims the system provides engine braking similar to that of one of its combustion-engined cars, with “noticeable shift jerks” when a new gear is selected. The simulated gearbox’s behaviour and the ‘engine’ sound played through the interior speakers are different for each variant of the Taycan. Hyundai was the first to offer a simulated engine and gearbox in an electric performance car with the Ioniq 5 N. It received critical acclaim for how it boosted driver engagement and the car was awarded a rare five-star verdict in the Autocar road test. Andreas Preuninger, the boss of Porsche’s GT division, recently told Autocar that the Hyundai’s simulated ’box was “very impressive” and his “biggest takeaway” after driving one. “We [Porsche GT] are automotive nerds and discussions about how to improve driving engagement are always happening,” he said. Alongside E-Shift, Porsche has added the option of low-rolling-resistance tyres for the rear-wheel-drive entry-level Taycan. The new rubber boosts the model's range by 12 miles, giving the saloon a claimed 434 miles between recharges and the Sport Turismo estate 416 miles. Meanwhile, the Taycan’s infotainment system has been updated to the latest generation introduced with the Macan Electric and Cayenne Electric. It is said to offer five times the processing power of that in previous Taycans, bringing faster responses to inputs and new graphics.

6/17/2026

Renault completes its retro EV trilogy with a loveable city car Having rejuvenated two brilliant small cars for the electric age already, Renault has made it a hat-trick with the latest Twingo, which it promises will cost less than £20k when it lands in the UK at the end of this year. That's a budget car price that the Twingo's design, at least, doesn't sit alongside. It looks and feels a more complete car than that. "The proportions are frankly perfect," says Laurens van den Acker, and although he might say that, because he designed it, we wouldn't disagree. "It looks like a bonbon," he says. "You could eat it." It is, we think undeniably, cute. It looks good inside, too, with a small-outside, big-inside feel, and there's a lot of glass plus little segmentation between occupants to make it feel a bright and airy space. There are bold and simple instruments and dials and buttons - many of them real - to add to the fact that although this is a budget car, it features some premium touches. To counter the fact that short cars can't have generous rear accommodation and a big boot at the same time, the Twingo has separate rear chairs that slide independently of each other. And next in the thoughtful-touches stakes, the boot floor is split 50/50, so if you have, say, the charging cables in the cubby beneath, you don't have to empty the whole boot to access them. The battery is modestly sized, at 27.5kWh, but that's perhaps inevitable for an electric city car, especially at this price. Of the BYD Dolphin Surf, Fiat 500e and Hyundai Inster, only the Korean offering has a longer range, and its starting price is more than Renault promises. The Twingo is good to drive too, tackling back roads with enthusiasm and fine body control, which it combines with a smooth, composed ride at odds with its lowly positioning. So along with its feeling of solidity, the Twingo brings a sense of fun, enjoyment and involvement. In a world of grey cars with grey interiors, it's nice to find some colour being brought back to budget motoring.

6/17/2026

The forthcoming second model in the Land Rover Defender line-up will offer hybrid powertrains in addition to battery-electric. As previously reported by Autocar, it will be a smaller sibling to the existing Defender and it will be underpinned by JLR's new EMA platform. The model's name has yet to be confirmed, but it has been widely reported as the Defender Sport.  JLR today said EMA “will now include the option of HEV [hybrid] as well as BEV [battery-electric]” in the future”.  Mark Cameron, managing director for the Defender and Discovery brands, previously told Autocar that work on the new Defender was “well advanced”. However, he wouldn't give a timescale for the launch – or confirm if it would use the Sport name. Cameron promised it will be "class-leading in the attributes that make it a Defender". Notably, the new model – which has already been spotted testing on UK roads – will be the first entirely new product since Defender was turned from a Land Rover model line into a brand (along with Range Rover and Discovery) under JLR's 'House of Brands' approach. It will also be the first in an expanded range of Defender products. Defining Defender as a brand Cameron said the three years since the new plan was announced have been spent developing new products and establishing what Defender stands for. He added: "Over the past couple of years, our design and engineering teams have created that red line, the circle that every Defender had to have. That's the DNA." The Defender is currently offered in 90, 110 and 130 bodystyles, along with the hot Octa variant and the commercial Hardtop. Cameron said the focus was on making Defender "a luxury lifestyle brand", adding: "We've got a portfolio of one model with several variants, but I'm working seven to 10 years ahead to build out this whole brand portfolio. "We've got to make sure everything we do as Defender has the DNA of the brand: epic built-to-last, go-anywhere capability." Work 'well advanced' The Defender Sport is an entirely new product rather than an attempt to create an electric equivalent of the current Defender 90 – a decision driven by the design differences required by the use of a bespoke 'electric-first' platform. Tipped to be just over 4.5m long, it sits on JLR'S EMA platform, which will underpin many of the company's future EVs, including the Range Rover Evoque and Velar. The more premium-focused Range Rover and Defender will use the firm's MLA platform, while Jaguar has developed its own bespoke EV architecture, named JEA. Using a platform with underfloor batteries creates "vehicle constraints", said Cameron. He added: "The size of the vehicle and platform will probably reduce wheel travel and articulation compared with a current Defender." But while that means the Defender Sport won't offer the same level of off-road ability as the current Defender line, Cameron has vowed that it will still be designed to offer substantial off-road capability. "What matters to us is that a Defender has to be class-leading in the attributes that make it a Defender," he said. That means it will retain four-wheel drive, suggesting a dual-motor set-up. Cameron said the emphasis on efficiency for EV design – vital for maximising range from the battery or fuel economy from a hybrid – created challenges "given the silhouette of what most people would know a Defender to be: very upright, sharp window angles, a bluff rear end". He added: "The capability we have in our vehicles carries a penalty that works against you when you think about range for an EV. My job is to make sure we retain Defender's DNA, otherwise we become another SUV brand and there are plenty of those." Cameron acknowledged that Defender EV test cars had already been spotted by Autocar's spy photographers and said the firm was "well advanced" with development. He also noted that the firm had put a focus on "maintaining our test cycles", rather than trying to chase a faster development cycle in order to keep up with Chinese rivals. "What has disrupted our industry hugely are shrunken test cycles due to some of the Chinese brands," he said. "Their speed to market is just incredible. But we have always maintained that we need to have at least two winter test cycles and two hot weather test cycles for a Defender. We're looking at ways to shrink our product development time, but we don't want to compromise on quality and longevity and all the things you have to deliver as a luxury brand." Cameron also indicated that JLR has put a focus on where it can best add value, saying: "As a business we're looking at where do we partner, and where do we build in-house, You've got to work out your core competencies. If you look at the EV world, the actual battery pack and the electric drive units have, to some extent, become commodities. But do they give us the torque characteristics and off-road drivability that Defender has to have? Those are big decisions: the quickest way to market is to buy all that in, but that's not necessarily the right answer for Defender." Brand building Cameron wouldn't be drawn on specific product plans beyond the brand's first EV, but when asked how big a potential Defender line-up could become, he said: "Huge." That is likely to include multiple powertrain options given what Cameron called "the complexity of EV adoption", which results in the level of customer demand lagging behind the expectation of legislators. That's a challenge given Defender's global footprint: a majority of its UK sales are currently diesel, while its biggest market is now the US, where electrification is firmly on the back burner. The importance of the US market is likely to have steered the addition of hybrid power to EMA. "Our strategy is to offer as much choice for as long as we can," said Cameron. "Clearly with the Defender, because of the capabilities, toughness, the weight and the geometry of it, as long as we can keep selling petrol and diesel with hybridisation and other forms of interim technology, we'll continue to do so." The Defender is currently offered with a plug-in hybrid powertrain, but that is built around a four-cylinder engine and has a limited electric range, because the D7 platform wasn't designed for the technology. Cameron hinted that would change in time, saying: "We're going to be relying on future generations and different architectures to expand those sorts of technologies." Notably, Cameron said Defender's growing international focus could Influence its line-up: "Beyond the UK there are vehicle types that are absolutely suitable [for Defender in certain geographies. The US is now our biggest market, and there are product categories popular there we can absolutely bring Defender into." That suggests a revival of previous plans to develop a Defender pick-up given the size of that market in the US, although Cameron wouldn't expand on specifics. But he noted that growth could also come at the other end of the range, because "in Europe they need small cars for tight streets". He added: "The red line we've got to draw is that any future versions of Defender still have to have the same characteristics that every Defender needs. There's no reason you can't go smaller, bigger, longer, higher and still cover those bases. "The biggest challenge is that we don't want to be all things to all people, so we've got to work out where to [focus] - and it's not about volume for us. It's about building a good, profitable, margin-led business and satisfying customer needs in segments and markets that don't exist today. "If you look at JLR as a business, we've always been at our best when we create segments. Range Rover is a great example. The Evoque was a great example. Defender today is a good example: it reimagined the rugged SUV segment. "So we're going to look carefully at those white spaces in the market where we can credibly have a Defender product. But we won't copy something just to chase volume, because that's not what our business plan is."

6/17/2026

We take a journey into the finest model made by famous car companies that no longer exist Times change, markets evolve and sometimes companies who rule the roost get a wheel stuck in a ditch and never recover. Some of the brands who are no longer with us are gladly forgotten, while others left us wonderful memories of motoring days gone by. Join us as we look at some of the best cars built by car makers no longer around: AMC: Eagle (1980) This was a family car on stilts which relied on serious four-wheel drive hardware and ample ground clearance to tackle tough trails and knee-deep snow. In many ways, the Eagle was the modern crossover’s predecessor. Have you noticed the rising popularity of SUV-coupes? AMC did it first with the Eagle SX/4 (next picture), and it had two doors like a proper coupe should. So what happened to AMC? The company was bought by France’s Renault in 1979, but AMC’s range of mostly smaller cars suffered as fuel became relatively cheaper during the 1980s. Renault CEO Georges Besse - who championed AMC - was murdered in 1986 by terrorists, and his successors lost interest and sold the firm to Chrysler in 1987, when the AMC badge came to an end. Amphicar: Model 770 (1961) Launched in 1961, the Amphicar Model 770 was a boat-car hybrid with no direct rivals. Its rear-mounted, Triumph-sourced four-cylinder engine spun either the back wheels or a pair of plastic propellers visible beneath the rear bumper, while the front wheels steered it regardless of whether it was traveling on land or on water. It was surprisingly versatile and, thankfully, completely watertight. Most were sold in the United States, including one to President Lyndon Johnson (pictured) , who used to pretend to unsuspecting visitors that his brakes had failed as he drove into a lake at his ranch in Texas. So what happened to Amphicar? The niche the Model 770 landed in was too small to keep Amphicar financially afloat. Production ended in 1967 after about 4000 units were built in West Germany by a company owned by the Quandt family, better known for their large stake in BMW. Amphicar chose not to stay in the car industry after it axed the Model 770. To date, no other company has offered a series-produced amphibious passenger car. Austin-Healey: 3000 (1959) When it made its debut in 1959, the Austin-Healey 3000 stood out with a 3.0-litre engine and front disc brakes. The big Healey was a force to be reckoned with in European rallying events, but convertible-hungry buyers in North American scooped up most of the production run. It was one of the greatest British sports cars of its era, and it was continuously updated throughout the 1960s. So what happened to Austin-Healey? The deal between Austin and Healey ended in 1972 after 20 years. There have been talks of a revival since, including under BMW’s ownership of Austin successor company Rover, but nothing has appeared. The name itself is now owned by China’s SAIC. PICTURE: Austin-Healey 3000 Mk3 Autobianchi: A112 Abarth (1971) When Volkswagen takes credit for pioneering the hot hatchback, it overlooks the Autobianchi A112 Abarth. Admittedly, the A112 was easy to miss due to its small dimensions. It was introduced in September of 1971 (before anyone knew what a Golf was) as a hotter version of Autobianchi’s successful small car. Early models used a 58hp four-cylinder engine, though power climbed to 70bhp later in the production run. So what happened to Autobianchi? The company was a joint venture between bicycle-maker Bianchi, Pirelli, and Fiat. Fiat took full control in 1968, and then folded the operation into Lancia. The badge disappeared in 1995. Auto-Union: 1000 SP (1957) Visually, there was little to suggest the Auto-Union 1000 SP was related to the standard 1000. And yet, the SP shared its basic two-stroke, three-cylinder engine with the 1000, though there were some model-specific differences. Stuttgart-based coachbuilder Baur made about 5000 units of the 1000 SP between 1958 and 1965. It also built around 1640 examples of a 1000 SP-based convertible starting in 1961. So what happened to Auto-Union? Auto-Union merged with NSU in 1969, and both were absorbed by Volkswagen shortly after. Audi was born from the merger. While both brands are dormant today, Audi still builds cars like the A6 in Neckarsulm, where NSU was based, and Volkswagen manufactures cars in Zwickau, where Auto-Union traces some of its roots to (and where the Trabant was made). Daimler: SP250/Dart (1959) Once a supplier of cars to royalty, Daimler grew out of the German company, but soon built its own models. The SP250’s engine had an interesting configuration; while being only a 2.5-litre, it was a V8. Elegant but interesting to look at, it was a spirited drive, good for 120mph, and determinedly different from its stately predecessors. It was famously used to police speeds on Britain’s first motorway, the M1. So what happened to Daimler? The company was sold to Jaguar in 1960, its cars eventually becoming badge-engineered Jaguar derivatives. The brand disappeared in 2007, though Jaguar still has the right to use the name in many markets, though given Daimler is now also the name of the heavy trucks arm of Mercedes-Benz (it’s complicated…), this seems unlikely. DeSoto: Model K (1928) Created by Chrysler in 1928, DeSoto put its rivals on notice when it released its first car, the Model K, for the 1929 model year. It sold 81,065 units of the model during its first 12 months on the market, a record that remained unbroken for several decades. The Model K was cheaper than a comparable Chrysler, fitted with a six-cylinder engine, and offered in a number of body styles, including a roadster. It was the right car at the right time, and the future looked bright for Chrysler’s mainstream brand. So what happened to DeSoto? DeSoto’s early success quickly faded. Chrysler also purchased Dodge in 1928 and the two brands often overlapped; both were positioned below Chrysler as mass-market brands. Its evolution followed the rest of the Chrysler portfolio’s, so it received the new Firedome V8 in 1952 and the “Forward Look” design language in 1955. Sales collapsed in 1958, partly due to the same recession that helped end Edsel, and Chrysler closed DeSoto in 1961. De Tomaso: Pantera (1971) Alejandro De Tomaso (1928-2003) designed a breathtakingly gorgeous car and bought a V8 from Ford to stuff behind the seats. America’s appetite for performance cars ensured a steady cash flow for De Tomaso in spite of the Pantera’s quality issues. Unreliability caused Elvis Presley to shoot his Pantera on numerous occasions, presumably as a punishment. It’s not known if this helped. Ford stopped importing the car to the US in 1975, but production carried on for other markets (including Europe) until 1992. So what happened to De Tomaso? De Tomaso merged with Maserati in 1975 and that brand was always more prolific, but De Tomaso sales carried on in small numbers until 2004 when the firm died. The trademark was sold on, and a De Tomaso concept car appeared at the 2011 Geneva motor show, but nothing’s been heard since. Eagle: Talon (1989) Chrysler founded Eagle in 1988 to continue AMC, which left the scene that same year. Its range consisted largely of average, unexciting cars that suffered from a complete lack of image. The only exception was the Talon, which was closely related to the Mitsubishi Eclipse. Released in 1989 as a 1990 model, it was available with all-wheel-drive and a turbocharged four-cylinder engine rated at 192bhp. So what happened to Eagle? In hindsight, there was no space in Chrysler for an obscure brand like Eagle, and not enough interest or money to give it a fighting chance. Models left the range one by one during the 1990s, and the Eagle name disappeared in 1998. Stellantis owns the name today. The factory in Normal, Illinois, that manufactured the Talon now belongs to electric pickup truck maker Rivian. Facel Vega: Excellence (1958) Facel Vega was a brand favoured by the world’s celebrities to build the Excellence to take the fight directly to Rolls-Royce and the German brands. From its stately design with reverse-facing rear doors to its hand-built interior, the Excellence easily lived up to its name. It served as the flagship for the brand, and for France’s entire automotive industry. So what happened to Facel Vega? Competition from larger luxury-car rivals like Mercedes-Benz did the company no favours and it closed down in 1964. It remains a mystery why France – home to world-beating luxury brands like Louis Vuitton and Chanel – has never created a successful luxury car brand in recent decades. Hudson: Hornet (1951) The Hudson Hornet had big round headlights, plenty of chrome and a long, sloping roof line that flowed into a pontoon-like rear end. Power came from a 5.0-litre straight six. It was fast, too; the Hornet dominated NASCAR racing in the early 1950s. So what happened to Hudson? It merged with Nash-Kelvinator in 1954, to form American Motors Corporation- AMC. The Hudson badge survived until 1957. The remnants of AMC – including, most notably, Jeep – today live in Stellantis. Innocenti: Mini (1974) Scooter maker Innocenti formed its car-building division through a collaboration with Britain’s Austin. It began building the Mini under license during the 1960s, and it released an updated model styled by Bertone’s Marcello Gandini in 1974. Bertone gave the Mini a more modern-looking design and a practical hatch to take on the Autobianchi A112, one of Italy’s rising stars. Several evolutions of the Innocenti Mini were built, and an entry-level two-cylinder engine joined the range in 1985. Outdated in spite of several visual updates inside and out, the Innocenti Mini retired in 1993, seven years before the Mini itself died. So what happened to Innocenti? Fiat gradually took over Innocenti and Maserati from De Tomaso in the 1990s. It closed the company’s factory and assigned the brand a series of badge-engineered cars like the Mille, which was a second-generation Uno made in Brazil and sold for less than the Italian-built model. Fiat dumped the Innocenti name in 1997, and Stellantis owns the name today. Jensen: Interceptor (1966) The Jensen Interceptor provided buyers with an alternative to the archetypal British grand tourers made by the likes of Aston Martin. It catered to buyers who cared more about silky-smooth low-end torque than razor-sharp handling and low running costs. It died without a successor when Jensen collapsed under the burden of its financial troubles. So what happened to Jensen? Jensen ceased operating in 1976. It was revived in 2001 with a new car, the S-V8, but promptly died again after just 20 were produced. Matra: Rancho (1977) Matra made the Rancho from many parts of its other vehicles. Starting with the VF2 van, engineers installed an 80hp 1.4-litre engine from the 1308 GT, brakes from the 1100 TI, and a four-speed manual transmission from the 1307. While the design suggested it could go anywhere, four-wheel drive was never offered for cost and packaging reasons. It was a trailblazer for the crossover class, but arguably a couple of decades too early. In an odd twist of fate, the Rancho’s intended replacement morphed into the original Renault Espace, Europe's first people-carrier. So what happened to Matra? Matra in the automotive sphere became a contract manufacturer for Renault, but this work ceased in 2003, and some other assets were acquired by Pininfarina. The defence and aerospace part of Matra is now part of Airbus. Mercury: Cougar (1967) Mercury launched the Cougar to fill the space between the Ford Mustang, which it shared its platform with, and the Ford Thunderbird. It became Mercury’s hero car by combining performance with a larger dose of luxury. Later models attempted to recapture the spirit of the original, though they largely failed due to poor execution and performance best characterized as slothful. So what happened to Mercury? Following rationalization after the financial crisis, Ford announced the end of the brand in 2010, and its last car, a Grand Marquis, was built in January 2011. Morris: Minor (1948) In terms of Morris-branded cars, it’s hard to beat the Minor. While performance was sedate even by the standards of the time, steering and handling was impressive, and this was a primary way Britain got back on the road after the second world war. It later spawned van, estate and convertible versions, and more powerful engines that arrived later helped a lot. A cool 1.4 million examples were built until 1971. So what happened to Morris? Morris merged with arch-rival Austin in 1952 to make the British Motor Corporation. In turn this merged with various other companies to form British Leyland in 1968. The last Morris-branded car, the Ital (pictured), was built in 1984. Part of the old Morris factory in Oxford today produces the Mini for BMW; the Morris name itself is owned by China’s SAIC. Oldsmobile: 4-4-2 (1964) The 4-4-2 started life as a performance-oriented option package on the Oldsmobile Cutlass. It proved popular enough to earn a promotion to a full-fledged model line in 1968. Oldsmobile collaborated with American tuner Hurst to build an even faster 4-4-2 with a 390bhp engine, upgraded brakes and a model-specific suspension. For a few years, the numbers 4-4-2 were synonymous with no-nonsense performance. The 1972 redesign demoted the nameplate to option package status. So what happened to Oldsmobile? Oldsmobile increasingly found its cars lost among those of GM’s other brands, let alone those from other carmakers, and the brand died in 2004. Nash: Metropolitan (1953) Nash envisioned the Metropolitan as a small American car with European flair. It commissioned a design from Pininfarina and asked Austin for the A40’s engine and spare production capacity. It all came together shockingly well; one of America’s smallest and most stylish cars was born. Sales started during the 1954 model year. Often bought as a second car, the Metropolitan went through several evolutions (and was sold under several names, including Hudson and Rambler) until production ended in 1961. So what happened to Nash? In 1954, Nash and Hudson became American Motors Corporation (AMC) through what was at the time the largest corporate merger in American history, and formed the fourth-largest carmaker in the United States. AMC was taken over by Chrysler in 1987. The Nash name stopped being used in 1957. NSU: Ro80 (1967) Presented at the 1967 Frankfurt motor show, the NSU Ro80 stood proud as one of the most innovative production cars released in the 1960s. It arrived as a big, upmarket model with unusual proportions, a highly aerodynamic design, and a twin-rotor Wankel engine. Many celebrated it as the family car of the future. Early problems with the rotary engine gave the Ro80 a bad reputation that it didn’t fully recover from, and the first oil embargo sealed its fate. While NSU took steps to make the rotary engine more reliable, it couldn’t keep its fuel economy in check. The Ro80 retired without a direct successor in 1977. So what happened to NSU? Vast warranty claims from the Ro80 crippled the firm and Volkswagen took it over, though VW was more interested in the firm’s factory than in its line-up. It merged NSU and Auto-Union in 1969 and reluctantly absorbed the K70, which became the first water-cooled Volkswagen. NSU built its last car, an Ro80, in 1977, but the firm’s legacy endured. The Audi 50 (1974) was developed by NSU to replace the Prinz; it became the first Volkswagen Polo. Panhard: 24 BT/CT (1964) Ordinary motorists knew Panhard for big, six-seater saloons; racers knew Panhard for ultra-light sports cars. The 24-series cars were an attempt at blending the company’s two identities. Offered with a short or a long wheelbase, the 24 brought Panhard’s unique breed of sportiness to motorists unwilling to commute in a stripped-down race car. The 24 BT was longer than the 24 CT to offer more space for occupants riding in the back. Both variants received an air-cooled flat-twin engine which, thanks to an impressively aerodynamic design, propelled the 24 to highway speeds in a relative hurry. So what happened to Panhard? The car side of Panhard was sold to Citroën in 1967, and the brand as a carmaker died. The name lives on as a maker of military vehicles, ultimately owned by Volvo Group, the Swedish truckmaker. Pontiac: Firebird (1967) General Motors didn’t allow Pontiac to build a two-seater sports car out of fear it would compete directly against Chevrolet’s Corvette. Instead, Pontiac received permission to launch a sports car based on the same platform as the then-new Camaro. Affectionately called “Screaming Chicken,” the Firebird carried on alongside the Camaro for four generations until it died in 2002. So what happened to Pontiac? Increasingly lost in General Motors, the Pontiac brand was discontinued in 2010 as GM rationalised its brands after its near-death experience in the 2008-09 global financial crisis. Plymouth: Road Runner (1968) Muscle cars progressively grew out of mainstream buyers’ reach as they became more powerful and more expensive. The Road Runner was a return to the basic, enthusiast-approved formula of placing an immensely powerful engine in the unsuspecting body of a run-of-the-mill car. The Road Runner exceeded Plymouth’s wildest expectations during its first year on the market. Clearly, the time was right for a more affordable muscle car. So what happened to Plymouth? Chrysler’s Plymouth brand died in 2001, and its cars were either discontinued or rebranded as Chryslers. Rover: SD1 (1976) The SD1 was Rover’s last attempt at building a true flagship model on its own, before it teamed up with Honda to share technology and costs. An avant-garde design and optional V8 power positioned it firmly at the top of the Rover range, placing it in the same ring as executive saloons from BMW and Mercedes-Benz. When it worked it was great – but poor build quality and reliability ensured the SD1 often didn’t. So what happened to Rover? Rover became part of the Austin Rover group, and it developed the 800 (pictured) as a follow up to the SD1, a sister car to the Honda Legend. Rover was sold to BMW in 1994. Having sold off Land Rover to Ford in 2000, it sold what was now MG Rover to a management consortium for £10. However, MG Rover went out of business in 2005. The Rover name was sold by BMW to Ford for around £10 million (around $16 million) in 2006, which sold the marque along with Land Rover and Jaguar to India’s Tata Motors in 2008. Saab: 99 (1968) The 99 marked the beginning of a new chapter in Saab’s history. The Swedish brand ditched the 92-inspired design of earlier cars in favor of a more contemporary look characterized by a wrap-around windscreen, while a Triumph-sourced four-cylinder engine relegated the 96’s DKW-derived two-stroke engine to the history book once and for all. The 1978 Turbo remains the best-known evolution of the 99. It paved the way for every high-performance Saab from then on. So what happened to Saab? Saab was fully acquired by General Motors in 2000. Saab was sold to Spyker in 2010, but ceased making cars in 2011. A Chinese firm called NEVS then bought Saab’s automotive assets, but it seems that the brand won’t be used on any vehicles; this is a complex area since the Saab name is still used by a military aircraft maker; Saab cars and aircraft were under the same ownership until 1990. Saturn: SL (1990) Saturn illustrated how it planned to operate as a different kind of car company when it launched the SL in 1990 as a 1991 model. The model looked like nothing else in the General Motors portfolio thanks in part to a grille-less front end, it was built on a brand-specific platform, and it was manufactured in a new assembly plant located in Spring Hill, Tennessee. Even odder were the SL’s plastic body panels, which were chosen because they were lighter, more durable, and cheaper than steel parts. Saturn’s unique approach to taking on Japanese carmakers initially paid off. It built its 500,000th car in September 1993 and it sold 229,356 cars that year. So what happened to Saturn? The problem arguably started from literally day two.  GM CEO Roger Smith championed Saturn, but retired the day after it was officially launched. Later bosses showed much less interest commitment to it, and the cars gradually lost their identity as they became sister cars to those from other GM brands. It was closed in early 2010 along with several other GM brands. Simca: 1000 Rallye (1970) Abarth applied its magic to the Simca 1000, but it’s the three Rallye versions that replaced Renaults and NSUs in the heart of enthusiasts seeking rear-biased driving thrills. The 1000 was the ideal base for a high-performance saloon aimed at buyers on a budget. The first two editions of the Rallye were hot-rodded production cars, but the 102bhp Rallye 3 was a full-blown street-legal race car released for homologation purposes. All three models are still widely used in hill climb events today. So what happened to Simca? Simca was bought by Chrysler in 1970, and then PSA Peugeot-Citroën in 1979, and the badge died thereafter in favour of Talbot. Studebaker: Avanti (1962) Developed in response to the Chevrolet Corvette, the Avantis was designed by Raymond Loewy and had a body made out of fiberglass and dropped on a modified Studebaker Lark chassis. Studebaker built about 5800 examples of the Avanti before it shut down for good, but five different entrepreneurs took turns building the car until 2006. So what happened to Studebaker? Studebaker found it increasingly hard to compete with the Detroit giants, and production at its main South Bend factory ceased in 1963, though operations continued at the company’s Canadian plant until 1966. The name is today owned by Federal-Mogul, a car parts firm. Sunbeam: Tiger (1964) Originally formed in 1901, Sunbeam disappeared after 1935, but was revived in some style in 1953 with the pretty and successful Alpine – which was perfectly timed for the 1950s American open-top sports car wave. Wanting more power, Sunbeam enlisted Carroll Shelby to help fit a 164bhp 4.3-litre Ford V8 into the car. Twice as powerful as the Alpine but only marginally heavier, the car was a scintillating hit, shifting over 7000 examples in just three years. So what happened to Sunbeam? Already part of the Rootes Group, Rootes was absorbed by Chrysler and then Peugeot. The Sunbeam name disappeared in 1981. Tatra: 613 (1974) Like Porsche’s 911, the Tatra 613 retained its rear-engined configuration well after the layout went out of fashion. It shared this configuration with its predecessor, the 603, but its styling came to life on a blank sheet of paper. In an unlikely tie-up, Czechoslovakia-based Tatra enlisted the help of Italy’s Vignale to forge a new design identity more in-tune with the times. It’s remembered as one of the most prestigious cars to come out of the Soviet-era Eastern Europe. You didn’t want to see it parked up in front of your house at two in the morning as it was a favourite of the KGB and its Warsaw Pact counterpart organisations. So what happened to Tatra? It stopped making cars in 1999, but carries on as small-scale truck maker, and as such is the second-oldest vehicle producer in Europe after Peugeot, the Tatra company having been formed all the way back in 1850, when it produced horse-drawn carriages. Talbot: Samba Cabriolet (1982) Based on one of the cheapest cars in Europe, the Talbot Samba Cabriolet gave young, cash-strapped motorists a way to go topless without breaking the bank. It also attempted to provide the Talbot brand its own image by separating the Samba from the Peugeot 104 and the Citroën LNA it shared a platform with. So what happened to Talbot? When PSA bought Chrysler Europe in 1979, it used the Talbot badge on former Chrysler and Simca models. The Talbot name continued on cars until 1987, and on vans until 1994. Triumph: Stag (1970) While some would choose Triumph’s successful and pretty line of TR sports roadsters from the ‘50s and ‘60s, we reckon the Stag deserves more credit as the British V8-powered would-be answer to the Mercedes SL. Moodily handsome though blighted by reliability issues, it was a nice drive when it worked. So what happened to Triumph? Triumph was run down by owners British Leyland, and the oddball TR7 was the last car developed in-house. That was followed by the 1981 Honda Ballade-based Triumph Acclaim (pictured), and the name ended in 1984. However, someone in Munich has a long memory: intriguingly, the Triumph Cars name today belongs to BMW, a relic of the firm’s Rover ownership but retained when it sold that firm. Triumph and BMW went head-to-head in the small sports saloon market in the 1970s in Europe. Vespa: 400 (1957) Known internationally for scooters, the Italian brand dipped its toes in the automotive pond when it introduced one of the smallest cars on the European market at a high-profile event in Monaco. The 400 competed in the same handkerchief-sized arena as the Goggomobil and the Fiat 500, which hit the market just a few months before its Vespa-badged rival. The 400 – an allusion to its 393cc engine – was manufactured in France. One and done, Vespa never built another car. So what happened to Vespa?  Nothing, in a word. Vespa continues to make motor scooters; its parent company Piaggio sold 436,000 two-wheeled machines in 2023 using a variety of brands which also include Aprilia and Moto Guzzi.

6/17/2026

Do good things come in small packages? David Finlay investigates Very occasionally a manufacturer devotes itself entirely to a single car, such as the Tucker 48 or the Clan Crusader. There will usually be one model which is the smallest the company has ever made. So let’s have a look at them. Here, in descending order of length – or ascending order of shortness, if you prefer – are the cars from 30 brands which had the least distance between their fronts and rears.  We’re including only passenger vehicles from brands which still exist today, though our first example involves one which is now a sub-brand within GMC. Hummer H3 Hummer is renowned for producing very large vehicles, but since its portfolio includes several models it stands to reason that one of them must be shorter than the others. That model is the H3, based on a similar platform to the one used for the Chevrolet Colorado and GMC Canyon pickup trucks. In SUV, rather than pickup, form, it measured 4782mm (188.3in), figures whose like you won’t be seeing again in this article. DS 3 The DS 3 first appeared in 2010 as a premium variant of the Citroen C3. Six years later, the Citroen badge was dropped when DS Automobiles was established as a separate brand. Several new DS models have been introduced since then, including a second-generation 3, but the first remains the shortest at 3948mm (155.4in). Volvo 66 Volvo’s first car was the 1927 ÖV4, which measured 4150mm (163.4in). No shorter Volvo was produced until nearly half a century later. The later vehicle was a slightly reworked DAF 66, designed and manufactured by the Dutch Daf company, which Volvo bought in the mid 1970s. Volvo made very few changes, retaining the little Renault engine and the then extremely unusual continuously variable transmission, but in the interests of safety it added larger front and rear bumpers, extending the car’s length by a few inches. Despite that, it became – and still is – the shortest ever Volvo, at 3900mm (153.5in). Alfa Romeo Giulietta Spider Although it’s relatively rare, a few Alfa Romeos measuring less than four metres have gone into production. These include the Alfasud, the much more recent 4C and a version of the Renault Dauphine built under licence. Shorter than all of these, however, is the Spider version of the 1950s Giulietta. According to the Museo Storico Alfa Romeo in Arese, which owns one, it measures 3860mm (152.0in). Chrysler Sunbeam The smallest Chrysler-badged car was a UK model built by Chrysler Europe at the Linwood factory in Scotland from 1977 to 1981. Latterly badged as a Talbot, it was 3830mm (150.8in) long from bumper to bumper, a measurement which would be inconceivable for any Chrysler built in the US. A still smaller Linwood-built car known variously as the Hillman Imp, Singer Chamois and Sunbeam Stiletto was sometimes referred to (including on the covers of workshop manuals) as the Chrysler Imp, but it does not appear to have been sold under that name. Alpine A106 The first sports car produced by Dieppe Renault dealer Jean Rédélé (1922-2007) was manufactured using components from the Renault 4CV. There’s a limit to how large anything powered by a 750cc engine can be, and sure enough the A106 was notably petite at 3700mm (145.7in). Alpine’s only current model, the A110, is small by modern standards, but at nearly 4.2 metres it dwarfs the much earlier A106. Mercedes A-Class Today’s A-Class has almost nothing to do with the original model launched in 1997. This curious machine had a lot of interior space due to its height rather than its length, which was exceptionally modest for a Mercedes-badged car. It started out at 3575mm (140.7in), but increased to 3606mm (142.0in) during a 2001 facelift. Even the long-wheelbase version was comfortably under four metres at 3776mm (148.7in). Skoda Citigo The Citigo was Skoda’s only city car to date, and measured just 3540mm (139.4in). It was almost exactly the same thing as two other small VW Group products, the Seat Mii and the Volkswagen up!. Of the trio, however, it was the only one which can be said to have been the shortest in the history of its brand. Audi 50 The 50 was an anomalous car for Audi. Launched in 1974, it was the brand’s first supermini, quite unlike any other model wearing the same badge. It didn’t last for long as an Audi, but had much more success as the first-generation Volkswagen Polo. Audi did not try anything like this again until the A2 was introduced in the late 20th century. It’s now thought of as a small car, but it was a giant compared with the 50, which was around 3500mm (137.8in) long, depending on who you ask. The ‘little’ A2 was more than a foot longer. Volkswagen Polo The Polo/50 is the shortest car yet produced by both Audi and Volkswagen, at approximately 3500mm (137.8in). Two of them parked front to back would be only slightly longer than VW’s largest current model, the Grand California 680. The GTI version of the Lupo city car, which was very slightly shorter than the less powerful variants, ran the first-generation Polo close, but at 3524mm it exceeded the earlier model’s length by nearly an inch. Chevrolet Matiz/Lechi GM’s Korean supermini has been produced across four generations since 1998. The first two versions both measured 3495mm (137.6in), though subsequent models have been somewhat larger. The car has been marketed around the world under several names. Two of these are Chevrolet Matiz and Chevrolet Lechi, making this easily the shortest vehicle ever to wear Chevy branding. PICTURE: UK-market Matiz with Daewoo branding Hyundai Amica and Eon Also known as the Atos, Atoz and Santro, among other things, the Amica was a tall but narrow and short city car measuring just 3495mm (137.6in) from front to rear. The later Hyundai Eon, sold for most of the 2010s, was similar in concept and identical in length. PICTURE: Hyundai Amica Kia Pride The first of three models called Kia Pride was a clone of the Ford Festiva (also known as the Mazda 121) manufactured in South Korea from 1987 to 2000. At 3475mm (136.8in), it was the shortest Kia-badged car ever sold. Even the little first-generation Picanto, which arrived three years after the original Pride was discontinued, was longer at 3535mm (139.2in). SEAT 600 Although it was really only a Fiat built under licence, the 600 was arguably Spain’s most important car, since it was partly responsible for the enormous post-war growth of the Spanish economy. From 1957 to 1963, before it was slightly extended, the 600 measured just 3280mm (129.1in), making it far shorter than the Mii city car of the 21st century. Aston Martin Cygnet In a move which must have seemed like a good idea at the time, but later proved not to be, Aston Martin briefly built its own luxurious, and eye-wateringly expensive, version of the Toyota iQ city car. The unlikeliest of all Astons was also the shortest, taking up just 3078mm (121.2in) of road space. It could have been less than that, but a more prominent nose made the Cygnet slightly longer than the Toyota it was based on. Honda N360 Until 1976, when the rules were relaxed slightly, no car could be included in the Japanese kei class if it measured so much as a gnat’s crotchet over three metres. Like several other models of its place and time, some of which we’ll be discussing in a moment, the Honda N360 just squeaked under this with a length of 2995mm (117.9in).  The related N600 did not qualify, partly because it was 3100mm (122.0in) long and partly because its engine was too large. Mitsubishi Minica Mitsubishi produced Minica kei cars in eight generations over half a century. For the first two generations and most of the third, they all measured 2995mm (117.9in). In January 1976, the maximum permitted length of a kei car was raised from 3.0 to 3.2 metres. Mitsubishi responded by fitting larger bumpers to the Minica, increasing its length to more than 3000mm for the first time. PICTURE: 1962 Minica Photo licence: https://creativecommons.org/licenses/by-sa/3.0/legalcode Subaru 360 Throughout its life, Subaru’s first car was subject to the kei car limit of 3.0 metres. Several lengths have been quoted for this model, but 2995mm (117.9in) is both the most common and the most likely. It also applies to the 360’s successor, the Rex, and to early versions of the later R-2, which grew when the kei rules were altered in 1976. Suzuki Fronte In what must now have become a familiar tale, all Suzuki Fronte kei cars measured 2995mm (117.9in) in the days when they were not allowed to be more than 3.0 metres long. The earlier Suzulight models, which were built by Suzuki but did not carry the company’s branding, are reported to have been very slightly shorter, at 2990mm (117.7in). Toyota iQ Toyota has built many short cars over the years, but it excelled itself with the iQ (marketed in the US as a Scion) which was produced from 2008 to 2016. At 2985mm (117.5mm) it easily met the current kei car regulations as far as length was concerned, though all the engines it was fitted with were far too large to qualify. Oddly, the iQ was much shorter than the 3395mm (133.7in) Toyota Pixis Joy, a rebadged version of the Daihatsu Cast which definitely was a kei car. Cadillac Model A The first cars produced by manufacturers established around the turn of the 20th century were often extremely small, so you’ll be reading about several of them here. We’ll start with the original Cadillac, which first appeared in the 1903 model year. The Henry Ford Museum in Dearborn reports that the Model A Runabout in its collection is a mere 2807mm (110.5in) long. For reference, two of them could just about hide behind a single example of today’s Cadillac Escalade ESV. Ford Model A The Ford Motor Company’s first car bore a close resemblance to the Cadillac of the same name, a coincidence partly explained by the fact that Cadillac rose from the ashes of Henry Ford’s first company that he departed in 1902. There were important differences, though. Each car had its own engine, and the Ford was shorter. According to the Henry Ford Museum, which has an example of both Model As, its Ford measures 2616mm (103.0mm). smart fortwo The original smart became known as the fortwo after several years to distinguish it from the much larger forfour supermini. Although its passenger compartment was impressively spacious, there was very little either in front of or behind it. In its first generation, the car was only 2500mm (98.4in) long. Later models have reached nearly 2.7 metres. Vauxhall 5hp and 6hp The Vauxhall 5hp went on sale in May 1903, and was replaced the following February by the 6hp, which was basically the same car with a larger engine, a reverse gear and, latterly, a proper steering wheel rather than a tiller. Both were 2489mm (98.0in) long, a figure Vauxhall never approached again. The 12-14hp model, which went into production before the end of 1904, was very much larger. Citroen Ami Citroen has been building small cars for many decades, but the shortest of all went on sale only recently. The all-electric Ami - named after, but not related to, another Citroen introduced in 1961 - is designed primarily for urban use, and measures only 2489mm (94.9in), which would have been considered modest even in the early 1900s. The Ami has space for two, a single-charge range of 46 miles, has a top speed of 28mph, and can be purchased from £8095 in the UK. Fiat 3.5hp The first Fiat was created by the Italian Welleyes brand, which had until then built only bicycles. The project was taken over by Giovanni Agnelli (1866-1945), who changed the car’s name and put it into production in 1899. Almost every part was contained within the space between the front and rear axles, which were very close together. The whole contraption was just 2300mm (90.6in) long. Peugeot Type 2 The Type 2 is generally referred to as Peugeot’s inaugural production car, though only four were built and it took nearly a year to sell the first one. Introduced nearly a decade before the Fiat 3.5hp, it was coincidentally shared that car’s length of 2300mm (90.6in). This makes it even shorter than both the Peugeot VLV, a tiny electric city car built during the Second World War, and the minuscule BB1 electric concept displayed at the Frankfurt Show in 2009. BMW Isetta BMW acquired the rights to build the Isetta bubble car from Italian company Iso, and almost completely redesigned it while retaining the same basic shape. Different sources quote very different lengths for the revised car. BMW’s own figure is 2280mm (89.8in), which makes the Isetta very nearly a foot shorter than the 2570mm (101.2in) wheelbase of the company’s smallest car produced so far in the 21st century, the i3, which totals 4011mm in length. Opel Patent Motorwagen The full name of Opel’s first car is Patent Motorwagen System Lutzmann, after Friedrich Lutzmann (1859-1930), from whom Opel bought the rights to produce it. Sources generally agree that the machine was 2150mm (84.6in) long, which seems about right from the available photographs and film footage. Renault Voiturette Renault became a car manufacturer as a direct result of founder Louis Renault (1877-1944) successfully climbing the steep Rue Lepic in Paris in his prototype Voiturette, impressing onlookers to such an extent that they wanted similar vehicles of their own. Like the prototype, they were absolutely tiny, even by the standards of 1899 - from stem to stern, they measured 1860mm (73.2in). By comparison, the electric Twizy, today considered an extremely short vehicle at 2338mm (92.0in), seems like a sprawling monstrosity.

6/17/2026

We've picked 50 of our favourite road-going engines, but we could easily have selected twice as many… Defining the word 'greatest' isn't easy in this context. After all, it could mean the biggest, the most powerful, the most relevant, the most exciting – or a combination of these things. So when choosing our 50 favourite road car engines, to be in with a chance of consideration each powerplant has to be either built in huge numbers, or really get our juices flowing – and ideally a combination of the two. Let’s take a look at what we reckon are the best, in chronological order: Ford flathead V8 (1932) In the 1920s many family cars could barely crack 40mph. Then Ford introduced its flathead V8 and suddenly much greater numbers of car buyers could acquire a car that could sit at 60mph all day long. The flathead V8 wasn't all that efficient but it was simple, tough and reliable, which is why it remained in production in Ford's cars until 1954 but incredibly it was used in Simca military trucks until the 1990s. It was the final major engineering contribution by Henry Ford (pictured) to the company. Volkswagen flat-four (1936) The Beetle is one of the biggest-selling cars in history and every one of them was powered by an air-cooled flat-four. Initially it was an 1131cc unit, but by the time the final air-cooled Beetle was built this had swollen to 1584cc, although displacements of up to 2.0 litres were offered in the Type 4. The same engine powered the Type 2 camper and Transporter – and provided the basis for the Porsche 356's powerplant. Ferrari Colombo V12 (1947) In a world of 2.0-litre four-cylinder engines, the idea of a 1.5-litre powerplant featuring 12 cylinders might seem utterly bonkers. But that was the specification of the first Ferrari engines; the 125 featured a 1497cc unit rated at 116bhp. By the time the Colombo-designed V12 bowed out in 1989, when the 412i was axed, the displacement had grown to 4.9 litres and the power output had jumped to 318bhp. Along the way we'd have numerous iterations of the 250, the 275 and the 365GTB/4, better known as the Daytona. Citroën flat-twin (1948) There can be no denying that the Citroën 2CV (pictured) was a landmark car, and part of its charm was the noise generated by the brilliantly over-engineered air-cooled flat-twin that sat in the nose. Initially seen in 375cc form, later would come 425cc, 435cc and finally 602cc versions of this Gallic powerplant, which was also fitted to the Ami, Visa, Mehari, Dyane, Bijou and Acadiane. Jaguar XK (1948) First seen in the XK120 of 1948, the Jaguar XK straight-six powered the E-Type, XJ, C-Type, D-Type and Mk1/Mk2 among others, with displacements running from 2.4 through to 4.2 litres. The XK engine gave Jaguar five victories at Le Mans and provided motive power for Coventry's finest right the way up to 1992, by which point almost 700,000 copies had been produced. BMC A-Series (1951) In production for half a century (1951-2000), the A-Series engine was first used in the Austin A30 and went on to power a massive array of cars including the Morris Minor, Austin Healey Sprite and MG Midget (pictured), Austin Allego, Morris Marina, Austin Metro and all editions of the Mini. Easy to tune and offered in displacements from 803cc up to 1275cc (but expandable to a reliable 1380cc), the A-Series engine has been enjoyed by millions of drivers – including vast numbers of racers. Chevrolet small-block V8 (1954) When Chevrolet introduced its small-block V8 in 1954 it probably didn't expect to build more than 100 million of them in a production run that would last all the way through until 2003 – although you can still buy one brand new if you want to. The powerplant was so called because of its size – it was far smaller than the Chevrolet big-block powerplants, despite the fact that the small-block displaced anywhere between 4.3 and 6.6 litres (262-400cu in). If well maintained, they can be good for hundreds of thousands of miles. PICTURE: 1985 Chevrolet Camaro Iroc-Z28 Ferrari V6 (1958) Little more than a decade after Ferrari had burst on to the scene with its Colombo-designed V12, it introduced a 2.0-litre V6 designed by Vittorio Jano (1891-1960). First seen in 1958 and campaigned from 1959, the V6 would first be used in a road car in 1967, in the Dino 206GT. In that car the engine featured an aluminium block but in 1969 the displacement was increased to 2419cc and the block was made from cast iron, for the introduction of the Dino 246GT. Rolls-Royce V8 (1959) Introduced way back in 1959 in 6230cc form, the Crewe V8 was fitted to the Rolls-Royce Silver Cloud and the Bentley S2. In 1970 the capacity was increased to 6750cc and it was in that form the engine remained in production for the next half a century. Flexible and massively torquey, the Rolls V8 is also capable of racking up inter-galactic mileages if it's looked after. The engine only finally bowed out with the demise of the Bentley Mulsanne in 2020.  Ford small-block V8 (1961) Ford has built numerous V8s over the years, but we're starting here with the small-block that arrived in 1961 and which would be fitted to the Mustang from its launch in 1964. Nicknamed the Windsor, the V8 was built at that Ontario location until production moved to Cleveland in 1969, while the Windsor and Cleveland engines were produced alongside each other; the small-block survived until 2000 while the Cleveland was killed off in 1982. PICTURE: Ford Mustang Boss 302 Lotus twin-cam (1962) Lotus launched its all-alloy 907 twin-cam engine in 1973, but the original twin-cam is the one we're going with here. Based on the Ford Anglia 105E cast-iron block, Lotus developed its own twin-cam alloy head to create a brilliant 1.5- or 1.6-litre engine which made its debut in the Elan of 1962. Easy to tune and with 126bhp reliably and easily attained from the 1600 unit in big-valve form, the twin-cam engine was also fitted to the Lotus Cortina. Lamborghini V12 (1963) When Lamborghini burst onto the scene in 1963 it was with the 350GTV that was powered by a 3465cc V12 designed by Giotto Bizzarrini (1926-2023). That engine powered every V12 Lamborghini right up until the Aventador of 2011; the Miura (pictured), Countach, Diablo, Murcielago and numerous other GTs featured it. By the time the final Bizzarrini-designed Lambo V12 was built, the displacement had swollen to 6.5 litres. Porsche air-cooled flat-six (1963) In production for an incredible 35 years (from 1963 until 1998), the air-cooled flat-six powered all Porsche 911s until the arrival of the 996. The initial displacement was just two litres, but this rose to 2.2 litres in 1969, then three litres and ultimately to 3.3 litres in turbocharged form, before the air-cooled six was superseded by a water-cooled unit in the quest for more power. AMC/Jeep 'six' (1964) When AMC launched its in-line six in 1964 it probably didn't think that more than four decades later it would still be in production. Initially displacing 3.8 litres (232cu in), within a year there was a 3.3-litre (199cu in) version. When Chrysler bought AMC in 1987 this straight-six engine was part of the deal and it would go on to power an array of Jeep models until its demise in 2006 – by which point the unit had built a reputation for being pretty much indestructible. Chrysler Hemi (1966) Chrysler has produced three different Hemi engines; it's the second one that we're interested in here. Offered only between 1966 and 1971, the Hemi took its name from the hemispherical combustion chamber design. Chrysler chose this so it could fit the biggest valves possible, because under NASCAR rules only two were allowed to be fitted for each cylinder. Fiat twin-cam (1966) Designed by ex-Ferrari boffin Aurelia Lampredi (1917-1989), the Fiat twin-cam engine was fitted to a huge number of Fiat, Alfa Romeo and Lancia models. First seen in the Fiat 124 of 1966, in 1297cc form, the twin-cam was also available in most Fiats and Lancias of the seventies and eighties, including the all-conquering Lancia Integrale (pictured). Rover V8 (1967) Developed in the late 1950s by Buick (pictured), this 215cu in (3.5-litre) V8 was light, compact and powerful, but not especially reliable or cheap to make, and General Motors lost interest in it. Rover then bought the rights to produce the engine which was first fitted to the Rover P5 in 1967; it would go on to power an array of Rover, Land Rover, MG, Triumph, Morgan, TVR and Marcos models (among many others) before the final example was built in 2006 – by which point it had grown to displace up to five litres and become much more dependable. Aston Martin V8 (1969) When Aston Martin launched the DBS in 1967 it was supposed to be fitted with a V8, but the new engine wasn't ready in time so it would be another two years before the DBS V8 would go on sale – and delivered quite a transformation. The Tadek Marek-designed powerplant was the making of the heavyweight Aston, the quad-cam 5340cc V8 pushing out about 400lb ft of torque along with 350bhp – although these would ultimately rise to as much as 600lb ft and 600bhp in the twin-supercharged Vantage V600. Jaguar V12 (1971) Surprisingly few car makers have ever offered a V12 engine. In the post-war era it was mainly Ferrari and Lamborghini that offered them, but in 1971 Jaguar switched from a straight-six to a 5.3-litre V12 in the E-Type; a year later the same unit was available in the XJ saloon. Incredibly smooth and durable (if maintained properly), the Jag V12 was truly a landmark engine which remained in production until 1997, in 6.0-litre form. Audi five-cylinder (1976) One of the greatest things about the Quattro (a car with quite a repertoire of great things, pictured) was the beat from its turbocharged five-cylinder engine – a powerplant that made its debut in naturally aspirated form in 1976. Known internally as the Type 43, it was the Audi 100 5E that got the 2.1-litre five-pot engine first, in naturally aspirated 135bhp form. By 1989 the same engine in turbocharged form was putting out over 700bhp in US touring car guise – that was the same year that Audi introduced the world's first five-cylinder diesel engine. BMW M88 (1978) BMW is famed for its straight-six engines, which it's stuck with when most rivals have opted for more compact V6s instead, which are invariably less smooth and feature a less rousing soundtrack. BMW's M30 six-pot powered the iconic 3.0 CSL and was a brilliant powerplant, but things got even better when a four-valve head was fitted to create the M88 engine, as seen in the BMW M1 as well as the original (E28) M5. Alfa Romeo Busso V6 (1979) Designed in an era when an engine bay was worth looking at, this charismatic V6 engine from Alfa Romeo was designed by Giuseppe Busso (1913-2006), and fitted to a huge array of models including the 147, 156, Spider, 75, SZ (main picture) and more. With its polished inlet manifolds and sonorous soundtrack, you could forgive any Alfa Romeo its likely litany of build quality problems every time you explored the redline. Production ran until 2005, by which point displacements had varied between two and 3.2 litres. PSA XUD (1982) Peugeot and Mercedes were just a few weeks apart in introducing the first diesel-engined passenger car in 1936, so the French brand knows a thing or two about building great compression-ignition powerplants. Launched in 1982, the XUD engine remained in production for almost two decades and came with displacements of 1.8, 1.9 or 2.1 litres. This engine was fitted to cars as diverse as the Peugeot 205, Talbot Horizon, Lada Niva and FSO Polonez – as well as the Peugeot 405/406 and Citroën Xantia. Toyota 4AGE (1983) Toyota has created a raft of impressive engines over the years. We've opted for the unit that was so brilliant in the original MR2, as well as the legendary AE86 Corolla. The twin-cam 4AGE engine displaced just 1.6 litres and generally put out about 120bhp in naturally aspirated form. As such it was light, compact and full of fizz. Ford/Cosworth YB (1986) The Pinto unit was Ford's first engine to feature a belt-driven overhead camshaft. Launched in 1970 in the Cortina Mk3 and Taunus, the Pinto engine was developed by Cosworth into the turbocharged, multi-valve double overhead-cam monster seen in the Sierra RS Cosworth and later on the Escort RS Cosworth (pictured). Road cars could draw upon a relatively tame 201bhp – but in racing form more than 600bhp could be extracted from this 2.0-litre unit. Mitsubishi 4G63 (1987) The Mitsubishi Evo was nothing less than a weapon on the rally stages and it was pretty good on a fast, winding road too. Its super-natural abilities were down to the fitment of standard four-wheel drive, a stack of electronics – and a turbocharged twin-cam 2.0-litre four-cylinder engine that could reliably produce around 300bhp. Known as the Sirius, it was this engine that was fitted to all Evos apart from the final edition, the Evo X, which got its own powerplant. Honda B-Series (1988) Honda has produced a whole raft of rev-happy engines that lead the way when it comes to reliability, and in many cases efficiency too. But it was the B-Series that introduced us to Honda's brilliant VTEC (Variable Valve Timing and Lift Electronic Control) system. Not all B-Series engines got VTEC and this tech was fitted to a raft of other Honda powerplants including the K-Series and R-series – but it was the B-Series that changed things forever. Subaru flat-four (1988) Subaru built its first flat-four engine in 1966. That unit, known as the EA, would last until 1994, by which point the 16-valve EJ had been introduced. Launched in 1988, the EJ boxer engine was what gave the Impreza Turbo its characteristic beat. Strong, easily tuned, incredibly reliable and with a low centre of gravity, the EJ engine is still in production and will hopefully remain so for a while yet. Nissan SR20DET (1989) As with most Japanese car makers, Nissan has produced a string of highly tuned turbocharged engines over the years, proving that there can be a substitute for cubic inches. Typically tuned to give around 100bhp/litre, the twin-cam SR20DET powerplant was first fitted to the home-market Bluebird in 1989, but is globally best known for powering the Sunny GTi-R as well as the Silvia/180SX/200SX. Nissan RB26 (1989) Nissan introduced the RB in 2.0-litre straight-six form in 1985 and production of the 3.0-litre RB30 lasted until 2004. Many reckon that the 2.6-litre RB26 was the sweet spot, as seen in the R32 GT-R. With four valves per cylinder, two turbos and six throttle bodies the engine was officially rated at a conservative 276bhp, although 325bhp was a given – and more than twice this could be reliably extracted from the RB26 engine. Toyota 2JZ-GTE (1991) Japanese car makers choose confusing designations for their engines, but that matters not when you've got an intercooled double overhead-cam straight-six with sequential turbochargers, which will give a reliable 700bhp and which can be tuned to produce over 1000bhp. So with just 300bhp or so on tap in regular production form as seen in the Toyota Supra A80 (pictured), the 3.0-litre 2JZ-GTE engine barely broke into a sweat. McLaren F1 (1992) There was so much more to the McLaren F1 than just its engine, but the BMW-supplied 6.1-litre V12 was something of a high spot. McLaren had originally tried to collaborate with its Formula 1 engine supplier Honda, which was asked for a 550bhp engine to power a forthcoming supercar. Honda couldn't commit so McLaren asked BMW instead – and the result was a wonderful powerplant with 77bhp more than requested. Mercedes OM606 (1993) The Mercedes engine back catalogue contains some pretty impressive entries, but this is one of our favourites; a 3.0-litre straight-six with twin overhad camshafts and four valves per cylinder. Initially seen in naturally aspirated form in the W124 E-Class, the OM606 was then fitted to the next-generation E-Class, the W210, in turbocharged form. Smooth, indestructible and effortlessly torquey, the OM606 also found its way into the W140 S-Class (pictured) as well as the W463 G-Class. BMW straight-six diesel (1999) Even before the arrival of the original 530d, BMW had built some fabulous diesel engines, most notably the 2.5-litre straight-six seen in the 325tds and 525tds of the 1980s. But it was this unit that really put BMW on the map for great diesel engines; the first 530d was fast, sounded great and was decently parsimonious too yielding huge single-tank ranges, all of which quickly made it a police car of choice throughout Europe. Pagani V12 (1999) We all know that the original Pagani featured an engine that was built by Merc's AMG division, but so what? It was still a monster of a powerplant which initially displaced six litres and 444bhp; this rose to seven litres before peaking at 7.3 litres and a faintly ludicrous 789bhp. The Huayra sticks with an AMG V12, but whereas the Zonda got Merc's epic M120 powerplant its successor has the twin-turbo M158 unit. Honda F20C (2000) We could easily have included the K20 unit that Honda fitted to the Civic Type R, but we've opted for the F20 unit that was fitted to the S2000 because it was such a cutting-edge powerplant. Capable of revving to a motorbike-like 9000rpm, the naturally aspirated 2.0-litre F20 could generate a massive 247bhp, which meant it had the highest specific power output (bhp per litre) of any engine until the Ferrari 458 came along. A bit more low-down torque wouldn't have gone amiss though. GM LS6 (2001) We've already had one GM small-block V8 and here's another, although the two aren't related. The LS6 was based on the LS1 that arrived in 1997 to power the Corvette C5. This unit was then developed into the more powerful LS6 specifically for the Corvette Z06, although it would also find its way into the Cadillac CTS-V (pictured). Initially rated at 385bhp from 5.7 litres, power rose to 405bhp before the LS7 took over in 2006. VW Group W12 (2001) When it comes to weird engine configurations, the Volkswagen Group is the master. It's produced the narrow-angle VR6, a V5, the W8 and in the Bugatti Veyron/Chiron there's been a W16. Only slightly less mad than that is the W12 which was created by mating a pair of VR6 powerplants to come up with a 6.0-litre unit. First seen in the 2001 W12 coupé concept, that year also saw the first production car application: the Audi A8. The W12 engine would go on to be fitted to the Bentley Continental GT (pictured) as well as Volkswagen's Touareg and Phaeton, the Audi A8 and a pair of Spyker supercars. Smooth and powerful, production of the W12 ended in April 2024. Volkswagen V10 TDI (2002) Fitted only to the Touareg and Phaeton, the Volkswagen 5.0-litre 10-cylinder diesel engine was a beast of a powerplant with its minimum of 553lb ft of torque – in the Touareg R50 (pictured) this was boosted to a mammoth 627lb ft. Production ran from 2002 until 2009 and because the cost of building these engines was so high, few cars were ever sold with one fitted. Honda i-CTDi (2003) For years Honda vowed that it would never make its own diesel engine, but it finally relented in 2003 when it introduced a 2.2-litre all-aluminium oil-burner for the Accord. And what a smooth masterpiece it was! With a much lower compression ratio than normal, of 16.0:1, the N series engine was also far quieter and cleaner than rivals, while that alloy construction ensured it was lighter too. Mazda Renesis (2003) Decades after everybody else had given up on rotary power, Mazda was still persisting with it in its brilliant RX-8 (pictured). The company largely overcame the reliability problems (up to a point), but it couldn't fix the poor fuel economy or the appetite for oil. The Renesis engine also lacked torque but we've included it here because it was light, compact, and brilliantly smooth – plus Mazda should be applauded for doing something different. VW Group 3.0 TDI (2004) You've probably spotted that there aren't many diesel engines in this list, not because we don't rate them but because some have been squeezed out by petrol units that we love – or that we think are more significant. One that couldn't be omitted was this jewel of a V6 engine that was first used in the Audi A8 and which went on to be fitted to the A4, A6, Touareg, Phaeton and more. Smooth, frugal and fabulously muscular it really was a landmark engine. BMW V10 (2005) Aside from the occasional V12 luxury car, the maximum number of cylinders in most sports cars and GTs is eight – so BMW had to go two better with its V10. Codenamed S85 and seen in the E60 M5 (pictured)as well as the E63 M6, the V10 was thirsty and could self-destruct if not mollycoddled, but when it comes to epic soundtracks and phenomenal power delivery this was an intoxicating powerplant, no question. Bugatti Veyron (2005) Any engine that features 16 cylinders and four turbos has to be worthy of inclusion here, just because it's such a ridiculously over the top concept. The first Veyrons packed a 987bhp punch, but owners clearly felt embarrassed by such a trivial number which is why Bugatti turned up the wick in 2010 with the introduction of the 1184bhp Veyron Super Sport. Audi V12 TDI (2006) Admittedly Audi's 12-cylinder diesel engine proved to be something of a cul de sac – but we still salute the company for doing something quite so bonkers. Developed by quattro GMBH, Audi's in-house performance division, the V12 TDI engine displaced six litres and was used in the Le Mans-winning R15 TDI – and it was fitted to a handful of Q7s too. Rated at 473bhp and 737lb ft of torque (the latter from just 1750rpm), this monstrous SUV could do 0-62mph in just 5.5 seconds and achieve 23.7mpg on the combined cycle. Audi RS4 (2006) The original Audi RS4 was a twin-turbo V6 affair and it was okay as far as practical performance cars go. But it was the second take on the formula that really got us foaming at the mouth, because the B7-based RS4 featured a naturally aspirated 4.2-litre V8 that was nothing less than stunning with its power delivery and soundtrack. Capable of revving to a lovely 8250rpm, the RS4's engine was rated at 414bhp which was sent to all four wheels via Audi's quattro transmission. Fiat TwinAir (2010) We were a bit hesitant about including this one. After all, the TwinAir unit is an 875cc two-cylinder turbocharged powerplant that often struggles to return more than 35mpg when fitted to the Punto, Panda or 500. But the fact that the TwinAir engine has so much character and plenty of pep are both cause for celebration, so what the hell… Ford 1.0 Ecoboost (2012) In a bid to boost efficiency, car makers have put a raft of turbocharged 1.0-litre three-cylinder petrol engines into production, and one of the first was Ford's Ecoboost unit, used first in the Fiesta (pictured). Compact, light, smooth and fabulously zesty, the Ecoboost engine can also be brilliantly frugal if it isn't maxed at every opportunity – which it's very easy to do as it comes with an engine thrum that puts many four-cylinder units to shame. Ferrari V8 (2014) Ferrari hasn't always made the best-looking or sweetest-handling cars, although its hit rate tends to be rather higher than rivals can manage. Where it has managed to be astonishingly successful is with its engines, which have tended to offer sparkling performance with a scintillating soundtrack. That's definitely true of the F154 twin-turbo V8 that arrived in 2014. Drive a 488 (488 Spider pictured) or F8 and this engine will show you that naturally aspirated isn't necessarily best, with its incredible flexibility and phenomenal punch from barely above idle. Mercedes-AMG V8 (2015) Mercedes has produced some epic naturally aspirated V8 engines over the years, and we could have picked pretty much any one of them for inclusion here. But instead of a non-boosted 6.2-litre unit we've opted for the current twin-turbo 4.0-litre unit because it's just so damned accomplished. It's flexible, tractable, stupendously powerful yet ultra-clean too. Its predecessors might be impressive but the M176 V8 proves that the fun needn't be over just because of modern emissions regulations. If you enjoyed this story, please click the Follow button above to see more like it from Autocar

6/17/2026

Combustion is alive, well, and still relevant thanks to this Renault-Geely firm's innovative approach Horse Powertrain is notionally a new company, but its roots stretch right back to 2010, when China's Geely acquired Volvo from Ford and united two disparate combustion engine development programmes under one umbrella. Rather than winding down the existing ICE programmes, the two firms bucked the wider industry trend towards all-out electrification. Instead, they invested in and expanded the division, in recognition, says Horse Powertrain CEO Matias Giannini, "that they were going to need combustion engines to continue to be better and better for a long time". Giannini continues: "I commend them for having that vision when many other OEMs were basically saying 'leave it alone, let's just focus on EVs, because EVs are going to accelerate very quickly, combustion engines are going to die and we don't need to do anything there'". Just over a decade later, like-minded Renault Group boss Luca de Meo spun off his own firm's ICE programmes into a similarly conceived stand-alone business called Horse, which would soon after join forces with the Geely-Volvo outfit to create Horse Powertrain - initially owned 50:50 by Geely and Renault but now with a 10% stake taken by Middle Eastern oil giant Saudi Aramco. With around one billion cars expected to still be powered by a combustion engine at the end of the next decade, Giannini says there were two options for the industry: "Either you just do nothing, and half of the vehicles out there will just have highly inefficient systems, polluting and costing more. Or somebody has to take care of that. And we decided we're the company that's going to help take care of that." And so that is exactly what Horse is now doing, with 25 manufacturers already signed up to take its engines, including brands from the original founding groups, along with Mercedes-Benz, Nissan and Caterham, to name a few, and discussions are under way with many more. In fact, Giannini says: "It's hard to pick a top-15 OEM that we're not talking to". That fact alone is testament to the universal applicability of Horse's business model and products, and why the firm is a deserving winner of this year's Sturmey Award for innovation and achievement. Horse already had a comprehensive range of Volvo-, Geely-and Renault-derived systems on its roster when it was born, and it has since launched in rapid succession a range of its own ultra-frugal, compact, low-cost-oriented engines and hybrid systems. Perhaps the most significant of these new systems is the 'X Range', which comprises an array of distinct powertrains serving different purposes, but all of them have the same essential goal: turning an EV into a hybrid as easily as possible, with no incursion into the cabin space, no need to carve out more space in the floorpan and a minimal addition in weight. One of these set-ups, the new C15 petrol range-extender, is so light and compact that it has been dubbed 'the briefcase' engine. It has cleverly been designed to fit in the same vertical space as a battery: it fits perfectly into the space that is freed up in the floorpan of the REx version of any given EV, which doesn't need so much battery capacity due to its on-board back-up generator. It's a rule-breaking approach that challenges almost every established way of thinking in the automotive game - as technically innovative as it is commercially disruptive. But the question has to be asked: for how long can Horse keep galloping? Irrespective of the ultimate timeline, the plan remains that one day everyone will drive an electric car - and what happens then to a company that has put combustion engine technology at the heart of everything it does? Giannini grins: "I think that is so far away that I see the opportunity and the obligation that a company like ours has to solve the problem of decarbonisation in the meantime. It is big enough to motivate this company to continue to do what we're doing". More than 150 years since the first internal combustion engine clattered into life, there's still a long way to go before we achieve peak ICE, he suggests: engines can always be more efficient, quieter, more compact, lighter, capable of running on more different types of fuel... The industry should not stop innovating on the basis that one day the end will come, argues Giannini, and certainly Horse is only just getting into its stride. He adds: "We're not stopping. We're going to keep pushing the limits of technology and finding new ways of doing things."

6/16/2026

Bespoke arm turns 503bhp coupé into limited-run Earls Court 51 Edition with bespoke colour Porsche has created a new special version of its 911 GT3 sports car to celebrate the 75th anniversary of its UK arm, while also showcasing the customisation capabilities of the German company's Sonderwunsch division. Limited to 51 examples, the Earls Court 51 Edition takes inspiration from the first 356s that were imported into the UK in 1951 and displayed at the Earls Court motor show in London. The wingless Touring variant of the 911 GT3 was chosen as the basis for the new car in a nod to the 356. It is finished in a bespoke metallic Earls Court Green, created through Porsche's Paint to Sample Plus programme, while the door handles, mirror caps and bonnet stripe are in silver. Earls Court-themed motifs are dotted around the exterior, while the silver diamond-cut wheels (20in at the front, 21in at the rear) are enhanced by metallic Earls Court Green inserts. Inside, the new car gets a bespoke colour and trim combination, with Paldao green leather on the upper doors and dashboard and Chalk Beige upholstery for the seats. The sports seats have custom-made corduroy inlays – a Sonderwunsch-specific item – while their backs are finished in green leather and wood. Further nods to Porsche GB's anniversary come in the form of Union flag-embossed sun visors. No mechanical changes have been made, so the Earls Court 51 Edition is powered by a 4.0-litre naturally aspirated petrol flat six that makes 503bhp at 8500rpm and 332lb ft of torque at 6250rpm. Buyers can have either a seven-speed dual-clutch automatic or six-speed manual gearbox. Sonderwunsch ('special request' in German) was founded in the 1970s. Relaunched with expanded scope in 2021, it now offers a huge array of personalisation and even allows customers to create bespoke specifications. It also offers factory recommissioning of older cars, whereby they are stripped and rebuilt back to factory condition, allowing Sonderwunsch to legally reset the odometer as if the car were brand-new. Sonderwunsch also offers one-off creations, collaborating with customers to realise their unique visions. The Earls Court 51 Edition will cost from £251,951, making it more than £20,000 dearer than the special edition Porsche 911 S/T.

6/16/2026

Ineos pitches specially modified 4x4s as MoD prepares to retire its Defenders Ineos Automotive has joined forces with two British military vehicle specialists to propose a Grenadier-based light military vehicle that has been designed to replace the army's traditional Land Rover, which is being phased out after nearly 70 years' service. The new vehicle is called Grenadier MRLV (for Multi-Role Light Vehicle). It is closely based on Ineos's staple 4x4 - already renowned for durability in extreme conditions - but is understood to be configurable in at least nine different variants. In an exclusive recent viewing, Autocar was shown a crew-cab, flat-bed MRLV prototype closely related to the Quartermaster pick-up. The vehicle had retractable legs that would allow its modular bed to be detached and deployed at a specific site to provide, for example, a platform for mounting weapons or launching drones. The MRLV project's partners believe the Grenadier's combination of an easily extendable ladder chassis plus heavy-duty wheels and live axles at both ends, together with height-adjustable air suspension and a modern BMW diesel engine and transmission, give it the high-level capability and flexibility a military vehicle needs. UK-based military engineering specialist SMT Defence, which already creates mission-critical vehicles for elite and specialist military use, has joined the collaboration to design and deliver the vehicles. The other partner is NMS UK, which is currently involved in UK-based military vehicle production of many types and will deliver the vehicles "at scale". The partners stress that Ineos's UK ownership and the two specialist firms' onshore location create "a UK-anchored industrial collaboration". Mike Whittington, Ineos Automotive's chief commercial officer, said: "A defining advantage of the collaboration is its British ownership, onshore assembly and local supply chain. This delivers the strategic benefits of operational independence and resilience." The Ministry of Defence (MoD) has traditionally maintained a fleet of about 7800 Land Rovers and Austrian-built Pinzgauer light trucks across the three services but announced recently that "a technologically advanced successor" will start replacing them by 2030. The MoD plans an initial fleet of around 3000 'soft-skin' vehicles for reconnaissance, patrol and logistics. Armoured versions are likely to come later. A UK military deal and the potential resulting export demand could bring a big benefit to Ineos Automotive, which currently builds its production cars at Hambach in eastern France. Although production has risen strongly this year, CEO Lynn Calder says production has still not reached the plant's 30,000-unit annual capacity. Ineos's MRLV prototype is likely to face strong competition for the MOD contract from a number of rivals, including US-based General Dynamics, JLR (with versions of the latest Land Rover Defender) and a Toyota vehicle based on the Land Cruiser and Hilux. The MoD has already staged a "farewell party" for its outgoing Land Rover and is believed to be likely to decide on the new vehicle before the end of this year. How to turn a 4x4 into an MoD 4x4 Gary Hedges, Ineos's military and blue light vehicle specialist, reckons the standard Grenadier gets surprisingly close to fulfilling the MoD's requirement for a new, advanced light vehicle but says the strategically modified MRLV "takes it to the next level". Outside The Grenadier pub in Belgravia, London, where the original Ineos 4x4 idea was born, Hedges walks around a business-like, drab-coloured, flat-bed military prototype, pointing out its heavy-duty chassis, wheels, axles, tyres and height-adjustable air suspension. According to Hedges, this is just one of many configurations planned for the military Grenadier, which has already undergone a near-200,000-mile programme of torture tests to check for body cracks or deformation, and which can exceed the MoD's 3.5-tonne towing standard by a full tonne. Hedges, who knows military vehicles well from a 26-year Royal Artillery career, draws attention to the Grenadier's versatility as well as its toughness. "We can make a single-cab version, of course," he says, "plus lots of different body configurations. This one can carry a 220-litre fuel tank that gives it a range of 1000 miles. "If needed, the engines can be de-rated to Euro 4 exhaust standards so it doesn't need AdBlue and can run on aviation turbine fuel." Hedges describes the Grenadier MRLV as what the Defender should have been: "Say I'm biased, if you like, but the fact is this is the best 4x4 I've ever had. Our job has been to produce the ideal vehicle for soldiers to fight from, and I believe we've achieved it."

6/16/2026

Bovensiepen Automobile debuts with a stunning, carbon-bodied coupe, but what's it like to drive? In Buchloe old habits die hard, if indeed they die at all. The Bovensiepen family has now relinquished the rights to the 60-year-old Alpina name, trading them to the BMW Group, and the first model of their latest venture – Bovensiepen Automobile – represents a new dawn in a great many ways. And yet here we are, pounding round the Salzburgring in a modified BMW of a distinctly road-going disposition, with capitalised letters parading luridly across its chin.    There are twice as many letters now but it’s all uncannily familiar. When the Bovensiepens ran Alpina, a trip to the Salzburgring was their preferred method of letting the press loose in a fresh model. There’d be a couple of cars, chatty senior management and old workshop hands mulling in the pits, plus a mountain of ALP-marked tyres and Brembo brakes in one of the garages. It never felt less than an incongruous arrangement, given the laid-back nature of the luxury cruisers that made Alpina famous, and sure enough, the same is true for the stunning new Bovensiepen Zagato. This £320,000 2+2, penned just outside Milan by Norihiko Harada, is pitched both as extra-special collector’s curio and as a credible alternative to something like an Aston Martin DB12 S, but one thing it is certainly not is a track-day blade. It’s an opulent, leather-stuffed GT with monstrous torque.  That said, one key difference between the Zagato and Alpinas of yore – even the most special ones – is that rather than being based on a mainline BMW, underneath the full carbon body lurks an M4. An M4 Competition xDrive Convertible. We will come to the implications of the Zagato using a full-blown M base in a moment, but first, why choose the heavier convertible?  Chiefly because it allowed for the pillarless design that so appeals to company owner and CEO Andreas Bovensiepen. It also meant the double-bubble roofline – a Zagato signature since 1948 – could be designed and fabricated from scratch, then installed without cutting into the donor car’s monocoque. And it was worth it, because the way the contours of the roof flow seamlessly into the rear screen is one of the prettiest things about the car. That and the wicked rake of the bonnet, which is 100mm longer than that of an M4 and hides a scything outlet whose existence must be 20% necessity and 80% theatre. It culminates in headlights as low as the BMW architecture allows, and the effect is predatory but undeniably elegant and to these eyes a touch Lagonda.  The conversion removes the donor car’s folding roof mechanism. The new body of 12 carbon panels then weighs just 50kg, even with the fixings that pin them to the underlying structure. While the join between the roof and M4 Convertible’s header rail can only be disguised so much, it’s a deft job in the main. If there’s any drawback, it’s that the rear haunches are double-skinned. They form an integral part of the crash structure and the steel couldn’t simply be removed and replaced with carbon, so the latter is laid over the top.  Inside you’ll find humble 4 Series ergonomics juxtaposed with an almost obscene degree of material lavishness. This is where the Bovensiepen saddlery excels and where you begin to understand why each car takes a minimum of 250 hours to build, rising to 400 hours if the commission is grand enough. The boot alone – appointed in tobacco Alcantara with white stitching on our car – is the equal of Bugatti polishing the wishbones of the Veyron to a sheen: unnecessary but, boy, it leaves an impression. In the cockpit, barely any surface that is not finished in carbonfibre is covered in pristine supple leather (Lavalina if you like), from the floor to the Alcantara-trimmed ceiling. There’s little doubt these cabins will age beautifully, and in an era where sustainable, man-made upholstery is in vogue, it all feels borderline illicit. Because it is an M4 at heart, the Zagato’s driving ergonomics are very good. Firm, low, reassuring seats are complemented by plenty of adjustability in the steering column. The BMW’s surprising generosity of rear leg room is also carried over. Visibility is excellent too, what with the lack of B-pillars and a rear screen far larger than the M4 Convertible allows for. In short, this car is much more usable than most £300k-plus specials.  Elsewhere, Bovensiepen has tried to inject some shape into the inky, unromantic cliff face that is the M4’s sweeping digital display. It was worth an attempt, but the slim cowling that is ahead of the driver is the only bit of the cockpit that feels a bit bolt-on. Not so the paddle shifters, which are in aluminium and not only look the part but also feel more satisfying in use than the rubberised blades of the M4. Fire up the Zagato and it is unapologetically loud. The nasal timbre is trademark ‘S58’ 3.0-litre straight six, but a higher-frequency rasp and greater bass betray the titanium exhaust from Akrapovic. And you get the works – the titanium starts at the block, not the silencer. The resulting drop in back pressure, with a modified intake tract and an electronic tickle, raises power from 534bhp in the M4 to 602bhp, with torque swelling from 479lb ft to 516lb ft. It gives the 1875kg Zagato a power-to-weight ratio of 321bhp per tonne – a little better than that of the current Porsche 911 Carrera GTS – and with four-wheel drive the 3.3sec 0-62mph time feels a touch conservative.  Launching the Zagato out of the pit lane confirms silly-fast status. A handful of laps on circuit is not going to provide the final insight for a car like this, though Ostschleife – with its terrifyingly porridge-textured track surface, entered at more than 160mph in a car this rapid – is a good assessment of composure. On which note, Bovensiepen has swapped out the M4’s factory dampers for a set of Bilstein Damptronics. It also fits custom Eibach springs and has changed the top mounts and installed slimmer anti-roll bars. The donor car’s spread of three driver-selectable damping modes is retained but the characteristics are altered to give the Zagato’s body more freedom of movement and long-legged compliance.  Meanwhile, the forged wheels wear Michelin Pilot Sport 4S tyres – 285/30 at the front and 295/25 at the back, mirroring the largest optional fitment available on an M4. Interestingly the torque split between the axles hasn’t been tinkered with and neither have the electronically controlled M differential or ESC settings (so you get M Dynamic Mode).  It is obvious that Andreas Bovensiepen and the team have enjoyed using a tough-as-nails M-car base rather than a mainline BMW, as was the Alpina way. He described the M4 as being “perfect” and not needing anything in the way of driveline or chassis reinforcement, or additional cooling.     The result of all this is a bit of a conceptual mutant: a more relaxed M car, a psychopath in repose. On track you notice the additional suspension travel the Zagato allows compared with an M4. It manifests in the form of extra suppleness of course, the body subjected less to the turbulence underwheel, but also in a more neutral and less playful balance. You have to work harder to get the Bovensiepen to rotate, and through its vertical travel, the body feels heftier than I was expecting. But that heft, along with the extra neutrality both on a trailing brake and under power, perfectly suits the torquey thrust of the car and the all-weather touring brief. Whether you can forgive the small deficit in structural rigidity that comes as a result of using the convertible monocoque, not that of the coupé, is a matter of how much you love the roofline. I confess at this point that I did not slot the driveline in RWD and hang the Zag out around Ostschleife, or any other bend. Time was short and our follow-the-leader lapping wasn’t an appropriate format for that. But there’s little reason to doubt that, on the road, in rear-drive mode, and with the dampers in Sport Plus, this car wouldn’t be fluidly entertaining. It is softer than an M4, yes, but has the same core tautness and this gives it predictability and precision. In terms of dynamic character, the blend of insouciance with underlying control and effortless torque make it tempting to compare the Zagato with something like a revitalised Ferrari 550 Maranello.  We’ll have to drive this rare machine on the road to know for sure, but with only 99 examples planned, there is no guarantee we’ll get the chance. Do feel free to envy the owners, though. Lord knows they’re paying for the privilege, but in the Zagato, they’ll own a beautifully finished, indecently pretty but unostentatious coupé in the mould of the classics, and one that’s sensibly sized and undemanding to drive fast. The Bovensiepens have gone back to the future.     Price £319,000 (approx) Engine 6 cyls in line, 2993cc, twin-turbocharged, petrol Power 602bhp at 7200rpm Torque 516lb ft at 2500rpm Gearbox 8-spd automatic, 4WD Kerb weight 1875kg0-62mph 3.3sec Top speed More than 186mph Economy 27.2mpg CO2, tax band 235g/km, 37% Rivals Aston Martin DB12 S, Ferrari Amalfi

6/16/2026

We take a journey into the finest model made by famous car companies that no longer exist Times change, markets evolve and sometimes companies who rule the roost get a wheel stuck in a ditch and never recover. Some of the brands who are no longer with us are gladly forgotten, while others left us wonderful memories of motoring days gone by. Join us as we look at some of the best cars built by car makers no longer around: AMC: Eagle (1980) This was a family car on stilts which relied on serious four-wheel drive hardware and ample ground clearance to tackle tough trails and knee-deep snow. In many ways, the Eagle was the modern crossover’s predecessor. Have you noticed the rising popularity of SUV-coupes? AMC did it first with the Eagle SX/4 (next picture), and it had two doors like a proper coupe should. So what happened to AMC? The company was bought by France’s Renault in 1979, but AMC’s range of mostly smaller cars suffered as fuel became relatively cheaper during the 1980s. Renault CEO Georges Besse - who championed AMC - was murdered in 1986 by terrorists, and his successors lost interest and sold the firm to Chrysler in 1987, when the AMC badge came to an end. Amphicar: Model 770 (1961) Launched in 1961, the Amphicar Model 770 was a boat-car hybrid with no direct rivals. Its rear-mounted, Triumph-sourced four-cylinder engine spun either the back wheels or a pair of plastic propellers visible beneath the rear bumper, while the front wheels steered it regardless of whether it was traveling on land or on water. It was surprisingly versatile and, thankfully, completely watertight. Most were sold in the United States, including one to President Lyndon Johnson (pictured) , who used to pretend to unsuspecting visitors that his brakes had failed as he drove into a lake at his ranch in Texas. So what happened to Amphicar? The niche the Model 770 landed in was too small to keep Amphicar financially afloat. Production ended in 1967 after about 4000 units were built in West Germany by a company owned by the Quandt family, better known for their large stake in BMW. Amphicar chose not to stay in the car industry after it axed the Model 770. To date, no other company has offered a series-produced amphibious passenger car. Austin-Healey: 3000 (1959) When it made its debut in 1959, the Austin-Healey 3000 stood out with a 3.0-litre engine and front disc brakes. The big Healey was a force to be reckoned with in European rallying events, but convertible-hungry buyers in North American scooped up most of the production run. It was one of the greatest British sports cars of its era, and it was continuously updated throughout the 1960s. So what happened to Austin-Healey? The deal between Austin and Healey ended in 1972 after 20 years. There have been talks of a revival since, including under BMW’s ownership of Austin successor company Rover, but nothing has appeared. The name itself is now owned by China’s SAIC. PICTURE: Austin-Healey 3000 Mk3 Autobianchi: A112 Abarth (1971) When Volkswagen takes credit for pioneering the hot hatchback, it overlooks the Autobianchi A112 Abarth. Admittedly, the A112 was easy to miss due to its small dimensions. It was introduced in September of 1971 (before anyone knew what a Golf was) as a hotter version of Autobianchi’s successful small car. Early models used a 58hp four-cylinder engine, though power climbed to 70bhp later in the production run. So what happened to Autobianchi? The company was a joint venture between bicycle-maker Bianchi, Pirelli, and Fiat. Fiat took full control in 1968, and then folded the operation into Lancia. The badge disappeared in 1995. Auto-Union: 1000 SP (1957) Visually, there was little to suggest the Auto-Union 1000 SP was related to the standard 1000. And yet, the SP shared its basic two-stroke, three-cylinder engine with the 1000, though there were some model-specific differences. Stuttgart-based coachbuilder Baur made about 5000 units of the 1000 SP between 1958 and 1965. It also built around 1640 examples of a 1000 SP-based convertible starting in 1961. So what happened to Auto-Union? Auto-Union merged with NSU in 1969, and both were absorbed by Volkswagen shortly after. Audi was born from the merger. While both brands are dormant today, Audi still builds cars like the A6 in Neckarsulm, where NSU was based, and Volkswagen manufactures cars in Zwickau, where Auto-Union traces some of its roots to (and where the Trabant was made). Daimler: SP250/Dart (1959) Once a supplier of cars to royalty, Daimler grew out of the German company, but soon built its own models. The SP250’s engine had an interesting configuration; while being only a 2.5-litre, it was a V8. Elegant but interesting to look at, it was a spirited drive, good for 120mph, and determinedly different from its stately predecessors. It was famously used to police speeds on Britain’s first motorway, the M1. So what happened to Daimler? The company was sold to Jaguar in 1960, its cars eventually becoming badge-engineered Jaguar derivatives. The brand disappeared in 2007, though Jaguar still has the right to use the name in many markets, though given Daimler is now also the name of the heavy trucks arm of Mercedes-Benz (it’s complicated…), this seems unlikely. DeSoto: Model K (1928) Created by Chrysler in 1928, DeSoto put its rivals on notice when it released its first car, the Model K, for the 1929 model year. It sold 81,065 units of the model during its first 12 months on the market, a record that remained unbroken for several decades. The Model K was cheaper than a comparable Chrysler, fitted with a six-cylinder engine, and offered in a number of body styles, including a roadster. It was the right car at the right time, and the future looked bright for Chrysler’s mainstream brand. So what happened to DeSoto? DeSoto’s early success quickly faded. Chrysler also purchased Dodge in 1928 and the two brands often overlapped; both were positioned below Chrysler as mass-market brands. Its evolution followed the rest of the Chrysler portfolio’s, so it received the new Firedome V8 in 1952 and the “Forward Look” design language in 1955. Sales collapsed in 1958, partly due to the same recession that helped end Edsel, and Chrysler closed DeSoto in 1961. De Tomaso: Pantera (1971) Alejandro De Tomaso (1928-2003) designed a breathtakingly gorgeous car and bought a V8 from Ford to stuff behind the seats. America’s appetite for performance cars ensured a steady cash flow for De Tomaso in spite of the Pantera’s quality issues. Unreliability caused Elvis Presley to shoot his Pantera on numerous occasions, presumably as a punishment. It’s not known if this helped. Ford stopped importing the car to the US in 1975, but production carried on for other markets (including Europe) until 1992. So what happened to De Tomaso? De Tomaso merged with Maserati in 1975 and that brand was always more prolific, but De Tomaso sales carried on in small numbers until 2004 when the firm died. The trademark was sold on, and a De Tomaso concept car appeared at the 2011 Geneva motor show, but nothing’s been heard since. Eagle: Talon (1989) Chrysler founded Eagle in 1988 to continue AMC, which left the scene that same year. Its range consisted largely of average, unexciting cars that suffered from a complete lack of image. The only exception was the Talon, which was closely related to the Mitsubishi Eclipse. Released in 1989 as a 1990 model, it was available with all-wheel-drive and a turbocharged four-cylinder engine rated at 192bhp. So what happened to Eagle? In hindsight, there was no space in Chrysler for an obscure brand like Eagle, and not enough interest or money to give it a fighting chance. Models left the range one by one during the 1990s, and the Eagle name disappeared in 1998. Stellantis owns the name today. The factory in Normal, Illinois, that manufactured the Talon now belongs to electric pickup truck maker Rivian. Facel Vega: Excellence (1958) Facel Vega was a brand favoured by the world’s celebrities to build the Excellence to take the fight directly to Rolls-Royce and the German brands. From its stately design with reverse-facing rear doors to its hand-built interior, the Excellence easily lived up to its name. It served as the flagship for the brand, and for France’s entire automotive industry. So what happened to Facel Vega? Competition from larger luxury-car rivals like Mercedes-Benz did the company no favours and it closed down in 1964. It remains a mystery why France – home to world-beating luxury brands like Louis Vuitton and Chanel – has never created a successful luxury car brand in recent decades. Hudson: Hornet (1951) The Hudson Hornet had big round headlights, plenty of chrome and a long, sloping roof line that flowed into a pontoon-like rear end. Power came from a 5.0-litre straight six. It was fast, too; the Hornet dominated NASCAR racing in the early 1950s. So what happened to Hudson? It merged with Nash-Kelvinator in 1954, to form American Motors Corporation- AMC. The Hudson badge survived until 1957. The remnants of AMC – including, most notably, Jeep – today live in Stellantis. Innocenti: Mini (1974) Scooter maker Innocenti formed its car-building division through a collaboration with Britain’s Austin. It began building the Mini under license during the 1960s, and it released an updated model styled by Bertone’s Marcello Gandini in 1974. Bertone gave the Mini a more modern-looking design and a practical hatch to take on the Autobianchi A112, one of Italy’s rising stars. Several evolutions of the Innocenti Mini were built, and an entry-level two-cylinder engine joined the range in 1985. Outdated in spite of several visual updates inside and out, the Innocenti Mini retired in 1993, seven years before the Mini itself died. So what happened to Innocenti? Fiat gradually took over Innocenti and Maserati from De Tomaso in the 1990s. It closed the company’s factory and assigned the brand a series of badge-engineered cars like the Mille, which was a second-generation Uno made in Brazil and sold for less than the Italian-built model. Fiat dumped the Innocenti name in 1997, and Stellantis owns the name today. Jensen: Interceptor (1966) The Jensen Interceptor provided buyers with an alternative to the archetypal British grand tourers made by the likes of Aston Martin. It catered to buyers who cared more about silky-smooth low-end torque than razor-sharp handling and low running costs. It died without a successor when Jensen collapsed under the burden of its financial troubles. So what happened to Jensen? Jensen ceased operating in 1976. It was revived in 2001 with a new car, the S-V8, but promptly died again after just 20 were produced. Matra: Rancho (1977) Matra made the Rancho from many parts of its other vehicles. Starting with the VF2 van, engineers installed an 80hp 1.4-litre engine from the 1308 GT, brakes from the 1100 TI, and a four-speed manual transmission from the 1307. While the design suggested it could go anywhere, four-wheel drive was never offered for cost and packaging reasons. It was a trailblazer for the crossover class, but arguably a couple of decades too early. In an odd twist of fate, the Rancho’s intended replacement morphed into the original Renault Espace, Europe's first people-carrier. So what happened to Matra? Matra in the automotive sphere became a contract manufacturer for Renault, but this work ceased in 2003, and some other assets were acquired by Pininfarina. The defence and aerospace part of Matra is now part of Airbus. Mercury: Cougar (1967) Mercury launched the Cougar to fill the space between the Ford Mustang, which it shared its platform with, and the Ford Thunderbird. It became Mercury’s hero car by combining performance with a larger dose of luxury. Later models attempted to recapture the spirit of the original, though they largely failed due to poor execution and performance best characterized as slothful. So what happened to Mercury? Following rationalization after the financial crisis, Ford announced the end of the brand in 2010, and its last car, a Grand Marquis, was built in January 2011. Morris: Minor (1948) In terms of Morris-branded cars, it’s hard to beat the Minor. While performance was sedate even by the standards of the time, steering and handling was impressive, and this was a primary way Britain got back on the road after the second world war. It later spawned van, estate and convertible versions, and more powerful engines that arrived later helped a lot. A cool 1.4 million examples were built until 1971. So what happened to Morris? Morris merged with arch-rival Austin in 1952 to make the British Motor Corporation. In turn this merged with various other companies to form British Leyland in 1968. The last Morris-branded car, the Ital (pictured), was built in 1984. Part of the old Morris factory in Oxford today produces the Mini for BMW; the Morris name itself is owned by China’s SAIC. Oldsmobile: 4-4-2 (1964) The 4-4-2 started life as a performance-oriented option package on the Oldsmobile Cutlass. It proved popular enough to earn a promotion to a full-fledged model line in 1968. Oldsmobile collaborated with American tuner Hurst to build an even faster 4-4-2 with a 390bhp engine, upgraded brakes and a model-specific suspension. For a few years, the numbers 4-4-2 were synonymous with no-nonsense performance. The 1972 redesign demoted the nameplate to option package status. So what happened to Oldsmobile? Oldsmobile increasingly found its cars lost among those of GM’s other brands, let alone those from other carmakers, and the brand died in 2004. Nash: Metropolitan (1953) Nash envisioned the Metropolitan as a small American car with European flair. It commissioned a design from Pininfarina and asked Austin for the A40’s engine and spare production capacity. It all came together shockingly well; one of America’s smallest and most stylish cars was born. Sales started during the 1954 model year. Often bought as a second car, the Metropolitan went through several evolutions (and was sold under several names, including Hudson and Rambler) until production ended in 1961. So what happened to Nash? In 1954, Nash and Hudson became American Motors Corporation (AMC) through what was at the time the largest corporate merger in American history, and formed the fourth-largest carmaker in the United States. AMC was taken over by Chrysler in 1987. The Nash name stopped being used in 1957. NSU: Ro80 (1967) Presented at the 1967 Frankfurt motor show, the NSU Ro80 stood proud as one of the most innovative production cars released in the 1960s. It arrived as a big, upmarket model with unusual proportions, a highly aerodynamic design, and a twin-rotor Wankel engine. Many celebrated it as the family car of the future. Early problems with the rotary engine gave the Ro80 a bad reputation that it didn’t fully recover from, and the first oil embargo sealed its fate. While NSU took steps to make the rotary engine more reliable, it couldn’t keep its fuel economy in check. The Ro80 retired without a direct successor in 1977. So what happened to NSU? Vast warranty claims from the Ro80 crippled the firm and Volkswagen took it over, though VW was more interested in the firm’s factory than in its line-up. It merged NSU and Auto-Union in 1969 and reluctantly absorbed the K70, which became the first water-cooled Volkswagen. NSU built its last car, an Ro80, in 1977, but the firm’s legacy endured. The Audi 50 (1974) was developed by NSU to replace the Prinz; it became the first Volkswagen Polo. Panhard: 24 BT/CT (1964) Ordinary motorists knew Panhard for big, six-seater saloons; racers knew Panhard for ultra-light sports cars. The 24-series cars were an attempt at blending the company’s two identities. Offered with a short or a long wheelbase, the 24 brought Panhard’s unique breed of sportiness to motorists unwilling to commute in a stripped-down race car. The 24 BT was longer than the 24 CT to offer more space for occupants riding in the back. Both variants received an air-cooled flat-twin engine which, thanks to an impressively aerodynamic design, propelled the 24 to highway speeds in a relative hurry. So what happened to Panhard? The car side of Panhard was sold to Citroën in 1967, and the brand as a carmaker died. The name lives on as a maker of military vehicles, ultimately owned by Volvo Group, the Swedish truckmaker. Pontiac: Firebird (1967) General Motors didn’t allow Pontiac to build a two-seater sports car out of fear it would compete directly against Chevrolet’s Corvette. Instead, Pontiac received permission to launch a sports car based on the same platform as the then-new Camaro. Affectionately called “Screaming Chicken,” the Firebird carried on alongside the Camaro for four generations until it died in 2002. So what happened to Pontiac? Increasingly lost in General Motors, the Pontiac brand was discontinued in 2010 as GM rationalised its brands after its near-death experience in the 2008-09 global financial crisis. Plymouth: Road Runner (1968) Muscle cars progressively grew out of mainstream buyers’ reach as they became more powerful and more expensive. The Road Runner was a return to the basic, enthusiast-approved formula of placing an immensely powerful engine in the unsuspecting body of a run-of-the-mill car. The Road Runner exceeded Plymouth’s wildest expectations during its first year on the market. Clearly, the time was right for a more affordable muscle car. So what happened to Plymouth? Chrysler’s Plymouth brand died in 2001, and its cars were either discontinued or rebranded as Chryslers. Rover: SD1 (1976) The SD1 was Rover’s last attempt at building a true flagship model on its own, before it teamed up with Honda to share technology and costs. An avant-garde design and optional V8 power positioned it firmly at the top of the Rover range, placing it in the same ring as executive saloons from BMW and Mercedes-Benz. When it worked it was great – but poor build quality and reliability ensured the SD1 often didn’t. So what happened to Rover? Rover became part of the Austin Rover group, and it developed the 800 (pictured) as a follow up to the SD1, a sister car to the Honda Legend. Rover was sold to BMW in 1994. Having sold off Land Rover to Ford in 2000, it sold what was now MG Rover to a management consortium for £10. However, MG Rover went out of business in 2005. The Rover name was sold by BMW to Ford for around £10 million (around $16 million) in 2006, which sold the marque along with Land Rover and Jaguar to India’s Tata Motors in 2008. Saab: 99 (1968) The 99 marked the beginning of a new chapter in Saab’s history. The Swedish brand ditched the 92-inspired design of earlier cars in favor of a more contemporary look characterized by a wrap-around windscreen, while a Triumph-sourced four-cylinder engine relegated the 96’s DKW-derived two-stroke engine to the history book once and for all. The 1978 Turbo remains the best-known evolution of the 99. It paved the way for every high-performance Saab from then on. So what happened to Saab? Saab was fully acquired by General Motors in 2000. Saab was sold to Spyker in 2010, but ceased making cars in 2011. A Chinese firm called NEVS then bought Saab’s automotive assets, but it seems that the brand won’t be used on any vehicles; this is a complex area since the Saab name is still used by a military aircraft maker; Saab cars and aircraft were under the same ownership until 1990. Saturn: SL (1990) Saturn illustrated how it planned to operate as a different kind of car company when it launched the SL in 1990 as a 1991 model. The model looked like nothing else in the General Motors portfolio thanks in part to a grille-less front end, it was built on a brand-specific platform, and it was manufactured in a new assembly plant located in Spring Hill, Tennessee. Even odder were the SL’s plastic body panels, which were chosen because they were lighter, more durable, and cheaper than steel parts. Saturn’s unique approach to taking on Japanese carmakers initially paid off. It built its 500,000th car in September 1993 and it sold 229,356 cars that year. So what happened to Saturn? The problem arguably started from literally day two.  GM CEO Roger Smith championed Saturn, but retired the day after it was officially launched. Later bosses showed much less interest commitment to it, and the cars gradually lost their identity as they became sister cars to those from other GM brands. It was closed in early 2010 along with several other GM brands. Simca: 1000 Rallye (1970) Abarth applied its magic to the Simca 1000, but it’s the three Rallye versions that replaced Renaults and NSUs in the heart of enthusiasts seeking rear-biased driving thrills. The 1000 was the ideal base for a high-performance saloon aimed at buyers on a budget. The first two editions of the Rallye were hot-rodded production cars, but the 102bhp Rallye 3 was a full-blown street-legal race car released for homologation purposes. All three models are still widely used in hill climb events today. So what happened to Simca? Simca was bought by Chrysler in 1970, and then PSA Peugeot-Citroën in 1979, and the badge died thereafter in favour of Talbot. Studebaker: Avanti (1962) Developed in response to the Chevrolet Corvette, the Avantis was designed by Raymond Loewy and had a body made out of fiberglass and dropped on a modified Studebaker Lark chassis. Studebaker built about 5800 examples of the Avanti before it shut down for good, but five different entrepreneurs took turns building the car until 2006. So what happened to Studebaker? Studebaker found it increasingly hard to compete with the Detroit giants, and production at its main South Bend factory ceased in 1963, though operations continued at the company’s Canadian plant until 1966. The name is today owned by Federal-Mogul, a car parts firm. Sunbeam: Tiger (1964) Originally formed in 1901, Sunbeam disappeared after 1935, but was revived in some style in 1953 with the pretty and successful Alpine – which was perfectly timed for the 1950s American open-top sports car wave. Wanting more power, Sunbeam enlisted Carroll Shelby to help fit a 164bhp 4.3-litre Ford V8 into the car. Twice as powerful as the Alpine but only marginally heavier, the car was a scintillating hit, shifting over 7000 examples in just three years. So what happened to Sunbeam? Already part of the Rootes Group, Rootes was absorbed by Chrysler and then Peugeot. The Sunbeam name disappeared in 1981. Tatra: 613 (1974) Like Porsche’s 911, the Tatra 613 retained its rear-engined configuration well after the layout went out of fashion. It shared this configuration with its predecessor, the 603, but its styling came to life on a blank sheet of paper. In an unlikely tie-up, Czechoslovakia-based Tatra enlisted the help of Italy’s Vignale to forge a new design identity more in-tune with the times. It’s remembered as one of the most prestigious cars to come out of the Soviet-era Eastern Europe. You didn’t want to see it parked up in front of your house at two in the morning as it was a favourite of the KGB and its Warsaw Pact counterpart organisations. So what happened to Tatra? It stopped making cars in 1999, but carries on as small-scale truck maker, and as such is the second-oldest vehicle producer in Europe after Peugeot, the Tatra company having been formed all the way back in 1850, when it produced horse-drawn carriages. Talbot: Samba Cabriolet (1982) Based on one of the cheapest cars in Europe, the Talbot Samba Cabriolet gave young, cash-strapped motorists a way to go topless without breaking the bank. It also attempted to provide the Talbot brand its own image by separating the Samba from the Peugeot 104 and the Citroën LNA it shared a platform with. So what happened to Talbot? When PSA bought Chrysler Europe in 1979, it used the Talbot badge on former Chrysler and Simca models. The Talbot name continued on cars until 1987, and on vans until 1994. Triumph: Stag (1970) While some would choose Triumph’s successful and pretty line of TR sports roadsters from the ‘50s and ‘60s, we reckon the Stag deserves more credit as the British V8-powered would-be answer to the Mercedes SL. Moodily handsome though blighted by reliability issues, it was a nice drive when it worked. So what happened to Triumph? Triumph was run down by owners British Leyland, and the oddball TR7 was the last car developed in-house. That was followed by the 1981 Honda Ballade-based Triumph Acclaim (pictured), and the name ended in 1984. However, someone in Munich has a long memory: intriguingly, the Triumph Cars name today belongs to BMW, a relic of the firm’s Rover ownership but retained when it sold that firm. Triumph and BMW went head-to-head in the small sports saloon market in the 1970s in Europe. Vespa: 400 (1957) Known internationally for scooters, the Italian brand dipped its toes in the automotive pond when it introduced one of the smallest cars on the European market at a high-profile event in Monaco. The 400 competed in the same handkerchief-sized arena as the Goggomobil and the Fiat 500, which hit the market just a few months before its Vespa-badged rival. The 400 – an allusion to its 393cc engine – was manufactured in France. One and done, Vespa never built another car. So what happened to Vespa?  Nothing, in a word. Vespa continues to make motor scooters; its parent company Piaggio sold 436,000 two-wheeled machines in 2023 using a variety of brands which also include Aprilia and Moto Guzzi.

6/16/2026

Mercedes' breakout EV is cleverly packaged, hugely efficient and even fun to drive It may seem a little old-fashioned to have an awards category for saloon cars, but the saloon has proven impressively resilient and adaptable. Not the estate, not the MPV and not the SUV have been able to replace it, and in the EV era the aerodynamic advantages of a low-slung car with a teardrop rear end give it a head start in the range race. It's no wonder, then, that Mercedes-Benz chose to launch its brand-new breakout EV platform with a compact saloon, the CLA. Despite its somewhat traditional shape, it represents a rethink on how to make a successful European premium car. Although cars atop the MMA platform are also available with a petrol engine, they're designed as EVs first, which helps with packaging the battery and ancillary electronics. As a result, the CLA not only looks and feels like a saloon in its profile and driving position but also offers distinguishing boot space and a roomy frunk. The excellent aerodynamics and Mercedes' general commitment to EV technology pay dividends in other areas too. Thanks to 800V electricals, new inverters and a two-speed gearbox for the main drive motor on the rear axle, the electric CLA is very efficient, giving it class-leading range despite a relatively modest battery capacity. All those rational qualities are great, but what makes the CLA endearing as well as competitive is how well it drives. There's a natural progression to all the controls that makes it smooth and intuitive to drive. Meanwhile, Mercedes has also nailed the chassis set-up. With modern Mercedes models, you often need to spend big to get the version that makes good on the expectation of luxury, but whatever version of the CLA you pick, it will cruise quietly, with a supple ride and good isolation. Rather than feel compromised, though, the handling feels nicely harmonious, with communicative steering, a keen front end and even some subtle adjustability on the power. The CLA shows there's nothing old-fashioned about saloons. It's the embodiment of how they can be efficient, well packaged, comfortable and fun to drive.

6/16/2026

UK prime minister is poised to announce big cuts to sales targets following intense industry lobbying Car industry bosses have welcomed reports that the UK government is set to dramatically scale back its zero-emission vehicle (ZEV) mandate and allow more combustion-engined models to be sold up to the end of the decade. Prime minister Sir Keir Starmer is poised to outline a new timeframe for the ZEV mandate that will reduce the targeted EV sales mix for each manufacturer in the UK from 80% to 50% by 2030. The move comes in response to intense lobbying from car companies and workers unions in the UK, who argue that the imposed timeline – which calls for a 33% EV sales mix in 2026 and 38% next year, rising in increments to 80% in 2030 – is out of step with consumer demand and unattainable. Recent data from the Society of Motor Manufacturers and Traders (SMMT) shows that EVs have accounted for just 23.9% of all car registrations so far this year. Already, car manufacturers have been forced to spend billions in discounts in a bid to avoid costly government fines for missing the targets – at great cost to their bottom lines – and the government itself has introduced the Electric Car Grant in an attempt to fuel demand to the levels it had anticipated. But now, with the 2030 end date in sight and the market lagging well behind earlier forecasts, the government is poised to ease the burden by bringing the targets down to reflect the pace of adoption. Ministers are preparing to consult with the industry on the less ambitious targets, which would allow for 50% of car sales to still have a combustion powertrain of some sort in 2030. However, it is understood that the 2030 ban on new pure-combustion cars will still be imposed, so any models sold from then on will need to be hybrid or electric – and all cars sold after 2035 must still be electric under the current timetable. There is no word yet on annual EV sales mix targets for between 2030 and 2035. This is the second time that Starmer's Labour government has backed down on EV transition policies introduced under the previous Conservative regime. Last year, it was confirmed that hybrids could remain on sale until 2035, rather than 2030 as had earlier been decreed. Individual car companies have yet to respond publicly to the news, which currently awaits official government confirmation pending the consultation, but industry bosses have hailed the changes as a significant win for the sector. Speaking prior to the reports of an impending announcement, SMMT boss Mike Hawes had said a review of the targets was urgently needed, because despite huge investment in EV infrastructure, government incentives and the inflated cost of petrol and diesel, "uptake is still not keeping pace with ambition". "Targets alone do not cut emissions. New vehicle uptake does. Consumers and businesses will only switch when conditions – and costs – are right. Automotive has invested heavily and continues to do so to create those conditions," he added, citing lingering concerns around range anxiety and the recently imposed pay-per-mile charge on EVs as ongoing disincentives to make the switch. "It’s clear that the assumptions underpinning the mandate no longer hold. It was designed for a market with stronger demand, greater stability and cheaper energy – not the market we have today. An urgent review of the ZEV mandate is therefore essential. This is not about weakening ambition, but restoring credibility. Regulation must reflect real-world conditions," said Hawes. His views were echoed by Sue Robinson, chief executive of the National Franchised Dealers Association, who agreed "it is important that policy reflects market conditions and consumer demand". She added: "Franchised retailers have invested significantly in preparing for electrification and any review of the ZEV mandate should help maintain momentum towards net zero while ensuring the transition remains realistic and achievable for consumers, manufacturers and retailers." Meanwhile, Sharon Graham, boss of the Unite workers union, said it was a "huge victory" for automotive workers whose jobs had been under threat from the unpredictable journey to an all-EV car parc. Graham said: “The failure to act would have been an act of self-harm to a sector which is a jewel in the crown of UK manufacturing. The consultation must be swiftly concluded and its findings quickly implemented to provide the sector and workers with much-needed certainty.” However, any move to slow the UK's transition away from fossil-fuelled cars would be divisive, with environmental groups, charging companies and EV component suppliers among those campaigning for support to accelerate the switch to EVs. Vicky Read, who runs the ChargeUK industry body for EV charging providers, said it was "astonishing" the government was preparing to slacken the targets. "Weakening the ZEV mandate for a third time would not only slam the brakes on infrastructure rollout and send the entire transition into a tailspin. It would bring Britain’s reputation as a market worth investing in into disrepute," she argued, highlighting the billions of pounds in investments that charging operators have made on the assumption the mandate would hold. Her views were supported by Octopus Electric Vehicles CEO Gurjeet Grewal, who said a relaxing of the policies would be "short-termist and likely to materially hurt us all in the long term". Meanwhile, ex-Nissan executive Andy Palmer – a vocal proponent of EV adoption and a leading figure in bringing the Leaf to fruition – said the move was "another sign of a government drifting from conviction to populism". He added: "The UK was once genuinely admired for policy consistency. Investors could make long-term capital decisions with reasonable confidence that the regulatory framework would hold. Today, we appear to be executing more U-turns than a London taxi."

6/16/2026

Lifted estate promises to match off-road ability of full-blown 4x4s, sitting 34mm higher than regular A6 Audi has revived the A6 Allroad for a new generation by turning its big family estate into a rugged 4x4 wagon that promises off-road ability to rival many full-blown SUVs. This lifted and toughened version of the new A6 will appear in dealerships in the coming months, four years after the previous Allroad models were withdrawn from sale in the UK. Audi plans to reignite a market niche that has almost disappeared, with the likes of the Skoda Superb Scout, Volvo V90 Cross Country and Mercedes E-Class All-Terrain all bowing out. Audi technical boss Rouven Mohr hailed the A6 Allroad as "an icon in the Audi line-up". He said the firm aimed for this latest generation to match the earlier cars' blend of on-road comfort and rough-road capability. Key to meeting this target is an extensive chassis overhaul that makes the Allroad a radically different proposition from the standard A6, with a bespoke suspension set-up and steering system among its headline features. The most obvious change is a 34mm increase in ride height in normal mode. Because the active air suspension has 55mm of adjustability, that can be extended a further 15mm in its most extreme setting - with the shock absorbers adjusting to account for the extra height. There is a more compliant Comfort mode for use in normal on-road driving situations and a Dynamic setting that lowers the ride by 20mm "for greater precision and stability". In every mode, the Allroad drops by 20mm above 75mph to boost efficiency. The Allroad gains stiffer steering mounts in a bid to boost responsiveness and feedback. Audi also says the model has improved agility courtesy of a rear axle that can optionally steer up to 5deg in the opposite direction to the front-cutting the turning circle by up to one metre. The mechanical upgrades are signalled by a substantial exterior design overhaul. The body is 110mm wider than the standard A6's and 84mm wider than even the previous Allroad - courtesy of a widened track and thicker tyres at each end, as well as bulky protective cladding around the lower portion of the car. The Allroad gains a bespoke grille design and has its own intakes as part of a styling package that also includes a chunky skid plate, diffuser, side skirts and roof bars. The Allroad-specific wheel designs are available in 19in, 20in and 21in forms. Power comes from either a mildly hybridised 3.0-litre diesel V6 producing 295bhp and 428lb ft or - for the first time on an Allroad - a plug-in hybrid system that combines a 2.0-litre petrol four-pot with an electric motor and a 20.7kWh battery for up to 60 miles of engine-off running. UK specification details have yet to be confirmed but the new Allroad will go on sale in Germany later this week priced from the equivalent of £67,000 for the diesel or just under £70,000 for the PHEV.