Aston Martin is on a tear lately. In addition to launching a luxury SUV and fielding a competitive Formula One team, the automaker is launching eight new front-engine sports cars in the near future. Judging from the multitude of spy photos and press events, it's also putting in the work, keeping the Aston Martin name at the top of the news cycle. That's why seeing the Vantage turning laps at the Nurburgring is not surprising.

We've seen lots of spy photos of the new Aston Martin Vantage recently, but this is the first time it's turned up at the track. The sounds indicate it's powered by a V8, possibly an updated 4.0-liter twin-turbo from the current car. The engine sounds muted but emits a feral growl accelerating out of turns. The F1 Edition of this motor produced 527 horsepower and 505 pound-feet of torque and is a good basis for estimating the new car's power.

The Vantage makes quick work of other, slower cars on the Nurburgring, passing them with a burst of its V8 soundtrack. As for the car itself, it seems very composed and neutral, never looking off balance or out of shape. Except for the occasional tire squeal, there's no drama, just fast, precise driving. We thought flinging the current Vantage around was an enjoyable experience, and the new version looks like more of the same. 

As we saw previously with the Vantage Roadster, the new coupe appears to be more of a refresh than a completely new design. Based on recent renderings, it will likely share a lot of the design with the new DB12, including the new front-end styling. Like most Aston Martins of the past quarter century, the current car's styling is handsome and timeless but could use an interior makeover starting with the infotainment system.     

More On Aston Martin:

In addition to the new Vantage, Aston Martin recently debuted the new DB12 at its Q New York location. It also plans to unveil its EV plans next week as part of its strategy for the next five years, including its first electric vehicle for 2026.   

Source: CarSpy Media via YouTube

The latest Transformers movie is here in time for the summer blockbuster season. Titled "Transformers: Rise of the Beasts," it is in theaters now to take audiences on an adventure set in the 1990s. It also introduces a new faction of Transformers called the Maximals and features the Autobots, with a Porsche 911 Carrera named Mirage taking a central role. 

More specifically, Mirage is a 964 series Porsche 911 Carrera RS 3.8 when in car form, a particularly rare model that is an unusual choice to base a hero on. However, according to Oliver Hoffmann, Head of Marketing Communications at Porsche AG, the Carrera RS 3.8 is perfect because of Mirage's character traits, describing him as "A tough character with a good heart and a bit of a rebellious streak now and again." 

Porsche only built 55 units of the Carrera RS 3.8, which are highly valuable today. Five picture cars were built to look like the original car to avoid the risk of damage and fulfill specific functions. One car was modified to go backward at high speed, while another was prepared for stunt sequences. Additional cars were built for close-ups or scenes involving the actors interacting with the car. 

The only area where a real Carrera RS 3.8 was used is sound design. “It was important to us to represent the sound of the 911 model depicted in the film,” said Ayesha Coker, Vice President of Marketing of Porsche Cars North America. “It was extremely ambitious due to the number of cars needed from a limited production 911, but we are thrilled with the result and hope audiences are too.”

What makes "Transformers: Rise of the Beasts" unique is the level of involvement the production team had with Porsche, which was very hands-on with the development of Mirage. According to Irene Trachtenberg, SVP of Worldwide Marketing Partnerships at Paramount, that partnership "brought our Autobot Mirage to life in a most unique, iconic, and unforgettable way."   

More Transformers:

As for Porsche, it has been actively promoting the movie on its YouTube site and through social media. The automaker is celebrating its 75th anniversary this year and has been very active in sponsoring exhibits and releasing videos to commemorate the milestone. 

Source: Porsche via YouTube

Verdict

–Innsbruck, Austria

I’m afraid the biggest problem for the second-generation Mercedes-Benz GLC-Class Coupe is a thing neither it nor I have any control over: the passage of time. While the German luxury brand is retaining its compact swoopy coupey for the 2024 model year and attaching the same refinements introduced on the closely related C-Class sedan and GLC-Class SUV, this is inherently a less shocking, less interesting vehicle in today’s world.

That’s not Mercedes’ fault by any stretch. But that it took such a conservative approach to an inherently expressive vehicle in today’s ever-more-expressive market is surprising. To be frank, a gas-powered crossover-coupe in 2023 feels a bit like everything else, rather than something new or interesting. That doesn’t make the new GLC any worse of a choice following its redesign, but this is hardly the hot new thing it was when it first hit the roads.

​​A vehicle's ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here.

Surface-Level Changes

Listen, I don’t like to riff on styling because I firmly believe beauty is in the eye of the beholder. But I will say something in the GLC’s case, because the small details matter far more than an overall design that hasn’t changed much.

This is still a crossover-coupe, complete with a liftback and a lowered roofline, but the slimmer taillights make the GLC appear smaller, lighter, and more elegant when viewed from behind. Painted wheel arches replace the black plastic of yesteryear, further blurring the line between car and SUV. But up front, evolved design wins out and that’s a bit of a bummer. I’d love fresher shapes on the GLC’s nose. I’m not sure most consumers will even recognize this is a redesigned product.

Functionally, the new crossover is more aerodynamic than its predecessor, with a drag coefficient of just 0.27 compared to 0.30. Mercedes didn’t call out any one specific thing to achieve this, instead relying on computational fluid dynamics and wind tunnel testing to eke out the advantage. The new GLC is 1.2 inches longer too, with slightly increased overhangs – the tracks increase at both ends, but the GLC itself isn’t any wider. The combo of a sleeker body and a slightly larger footprint pay dividends in the cabin.

The GLC is impressively hushed as it cuts through the air, and the cabin feels roomy enough from the supportive driver’s seat. Rearward visibility is unsurprisingly compromised and I’m a bit annoyed Mercedes didn’t implement a rear camera mirror system, which seems like a no-brainer in a vehicle like this.

As Brett T. Evans complained about in his GLC300 long-roof first drive, the plastic door pull interacted uncomfortably with my left knee, especially in corners when I used the piece to brace myself. And the passenger’s side front seat generally felt more constrained, with less knee room. As for the backseats, well, if you care about the folks in back, why are you buying a GLC Coupe? It remains an uncomfortably cramped area for adults.

Beyond changes dictated by the GLC Coupe’s shape, though, all of what’s found here mimics the two-box GLC and C-Class sedan, from the primary driver interfaces to the revised infotainment system (a 12.3-inch cluster and an 11.9-inch touchscreen are standard), material choices, and overall design. The cabin feels thoroughly modern and mostly well appointed – only the bits of silver-painted plastic come in for criticism. Unfortunately, analyzing the new GLC Coupe on the roads proved more difficult than reviewing its cabin.

Region-Specific Traits

The cars I drove from Innsbruck to Lech, Austria, in the western part of the Alpine republic, carried the Airmatic air suspension and a rear-wheel steering setup with up to 4.5 degrees of angle – neither of those items will survive the journey across the pond, mainly because the last time Mercedes offered an Airmatic setup on the non-AMG GLC, the take rates were depressingly low. That’s a shame.

All of this is to say that I won’t be writing much about ride and handling because the impressions I gathered are not representative of the US market (although I’ll bet my bottom dollar both air springs and rear-steer will arrive on the inevitable GLC63 Coupe). You’ll also note the GLC400e badging on the car in the gallery – Mercedes only provided images of the 400e and 300de, though the vehicle I drove was a GLC300. Disclaimers out of the way, let’s carry on.

The GLC300’s powertrain bits are broadly similar from market to market, though (and thank goodness, because this would be a pretty pointless review otherwise). The turbocharged 2.0-liter four-cylinder works alongside a 48-volt battery and an integrated starter-generator, just like the GLC300 long-roof Evans drove last month and the C300 sedan I reviewed in February.

Despite the new mild-hybrid system, the 2024 GLC Coupe matches last year’s 255-horsepower entry, while torque increases from 273 pound-feet to 295. The electric motor, while not improving peak power output at all, provides up to 23 hp and 148 lb-ft in certain situations, like at low speeds or during gear changes.

The real benefit of the new system should come at the pump, although Mercedes doesn’t have EPA fuel economy estimates yet. If we look at the all-wheel-drive GLC300 SUV, though, efficiency jumped from 21 city, 28 highway, and 24 combined miles per gallon to 23, 31, and 26 with the introduction of the mild-hybrid system for 2023. There's no reason to think the GLC-Class Coupe won't replicate that improvement. As for performance, there’s no real change, with the run to 60 miles per hour still taking 6.2 seconds.

Where Mercedes Is At In 2023:

Austria is not Germany, evidenced by the fierce enforcement of speed limits in the former. And since Mercedes’ test route had precious few stretches of motorway, I rarely exceeded 70 miles per hour during my time with the GLC. But there were plenty of ascents to challenge the mild-hybrid powertrain, and the GLC proved up to the challenge with accessible torque that rarely faltered as the engine speeds climbed. The nine-speed auto held its gears willingly, although it proved just as able in manual mode. I know most GLC customers will never switch out of Comfort, but the Sport/manual pairing was a delight on the twisting mountain passes.

And while it’s not really relevant for North American consumers, the combo of air springs and rear-steer make for a vehicle that neatly balances ride quality and agility. Mercedes’ decision to limit rear-axle steering to just 4.5 degrees means that the GLC can change directions eagerly without feeling unhinged or nervous. Airmatic, meanwhile, quashed whatever bumps the GLC encountered on the Austrian roads (spoiler alert: there weren’t many).

Preparing For The Future

The 2024 GLC-Class Coupe won’t arrive in North American dealers until later in 2023, which means I don’t have any pricing info to share just yet. However, it seems logical that the redesigned GLC Coupe will mimic the price increases we saw with the closely related GLC SUV and C-Class Sedan.

The C-Class, for example, jumped from $42,650 in 2021 to $44,600 following its redesign. The GLC SUV was $44,900 in 2022, while the updated model starts at $48,150. A $2,000 to $3,000 price hike would make sense on the GLC Coupe, driving the price of the 300 model up to around $58,000, from today’s $55,850. Admittedly, though, that’s nothing more than speculation on my part.

The GLC Coupe remains a compelling lifestyle entry following its redesign, but it’s no longer the edgy, intriguing choice it was when it debuted in 2016. That’s partially down to Mercedes’ conservative redesign, but mostly because of a market that has seemingly moved on to newer, bolder, and often electrified things.

The question now then is whether the consumers who bought GLC Coupes in the past have moved on, as well. If they return, they’ll find a crossover-coupe that does everything last year’s car did, but better. It’s easier to drive, more engaging (at least with non-North American features), and smarter. But whether it will make the impact that drew folks to the GLC Coupe in the first place is a far tougher question to answer.

GLC300 Coupe Competitor Reviews:

FAQs:

Is The Mercedes-Benz GLC Coupe Being Discontinued?

No. While Mercedes-Benz is slimming down its lineup, the GLC Coupe will remain on sale, having just received a redesign for the 2024 model year.

How Much Does The 2024 Mercedes-Benz GLC Coupe Cost?

Mercedes-Benz hasn't announced US pricing for the 2024 GLC-Class Coupe, although it should creep up marginally on the 2023 model, which started at $55,850.

Will The Mercedes-Benz GLC Coupe Get An AMG Variant?

Mercedes-Benz hasn't confirmed any AMG variants for its current GLC lineup, but there is precedent, with the last-generation GLC offering a V8-powered GLC63 variant. It seems likely that at least that model will arrive in the near future.

The Toyota GR86 and GR Supra are two sports cars with decades’ worth of heritage behind them. The Supra nameplate, of course, has been around since the early 1980s and peaked for enthusiasts with the iconic fourth generation from the mid-90s. And even though the two cars don't technically share a name, the GR86 has the Sprinter/Corolla AE86 to thank for its current 10-year run. Both cars debut for 2024 with packages honoring that long lineage.

The Supra's new 45th Anniversary Edition trim pays tribute to the nameplate as a whole, but more specifically, the MkIV with some of its unique features. A Mikan Blast paint job, which translates to orange in Japanese – the fruit, not the color – is a subtle nod to the MkIV. It's similar to the Plasma Orange Edition released overseas, and although Toyota won't admit it, designers probably looked to Paul Walker's Supra from The Fast And The Furious for inspiration.

Black 19-inch wheels, a black graphics package along the door panels, and an adjustable rear wing painted in gloss black join the orange paint. The wing is another subtle nod to the MkIV Supra, even though it dwarfs in size compared to the original.

Buyers can add the 45th Anniversary Edition package to the Supra 3.0 Premium grade with either the eight-speed automatic or the six-speed manual transmission. The turbocharged 3.0-liter inline-six engine is still good for 382 horsepower and 368 pound-feet of torque.

The Toyota GR86 Trueno Edition throws it back to 1984 with a black-and-white, two-tone look that honors the original Sprinter Trueno – or AE86 – a car made famous thanks to its starring role in the anime Initial D. The 86 also comes with new 18-inch wheels, "Trueno" badges on the front and rear bumpers, and a matte black graphics package on the door panels to match its matte black hood.

But unlike the Supra, the GR86 actually does get some performance enhancements. The Performance Pack makes its debut for 2024 atop the Trueno Edition and adds upgraded Sachs dampers and Brembo brakes. The Performance Pack is standard on the Trueno Edition, but owners of 2022 and 2023 GR86 models can also retrofit the option onto their cars.

The GR86 with the manual also adds a new Active Safety Suite for 2024, which includes automatic emergency braking, adaptive cruise control, lane-departure warning, and high-beam headlight assist.

These special edition sports cars will be limited, so get them while you can. Toyota says it will build just 900 examples of the Supra 45th Anniversary Edition – half in Mikan Orange and another half in Absolute Zero white – while there will be just 860 examples of the GR86 Trueno. Both of these cars will be available in the winter, but no word on pricing yet.

Toyota's GR Sports Cars:

The Toyota GR Corolla Circuit Edition was sort of the darling of the bunch when the hot hatch debuted last year. The base Core model didn't have enough features and the Morizo Edition, while well-equipped, was pricey and limited to just 200 examples in the US. But we have good news: The GR Corolla Circuit Edition returns for 2024 and brings with it some new features.

The first thing you notice is the paint; the Circuit Edition borrows the Blue Flame hue similar to the paint on the GR86 and the base Corolla Hatchback for 2024. The new 18-inch BBS wheels are the same shoes found on the likely discontinued Morizo Edition. As for the body, there's a forged carbon roof, a larger rear spoiler, and new black graphics on the rocker panels that extend out to meet the stamped "GR-FOUR" emblem.

The upgrades inside are subtler but still stylish. Blue stitching lines the cabin, from the door panels and steering wheel to the gear lever and seats. There's even a new blue stripe down the center of the shift knob that matches the Blue Flame exterior. And in terms of tech, the eight-speed JBL premium audio system now comes standard.

Nothing changes mechanically, meaning the GR Corolla is still a feisty performer. The Circuit Edition uses the same turbocharged 1.6-liter three-cylinder engine as last year boasting 300 horsepower and 273 pound-feet of torque, paired exclusively to a six-speed manual transmission and an adjustable all-wheel-drive system. The front and rear limited-slip differentials remain.

No word yet on how much the 2024 Toyota GR Corolla Circuit Edition will cost when it goes on sale this winter, but last year’s model started at $36,995 with the $1,095 destination fee included, so expect a slight increase from that. And if you want one, you’ll have to move quickly; Toyota will only build 1,600 examples of the Corolla Circuit Edition this year.

The Feisty Toyota GR Corolla:

Photos: Jeff Perez For Motor1.com, Toyota

Source: Toyota

The world is littered with abandoned cars. They’re tucked away in garages, hiding in barns, and rotting in forests and fields. One such example might have been tossed aside a bit too soon, with a 1987 Land Rover Range Rover found abandoned in a forest in Wales with just 23,000 miles on the odometer.

The outside of the Land Rover is covered in a thick layer of grime, with the hood hiding under decaying leaves and icky green lesions. The cabin is now a makeshift garage packed with other forgotten belongings, but a fairly pristine interior lurks underneath the stuff. The buttons in the center console remain shiny, and the dials on the dash are still clearly visible, revealing the 23,000-mile odometer reading.

The Range Rover’s low mileage is noticeable under the hood. The engine bay is dirty from years in the woods, but the engine looks to be in good condition, as does the SUV’s underbody. A sticker shows it was last registered for the road in 2005 and has likely been sitting there since then. The tires, with still a considerable amount of tread left, are completely flat.

The Range Rover was found sitting sandwich between an old Subaru Impreza and another Land Rover. Both are in dismal condition, covered in sap, grime, and dirt, with flat tires and their wheels sunk into the ground. 

Check Out These Abandoned Cars That Weren’t Forgotten:

A check of the low-mileage Range Rover’s license plate reveals it’s a 1987 model, according to CarCheck.co.uk. The Land Rover was originally blue, which is kind of visible through the dirt. Under the hood is the automaker’s 3.5-liter V8 engine, which was rated at 165 horsepower 35 years ago and has a top speed of 107 miles per hour.

What compels someone to just abandoned a car in the woods? It’s a tad sad that a person parked it there, walked away, and never returned. The car and stuff in it mattered to someone at some point, but now it all sits rotting. The SUV might not be in excellent condition, but its low-milage status would make it a great candidate for restoration.

Source: IMSTOKZE / YouTube

Offered only in a two-door body style with a six-speed manual transmission, the 2024 Mini John Cooper Works 1to6 Edition is an analog hot hatch in a digital world. There's nothing mini about the price tag, however, which begins with a $45,300 base price. Add the mandatory $995 destination fee, and the 1to6 will ding your bank account to the tune of $46,295.

For the record, the standard Mini Cooper two-door hatch starts at $26,795 and the JCW jumps to $36,395. Mini says the 1to6 Edition includes the Iconic option package, adding all kinds of features like a panoramic moonroof, heated front seats, navigation, a heads-up display, and more. The package is a $7,400 add-on, and the 1to6 Edition plugs another $2,500 into the mix. As for other options, Mini says this is a fixed-specification deal so in theory, there shouldn't be anything else to plug in.

By fixed specification, Mini means you can have the 1to6 in any color you want, as long as it's black. Midnight Black to be exact, and it also rides on black 18-inch wheels. There's no contrasting roof option, but a gray stripe does span the hood and top. And since it's a special model, of course you get requisite 1to6 badging saying as much. There's also a serial number on the dash identifying the model in the run of just 999 units. So while it's a bit pricey, it's also a rare, well-equipped Mini.

It may also be the end of an era for the celebrated hatchback. It's no secret that Mini is moving towards electrification, and for a short stretch, even the internal-combustion models didn't offer a manual transmission. The Mini JCW 1to6 could be the last new offering to feature a three-pedal arrangement.

More From Mini:

Those seeking a 1to6 for their garage can place a preorder now with a $500 deposit. Mini expects production to begin in the third quarter of 2023, and while 999 units are planned, that's actually a global production number. 150 will be sold in the UK, with the remaining 849 offered in North America.

Source: Mini

It's Wednesday, and that means it's podcast time. This week, we've got a lot to talk about, ranging from the Ram Rampage for Brazil to Japan's wild-looking Toyota Alphard minivan.

We go live at 7:30 PM Eastern (4:30 Pacific), and you can join us on Motor1.com's Facebook, Twitter, and YouTube channels to chat in real-time.

Be Part Of The Conversation Here:

As always, if you can't be with us live, you can always watch the recordings on YouTube at the end of each show. For our friends who prefer audio, Rambling About Cars posts every Friday on all major streaming platforms, including Spotify, Apple, iHeartRadio, Amazon, Deezer, and many more.

Wherever you get your Rambling About Cars fix, please comment, like, subscribe, share... all the good social stuff so we can keep rambling for your (and our) entertainment. And we always welcome emails from all you Ramblers out there! Send us your thoughts, opinions, and extraordinary car stories to podcast@motor1.com.

After a lengthy teaser campaign, the Ram Rampage finally debuted in Brazil. The small truck rides on the Small Wide 4x4 platform that's also underneath vehicles like the Alfa Romeo Tonale, Jeep Compass, and Jeep Renegade. The two engine options are the 2.0-liter Multijet diesel four-cylinder making 170 horsepower and 280 pound-feet of torque, or the gas-fueled turbocharged 2.0-liter Hurricane four-cylinder producing 272 hp and 295 lb-ft.

There are rumors that this truck might come to the United States, so we think it's worth discussing a truck launching in Brazil first.

The 2024 Mercedes E-Class Estate also debuted this week. It's like the sedan but with a longer roof for increased cargo space. While this model isn't coming to the United States, a filing with the EPA suggests the higher-riding All-Terrain is on the way to the US.

The refreshed Land Rover Range Rover Evoque features a new nose with updated headlights. Inside, there's the latest Pivi Pro 2 infotainment system. In the US, prices start at $49,900.

Finally, Toyota launched the fourth-generation Alphard and Vellfire minivans in Japan. They feature bold styling that looks far more avant garde than the Sienna in the United States. Both can seat up to six people. Buyers can get a turbocharged 2.4-liter four-cylinder making 275 hp, a hybrid 2.5-liter producing 250 hp, or a 2.5-liter mill making 180 hp.

Be sure to jump onto Motor1's socials at 7:30 PM EDT and comment with us in real-time. We will see you online.

Listen To Earlier Episodes Of Rambling About Cars:

Cars.com has released its annual American-Made Index report listing the 100 vehicles with the most content from the United States. Tesla dominates the top of this year's ranking, but there are fascinating things deeper in the list, too. Pickups are among the most popular vehicle segments in the US, with millions of trucks selling each year. Let's see which ones are on top for 2023.

The Honda Ridgeline ranks ninth, making it the only pickup in the top ten of this year's American-Made Index. The Toyota Tundra is nearly up there by coming in twelfth place.

Cars.com determines the American-Made Index ranking through five major factors:

The researchers rank each vehicle on a 100-point scale. However, Cars.com doesn't publish this score or the calculation methodology. When there's a tie, the vehicle with the heavier curb weight earns the higher position.

These criteria explain why a vehicle like the Hyundai Santa Cruz can rank higher than the Chevrolet Silverado, which many folks would consider a quintessentially American pickup.

NHTSA publishes info on all of these criteria except for information about the manufacturing workforce. The table below combines this info with the Cars.com ranking.

Electric trucks like the Rivian R1T and GMC Hummer EV aren't on the 2023 list because they weigh over 8,500 pounds. This means they don't have to comply with the American Automobile Labeling Act, which lists where parts and components for a vehicle come from. Rivian manufactures vehicles in Normal, Illinois, and the Hummer comes from the Factory Zero Detroit-Hamtramck Assembly Center in Michigan.

Previous Years Of The American-Made Index:

Source: Cars.com, NHTSA

Opel has big plans as it settles in at its new home with Stellantis. The brand's Grandland successor will become a battery-electric vehicle riding on the STLA Medium platform, coinciding with its efforts to become a fully electric brand in a few years. Before that happens, Opel will update the Combo Life van, which was recently spied wearing some camouflage. 

All the changes Opel will make are at the front of the van, but it doesn't want us to see them just yet. The Combo wears a thick wrap over the fascia and bumper, concealing the new design. Even with the cover, we can spot the restyled air intakes on the outer edges of the front bumper that also house the fog lights.

The new bumper will sit below a redesigned grille. It's difficult to tell if it'll grow or shrink, but whatever Opel decides, the automaker will surround it with revamped headlights featuring new internal graphics.

Opel left the van's rear completely exposed because it didn't change anything. The automaker isn't making any updates to the back at the moment. The rear bumper and taillights remain unchanged, and a small roof spoiler continues to add a splash of sportiness to the Combo Life.

The Combo Life rides on the PSA EMP2 platform, accommodating electrified and fully electric powertrains. However, Opel moved in 2022 to only sell the passenger version as the electric Combo-e and its rebranded variants in Europe to individual customers, offering combustion drivetrains in countries outside the European Union. The company wants to become a fully electric brand in Europe by 2028.

Here’s More Opel News:

The van's updated styling should include upgrades to the Combo-e Life's electric powertrain. Opel will likely increase the battery capacity and improve the range, which currently sits at 177 miles (285 kilometers) based on Europe's WLTP. We don't expect the brand to update the rest of the lineup's powertrain options significantly.

Opel isn't making substantial changes to the van, so we should see it debut soon. It's unclear when that will be, but we wouldn't be surprised if it happened before the end of the year. The Combo went on sale in late 2019 and is due for its mid-cycle refresh.

The brand is one of a dozen inside Stellantis, the new company formed from the PSA Group and Fiat Chrysler Automobiles merger in 2021. It happened a few years after PSA Group acquired Opel and Vauxhall from General Motors. Stellantis said shortly after the merger that every brand would have an opportunity to succeed. In late 2022, the company said the merger was working well for all brands so far.

Source: Automedia

The latest film from The Grand Tour team is officially out. Called Eurocrash, it sees the iconic motoring trio of James May, Jeremy Clarkson, and Richard Hammond set off on a 1,400-mile road trip across Eastern Europe. But since we're talking about Clarkson, Hammond, and May, you know there's a bit more to it than that.

If you haven't seen the latest episode, this 20-minute clip on The Grand Tour's YouTube channel can serve as both a prologue and epilogue to the recent adventure. By that, we mean there are only limited spoilers that won't hurt your viewing pleasure for those who haven't seen the episode just yet. On the other hand, there's just enough content to offer a satisfying wrap-up to those who caught the nearly two-hour special.

Obviously, Clarkson's car survived the trip and for those who have no idea what this white monstrosity is, behold the Mitsuoka Le-Seyde. At its core exists the foundation of a Nissan Silvia S13, including the naturally-aspirated four-cylinder engine mounted at the front. The Le-Seyde's wheelbase is a tad stretched however, with the front wheels living in a different country from the backside. That leaves plenty of room beneath that miles-long hood for the engine, but only just enough room in the cabin for two passengers.

The video offers a bit more insight into the car, including the funny realization that Clarkson removed the Le-Seyde's normal seats for some Recaros that were bolted permanently into place. That left Hammond struggling to see over the steering wheel, never mind drive it around the Eboladrome. With a lazy lap completed, May climbs behind the wheel for his assessment of the car, candelabras clanking in the breeze. You'll be shocked to learn that neither of them are impressed.

More Grand Touring:

Apparently, Clarkson (who doesn't appear in the video) is impressed. Hammond states that after the drive, the Mitsuoka Le-Seyde is headed back to Clarkson's house where he plans to keep it. For the record, Hammond also elected to keep the Chevrolet SSR he drove in Eurocrash. As for May, he passed on keeping the tiny Crosley he drove. Apparently, he got tired of semi trucks literally blowing him off the highway.

The Grand Tour: Eurocrash is playing now on Amazon Prime. It's unclear at this time if the trio will return for another motoring special.

The new Ford Mustang will have multiple racing versions. Hot on the heels of launching the GT3 variant, the brand is now teasing the GT4 competition machine. The debut is Wednesday, June 28, at the Spa-Francorchamps Circuit in Belgium.

Like the GT3, the Mustang GT4 uses the high-performance Dark Horse model as a starting point. From there, Multimatic Motorsports builds it into a race car. Ford isn't yet outlining the mechanical changes for creating the competition version.

Generally, the modifications for GT4 cars include revisions to the suspension to make it adjustable for tailoring the setup for the track. The engine is usually the same as the road-going model, so this Mustang probably has a version of the 5.0-liter V8. Balance of performance for racing often limits the horsepower output to a specific range so that all of the vehicles are competitive.

For comparison, the Mustang GT3 (above) features a more aggressive body with a prominent front splitter, huge outlets on the hood, flared fenders, side-exit exhaust pipes, a swan-neck-mounted wing, and a giant diffuser. The mechanical changes include a Coyote-based 5.4-liter V8 with a carbon-fiber intake that sends the output to a rear-mounted transaxle gearbox. The suspension consists of a bespoke short-long arm setup.

Proton Competition will race the Mustang GT3 in the 2024 World Endurance Championship, including the 24 Hours of Le Mans. Multimatic Motorsports will compete with them in the US in the IMSA GTD Pro class. 

There are rumors that Ford might launch a road-legal version of the GT3 racer.

More Mustang News:

What Is GT4 Racing?

The GT4 racing class is a rung below the GT3. The cars are prepared explicitly for motorsport but have a lot in common with road-going machines. This makes the vehicles less expensive to purchase and run than in the higher tier.

Numerous automakers offer GT4 race cars. For example, Motor1.com has reported on the Alpine A110 GT4, BMW M4 GT4, Lotus Emira GT4, McLaren Artura GT4, Nissan Z GT4, Toyota Supra GT4, and more.

There's GT4 competition all over the world, including the GT4 Series Europe, GT4 America, and GT4 Asia.

Source: Ford

BMW is making progress on its new X2. This isn't the first time we've caught a prototype in public, but now we're seeing a bit more of the crossover's face. New spy photos show what we think is an M35i trim with some of its heavier camouflage coverings removed.

Focus your attention on the front fascia. Previously, those lower vents were partially blocked by hard covers but they're now gone. As such, it's easy to see the angled sides of the lower openings, reaching inward at the top in a manner that lines up with the bottom corners of the grille. Slim vertically-oriented vents at the sides of the fascia are also clearly visible.

The front clip looks rather aggressive. That, combined with some beefy brakes behind the front wheels and a modest spoiler at the back leads us to think this is an amped-up trim level, likely an M35i or possibly an M40i. The quad exhaust outlets further confirm that theory, but this isn't a full-fat X2 M model. Purveyors of hardcore BMW performance wanting an SUV will have to step up for an X3, or an X4 to get the coupe-like fastback styling of the X2.

Speaking of styling, the next-gen X2 won't be an evolutionary step as we often see with new BMW models. The small crossover looks larger overall, with a wider profile and a shape more reminiscent of the X4 versus the lifted hatchback vibe of the current model. It will share its platform with the X1, effectively serving as the sleeker version of the small SUV. That also means the interior layout will likely be the same, and you can expect matching powertrains as well. For the M35i (or M40i) we suspect that's the turbocharged 2.0-liter four-cylinder making 306 horsepower.

Spying On BMW:

We've seen X2 prototypes testing for quite some time now. Our first sighting was in October 2022, surprising us with its size and shape to the point that we initially thought it was an updated X4. With some camo now coming off, we feel confident a full debut will happen by the end of the year, making the new X2 a 2024 model.

New spy photos have captured a heavily camouflaged Audi sedan out testing. A close inspection of the images reveals the four-door with some suspiciously wide fenders that, paired with the news that Audi will rejigger its lineup nomenclature, muddies the waters on which future model this is.

Underneath the camouflage appears to be a fairly standard Audi S6. However, the wider fenders might suggest an even sportier powertrain hides beneath the sheet metal. Our sources believe this is the next-generation RS7, but Audi only offers the current model as a liftback, and the car in the spy shots is clearly a sedan.

Audi confirmed earlier this year that it would rearrange its lineup. The A4 will become the A5, and the future A6 will become the A7, allowing the automaker to use even numbers to designate EVs and odd ones for cars with combustion engines. Audi plans to launch around 20 new cars by 2025, with over half being electric vehicles.

The next-gen Audi test vehicle also sports a unique dual exhaust system that doesn’t look like the standard pipes of any model. Audi also covered the taillights with additional camouflage, unlike the vehicle our spy photographers captured in early May. The new exterior should coincide with a revamped cabin with more screens and the latest technology and safety features.

Check Out More Audi Spy Shots:

It’s unclear what Audi has planned for the model’s powertrain. The photos show the sedan with electrification markings, and the previous test vehicle also had a visible charge port. The current RS7 packs Audi’s twin-turbocharged 4.0-liter V8 engine that makes 621 horsepower. An electrified replacement should meet and exceed that figure, but expect a range of combustion engines with electrical assist available in the non-S and non-RS variants.

It’s unclear when we will see the A4 successor debut, but the revamped and new A6/A7 should arrive before it. The current-generation A6 launched for the 2019 model year and is due for a thorough makeover. The spy photos have captured a car in the early stages of its development cycle, so it might not break cover until sometime next year or arrive in the US until 2025.

Source: SH ProShots

The Ford SuperVan is a series of high-performance vehicles that combine potent engines and the brand's commercial vans, with iterations going back to the early 1970s. The fully electric Supervan 4.2 will compete with Romain Dumas as the driver in this year's 101st Pikes Peak International Hill Climb.

The 4.2 moniker identifies this as a tweaked version of the Supervan from the 4.0's debut at the 2022 Goodwood Festival of Speed. Ford revises the aerodynamics to increase downforce for better performance on Pikes Peak's 156 turns. The additions include a carbon-fiber front splitter and rear spoiler. Also, there's weight reduction from the chassis, but the vehicle still weighs over 4,400 pounds.

The SuperVan 4.2 is less powerful than the 4.0 because Ford removes one of the electric motors. There are now three of them rather than four. This reduces the output to over 1,400 horsepower rather than 1,972 hp from the previous iteration.

The 4.0 was capable of reaching 62 miles per hour in under 2.0 seconds. Ford didn't announce acceleration figures for the 4.2, but it's likely a bit slower due to the reduced power output.

The new powertrain setup places one motor in the front and two at the rear to maintain an all-wheel-drive layout. There are also upgraded driveshafts. The company STARD supplies the Li-polymer NMC pouch cells for the battery, and it supports 600-kilowatt regeneration.

The SuperVan 4.2 also features an updated regenerative braking system with carbon-ceramic brake discs. It rides on forged magnesium wheels with Pirelli P Zero tires.

The SuperVan 4.2 is very, very loosely based on the Ford e-Transit Custom. The rear section of the body is sculpted with large open areas for improved aerodynamics, causing the vehicle to look nothing like a commercial vehicle.

The van now wears the new Ford Performance color scheme that's a mix of blue, orange, and purple. This livery debuted on the Ford Mustang GT3.

Some exciting cars are coming to this year's Pikes Peak Hill Climb. Acura is bringing an NSX with wild aero parts. The brand Radford has a similarly crazy-looking machine. Alpine has a special version of the A110 for the event.

Check out the Supervan 4.0:

Source: Ford

The next-generation Renault Master has been under development for the last several months and we’ve already caught two prototypes during the early testing phase. Today, the French company’s workhorse returns in new shots showing some progress has been made. Also, the van now moves to the southern parts of Europe for hot weather testing.

For the uninitiated, the Master is Renault’s largest light commercial vehicle, which has been in production in its current form since 2010 and has been also available with Nissan, Opel, and Vauxhall badges. Its brand-new successor is now doing early evaluations on European roads with what appears to be a production body but, possibly, placeholder lights. The Renault Master isn’t sold in the United States but has been available in South America with local production in Brazil.

For the fourth generation model, the automaker is expected to bet big on electrification. However, nothing suggests that there’s some sort of hybrid support in these two prototypes as both feature exhaust pipes at the back. Even though the diesel engine is no longer synonymous with efficiency, the LCV market on the European continent is still heavily dependent on compression ignition mills, and we expect the new Master to be available with a diesel unit. The outgoing model has a 2.3-liter dCi diesel with up to 180 horsepower, and we don’t expect a brand-new development in that regard.

Next-Gen Master Spied:

An all-electric version could also be considered a must at this point, especially given the current Master’s existing zero-emissions model. It is somewhat heavily outdated with its small 55-kilowatt-hour battery pack enough for about 120 miles (190 kilometers) of range on a single charge, and a big upgrade would be a good addition to the lineup. Last but not least, there are rumors about a potential hydrogen-powered model.

Word on the street is the new Master will be ready for a market launch next year. Depending on the exact launch date, it will be introduced on the European market as either a 2024 or a 2025 model.

Source: SH Proshots

If the McMurtry Spéirling doesn’t ring a bell, it's a pint-sized electric hypercar that shattered the Goodwood Hill Climb record last year. With ex-F1 driver Max Chilton behind the wheel, the diminutive performance EV completed the course in 39.08 seconds. The cute one-seater shaved off 0.8 seconds from the old record set by Romain Dumas in the VW ID.R in 2019. Late last year, we saw it doing 0 to 60 mph (96 km/h) in a neck-snapping 1.4 seconds.

Fast forward to June 2023, McMurtry Automotive is happy to announce the little electric beast is going into production, albeit with a limited run of only 100 cars. We'll see a validation prototype next month at the Goodwood FoS, with pre-production prototypes to follow in 2024 ahead of customer deliveries set for 2025. As to how much it costs, you'd better sit down for this one since the Spéirling Pure is available for £820,000 before taxes. That's about $1.04 million or €954,000 at current exchange rates.

For your money's worth, you'll be getting a track-only petite EV with a carbon fiber monocoque. It measures only 3.45 meters (135.8 inches) in length, 1.58 meters (62.2 inches) in width, and just 1.02 meters (40.1 inches) in height. Despite being so low, it can still accommodate drivers up to 6'7" (two meters) in height and 150 kilograms (330 pounds) in weight thanks to the adjustable pedals and steering wheel. It packs an astounding 1,000 horsepower (745 kilowatts) in a car that weighs less than 2,200 pounds (1,000 kilograms).

It rides on smaller 18-inch wheels that are slightly lighter than last year's 19-inch set and are wrapped around wider 270-mm front and 300-mm rear slick tires. There's also a new fan system with 15 percent improved efficiency and 14 percent less weight compared to the old setup. The 60-kWh battery pack can be charged in just 20 minutes and will last for 10 laps of Silverstone at full tilt.

McMurtry Automotive has made additional tweaks to the suspension, bodywork, and aero while adjusting the pedal box, electrical architecture, brakes, chassis, and power steering unit to cut mass. There’s now a marginally improved gearbox, a newly developed lighter battery with better thermal management, and the option for anti-lock brakes.

The 0 to 60 mph time isn't mentioned, but if it's anything like last year's car, full-throttle acceleration won't be for the faint-hearted. Flat out, it'll do 190 mph (306 km/h).

Blink And You'll Miss It:

Source: McMurtry Automotive

The Chevrolet Corvette C8 became the first generation of the sports car to get a right-hand-drive configuration straight from the factory when it made its Japanese debut two years ago. Just recently, the Corvette Z06 was also launched in the Asian country with just a single color combination. If you go for the Corvette Stingray, however, you’ll have new customization options in the country in the form of two limited edition models.

Chevrolet is introducing the Limited Racing Style Edition and Limited Sport Style Edition in Japan as a nod to the company’s rich motorsport heritage. Each of the models is limited to just 35 units and will be available in two color combos and as a coupe or a convertible. The vehicles are already available for orders but before we see the pricing, let’s talk about the visual upgrades they have received.

Starting with the Corvette Limited Racing Style Edition, it will be sold in Hypersonic Gray or Arctic White colors with blue or red interior accents, respectively. Depending on the exterior color, the two full-length racing stripes are in black or red. The side mirror caps and the rear spoiler have a naked carbon fiber finish, while the 20-spoke aluminum alloy wheels are finished in gloss black and hide red brake calipers. 

The Corvette Limited Sport Style Edition, in turn, is a more elegant and stylish take on the sports car with a focus on the interior. The exterior lacks the racing stripes and instead, comes with a striking yellow color or a more boring black alternative. The seats inside the cabin are covered with fine Nappa leather and yellow seatbelts. 

More Special Edition Corvettes:

The most affordable Corvette Limited Racing Style Edition starts at $105,000 (14,900,000 Japanese Yen) for a Coupe 2LT in white. Go for the black Corvette Convertible and it will set you back at least $129,600 (18,400,000 Japanese Yen). If you’d rather have the Corvette Limited Sport Style Edition, prepare to spend at least $103,585 (14,700,000 Japanese Yen) for a yellow Corvette Coupe 2LT and $128,250 (18,200,000 Japanese Yen) for a yellow Corvette Convertible.

Source: Chevrolet Japan

–Romeo, Michigan

For ages, the most important aspects of a truck were its size and power. Or metrics like payload and towing capacities. You know, old fashioned muscle and grit. Hard-workin’ stuff like that.

And, sure, Ford did mention a few things in this regard at its first drive of the 2023 F-Series Super Duty. But in between the "up to 1,200 pound-feet of torque from a high-output 6.7-liter Power Stroke diesel" and the "40,000 pounds of maximum towing capacity," the Blue Oval added, "Did you hear about our automatic hitch alignment? What about trailer back-up assist? And you gotta check out our tailgate camera!"

Welcome to a new era.

Core Chassis Carries On

Ford built the previous generation Super Duty (2017-2022 model years) on the platform named P558, which effectively carries on for this new 2023 truck. There are a few alterations, however, largely focused on increased rigidity for towing. Specifically strengthening areas around the connection between the frame and the hitch. Furthermore, Ford changed the crossmember where the fifth wheel mounts in the bed.

But the main structure remains. No big news about more high-strength steel or bonding methods or weld points. And no mention of growth. Mind you, the short-wheelbase crew cab truck has a wheelbase of 159.7 inches and spans 250.0 inches from bumper to bumper. Assuming you get the 4x4, which all XLT and higher trims include as standard, even the F-250 is 81.4 inches tall and 80.0 inches wide. It didn’t need to grow.

Tried And True, Yet Also New, Engines

Ford now offers four engines to choose from. The base engine, offered in the XL trim, is a new 6.8-liter V8 that pumps out 405 horsepower and 445 lb-ft. Here’s the catch: It’s basically the 7.3-liter V8 engine with a shorter stroke. The new pushrod mill makes an extra 20 hp and 15 lb-ft compared to the overhead-cam 6.2-liter V8 it replaces in last year’s truck. Old-school tech wins.

The 7.3-liter V8 mostly carries over from 2022, but not before receiving new pistons and piston rings, as well as a more efficient water pump that takes less power to run. All in all, you get the same peak 430 hp, but 485 lb-ft (an increase of 10).

Ford left well enough alone with the standard-output Power Stroke 6.7-liter turbodiesel V8. In 2020, it crested 1,000 lb-ft and kept right on going to make 1,050 in total. It’s largely unchanged for this generation truck, except Ford did upgrade the fuel injectors and increased cooling capability in the cylinder heads.

And the automaker did that because we now have a new, high-output Power Stroke. You’ll be able to tell it’s the flagship engine because the truck will say the "6.7L" part of the Power Stroke badge in red. Seeing red means you have 500 hp under the hood and – please sit down – 1,200 lb-ft of oil-burning twist! We are getting frighteningly close to class 8 semis here, and it’s glorious.

Ford pulled that feat off with the aforementioned larger injectors and updated cylinder heads, but also a water-cooled compressor side of the massive turbocharger, functioning much like an additional intercooler before air reaches the intercooler, and stainless-steel exhaust manifold parts to handle the additional heat from the added torque. The turbo generates 35 psi of boost. To keep cylinder pressure in check, Ford actually had to decrease compression ratio from 15.8:1 to 15.2:1.

Regardless of which engine you choose, a 10-speed transmission mates up to it, although the 6.8-liter’s version is slightly lighter duty than the others. And while every trim is available in four-wheel-drive, XLT and higher trims come with it standard.

Let's Talk Tech

Yeah, you’ll win a few barstool arguments with torque numbers like that, but the bigger step this truck takes is with technology offered in it.

When it comes to towing, the Super Duty will now reverse in to the perfect position to attach a hitch to the receiver by holding down a button. Called Pro Trailer Hitch Assist, it uses both rear mounted cameras and radar to see the hitch and drive right to it. Steering, accelerating, and braking is all done automatically. You’re still in control and everything stops once you lift your finger from the button. About two feet before you get there, it asks you to confirm the receiver is high enough to clear the ball and then it inches back, perfectly centered.

Pride may get in the way of the helpfulness of that feature, but the Super Duty now also has a way to weigh the tongue for you, which is a straight win. This is a feature of the F-150 as well, but unlike that system, the Super Duty uses position sensors to measure how much the springs have compressed, which is more accurate.

Input the weight of the trailer into the system, mount it, and a graph on the screen will show you whether you’re in an acceptable window for tongue weight. Ford also utilized four LED bulbs embedded in the taillights. Two center lights lit means tongue weight is good. Top one flashing? Too heavy. Bottom? Too light. This allows you to adjust the load on the trailer in real time. You can also check payload with this feature, by the way. This time the four LEDs illuminate one at a time as weight increases, with the top one flashing once you go over the limit.

Once mounted up, the Super Duty will also back into a tight spot for you. This one does require some prep work; the truck first needs to know a bit about the trailer. And you have to apply a sticker to it, to give the cameras a reference point. But once you do, with the use of the center console screen and a dial, you simply indicate where you want the trailer to go and the truck will handle the counterintuitive trailer steering for you to get it done. Again, pride may get in the way of that particular feature.

But the best new tech on the Super Duty is the also the simplest. Ford added a camera and three sensors to the top of the tailgate, which allows you to have a back-up camera with it down. That simple trick works wonders for reversing with long cargo or to prep for loading at a bay.

Drive With Omnipresent Power

All the tech aside, how does it drive? Parked outside the gates of the Michigan Proving Grounds, in a rural part of the state, Ford handed me the keys to an F-350 Lariat crew cab. A middle-of-the-road trim truck with the shorter 6.8-foot box outside and heated and ventilated seats and a heated steering wheel inside.

Someone ticked the $12,495 option for the high-output, turbodiesel V8, which meant I had some torque to play with. Stomp your right foot on the throttle and it’s not so much that you feel jerked back in to the seat, rather that you’re stuck in an accelerating centrifuge, with an omnipresent force continually adding pressure between your body and the seat. It’s unrelenting, unstoppable, mighty pull.

But with such superfluous power and torque, none of that is surprising. The shock came with how refined and well-mannered everything felt once I settled into cruising speed. The diesel quietly chugs along at well under 2,000 rpm, with several gears to choose from, including three overdrive gears. And despite a nearly 2-ton payload capacity, the suspension absorbs bumps and uneven pavement with way more civility than I thought possible.

Inside, the crew cab provides ample leg, hip, elbow, and shoulder room for four NBA stars, you’ll be fine. Moreover, the steering wheel electrically tilts and telescopes and the driver’s seat provides plenty of adjustment in a myriad of directions to get settled. Moreover, the seat will fold almost completely horizontal — Ford calls it Max Recline — allowing for nap time on the go. Once you get up and moving again, you’ll have three large, brightly lit screens to look at, a fully digital instrument cluster, a 12.0-inch touchscreen, and a massive head-up display.

Time for Towing

The least capable Ford Super Duty, which is an F-250 with the base 6.8-liter V8, four-wheel-drive, a crew cab, long wheelbase, eight-foot box, 3.73:1 final drive ratio, and fifth- wheel hitch, will tow 13,600 pounds. The best is an F-450 with the high-output diesel, two-wheel-drive, regular cab, and a 4.30:1 final-drive ratio. It can pull 40,000 pounds.

And I basically tested those extremes. Towing a 9,000-pound boat behind a Super Duty with the 7.3-liter proved easy work. Even with the trailer, acceleration is about as quick as a subcompact car, with plenty of muscle to get up to interstate speeds and cruise. At those speeds, the truck felt perfectly stable. And while steering felt light compared to a trailer-free truck, it maneuvered around tight bends with no trouble. Easy work.

Towing a 9,000-pound boat behind a Super Duty with the 7.3-liter proved easy work.

Less so when maxing everything out, as I did in a regular cab F-450 with 40,000 pounds worth of weight ratcheted down to a gooseneck trailer. I set off, slowly. First gear of the 10-speed transmission combined with a high final-drive ratio provides plenty of torque multiplication. You get moving just fine. But try to accelerate with any kind of authority and the reality of a near 50,000-pound load, truck and all, is a major task for any engine.

As I approached a seven-percent grade traveling at around 40 mph, another test arose. In addition to several radiators and intercoolers, there is also a transmission cooler built in, with several high-powered electric fans that automatically kick on the moment temperatures crept above operating temperature.

Big, Brawny Trucks:

About midway up the hill, those fans kicked on in a glorious cacophony of chaotic air and the F-450 carried on, climbing the hill with fans whirring and big turbodiesel clattering away at 3,500 rpm. Noisily, all 50,000 pounds or so of us crested the hill.

Fine, but now we have to go down that hill. All of a sudden, all that inertia becomes momentum, and I started wondering about the health of the brakes. But Ford included another piece of technology to ease my mind and make more noise: a Jake brake, sort of.

Ford calls it a Turbo Engine Brake, it’s actually a function built in to the turbocharger to force air through the diesel engine and absorb all that energy amassed from descending weight. And it’s effective. With that system on, I only needed light braking to keep speed in check as I went down the grade. But, just as going uphill, I made a lot of noise. Regardless, even with all that weight, the Super Duty felt stable and in control.

Most Super Duty variants, especially versions falling on the consumer side, will tow between 15,000 and 25,000 pounds. Or, you know, plenty. That’s a large horse trailer, luxurious camper, or a look-at-me sized boat. Assuming you choose options accordingly, the Super Duty tows with ease and has the technology to make hitching and backing up less stressful than ever.

The Nitty Gritty

Just like the F-150, Ford offers a huge variety of ways to equip your Super Duty truck. But, unlike its smaller brother, the F-250s and up maintain a bit of the old school mentality. Hybrid nothing. Overhead cam nothing, even. Just big-displacement pushrod V8s and diesels. You choose between big and bigger. Tough and tougher.

For 2023, you choose from XL (the work truck trim), XLT, Lariat, King Ranch, Platinum and Limited trims. A base 4x2 XL F250 starts at $45,685 (including a $1895 destination charge). Prices quickly climb from there. If you go Limited trim and tick any options, six figures come fast. And any truck equipped with the high-output, turbo diesel V8 costs at least $58,360.

And yet, the big story here is still technology. New and more complete ways to automate various functions of the truck. Even the old school, blue-collar, hands-dirty kind of work now involves more computer power than 1960s NASA projects.

The good news is that Ford nearly universally put that automation into ways to make it easier to get the work done. Or harder to do it incorrectly. Then to top it off, built the Super Duty to drive more quietly and refined than ever before – as long as you can ignore the turbo brakes and cooling fans clattering away.

Welcome to a new era Indeed.

You know electrification is inevitable when even a carmaker tailored to purists is working on an EV of its own. The Caterham Project V is back in a fresh teaser ahead of its debut on July 12. It's a big deal not just because it does away with the combustion engine, but also because it has a proper roof. Fans of the niche brand will remember the 2016 C120 was also a coupe but the project was canceled, although the concept did spawn the Alpine A110.

Caterham doesn't go into any of the technical specifications pertaining to the electric sports car, but it does mention Project V ushers in a new design language for the British marque. Consequently, it distances itself from the traditional Seven lineup. The showcar was manufactured in Italy by Italdesign and we'll see it in the flesh at the 2023 Goodwood Festival of Speed set to take place July 13-16.

Caterham Is Working On An Electric Coupe:

Likely a two-seater, the curvaceous coupe with prominent wheel arches and a fixed metal roof is expected to have short overhangs thanks to a dedicated electric car platform. The original teaser released at the beginning of the month hinted at a smooth and clean side profile without unnecessary creases. It kind of gave us the impression of a 1990s Caterham 21 roadster redesigned into a coupe by 2023 standards.

As much as we are interested in finding out how the car looks, we're equally eager to discover how much it weighs. Caterham is known for making some of the lightest sports cars in the world, and that should carry over in the EV era. The EV Seven Concept unveiled back in May was only 70 kilograms (154 pounds) heavier than the Seven 485, so here's hoping the weight penalty has been minimized for the Project V as well.

Several other small electric sports coupes are on the way, including a zero-emission Porsche Cayman, an Alpine A110 EV replacement, and a Lotus EV to sit alongside the Emira, Norfolk's final ICE car.

Source: Caterham