These new laws will make it easier for car enthusiasts in California to celebrate their passions, and share them with generations to come.

The Office Of California Governor Gavin Newsom Add Jalopnik on Google: Preferred Source Google Discover California Governor Gavin Newsom signed three important pieces of automotive legislation into law today that celebrate The Golden State’s vibrant car culture: SB 1392, more commonly known as Jay Leno’s Law; AB 2541; and SB 1069. Leno’s Law slackens smog regulations on qualifying collector cars built between 1976 and 1985 to “protect a treasured part of California’s culture,” while AB 2541 establishes a lowrider specialized license plate design to celebrate the Chicano culture that’s so important to California, with proceeds going to a newly created Lowrider Arts and Culture Fund. Newsom also signed SB 1069, a SEMA-backed bill that makes it easier for aftermarket emissions-related products to be sold in the state.

The state of California is well known for its car culture, from being the home of the first modern freeway in the U.S. To one of the most iconic coastal stretches of road in the world, not to mention the notoriously car-dependent city of Los Angeles. It’s also home to some of the strictest emissions regulations in the country thanks to the California Air Resources Board (CARB), which is good for the lungs of Californians, but has also made it difficult to keep non-smog-exempt classic cars road-legal. These new legislations aim to make it easier for car culture to flourish in the state, without darkening California’s famously sunny skies with smog that was once so bad, locals thought it was chemical warfare.

The Office Of California Governor Gavin Newsom The concept of Leno’s Law has around for a while now, but its first draft, officially labeled SB 712, got shot down in committee in August of 2025. Tweaks were made and it was reintroduced as SB 1392, which got signed into law today. The exemption was narrowed with the new iteration of the law, so it now only applies to vehicles from model years 1976 to 1985 that are insured as collector vehicles or driven less than 1,000 miles per year. The earlier version of the proposed law aimed to exempt any 35-plus-year-old motor vehicle registered and insured as a collector car from California’s biennial smog tests, without any mention of annual mileage limits.

Gasoline-powered cars from 1975 or earlier have always been completely exempt from California’s smog checks, and California-registered diesel vehicles that are from 1997 or earlier have always been completely exempt from smog checks, as well. A statement released by California Governor Gavin Newsom’s office said, “By limiting Jay Leno’s Law to a small class of qualifying collector vehicles that are driven only sparingly, California can keep its foot on the accelerator toward a clean transportation future while maintaining our status as the cultural epicenter for America’s classic car heritage.”.

Oak City Drone/Shutterstock California passed AB 436 in late 2023, which legalized cruising, a largely harmless automotive tradition originally popularized by Chicano Americans that was previously outlawed in many California cities in the early 1980s. I wrote a celebratory blog about the legalization of this important cultural tradition, and was surprised to see several comments criticizing my choice of wording in calling lowriders and cruising important cultural traditions. Particularly in the Chicano communities in California, lowriders are passed down through generations of proud Mexican-American families, whose entire circle of community is brought together by celebrating these rolling pieces of automotive artwork.

Newsom’s office acknowledged the discriminatory nature of cruising bans and state restrictions on lowered vehicles that particularly targeted the Latino lowrider community, saying they “criminalized cultural expression and attempted to suppress a movement rooted in identity, creativity, and community pride.”.

Assemblymember Mark González, who represents California’s 54th District (composed of Los Angeles, Commerce, Montebello, and Vernon), penned AB 2541, also known as the Lowrider License Plate Bill. González said, “AB 2541 says that Chicano history is California history, that our cultura belongs on California’s roads, and that we should invest in the artists, organizations, and youth programs carrying this legacy forward for the next generation.”.

Beyond requiring the DMV to design a license plate that reflects lowrider culture and heritage in consultation with the Arts Council, it also establishes the Lowrider License Plate Program once the DMV receives at least 7,500 paid applications by January 1, 2032. The program deposits revenue in the new Lowrider Arts and Culture Fund, which will be used to fund lowrider arts and cultural preservation efforts statewide.

In a statement, SEMA CEO Mike Spagnola said, “SB 1069 will give manufacturers that have invested in emissions testing and compliance a meaningful pathway to get qualifying products to market faster in California, and enable new products to reach consumers, provide small businesses with certainty to invest, and keep American companies competitive.”.

These new laws will make it easier for car enthusiasts in California to celebrate their passions, and share them with generations to come.

Why It Matters

The Office Of California Governor Gavin Newsom Add Jalopnik on Google: Preferred Source Google Discover California Governor Gavin Newsom signed three important pieces of automotive legislation into law today that celebrate The Golden State’s vibrant car culture: SB 1392, more commonly known as Jay Leno’s Law; AB 2541; and SB 1069.

CarMotion Daily’s Take

The program deposits revenue in the new Lowrider Arts and Culture Fund, which will be used to fund lowrider arts and cultural preservation efforts statewide. Watch this space over the coming weeks. Supply chains, regulations, and consumer demand are reshaping the playbook faster than five-year plans can keep up. Dealer networks and service capacity will need to evolve alongside whatever the headline announcement implies. Regulatory filings, supplier contracts, and any production-volume adjustments usually trail the headline by a quarter or two. Stock price moves and dealer council chatter are leading indicators worth monitoring.

The Speed Academy team digs back into a BMW project that had been on the sidelines — until now.

Report: GM Allegedly Pumping The Breaks On Full-Size EVs Connie Peters Drives The 2026 Ford Explorer Tremor Chinese Vehicle Content Rules Forcing Polestar Out of U.S. Next Year See Edits News Blog Engine mods Podcasts NEW!. Reviving Our Supra 2JZ-Powered BMW E46 M3 by Speed Academy, TTAC Creator (IC: ) Published: September 16th, 2026 Share The Speed Academy team digs back into a BMW project that had been on the sidelines — until now.

The car began as a relatively inexpensive, rusty E46 M3 and received a 2JZ engine along with roughly $15,000 in aftermarket parts. While the resulting car was highly capable on a track, several modifications have proven frustrating on the street. The owner particularly dislikes the motorsport-grade shifter, which has extremely short, tight throws and requires considerable effort and concentration in traffic.

Despite the flaws, the owner is still extremely enthusiastic about the car. The internally stock 2JZ VVT-i is praised for its smoothness, sound and power delivery, with the owner saying it is even smoother than the original BMW S54 engine. The engine remains one of the primary reasons the car is worth saving and refining.

Why It Matters

Reviving Our Supra 2JZ-Powered BMW E46 M3 by Speed Academy, TTAC Creator (IC: ) Published: September 16th, 2026 Share The Speed Academy team digs back into a BMW project that had been on the sidelines — until now.

CarMotion Daily’s Take

Electric momentum is uneven across the industry, and moves like this reshape how buyers compare EV lineups. Range, charging speed, and price still dominate EV shopping — every new entry forces competitors to either match or reposition. Watch for EPA range certifications and DC fast-charge benchmarks once independent tests land. Pricing tiers, software updates, and any regional trim adjustments will tell us how serious the launch intent is.

Plus, McLaren.

In this morning’s edition, we’re looking at the regulatory probe into Tesla’s Cybercab, as well as McLaren’s plans for a UK-built SUV. We’ll also look at Nissan’s new plans for a UK-built SUV — presumably unrelated — and Bosch workers’ pleas to the European Union.

Federal regulars are pressing Tesla on whether its steering wheel-free Cybercab may have a way for humans to drive it after all. The National Highway Traffic Safety Administration asked Tesla in an order published Tuesday whether the vehicle has the ability to be driven with traditional controls and, if so, whether that is why Tesla believes the Cybercab is compliant with federal safety standards.

“State whether temporarily installed human driver controls or other equipment for use by a human driver were a part of Tesla’s basis for certifying compliance,” NHTSA said in the order.

Technically, there is a way to control the Cybercab from inside — there’s a dumb little graph display on the interior screen, that can be used in about the least intuitive manner possible to direct the car around. I haven’t read each individual letter of the FMVSS (I have better things to do with my time, like scheduling doctors’ appointments or cleaning toilets) but I’m willing to bet that “dumb little touchscreen” isn’t among the approved ways to control a motor vehicle.

Why It Matters

Technically, there is a way to control the Cybercab from inside — there’s a dumb little graph display on the interior screen, that can be used in about the least intuitive manner possible to direct the car around.

CarMotion Daily’s Take

In this morning’s edition, we’re looking at the regulatory probe into Tesla’s Cybercab, as well as McLaren’s plans for a UK-built SUV. The detail bears tracking. Markets rarely reward single announcements — execution over the next two to four quarters is what closes the gap between press release and customer. How this lands depends less on the announcement itself and more on the rollout, dealer support, and after-sales story behind it. Specifics on pricing, availability, and regional rollout will tell us whether this moves from headline to delivery. Independent verification and follow-up coverage from rival outlets tend to firm up the picture within days.

Plus, Waymo has its sights set on Tokyo, the eldest boy of the VinFast empire is named its global chief executive and more.

Land Rover Add Jalopnik on Google: Preferred Source Google Discover Good morning!. It’s Tuesday, September 15, 2026, and this is The Morning Shift, your daily roundup of the top automotive headlines from around the world, in one place. This is where you’ll find the most important stories that are shaping the way Americans drive and get around.

In this morning’s edition, the Land Rover-Stellantis alliance will spawn a U.S.-built Defender pickup, Waymo has its sights set on Tokyo, the eldest boy of the VinFast empire is named its global chief executive and Stellantis may have a buyer for its shuttered plant in Brampton, Canada.

Back in May, Land Rover and Stellantis, two companies that aren’t exactly doing too hot right now, signed a memorandum of understanding to “explore opportunities to collaborate on product development” in the U.S., and it’s slated to be finalized at the end of the year. From Automotive News:.

The U.S.-built models would be developed with help from Stellantis, rather than JLR shifting production of its stronger-selling models to Stellantis facilities in the country, Automotive News Europe reported.

The automaker will instead go into “new segments” with Defender-branded vehicles built in collaboration with Stellantis, [JLR CFO Richard] Molyneux said. The U.S. Has taken on more importance within JLR as sales in China, once its largest market, decline.

No technical details of the deal have emerged. For example, Stellantis doesn’t currently make a unibody truck. The Defender is such a unibody vehicle. It’s also not clear what engines will power the Land Rover pickup. Engines imported from Europe would be subjected to tariffs.

But using an off-the-shelf Stellantis engine might not be suitable for a premium pickup. The upcoming Defender pickup won’t be the first ever sold in the U.S. Market. In the 1960s and early ’70s, British Leyland sold pickup versions of the Series 1 and Series II, trucks that were based on classic body-on-frame Land Rover SUVs.

It makes a hell of a lot of sense why JLR is trying to expand in the U.S. It currently imports all its vehicles here, even though we’re JLR’s biggest market globally. That means it is getting killed by President Trump’s 10% tariffs on UK-built cars and 15% tariffs on EU-built cars.

Creativetan/Shutterstock Waymo is teaming up with Japanese taxi operator GO and taxi company Nihon Kotsu in order to launch Japan’s first fully autonomous commercial taxi service in Tokyo sometime in 2027. The companies said that they plan to start with a small fleet of vehicles before expanding to about 100 vehicles across key neighborhoods in the city. Of course, the plan is subject to regulatory approvals and ongoing validation of Waymo’s technology and operating model. From Reuters:.

Once approvals are secured and the service is ​fully validated, it will operate without drivers and be available through both the GO and Waymo apps, the companies said ​in a joint statement.

Why It Matters

The U.S.-built models would be developed with help from Stellantis, rather than JLR shifting production of its stronger-selling models to Stellantis facilities in the country, Automotive News Europe reported.

CarMotion Daily’s Take

In this morning’s edition, the Land Rover-Stellantis alliance will spawn a U.S.-built Defender pickup, Waymo has its sights set on Tokyo, the eldest boy of the VinFast empire is named its global chief executive and Stellantis may have a buyer for its shuttered plant in Brampton, Canada. Watch this space over the coming weeks. Markets rarely reward single announcements — execution over the next two to four quarters is what closes the gap between press release and customer. How this lands depends less on the announcement itself and more on the rollout, dealer support, and after-sales story behind it. Specifics on pricing, availability, and regional rollout will tell us whether this moves from headline to delivery. Independent verification and follow-up coverage from rival outlets tend to firm up the picture within days.

Today, if a car company announces a 700-horsepower luxury SUV with a six-figure price tag, the reaction is usually a shrug.Of course it does.Every luxury manufacturer has one.

Report: GM Allegedly Pumping The Breaks On Full-Size EVs Connie Peters Drives The 2026 Ford Explorer Tremor Chinese Vehicle Content Rules Forcing Polestar Out of U.S. Next Year See Edits News Blog Spyker Luxury NEW!. Spyker D12 Peking-to-Paris: The Super SUV That Arrived Before the World Was Ready by Chris VS Cars | TTAC Creator (IC: ) Published: September 15th, 2026 Share Today, if a car company announces a 700-horsepower luxury SUV with a six-figure price tag, the reaction is usually a shrug. Of course it does. Every luxury manufacturer has one. Bentley has the Bentayga. Lamborghini has the Urus. Aston Martin has the DBX. Rolls-Royce has the Cullinan. Ferrari even joined the party with the Purosangue.

But back in 2006, the idea of an exotic super-SUV was almost absurd. Sports car companies built sports cars. Luxury brands built limousines. SUVs were things farmers drove across muddy fields or wealthy families used to haul children and dogs.

The notion that someone might spend Ferrari money on a tall, four-wheel-drive machine seemed about as sensible as fitting a chandelier to a fighter jet. And yet, years before most manufacturers realized there was a fortune to be made in combining supercar glamour with SUV practicality, a tiny Dutch company called Spyker unveiled something extraordinary. It was called the Spyker D12 Peking-to-Paris.

The TTAC Creators Series tells stories and amplifies creators from all corners of the car world, including culture, dealerships, collections, modified builds and more.

Spyker was not a newly invented boutique brand. The original company dated to the 19th century and built carriages, automobiles and aircraft. Entrepreneur Victor Muller revived the name in 1999, intending to produce exclusive, hand-built supercars combining Dutch craftsmanship with aviation-inspired design. The resulting C8 became known for its elaborate aluminum components, exposed mechanical hardware, quilted leather and aircraft-like controls.

Spyker saw an opportunity to combine the prestige and performance of an exotic car with the practicality of an SUV. The name Peking-to-Paris referenced the famous 1907 endurance journey from Beijing to Paris, reflecting Spyker’s interest in automotive history and adventure. Rather than being a conventional off-road vehicle, the D12 was envisioned as a high-performance grand tourer capable of crossing continents in comfort.

The D12’s design was deliberately extravagant. It featured Spyker’s aviation-inspired grille, sweeping bodywork, huge wheels, large side air intakes and an unusually low roofline for an SUV. Its dramatic rear-hinged suicide doors opened onto an interior resembling a luxury yacht or private aircraft. Polished aluminum, quilted leather, aircraft-style controls and Spyker’s signature exposed gear mechanism emphasized craftsmanship and mechanical theater.

Spyker planned to use a twin-turbocharged Volkswagen W12, similar in basic lineage to the engine used by Bentley, producing approximately 500 horsepower. In 2006, that was serious performance: the Porsche Cayenne Turbo had 450 hp, the Ferrari F430 480 hp and the Lamborghini Gallardo roughly 520 hp. Despite weighing about 1,850 kg, Spyker claimed a 0–60 mph time of around five seconds.

The D12’s most important characteristic was its formula: an exotic badge, dramatic styling, huge engine, high performance, handcrafted luxury, exclusivity and an SUV body. That formula is almost identical to today’s high-end performance SUVs. Spyker therefore identified a lucrative market before most established luxury and exotic manufacturers recognized it. The Geneva unveiling reportedly generated more than 100 expressions of interest or potential orders, suggesting that demand wasn’t the problem.

The D12 ultimately became another example of an ambitious automotive idea undone by finances and execution. Spyker became heavily involved in an attempt to acquire Saab, consuming substantial resources. Meanwhile, the D12’s powertrain plans changed, costs became problematic, production targets shifted and development slowed. By 2010, it was clear the SUV would never reach production. Spyker subsequently endured bankruptcies, restructurings and attempted revivals.

The Spyker D12 Peking-to-Paris was a case of being right about the market but unable to capitalize on it. In 2006, the idea of spending exotic-car money on a high-performance luxury SUV seemed strange. Yet the D12’s basic concept eventually became one of the most profitable formulas in the luxury-car business. Porsche, Bentley, Lamborghini, Rolls-Royce and Ferrari eventually followed the path Spyker had identified — just without Spyker itself benefiting from the trend.

Why It Matters

Spyker D12 Peking-to-Paris: The Super SUV That Arrived Before the World Was Ready by Chris VS Cars | TTAC Creator (IC: ) Published: September 15th, 2026 Share Today, if a car company announces a 700-horsepower luxury SUV with a six-figure price tag, the reaction is usually a shrug.

CarMotion Daily’s Take

Next Year See Edits News Blog Spyker Luxury NEW!. Watch this space over the coming weeks. Spy shots are a leading indicator — the production car usually lands within twelve to eighteen months of a credible sighting. Trim details and proportions in these images usually hold close to the final showroom version. Official teaser timing, homologation filings, and dealer order books are the next signals worth watching. If the production version lines up with these proportions, segment comparisons will need a refresh.

The F90 BMW M5 added polish and all-wheel drive to Munich’s super saloon formula, making it quicker than even its 2026 successor.

Powertrain devastatingly effective; more dynamically capable than rivals and beautifully builtIt’s big; steering lacks life; soundtrack is too augmentedBy the time the F90 BMW M5 Competition arrived, the BMW M Competition recipe was pretty well refined. Simply take an existing M-car, add a touch more power and treat the suspension to a few well-chosen tweaks aimed at sharpening the driving experience, add a discrete ‘Competition’ badge and there you have it. It’s an approach that has been applied to the M2, M3, M4 and M8 and was also applied to the F90 M5 Competition, which sat alongside the evo Car of the Year winning M5 CS. The F90 M5 was replaced with the V8 hybrid G90 in 2024.

For the Competition upgrade, BMW breathed on the F90’s twin-turbocharged 4.4-litre V8, raising power to 616bhp from 596bhp with torque unchanged at 553lb ft. Performance gains were minimal, but the optional M Driver’s pack did raise the top speed from a limited 155mph to 190mph. Of more interest were the changes aimed at sharpening the handling, with a 7mm lower ride height, 10 per cent stiffer springs, recalibrated dampers and altered geometry. It culminated in a car that was more involving and agile than before, yet with barely any reduction in comfort. What the updates didn’t do, however, was shrink the size of the BMW, so it still feels vast, even if its replacement dwarfs it.

External changes over the standard M5 are small but worthwhile, particularly that ride height drop, which gives the car more of a hunkered and aggressive stance. A new 20-inch forged alloy wheel was also designed for the Competition and a subtle gloss black finish for the trim and the badges. Inside it’s business (class) as usual, with only the red-finish starter button giving the Competition game away.

While the BMW M5 Competition was certainly a lot of money at £111,425 when new, it was also a lot of car, and today with prices starting at £35,000 for higher mileage examples this is the most M car for your buck. Even with the G90 now a regular sight on the road the F90 doesn't look or feel dated, if anything, it’s the more contemporary and elegant of the two.

For the first time in the history of the iconic supersaloon, BMW released an M5 CS variant in 2021, with a 626bhp output making it the most powerful M5 ever produced. With a 70kg reduction in weight and a much more focused chassis, it even took the title of evo Car of the Year 2021.

Powering the F90 M5 Competition was BMW’s familiar S63 twin-turbocharged V8 producing 616bhp (an increase of 24bhp over the previous ‘standard’ M5), while torque remained unchanged at a rippling 553lb ft. Drive is sent through an eight-speed torque-converter automatic gearbox, which is connected to BMW’s trick M xDrive four-wheel-drive transmission. This specific engine, gearbox and all-wheel-drive set-up appeared in the M5 before spreading to the BMW M8 and X5 M/X6 M twins.

Turbo lag is only hinted at with BMW's S63 V8, and once engaged and under full throttle it felt good for every one of its 616bhp when new and today still has enough firepower to keep a more modern super saloon honest. The flat torque curve barely recedes at high revs either, keeping the engine's urgency strong even if you don't really need to keep it in that low gear for the performance.

The transmission only accentuates the almost endless-performance delivery of the engine, with its short ratios and super slick changes delivering a good impression of DCT-quick changes. Keep your foot buried for more than a moment and you'll be quickly exceeding UK speed limits to an alarming rate though, making it a sometimes frustrating car to drive on challenging roads.

Its 0-62mph time was 3.3sec, however, by the time the F90 M5 Competition hits 124mph it’s three-tenths ahead of its less powerful non-Competition sibling, which is useful to know. That 0-62mph time also happens to be quicker than the claimed 3.5sec of its much more powerful (and expensive) 717bhp G90 successor, which just goes to show how much weight matters.

In all honesty, any performance gains are hard to detect, the Competition accelerating with the same deranged intensity that puts it toe-to-toe with some seriously exotic sports cars. What the Competition did add is a little extra spice in the form of a new Sports exhaust. This set-up allows the V8 to find the full baritone bark of its voice, and while it’s not as bombastically loud as the Mercedes-AMG E63 S, the M5’s more restrained soundtrack is more in keeping with the Q-car character of a true supersaloon.

Many of the F90 M5’s Competition’s upgrades were concentrated on the chassis, with the aforementioned 7mm lower ride height over the standard M5, which in combination with the 20-inch forged alloys gives the Competition a much more purposeful stance. Its 10 per cent stiffer suspension springs were paired to recalibrated adaptive dampers with firmer anti-roll bar mounts front and rear also fitted. There were also new ball-joints for the rear toe links and more negative camber for the front wheels. Finally, the engine mounts were changed for 50 per cent stiffer ones.

Elsewhere the Competition was the same as the standard M5, which meant you got the same M xDrive four-wheel-drive system. This allows you to run with all four wheels driven, or to disengage the front axle for some good old-fashioned M-car rear-driven fun, although you need to also disengage the stability control to engage this function, so you’ll need to be on high alert behind the wheel. Happily, it has a rear-biased feel even in its standard mode, so you can have fun without fear of taking up the whole width of the road on the exit of a corner.

Why It Matters

You could reach into its power curve and meter out the performance exactly as required, enabling you to trim entry and exit speeds with far more precision than either an M3 or 4 has allowed since they adopted a pair of blowers.

CarMotion Daily’s Take

BMW M5’s reputation as the most dynamic of supersaloons hasn’t quite been the foregone conclusion it might have once been over the last couple of generations. Watch this space over the coming weeks. Markets rarely reward single announcements — execution over the next two to four quarters is what closes the gap between press release and customer. How this lands depends less on the announcement itself and more on the rollout, dealer support, and after-sales story behind it. Specifics on pricing, availability, and regional rollout will tell us whether this moves from headline to delivery. Independent verification and follow-up coverage from rival outlets tend to firm up the picture within days.

This week’s automotive news revealed an industry in transition—where heritage meets electrification, cost-cutting collides with performance ambitions, and some beloved nameplates prepare to ride into the sunset. From Mercedes-AMG resurrecting the V8-powered sports coupe to Jaguar Land Rover announcing significant workforce reductions, the week highlighted the competing priorities shaping the modern car business.

This Week’s Top 5

1. Mercedes-AMG CLE 646 Brings Back the V8 Super Coupe Mercedes-AMG unveiled the CLE 646 Spezialanfertigung, a limited-edition rear-wheel-drive V8 super coupe marking the second model in the brand’s Mythos series. The special-build model pays homage to the legendary C63 heritage with a twin-turbocharged V8 engine producing substantial power.

2. 2026 Honda Pilot TrailSport Targets Rugged Family Buyers The refreshed Honda Pilot TrailSport debuted with enhanced off-road capability while maintaining three-row family practicality. The rugged variant features upgraded suspension, all-terrain tires, and distinctive styling cues signaling its TrailSport badge.

3. 2027 Ram 2500 Power Wagon Diesel Delivers Serious Capability The new Ram 2500 Power Wagon Diesel proved nearly unstoppable in first drives, combining the brand’s heavy-duty truck capability with a diesel powertrain that drivers may struggle to detect from outside the vehicle.

4. Jaguar Land Rover Cutting Nearly 10% of Global Workforce In a major cost-cutting move, Jaguar Land Rover announced plans to eliminate nearly one in ten workers worldwide as part of a restructuring to lower the company’s break-even point amid industry-wide challenges.

5. Multiple Vehicles Confirmed Dead for 2027 The Land Rover Discovery Sport joins other discontinued models as the latest nameplate getting axed, signaling ongoing platform consolidation across the industry.

Why It Matters

The juxtaposition tells a clear story: automakers are betting big on performance flagships like the V8-powered Mercedes-AMG to maintain enthusiast credibility while simultaneously restructuring operations to survive the EV transition. The RWD V8 coupe represents a deliberate embrace of driving purity at a moment when many competitors go electric—suggesting there’s still robust demand for analog thrills. Meanwhile, JLR’s layoffs reflect the brutal reality that legacy automakers face shrinking margins during this technological reset.

CarMotion Daily’s Take

The week’s news underscores a bifurcated industry strategy: premium performance cars are becoming increasingly exclusive and driver-focused as mass-market brands consolidate. Watch for more legacy nameplate cancellations in the coming months as manufacturers prioritize profitability over volume. The ICE enthusiasts’ window may be narrower than expected.

Not the delicious, chocolatey kind, but 21 details you wouldn’t know were there unless you went looking for them.

Not the delicious, chocolatey kind, but 21 details you wouldn’t know were there unless you went looking for them. Published: 09 Sep 2026 External link to Top Gear Magazine Subscription – 3 months for £6The Ford GT’s birthday-celebrating headlightsAs well as being a nod to the ultra-successful GT40 racer, the original Ford GT was also conceived to mark Ford’s 2003 centenary (even if it went into production a couple of years too late), and the design team included a neat nod to this: look at the left headlight, and you’ll notice the individual lighting elements spell out ‘100’. Of course, look at the right headlight, and it says ‘OOI’, but just ignore that bit.

Ever wondered why the original BMW Z4 has that weird diagonal slash running down the front wings through the indicator lights?. It’s not entirely gratuitous: in combination with the character line that runs along the top of the wing, and the one that goes along the sills, it makes a ‘Z’ shape in a nod to the car’s name. Again, this only works if viewed from the left, otherwise it’s a backwards Z, which makes less sense.

1212 interesting used classic cars for less than a new Dacia Spring45Fail of the Century: 45 of the worst cars from 2000 to now21Weird doors, drones, and. Rocket boosters?. Here are 21 bits of wild Chinese car tech10Ten of the best city cars you can buy in the UK right nowThe 992 Porsche 911’s rear grilleThe twin central brakelights on the current Porsche 911 are another detail that might look like design for design’s sake until you consider what’s either side of them: the 911’s rear grille, consisting of two lots of nine vertical slats. In other words, two nines and, in Roman numerals, a two. In other other words: 992, the car’s chassis code. Or, if you cover up one half of the grille, a nine and an 11. Yep, it’s an extremely nerdy two-for-one Easter egg.

Root around the interior of pretty much any Vauxhall (or Opel) built in the last 20 years, and you’ll likely eventually stumble across a cartoon shark moulded into the plastic somewhere. Some of them are in obvious places, like the wireless charging pad; others, you have to go looking for in places like the glovebox hinge or the underside of the removable cupholders.

Jeep may well be the world champion of automotive Easter eggs, and they’re nowhere more prevalent than in the Wrangler, which is constantly reminding you that it’s descended from the World War II Willys Jeep. Depending on the version, you’ll find silhouettes of it in the windscreen frits, the automatic gear selector and on the wheels. Then there’s the one that flashes up on the instrument cluster on startup before it morphs into a modern Wrangler. We get it, guys.

The door speakers of the reborn electric Hummer feature what, at first glance, appear to be a standard run-of-the-mill contour map. Surely a nod to the mammoth EV’s off-road chops, right?. Not quite: what they actually depict is the Sea of Tranquility, the site of the 1969 moon landing. Despite that, we’re 99.9 per cent sure you can’t go to the moon in a Hummer EV. Although you could go to a soundstage in Nevada. Hmmm.

The long, slender bars that make up the rear lights of the new third-gen Nissan Leaf are separated out into two separate groups, one with two bars and one with three. Interpret them as Roman numerals, and it literally spells out a two and a three, at least on the right. And what’s the Japanese for ‘two-three’?. ‘Ni-san’. And yes, this is also why factory Nissan race cars have often carried the race number 23. The more you know, etc.

A simple idea yet one of the single biggest safety advancements in the history of the car. In 1959 Volvo became the first company to start installing three-point seatbelts in its cars, a fact the Swedish company is rightly proud of. So proud, in fact, that its belt buckles now carry the inscription ‘Since 1959’. Nice.

It’s late in the design process of the new BMW-developed Mini, and the styling team, led by Frank Stephenson, has just worked late to get a clay model ready for presentation to the board the next day. To celebrate their hard work, they crack open a few cold ones in the studio, until somebody realises they’ve forgotten something crucial: an exhaust tip. Thinking quickly, Stephenson strips the labels off an empty beer can, punches a hole in one end and jams it into the rear bumper of the styling model. Et voila, an exhaust tip that looked as if it was meant to be there from day one, and one the board liked so much it made it to production.

Why It Matters

Here are 21 bits of wild Chinese car tech10Ten of the best city cars you can buy in the UK right nowThe 992 Porsche 911’s rear grilleThe twin central brakelights on the current Porsche 911 are another detail that might look like design for design’s sake until you consider what’s either side of them: the 911’s rear grille, consisting of two lots of nine vertical slats.

CarMotion Daily’s Take

It’s late in the design process of the new BMW-developed Mini, and the styling team, led by Frank Stephenson, has just worked late to get a clay model ready for presentation to the board the next day. Watch this space over the coming weeks. Electric momentum is uneven across the industry, and moves like this reshape how buyers compare EV lineups. Range, charging speed, and price still dominate EV shopping — every new entry forces competitors to either match or reposition. Watch for EPA range certifications and DC fast-charge benchmarks once independent tests land. Pricing tiers, software updates, and any regional trim adjustments will tell us how serious the launch intent is.

Some fun alternatives to the Kia Stinger include the Genesis G70, Alfa Romeo Giulia, Lexus IS 350, BMW 3 Series, Acura Integra Type S, and Audi A5.

Kia Add Jalopnik on Google: Preferred Source Google Discover With six model years (2018 to 2023) and one generation, the Kia Stinger wasn’t in showrooms for very long, but it left a lasting impression. In 2022, we called the Kia Stinger “too good.” But, as they say, nothing lasts forever. Kia axed the Stinger as America’s infatuation with SUVs continued. For many (or at least the 70,864 people who bought the Stinger in the U.S.), Kia’s signature vehicle created an ideal balance of performance, practicality, and value that was increasingly difficult to find in a shrinking sedan market.

Fortunately, those characteristics (although not necessarily in the same combination) still live on in other models, like the Genesis G70, Alfa Romeo Giulia, and Lexus IS 350. Don’t worry, we didn’t forget the Germans — the BMW 3 Series and Audi A5 are on the list. If rear-wheel or all-wheel drive isn’t mandatory, you can still find something fun with front-wheel drive, like the Acura Integra Type S. You may even be able to save a few bucks by opting for a Hyundai Elantra N.

Before we explore this roster of Stinger alternatives, let’s lay down a baseline by looking at the specs from the Stinger’s last model year. For the 2023 edition, the entry-level GT-Line in rear-wheel drive (RWD) had an MSRP of $37,865 and came equipped with a turbocharged 2.5-liter 4-cylinder engine producing 300 horsepower. The top-tier GT2 grade, with a 368-horsepower twin-turbo 3.3-liter V6, stickered at $53,065. All-wheel drive (AWD) was an option on both trims. Adjusted for inflation, the price range today would be about $42,000 to $59,000. All MSRPs mentioned in this article include factory destination charges and are based on the 2026 model year.

Genesis The logical alternative to the Stinger is the Genesis G70. It’s a corporate cousin that shares the same platform, albeit with a shorter wheelbase. The G70 also has a traditional sedan body style, unlike the Stinger’s liftgate configuration. Meanwhile, the engine options (the turbo 2.5-liter and twin-turbo 3.3-liter) live on with near-identical output figures to the Kia. Like the Stinger, RWD is standard, and AWD is optional. Quickness isn’t an issue either. With AWD, a G70 with the base engine can reach 60 mph from a standstill in 5.9 seconds, while the V6 only needs 4.5 seconds.

Unfortunately, if you’re hoping for a manual gearbox, those wishes will be unfulfilled, as Genesis opted for an automatic transmission only starting in 2022. Of course, rowing your own gears was never an option with the Stinger. If the inflation projections for the Stinger are reasonable, G70 pricing becomes appealing, especially at the upper end of the range. The base G70 2.5T starts at $44,845, only a few grand more than what a theoretical 2026 base Stinger might sell for today. The comparison becomes even more favorable at the upper end of the lineup. The high-zoot G70 3.3T Prestige Graphite has a $58,295 MSRP, about $1,000 less than what an equivalent Stinger might cost in 2026.

Alfa Romeo Let’s be upfront: The Giulia Quadrifoglio isn’t part of this conversation. That 505-horsepower beast came with a much higher starting price (around $83,000), plus Alfa Romeo axed it from the lineup after 2024. Instead, we’ll turn our attention to the still-lively Giulia, powered by a turbocharged 2.0-liter 4-cylinder unit. Its 280-horsepower output sits closer to the lower end of the Stinger range, enabling a 60 mph dash in 5.5 seconds (with the RWD). To put that performance in perspective, a RWD-equipped 2023 Stinger GT-Line (the base trim) completed the same task in 6.2 seconds. Like the Stinger, RWD serves as the Giulia’s base powertrain.

At the same time, the Giulia’s reliability may require a separate discussion, as Consumer Reports named Alfa Romeo as a brand to avoid. For 2026, the Giulia is only offered in a single trim priced at $48,245, putting it more toward the middle of Stinger alternatives. If you like your RWD sport sedan with a rear limited-slip differential, you’ll need to add the Veloce Package. The limited-slip upgrade became standard on the Stinger GT starting in 2019.

Lexus Think of the 2026 Lexus IS 350 as a way of splitting the difference between the Stinger’s two powerplants. Lexus tucks a naturally aspirated 3.5-liter V6 under the hood, but the mill’s output, 311 horsepower, is closer to the Kia’s base offering. Purists will also appreciate the IS 350’s standard RWD configuration, with AWD just an option box away. With that $2,000 upgrade, the IS 350 can scoot to 60 mph in 5.6 seconds.

The 2026 model year brings a refreshed interior and exterior. However, the IS comes up short in rear legroom. With only 32.2 inches of room to stretch out, anyone used to the 36.4 inches in the Stinger isn’t likely to enjoy the ride. In addition, the Lexus has a modest trunk (10.8 cubic feet), which is less than half of the Stinger’s 23.3 cubic feet. Alternatives aren’t always perfect. Despite its Lexus badge, the IS 350 isn’t the most expensive option here. The base F Sport Design trim starts at $46,795. The upgraded F Sport trim costs an extra $2,450 and offers the ability to upgrade to an adaptive suspension and a limited-slip rear differential (RWD only), among other goodies.

BMW You’ll need to pick your path when comparing the BMW 3 Series to the Kia Stinger. Either way, you’ll need an extra-thick wallet. Choosing the base RWD-outfitted 330i means dealing with an MSRP of $49,350, and that’s before AWD ever enters the picture. You’ll get a ubiquitous turbocharged 2.0-liter 4-cylinder engine that makes 255 horsepower in this mild-hybrid application. Despite the relatively modest ponies, the 330i can keep up with the pack, thanks to a 5.6-second capability in a 0–to-60 mph run.

But if you’re hoping for that angelic choir in the background when stomping the accelerator, you’ll need to step up to the M340i and its $63,650 window sticker (add $2,000 for AWD). The turbocharged 3.0-liter inline-6 produces 386 horsepower, making it the only entry in this group with more ponies than the 368-horsepower Stinger GT. This setup also features a 48-volt mild hybrid arrangement. What does that extra power get you?. A Stinger in the rearview mirror because of the M340i’s 0-to-60 mph time of 4.4 seconds (or 4.1 seconds with AWD).

Why It Matters

Audi It’s reasonable to argue that the spirit of the Stinger lives on with the Audi A5, which features five-door functionality, a turbocharged four-cylinder engine, and 22.6 cubic feet of cargo room behind the second row.

CarMotion Daily’s Take

The base G70 2.5T starts at $44,845, only a few grand more than what a theoretical 2026 base Stinger might sell for today. Watch this space over the coming weeks. Markets rarely reward single announcements — execution over the next two to four quarters is what closes the gap between press release and customer. How this lands depends less on the announcement itself and more on the rollout, dealer support, and after-sales story behind it. Specifics on pricing, availability, and regional rollout will tell us whether this moves from headline to delivery. Independent verification and follow-up coverage from rival outlets tend to firm up the picture within days.

Some of the coolest examples of Art Deco car designs include the 1933 Pierce-Arrow Silver Arrow, 1934 Chrysler Airflow, and 1935 Peugeot 402.

And yet, automobiles were another natural canvas for the motif, and we found some good ones. For our purposes today, “Art Deco” covers both the ornamental style most closely associated with the 1920s and early 1930s and the increasingly streamlined direction it took as the decade progressed. The Art Deco Society of New York (which ought to know) describes automotive Art Deco as “making excellent use of beautifully rounded forms, mixing baroque elements like the stylized rays of the sun, and artfully melding gentle, flowing curves with razor-sharp edges.” So, that. Or, just check out the Mercedes-Benz Vision concept, and then look at the dope pictures that follow. That works, too.

We found designs that captured that interwar fascination with geometry, ornament, machinery, speed, and aerodynamics. We’ll tour through some of these models, from the outrageous Pierce-Arrow Silver Arrow and Cord 810 to the Chrysler Airflow, Tatra T97, and even a humble Plymouth P8 Deluxe Coupe. Some did deco with subtle details. Others looked like they had arrived from 20 years ahead of schedule.

This isn’t a case where we have to squint and argue that something vaguely feels Art Deco, either. The Art Deco Society of New York, our earlier go-to source for explaining what the hell Art Deco is in the first place, calls out the Silver Arrow explicitly, pointing to details including its sweeping flush fenders, hidden side-mounted spare tires, and peculiar split rear-window treatment. More broadly, the whole body embodies what it’s all about: a machine that looks modern, fast, and futuristic, all while standing still. Pierce-Arrow sold all five cars at their $10,000 asking price and lost money on each one. Apparently, the future has terrible margins.

Mecum Auctions/Vimeo Cadillac was apparently watching Pierce-Arrow hog the futuristic-car attention at the Chicago World’s Fair and decided it also knew how to make something that looked like it belonged in Tomorrowland. In fact, GM’s Art and Colour Section developed its own Aerodynamic Coupe for the same 1933 Century of Progress exposition under Harley Earl, pairing a dramatically streamlined body with Cadillac’s V-16.

The body came from LeBaron, an American coachbuilder who was neither a baron nor French. The fastback roof swept down into a nearly circular trunk opening, while the pontoon fenders, full rear skirts, and repeating curves made the whole car feel like one composed object instead of a collection of separate body parts. And then you start noticing the smaller stuff. The roofline falls sharply toward the rear, while the rear bodywork and fenders visually wrap around the wheels instead of reading as separate pieces. The car also sat on Packard’s shortened 1106 Twelve chassis, and its running boards curved inward toward the body as the tail narrowed behind them. Smaller details carried the same theme through the car.

It’s a Packard, but somebody clearly told Packard it was allowed to have fun. That begs the question: Who owns the Packard brand now, and could we revive it?. Randy Stern/Wikimedia Commons The Chrysler Airflow is what happens when somebody stops treating “streamlined” as a decorative adjective and starts trying to make the whole damn car behave that way. Chrysler spent years experimenting with wind-tunnel testing and aerodynamic models, eventually learning, among other things, that a conventional car of the era moved through the air more efficiently backward than forward.

Why It Matters

The 402 introduced a new aerodynamic design language for the brand, and the V&A later singled it out as one of the major examples of streamlining taking hold in automobile design during the 1930s.

CarMotion Daily’s Take

When the Airflow debuted at the National Automobile Show in January 1934, it looked genuinely alien next to the upright cars around it. Watch this space over the coming weeks. Supply chains, regulations, and consumer demand are reshaping the playbook faster than five-year plans can keep up. Dealer networks and service capacity will need to evolve alongside whatever the headline announcement implies. Regulatory filings, supplier contracts, and any production-volume adjustments usually trail the headline by a quarter or two. Stock price moves and dealer council chatter are leading indicators worth monitoring.