Mercedes has a strong presence in Munich this week at the 2023 IAA Mobility by showcasing the Concept CLA Class and the new E-Class Estate. It's also exhibiting a camouflaged prototype of the purely electric G-Class coming next year, along with the new E-Class All-Terrain and the updated EQA, EQB, and EQV models. As if that wasn't enough, the three-pointed star also managed to sneak in a car it hasn't formally announced yet.

Say hello to the Mercedes-AMG GT Concept E Performance. It was only about three weeks ago when the second-generation AMG GT Coupe was unveiled in "55" and "63" flavors and now the peeps from Affalterbach are already previewing a range-topping variant. It might look nearly the same as the already revealed models but aside from the heavily tinted lights, it also has a modified bumper to accommodate a charging port.

Yes, this concept (although it's basically a prototype) is a plug-in hybrid and boasts an electric motor driving the rear axle. It keeps the V8 under the hood, and the result is a combined output of more than 800 horsepower. That's a massive increase compared to the GT 63 and its "measly" 577 hp. Torque isn't mentioned but surely, it's way up compared to the 590 pound-feet (800 Newton meters) of the current flagship variant.

By becoming a much larger car (with 2+2 seating) for its second iteration, the AMG GT Coupe is big enough to accommodate the intricate plug-in hybrid V8 setup. In the GT 63 S E Performance, the electrified powertrain is good for a monstrous 831 hp and over 1,032 lb-ft (1,400 Nm). It remains to be seen whether this new coupe will match those numbers.

As impressive as these specs are, lest we forget the new two-door GT weighs 4,343 pounds (1,970 kilograms). It goes without saying the PHEV variant will be even heavier after adding the electric motor, battery, and whatnot.

Look for the Mercedes-AMG GT Concept E Performance to morph into a production model in 2024.

The Four-Seat AMG GT Is Here:

Source: Planet Car News / YouTube

One of the lesser-known Subaru products is the Levorg, essentially a wagon version of the Impreza. It has been around since 2014 and has largely been confined to the Japanese market. The first-generation model was sold in select European markets while the current car, launched in 2020, can be had in New Zealand as the WRX GT Wagon and in Australia as the WRX Sportwagon. This new Levorg Layback is a JDM-only affair, at least for the time being.

In the lead up to the car's official debut today in the Land of the Rising Sun, Subaru said it would be an SUV version of the wagon. However, this new Layback derivative is basically the same wagon with a raised suspension and plastic body cladding. The jacked-up stance has increased ground clearance to 7.9 inches (200 millimeters) or 2.2 in (55 mm) more than before.

At 187.8 inches (4770 millimeters) long, 71.7 in (1820 mm) wide, and 61.8 in (1,570 mm) tall, it's 0.6 in (15 mm) longer, 1 in (25 mm) wider, and 2.8 in (70 mm) taller than the regular Levorg. The cargo capacity remains unchanged, at 19.8 cubic feet (561 liters). The adventurous wagon on stilts rides on 18-inch wheels with 225/55 R18 all-season tires.

Motivation is provided by a turbocharged 1.8-liter gasoline engine producing 174 horsepower and 221 pound-feet (300 Newton-meters) of torque channeled to the Subaru Symmetrical AWD system through a CVT Lineartronic.

The 2024 Levorg Layback makes us of a next-generation EyeSight system equipped with a wide-angle camera as standard equipment. Customers also get a Harman Kardon sound setup, an 11.6-inch infotainment, and a 12.3-inch digital driver's display. In addition, owners have the possibility to remotely control AC to pre-condition the vehicle's interior via a smartphone app.

Subaru also sells the Levorg at home in Japan as an STI Sport model with a more aggressive body kit and some mechanical upgrades, although it’s not a fully fledged STI product. At the beginning of the year, it launched an STI Sport Performance special edition limited to 500 units and equipped with 19-inch BBS forged wheels, a transmission oil cooler, a strut tower brace, and a flexible draw stiffener. The spicy wagon also received 225/40 ZR19 Michelin Pilot Sport 5 tires, Recaro front bucket seats, and a variety of black accents.

Depending on the market, the Levorg is also available with a larger 2.4-liter turbocharged engine with 256 hp and 258 lb-ft (350 Nm). It too works with a CVT sending power to both axles.

The Forbidden Fruit:

Source: Subaru

Shopping for a used vehicle comes with some risks, including paying too much for a popular model. However, buyers willing to search beyond their local market could save real money. While it's easy to assume car prices are about the same everywhere, a recent study by iSeeCars indicates people can save upwards of $6,100 on a typical used car by shopping in a less expensive market. 

After analyzing over 6.5 million one to five-year-old used car transactions from January to August of this year, iSeeCars discovered a wide range of price differences. Across the 50 largest cities in the US, it determined the most expensive place to buy a used car is Palm Beach, Florida, while the cheapest is Cleveland, Ohio. With used car prices up almost 50 percent since 2019, that means a road trip might be an excellent way to save a chunk of change. 

In addition to West Palm Beach, buyers in Denver, Colorado, Austin, Texas, and Seattle, Washington, paid between $1,000 and $3,400 more than average for a used car. Other high-priced car markets include Salt Lake City, Utah, the Dallas-Ft. Worth metropolitan area, Charlotte, North Carolina, Los Angeles, and Boston. 

Meanwhile, buyers in the least expensive cities, which include Cleveland, Cincinnati, and Columbus, Ohio, Norfolk, Virginia, Fresno, California, and Orlando, Florida, saved between $1,700 and $2,700 on average. Interestingly, the least and most expensive markets are scattered throughout the US. That means the distance between an expensive market area and a cheap one could be just a few hours away. 

Take the Ram 1500, for example. The popular truck has an average price of $47,159 in Denver but is $7,795 less in Cleveland, selling for about $39,364. Even after factoring in the cost of a plane ticket and a 1,400-mile trip home, a buyer could save thousands of dollars for a few days of effort. In addition to trucks, buyers looking for vehicles like the Hyundai Tucson and Toyota Corolla can save about $2,100 between the cheapest and most expensive markets. 

More Car Buying Advice:

A survey by Automotive News indicated that people will travel 469 miles to buy a car. The pricing disparity between major US car markets not only provides an incentive to make that journey. It could be a good way to combine a car purchase with a short vacation. 

Source: iSeeCars

Volkswagen plans to reduce product development timelines for new vehicles from 54 to 36 months while increasing quality. It's a move the automaker hopes to allow it to better compete with Chinese rivals, but it's not without risks.

Starting with the ID. 2 and two other vehicles, Volkswagen will pilot the shorter development cycle. Its design team completed the first sketches of the compact electric vehicle last December, and VW plans to launch it by the end of 2025. 

Kai Grunitz, who heads VW's technical development, acknowledges that the shorter development cycles bring risks. However, he indicates VW has concrete ideas about how to manage those risks while maintaining and improving quality. Those ideas include building new simulation tools and processes to validate development work. Additionally, product teams can improve efficiency by removing some of the on-road validations of simulation work and reducing the number of test cycles. For example, reducing cold-weather testing from two or three winters to one. 

VW also plans to work more closely with suppliers to integrate ideas and technology. The goal is to eliminate some of the uncertainty in the development process, which leads to longer timelines and quality issues. Grunitz acknowledged the problems developing the eighth-generation Golf and the ID.3 and indicated VW won't bring any more cars to the road "with thousands of faults."  

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If Volkswagen is to compete with Chinese auto companies like BYD, it will have to find a way to build quality cars in the shorter 36-month timeframe. Grunitz realizes the challenges but notes that BYD has been successful thanks to its agile approach, platform strategy, battery technology, and low costs. By adopting a similar model and using the ideas he laid out recently, Grunitz believes that approach is possible for VW.

In addition to the ID. 2, Volkswagen is readying an updated ID.4 crossover for 2024 and the heavily anticipated ID. Buzz van. It also teased a new electric version of the GTI, which is expected to debut in 2026. Meanwhile, the Golf GTI 380 premiered recently and is the final model VW plans to launch with a manual transmission.       

Source: Autocar

Pagani’s new hypercar, the Utopia, will likely spawn several variations over its lifetime. We’re excited to see the one-offs and limited-production models the Utopia will hopefully offer. It’s too early in the model’s run to know what the company has planned, but a video captures the new car wearing a not-so-new livery.

In 2009, Pagani launched the Zonda Cinque. It wore a unique color scheme, pairing white along the fenders and doors with exposed carbon fiber around the bottom and cutting through the center of the vehicle. Pagani accented it with a red strip down the car’s centerline.

The video from outside Pagani shows the new Utopia wearing the same scheme. The automaker made the special Zonda at the request of the company’s official Hong Kong dealer, and maybe it has placed an order for the Utopia. Pagani made just five examples of the Cinque, as the name is the number five in Italian.

Like the Zonda, the new Utopia continues to source its engine from Mercedes-AMG. The hypercar features a twin-turbocharged 6.0-liter V12 engine. It produces 852 horsepower and 811 pound-feet of torque. A seven-speed automated manual transmission is available, as is a tried-and-true six-speed manual gearbox. An electro-mechanical differential helps regulate the power to the ground.

The Utopia is light at 2,822 pounds. The quad-exhaust, made from titanium, tips the scales at a mere 13 pounds. Underneath the carbon-fiber bodywork, which is 38 percent stiffer, is the company’s monocoque made from its Carbo-Titanium HP62 G2 and Carbo-Triax HP62 materials.

Learn More About The New Pagani:

The company most recently showed off the Utopia during Monterey Car Week, which had a minor hiccup. The hypercar debuted for North America at the event as the company hosted its 25th anniversary celebration.

Pagani plans to produce just 99 Utopia coupes to start. Its predecessor, the Huayra, is over 10 years old, so we expect the Utopia to stick around. We’re excited to see the variants that come from the company, which still offers a manual gearbox when so many other automakers have ditched it for quicker-shifting automatics, putting sheer performance ahead of a crafted driving experience.

Source: Varryx / YouTube

Let’s be honest, it typically takes a hell of a lot more than a watch to stand out within the many high-zoot corners of the sprawling and stunning Monterey Car Week. The sea spray–soaked peninsula is virtually under siege during the days leading up to the Pebble Beach Concours d’Elegance, invaded by some of the rarest, most valuable, and prettiest cars known to man.

But if you are the type that fancies a glance at the surrounding wrists as much as examining the competitive motoring machinery, events like Pebble and the Quail are worth the price of admission, as well. White-dial Rolex Daytonas flash in the afternoon sun with a frequency that staggers the imagination when one considers their post-retail pricing, and you can’t throw a stone without risking it tapping the gracefully curved crystal of some six-figure AP, Patek, or honking Hublot.

Considering that lofty context, I was pretty amazed when the Hodinkee nerds (said with love!) were, well, nerding out over the edition number of the Porsche Design Chronograph 1 911 S/T that I’ve borrowed from the brand for the weekend.

As you may have read, Porsche Design is limiting the chronograph to just 1963 examples, to match the 1963 examples of the 911 S/T automobile that Porsche will sell globally – you can’t buy the watch without buying the car. Knowing this, the sharp-eyed dudes from Hodinkee (who’d set up a rad collection of watches at the Range Rover House activation in Carmel Highlands) spotted that my watch wore the 0000/1963 edition number. It’s the prototype.

High-end watches, much like vintage vehicles, live and die on the smallest of details. Something like those four zeroes would make for a stunning collector's piece, naturally, but there’s plenty to dig into wherever one looks on this watch.

Perhaps the biggest surprise is how great the dial looks in natural light, relative to what I expected based on the photographs. The matte black face plays the perfect backdrop for the S/T’s signature green and red accents, which, in concert with the stark white and lumed hands and indices, make this piece recognizable from across the room.

The surprising bit is that, in the original marketing photos, the dial seemed overly busy. And the truth is there’s a lot packed on there. The 911 S/T logo and gear shift graphic have been stuffed onto a dial that already needs room for the three registers for small seconds, minutes, and hours, in addition to the day and date wheel, standard PD logo, and “Chronometer Certified” text. Under a loupe, it’s a lot to take in. But from the vantage point of my wrist, the strength of the white/green/red colorway largely overcomes the busyness of the rest.

I have exactly zero quibbles with the look, feel, and execution of the glass bead-blasted titanium case here, however. Many who’ve owned or seen a classic PD Chronograph 1 in the past will think of this model as an all-black-coated watch. The satiny and warm finish created with this raw titanium arrangement gives a totally different vibe: technical and the smallest bit flashy, with an undeniably high-end appearance.

This is a thick watch at just over 15 millimeters, with the PD caliber Werk 01.240 movement visible behind a custom rotor (shaped to look exactly like your own 911’s wheel… I don’t love it) by way of a sapphire caseback. But the overall case diameter of 41 mm, the feather light titanium construction, and the flat front crystal all make it sit quite comfortably on my 7.5-inch wrist.

Luxe Up Your Life:

I wore the piece all weekend – including with a cuffed shirt that didn’t hang up at all despite the watch’s thickness – on the cognac brown rally-style leather strap. If this were my watch to keep I’d likely opt for the full titanium bracelet most of the time, but I’ve got to say the leather was a killer look. The strap, made from the same materials and stitched with the same thread as you’ll find on your Porsche’s driver seat, was buttery soft, comfortable, and easy to slip on and off by way of an elegant titanium deployant clasp.

Better yet, the Porsche Design quick-release system for its straps and bracelets is utterly brilliant. I’m told this design made its debut back in 2019 on the PD Chronograph 911 Turbo S Exclusive, and I found it far and away the easiest system of its kind I’ve yet encountered. The big central release switch pulls the retaining pins in with a press of a button and snaps into place with a reassuring click after your change.

Similarly, the watch has amazing tactility in use. Those big pushers start, stop, and reset the chronograph with a satisfyinginly mechanical “thunk” and kind of make you feel like you’re getting your money’s worth – you’ll catch yourself using them superfluously just for the feel. The crown is easy to grab, with chunky, saw-like teeth around its perimeter, and it screws out and back down with just a few full rotations.

All of that detailing, and so much more, still wouldn’t entirely justify the retail price of $13,500. At least not in a fair fight. There are any number of stunning mechanical chronographs from Swiss brands of impeccable provenance that would give this PD1 a run for its money. But the point is moot, since the Chronography 1 911 S/T has a baked-in and no doubt enthusiastic audience in those that are buying the automobile. If you’re lucky enough to to get the call from your Porsche dealer to plunk down your $290,000 (base!) on an S/T, you’d be a fool to not toss in an extra thirteen grand for this lovely, numbers-matching timepiece.

After all, what’ll you wear to the Rennsport Reunion if you don’t grab the watch?

It's been a minute since we heard anything regarding the hopped-up version of the Volkswagen ID.3. That changes right now in dramatic fashion, as we received a fresh set of spy photos showing the sporty hatch in public for the first time.

In typical Volkswagen style, a quick glance at this black prototype would leave you underwhelmed. It looks like a normal ID.3, which received an update earlier this year. But look closely at the side and you'll see a new rocker panel with protrusions front and rear. It gives the hatchback a lower stance, and that's likely aided by a slightly lowered suspension. Meanwhile at the front, we have proof that this is an ID.3 GTX test vehicle. A new fascia prominently features the same mesh pattern used on GTX versions of the ID.4 and ID.5.

This isn't a camo-free ID.3 GTX, however. Also in typical VW style, there are some clever stickers hiding details. Corner vents on the front fascia are obscured, and the rear fascia has gray wrap hiding designs in a central cutout. We'd bet a gazillion dollars there's more mesh under there, but for now, it's something on which we can only speculate.

Speculation extends to the powertrain as well. Previously, we reported that the ID.3 GTX would be all-wheel drive with a dual-motor layout, and we believe that's still the case. In standard guise, the ID.3 features a single electric motor mounted at the back, developing 201 horsepower. On the GTX, we're expecting a front motor to join the party with a combined output of around 300 hp. If this sounds familiar, it should – it's the layout you'll find in the aforementioned ID.4 and ID.5 GTX. And if VW uses this formula, the larger 77-kWh battery with a WLTP range of around 310 miles is likely.

Let's See Your ID:

We can't help but notice the timing of this public sighting comes just after the debut of the ID. GTI concept. Making waves this week at IAA Mobility, it previews the electric future for VW's iconic hot hatch. A production version won't debut until 2026, but whereas the ID.3 GTX should have AWD, the GTI is expected to utilize a front-motor, front-wheel drive layout. That creates two distinct electric hot hatchbacks for VW's lineup, with the ID.3 GTX coming first. We expect a debut sometime in 2024.

Source: Automedia

Audi claims it has "something special planned" on Instagram (see post below). According to the automaker, "It's the R8’s Last Lap." The debut of whatever the brand is teasing is on September 12 at 9:00 AM Eastern.

The images show an R8 in camouflage featuring a blocky pattern of red, black, and silver rectangles. A small Audi-Sport-branded wing is on the back. From what the automaker is showing, this model doesn't look significantly different from the existing version of the supercar.

Audi makes no secret about retiring the R8 for the 2024 model year in the United States. It even created the $251,395 Audi R8 GT that the brand decided to bring just 150 units into the US.

This Instagram post suggests there might be a few even more exclusive vehicles. Although, no specific details are available yet.

Motor1.com Editor-in-Chief Seyth Miersma did a Last Drive Review of the R8 in August. He told the story of his first time driving the original generation and transitioned that into being behind the wheel of the latest one.

"The subtle steering, palpitating V10 soundtrack, and crazy grip of this send-off car all track with my fond memories of R8s past. And of course my smile after getting out of the car, 1.5 laps and half a career after that first ride, was as big as ever," Miersma wrote in that story.

The R8's future is very uncertain. There are rumors about Audi developing an electric version. However, the new model might have a completely different appearance. It could share a platform with the 718 Boxster's upcoming EV replacement.

See What The Audi R8 Can Do:

Unlike the previous generations of the R8, Lamborghini plans to make the Huracan successor its own product with no relation to the Audi counterpart. Lambo is making so much money from the Urus that it doesn't have to share parts with the German automaker for the upcoming supercar.

See what it's like to drive the Audi R8 with Le Mans-winner Tom Kristensen:

Source: AudiInstagram

It's time for another episode of Rambling About Cars. There's a motor show happening this week in Germany that you may have heard about, chock-a-block full of electric concepts. Not to be outdone, Toyota is making motoring waves of its own with the first-ever Century SUV. In short, there's much to discuss.

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.

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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.

Our top story this week is the Toyota Century SUV, debuting just hours before our podcast. Known for being arguably the greatest Japanese luxury model of them all, this marks the first time the Century badge has graced an SUV. As with the Century sedan, it will be built in very limited numbers for the Japanese market but that doesn't stop us from learning all about this Rolls-Royce Cullinan competitor.

Speaking of competitors, German brands are swinging hard to capture attention at IAA Mobility 2023. Formerly the Frankfurt Motor Show, the action now takes place in Munich and this year's show is all about electric power. Mercedes-Benz debuted the Concept CLA-Class, the first vehicle to utilize the MMA bones that will support future models. It doesn't look too far from production, but the BMW Vision Neue Klasse concept is a bit more abstract. That said, it previews a production model slated for 2025, and the minimalistic look is quite different from current models in BMW showrooms.

Volkswagen also captured attention with its electric ID. GTI concept. Basically a sporty version of the ID. 2all that debuted earlier this year, it previews the future hot hatch in a fusion of advanced tech and retro styling cues. It's not an all-electric affair, however. Amid the EV concepts we have the Mercedes-Benz E-Class All-Terrain wagon, riding a bit taller and ready to woo buyers in North America, where it will be offered.

Previously On Rambling About Cars:

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

The Dethleffs Yoka Go is a camper van designed for the adventurer. It features a flexible interior design and ample storage space to hold bikes, wetsuits, and other outdoor gear without compromising the living arrangements. It offers plenty of space and the camping necessities.

The customizable interior features airline rails throughout, providing optional mounting points to secure additional equipment. Customers can opt for two additional seats, which can serve as a small seating area with the front driver and passenger seat swiveled around. Lashing-eye fittings are available, too, capable of securing a wide variety of cargo.

Ingress and egress are made easy with an extra-wide habitation door on the side of the camper. It measures approximately 45.28 inches (115 centimeters) wide, so people wearing bulky gear will have little trouble getting in and out of the camper. At the back, the car-like rear liftgate and low floor make accessing the interior a breeze, especially when retrieving large equipment like a bike.

The camper features a compact kitchen corner. It has 2.64-gallon (10-liter) waste water and fresh water tanks. It has a small, round sink and an induction plate for cooking. Customers can opt to fit the kitchen’s slide-out drawer with a 9.25-gallon (35-liter) optional fridge, a $1,211 (1,299-euro) option at today’s exchange rate.

At the back of the van is the seating area, which consists of two benches on the outer edges of the layout that contain additional storage space. A free-standing, variable table functions as the van’s work and eating surface, but move the table, and the benches can fold into a bed for two. It measures 53.15 inches by 78.74 inches (135 cm by 200 cm).

Check Out More RVs:

One of the main features of the van is its large, customizable wardrobe. It has movable shelves designed to hold a bunch of adventure gear like wetsuits, but these spacious perks come at a cost. While the closet is big and has ample storage space, the van lacks a proper bathroom – no shower or toilet. It also only sleeps two, which might turn off some buyers.

Dethleffs bases the Yoka Go on the Ford Transit with the Ford EcoBlue diesel engine. It measures 19.65 feet (5.99 m) long and costs $50,423 (46,999 euros). Options include a rearview camera, a cassette awning, an exterior design package, and blackout blinds.

Source: Dethleffs via New Atlast

Before the new Toyota Century was a beefy SUV, it was an ultra-luxury car-based limo. Actually, it's still available as a stately four-door sedan, but you need to step back to the previous Century for arguably the coolest of them all.

In this case, previous century refers to time as well as Toyota's second-generation luxo-barge. In 1997, the G50 Century debuted with fresh (if boxy) styling and something not seen in Japan either before or since – a V12 engine. Specifically, it was a 5.0-liter naturally aspirated engine that, per Japan's infamous gentleman's agreement, had a rating of 276 horsepower. In markets outside the country, however, 295 hp was mentioned. Either way, it had more than enough power to send this sizable sedan down the road.

Instagrammer Diivinemedia bought this particular Century a year ago, basically as soon as it was eligible for import under the US 25-year rule. In his care, he added a Junction Produce body kit to give the sedan a bit more attitude, and the suspension obviously isn't stock. It's an air ride setup borrowing components from the Lexus LS400, and while the wheels are also factory, they've been modified to feature spinning center caps.

Moving inside, the reclining rear seats with massage functions don't look out of place in 2023, so you can imagine how they were received in 1997. The curtains for the side and rear windows are also factory items, and on the back window, they're power-operated.

According to the owner, the modest build on this Century took only a few months. The car presently has 54,000 miles, and with it being a rare machine in its home market, it's extremely rare on streets in the US.

A Century Of Luxury:

Still, at least these cars are available to those in the States who want one. The 2023 Toyota Century SUV unveiled on September 6 is basically a Japanese-market Rolls-Royce Cullinan, rocking a four-seat layout with reclining rear thrones that are isolated from the cargo area by a divider. This helps ensure the cabin is as quiet as possible, and when it's time to step out, passengers have powered steps and a choice of standard or sliding doors to use. It will not be available in North America, but if it were, the starting price would be somewhere around $170,000.

Check out the Motor1 Podcast Rambling About Cars for more on the new Toyota Century SUV and other automotive news, available below.

Source: AlexMartini via YouTube

Mercedes-Benz has partnered with ESPN to create a podcast studio on wheels for what the companies call Sprinter Labs, along with an accompanying video docuseries. The van will travel to college football games throughout the year. The first episode will premiere on September 7.

Mercedes describes the van's outfitting as "the best or nothing." The build starts with a 170-inch wheelbase, all-wheel-drive Sprinter Cargo. ESPN wanted something that could function as a studio and be a place for fan engagement. The interior is understated, with dark lighting, quilted wall fabric, and an illuminated shelf displaying football helmets. Red LED ambient lighting adds to the ambiance.

Recording duties come courtesy of microphones on a pedestal with swiveling seating for conducting interviews. There's a smart screen and camera system. Wi-Fi equipment allows for broadcasting the shows, and acoustic panels keep things quiet.

The exterior has a predominantly red wrap with the ESPN College Football and Sprinter Labs logos on it. Opening the rear doors reveals a tailgating setup with a grille, refrigerator, and lots of storage. Solar panels are on the roof.

Mercedes intends to make Sprinter Labs a multi-year undertaking. Each season, the company will partner with a brand and build a custom van to match the plans for the project. A four-episode short video series will chronicle the partnership and the vehicle build process.

Mercedes will promote the Sprinter Labs videos throughout social media, including on its YouTube, TikTok, Instagram, Facebook, X, and LinkedIn pages.

Check Out These Sprinters:

The Mercedes Sprinter is a very popular platform for various conversions. People can build them as high-riding overlanders for camping in the wilderness or for specific outdoor sports.

In February 2023, Mercedes unveiled the production version of the eSprinter electric van that's coming to the United States before the end of the year. It's available as a base model with 134 horsepower or a 201-hp configuration. The lithium-iron-phosphate battery has a 113-kilowatt-hour capacity. In Europe's WLTP test, this pack provides 311 miles of driving range. The load area measures 488 cubic feet and can carry up to 9,369 pounds. Inside, the eSprinter comes with the MBUX infotainment system with software for estimating the vehicle's range by considering traffic and topography. Prices start at $74,181 after the destination fee.

Source: Mercedes-Benz

A 1961 Jaguar E-Type Series I Roadster set an auction sale record for a production version of this vehicle by selling for the equivalent of $1.139 million (911,250 pounds) at Gooding & Company's 2023 London Auction. The car was the first E-Type sold and the fourth right-hand-drive roadster variant built.

This E-Type Roadster has other important ties to Jaguar. The first owner was Frank England who ran the brand's sports car racing program in the 1950s and later became the automaker's CEO.

Jaguar built two road-going E-Type prototypes that the company used for internal testing. England was the company's assistant managing director at the time, and he allocated the next production-spec right-hand-drive Roadster to himself. This made the car the first one that Jag sold to a customer. England also loaned out his E-Type to the press and for publicity events.

After changing hands a few times, this E-Type sat disassembled from 1975 to 2002. Classic Motor Cars Ltd. then did a multi-year restoration, which included creating a new hood to the original specifications. It still has the original numbers-matching engine. The Jag won the Feline Finesse Award at the 2018 Goodwood Festival of Speed.

Check Out These Jaguar E-Types:

The early E-Type uses a 3.8-liter inline-six engine with three SU carburetors that makes 265 horsepower. It has a four-speed manual gearbox. The four-wheel disc brakes and four-wheel independent suspension were high-tech features by 1961 standards. 

Gooding & Company also attempted to sell the first right-hand-drive production-spec E-Type at the auction in London. However, it didn't find a buyer. That car was a fixed head coupe hardtop and had its original engine.  

There's a market for converting the E-Type into an electric vehicle. In the United Kingdom, the company Electrogenic offers a package consisting of a 160-hp motor and a 43-kilowatt-hour battery that provides a range of around 150 miles. ECD Automotive Design in the United States offers a similar upgrade but uses a Tesla-sourced powertrain providing 450 hp and 200 miles of driving distance.

Source: Gooding and CoYouTube, Gooding and Co

MG made waves earlier this summer with the Cyberster electric vehicle. The bite-sized coupe is a nice addition to the growing selection of electric cars. Still, the brand offers other models in its lineup, like the small and affordable MG3. New spy photos show the automaker is testing the next-generation version.

The MG3 is old, the second generation originally debuting for the 2011 model year. The vehicle has since received two facelifts, the most recent one in 2018, but those mild makeovers can only do so much to keep a car feeling fresh. The arrival of the next-generation model will usher in, at a minimum, a new exterior look.

While MG tries to hide the car’s design under a full-body camouflage wrap, some details are visible. The new MG3 retains the current car’s general aesthetic at the front with a prominent grille and a slim lower opening flanked by sportier intakes. This fresh styling sits below thinner headlights, and the overall design somewhat mimics the MG5’s appearance.

There are bigger changes at the rear, with the MG adopting a more traditional rear-end design. It has a newly restyled hatch, reworked taillights, and a sporty rear bumper. Sharp design lines down the sides help accentuate the doors and rear fenders. This should help the hatch look a bit more dynamic.

The photos fail to show off the car’s cabin, but the dashboard does look busy compared to the current model. The new MG3 should feature a larger infotainment screen with updated software. The automaker might also include a digital instrument cluster, but affordability is a core vehicle feature, so don’t expect it to have all the bells and whistles.

See The Latest Spy Shots:

Powertrain details for the new MG3 remain a mystery, but unlike the Cyberster, we expect the hatch to stick with gasoline power with some electrical assist. A hybrid or mild-hybrid version is possible. Other choices could be available depending on the region. MG will offer it in European and Asian markets, and it should be available with both manual and automatic transmissions. 

It’s not clear when MG will reveal the new model. It could happen next year even though the hatch looks like it’s ready for production right now in these latest spy photos. The MG3 won’t be available in the US, regardless of when it debuts.

Source: SH Proshots

It shouldn’t come as a surprise that Lamborghini is dipping its toes into electrification. The Italian brand is synonymous with supercars that are loud both in design and in engine sound. But the world is changing quickly, and Lamborghini isn’t shying away from that. Its first hybrid, the plug-in Revuelto supercar, will be out later this year, and both the Huracan successor and the Urus SUV will become PHEVs as well.

Lamborghini’s first electric car isn’t coming until 2028, but last month at Monterey Car Week we got our first glimpse at what that EV will look like with the Lanzador concept. A mix between a supercar and a traditional grand tourer, the four-seat Lanzador is unlike anything the automaker has created before. According to Head of Design Mitja Borkert, that was exactly the goal.

Describing himself as a clown balancing spinning plates, Borkert says there are different ideas constantly circulating in the Lamborghini design studio, and he always needs to be ready to present something if the bosses ask what they have been thinking about, even if it only amounts to a sketch or small model. His team had been dreaming of a sporty four-seater for many years, doing extensive research into the many different types of grand tourers, including ones from Lamborghini’s past like the 350GT and Espada.

After experimenting with different designs and body styles, none of which were convincing enough, Borkert had the idea to take Lambo’s signature supercar silhouette and proportions, but raise the stance. The Huracan Sterrato was in development at the time, and the team was inspired by the off-road supercar’s raised seating position and unique overall vibe. Designers milled a clay model, and "immediately it was there, it clicked," says Borkert. Once those proportions were established, Borkert knew they had landed on the right form.

Lifting the car made it easier to hide the battery pack while retaining a "slim, elegant and clean upper body," as Borkert describes it.

"Our design DNA is the single center line, the silhouette," he says. "This looks already innovative and futuristic." The Lanzador has a longer hood and a taller greenhouse than any of Lambo’s supercars, but the proportions really work and still look more supercar-like than any other crossover on the market.

“I wanted to have a lot of inspiration from our other super sports car, so first of all a clean shape that is very contemporary,” Borkert says. You can see Murcielago in the greenhouse, Sesto Elemento in the body surfacing, Revuelto in the pointy, shark-like front end, Sian in the rear end treatment.

"Our design DNA is the single center line, the silhouette."

Borkert says it was an "immediate decision" for the Lanzador to have two doors, one of the car’s most unexpected design elements. "I said we could discuss a four door, but everyone agreed on having two. We wanted to create a car that’s between a super sports car and a super SUV."

With the popular Urus having four doors, it wasn’t necessary for the brand to focus solely on practicality with the four-seat EV. The Lanzador sadly does without scissor doors, instead using traditional front-hinged doors, though the door handle is nicely hidden at the top edge like on the Diablo. The doors are huge, providing a large opening for rear-seat passengers to easily get into the Lanzador.

Clear plates with circuit board detailing in the front bumper give the illusion of large intakes like what’s on the Urus, providing the Lanzador with a recognizable face. "It needs to look like a Lambo, but you should recognize that the powertrain is different," says Borkert. But the Lanzador’s design doesn’t shout that it’s electric.

"Pure EV cars have been on the market for many years, so I don’t have the need to do a specific electric design," he says. "I need a Lamborghini first; a good Lamborghini, a beautiful Lamborghini. Then with the elements we integrate, I show that it’s electric. No one has ever done a different design for a diesel car versus a gasoline car."

One of the Lanzador’s best views is from the rear, where you really get a sense of its commanding stance. "Where you have a muffler today you can use in the future for aero," says Borkert as he shows off the Lanzador’s huge blown diffuser that’s flanked by the car’s wide tires. Instead of showing off powertrain components, designers now highlight aerodynamics – a different sort of performance achievement.

Partially inspired by his love for motorcycles, Borkert says that Lamborghini always exposes the rear tires, with the main explanation being "because it looks cool." He admits that on the Lanzador it has been a bit overdone – this is a concept car, after all – though don’t be surprised if the production version is nearly as dramatic. The Revuelto’s rear end shows a lot of tire, and so will the Huracan replacement. It’s another way of hiding the Lanzador’s mass and height, while adding to the visual drama.

While the diffuser is pretty in-your-face, hidden and subtle aerodynamics are also a big part of the Lanzador’s design, which Borkert describes as “hiding all the supercar elements.” Miura-esque channels at the rear edges of the side windows send air through to the little active aero wings at the rear window, for instance, and the Lanzador has movable splitters and shutters for the intakes and brake cooling ducts.

"In theory our customer would take any color," he says. "It doesn’t matter if it’s electric or not, Lamborghini customers want colors." The Lanzador’s new Azzurro Abissale paint was chosen for its deep liquid effect under the California sun, but the production car will have the same extreme level of visual customizability that you get with any new Lambo. Apparently there is high demand for Lamborghini’s many pink and purple offerings on the Revuelto, so hopefully Lanzador customers follow suit.

"I need a Lamborghini first; a good Lamborghini, a beautiful Lamborghini.

"I can imagine it in all metropoles on the planet.” Borkert says. ”It’s a car that I want to see in Los Angeles, I want to see in Paris, in Milan and Tokyo. It’s so posh and so beautiful, it’s not over designed. It’s a car you will like because it looks very attractive, it looks powerful, it really looks chic.”

Borkert says a Lamborghini’s interior design theme is always to feel like a pilot, with a low seating position and a Y-shaped dashboard. The Lanzador shares some of its switchgear with the Revuelto, as Borkert says the automaker’s customers should feel at home in whatever Lamborghini they have. The cabin is airy, with a huge glass roof and lots of light coming in from the deceptively tall greenhouse. Driver and passenger get their own displays, and there’s no center screen to be found, with the Lanzador instead getting a control knob in the middle of the dash that seems pulled from a sci-fi movie.

The lack of a transmission tunnel gives the EV tons of space under the center console, and there’s even a fitted handbag designed by Lamborghini. It also has a set of matching fitted luggage in the frunk – which almost certainly will make production – and a surfboard and skateboard mounted in the hatchback cargo area.

"Customers want to show that they are active, they want to show their lifestyle," he says.

The interior was designed only using sustainable materials, and Borkert didn’t want to hide them away or relegate them to an eco-friendly skin over a normal material. “All of Lamborghini but especially us designers, we believe in sustainability,” he says. “We want to have our planet survive into the future, so our cars need to be acceptable. We are, of course, always extreme, but we are a part of society.”

The team substituted seat foam with a 3D-printed material that is recycled plastic in the concept but could be fully biodegradable for production the exposed hexagon structure of the printed material is used as a design element visible in the seat. Borkert didn’t want all of the sustainable materials to be boring and gray either, so the Lanzador uses naturally tanned brown leather mixed with bluish merino wool, bright blue accents, and contrasting white stitching.

The Funky Huracan Sterrato:

"So far we feel overwhelming good feedback from customers and journalists, and it’s proving that people are convinced," Borkert says. "Now it’s on us, we will develop with patience the perfect Lamborghini. We have no rush as a brand, because we are so successful with other products we can take time."

The production Lanzador won’t be out until 2028, at which point there will be far more EVs on the market, especially at the higher end. But even now, Borkert isn’t worried about traditional Lamborghini customers accepting an EV. “We’re already halfway through the social acceptance of EV cars. As a designer, I’m very convinced that EVs – and especially Lamborghinis – will make their way,” he says. “There’s always a new generation. I’m a petrolhead but I’m also an EV head, so I can see myself very much in such a car.”

“We wanted to inspire with this car,” says Borkert. “No one needs a Lambo, but everyone wants one. The car needs to speak to you saying, ‘Hey, you want me.’”

The Toyota GR86 (and its Subaru BRZ sibling) offers buyers a rear-drive sports coupe at a price that undercuts similar, more powerful offerings like the Nissan Z and Toyota's own Supra, among others. This video showcases how the model handles the slalom and the moose test.

This GR86 has the optional Touring Package that adds sports brake pads and 18-inch Michelin Pilot Sport 4S tires. There are no powertrain changes to the 2.4-liter flat four-cylinder engine. The mill makes 228 horsepower and 184 pound-feet of torque in the United States. This one has the six-speed manual rather than the available Subaru Performance Transmission CVT.

The GR86 clocks 24.2 seconds in the slalom. This is the same as a Mercedes-Benz C 300 and Renault Megane E-Tech. The quickest time ever in KM77.com's test is the Porsche Taycan GTS that can hustle through the cones in 21.5 seconds.

The driver reports the GR86 has precise steering. However, the stability control intervened at one point, which limited the vehicle's acceleration.

The moose test challenged the driver. He initially used quick, aggressive steering inputs, which resulted in oversteering and hitting a cone. Being more deliberate and precise with the wheels fixes this problem. The GR86 can get through the test at 46.6 miles per hour (75 kilometers per hour).

See More Of What The GR86 Can Do:

The second-generation GR86 debuted for the 2022 model year. Since then, Toyota introduced multiple special editions. For example, the Trueno Edition (in gallery above) paid tribute to a sporty version of the AE86-generation Toyota Corolla made famous in the series Initial D. It featured a two-tone black-and-white body, 18-inch wheels, Sachs dampers, and Brembo brakes.

A third-generation GR86 is reportedly already under development. Toyota is allegedly spearheading the project. The new model is necessary to comply with stricter emissions and safety rules. The engine is possibly a hybrid version of the turbocharged three-cylinder from the GR Yaris and GR Corolla.

Check out the GR86 Trueno Edition and some other special Toyotas:

Source: km77.comYouTube

– Denver, Colorado

Since its launch in 2020 more than 150,000 units of the Polestar 2 have been delivered globally, no small feat for the Geely-run startup brand that began its life as a Volvo racing partner. When the 2 first debuted its performance and features were certainly compelling, and yearly updates have kept it fresh against increasingly strong competition. For 2024 the Polestar 2 is getting its first real refresh – the brand refrains from calling it a facelift – with the compact EV receiving upgraded powertrains, styling tweaks, and more tech.

The biggest visual change is the new SmartZone panel in place of the blocky grille. First seen on the Polestar 3 SUV, the updated Polestar 2 has a body-colored piece that houses the front camera, mid-range radar and other sensors, with a label calling out the radar similar to the stickers on the 2’s doors. Other than the SmartZone nose and a redesigned 20-inch wheel option, the Polestar 2 looks exactly the same as last year. Fine by me, as the 2’s design is still handsome and sharp.

Right Wheel Drive

All the juicy changes are under the skin. Like the Volvo XC40 and C40 Recharge models with which the Polestar 2 shares a platform, the Single Motor version of the 2 is now rear-wheel drive instead of front-wheel drive. It has a new, larger electric motor, and there are new inverters as well. The Single Motor 2 now makes 299 horsepower and 361 pound-feet of torque, up from 231 hp and 243 lb-ft, and it’ll go from 0-to-60 mph in 5.1 seconds, an improvement of 1.1 seconds over the old front-drive Single Motor model.

The Single Motor 2 also gets a new battery pack with a capacity of 82.0 kilowatt hours, increased from 78.0 kWh in the outgoing version. Charging speed has been boosted from 155 kilowatts to 205 kW, which means the 2 can now be charged from 10 to 80 percent in 28 minutes, a little quicker than before. Thanks to the more efficient motor and bigger battery, the Single Motor 2 now has an EPA range of up to 320 miles, an impressive 50 miles better than the old car.

Upgrades to the all-wheel-drive Dual Motor 2 are more minimal. It keeps the old front motor and 78.0 kWh battery pack (with its 155-kW charge speed), but it’s fitted with the same larger rear motor as the base car, so power has been increased from 408 hp and 467 lb-ft to 421 hp and 546 lb-ft. That means a 4.3-second 0-to-60-mph time, 0.2 second quicker than before. Opt for the Performance Pack and you get 455 hp, bringing the 0-to-60 down to 4.1 seconds. Range for the Dual Motor 2 is 276 miles, 16 miles better than before, though with the Performance Pack range goes down to 247 miles.

Curiously, even with the updates that's still less horsepower than what you could get before. Back in December Polestar released a $1,195 OTA update that gave Dual Motor cars 476 hp and 502 lb-ft and a 4.2-second 0-to-60 time, which matched the limited-run BST Edition 270 and Edition 230.

The Single Motor 2's enhanced speed is immediately noticeable from behind the wheel. It's a few tenths quicker to 60 mph than the BMW i4 eDrive40 and more than half a second quicker than a base Tesla Model 3, with a satisfying gut-punch of instant torque off the line. Even better is the mid-range acceleration, which feels rapid at highway passing speeds. The regenerative brakes are so strong with one-pedal driving enabled that I rarely have to touch the pedal, though you can put the regen on a low setting or turn it off completely.

Improved Handles

You can toggle between three different steering settings, each increasing the firmness and weight; I prefer the heaviest setting. There’s a good amount of feedback from the steering wheel and it’s easy to make minor corrections without any twitchiness. The rear-drive 2 has a 48/52 weight distribution, and the heavy battery pack lends it a low center of gravity. The ride is firm without being stiff, with minimal body roll in corners. There’s also a lot less understeer than before, and the rear-drive 2 is easier to rotate. While not an outright performance car, the Single Motor Polestar 2 is a blast to drive on a good road.

An ESC Sport mode lessens the stability control’s input, allowing for more playful handling. Stability control can’t be completely switched off, nor can traction control, but I don’t know why you’d want to anyway. It is disappointing that there’s no performance tire option for the Single Motor 2 – whether you choose the base 19-inch wheels or the optional 20s, you get Michelin Primacy all-season tires that are great for efficiency but not for grip or fun. The rear-drive 2 is already one of the most enjoyable EVs to drive, and with a nice set of summer tires it would be even better.

While not an outright performance car, the Single Motor Polestar 2 is a blast to drive on a good road.

Hopping into the Dual Motor 2 is less revelatory. With the $5,500 Performance Pack equipped the 2 certainly feels mighty quick, though it would be tough to notice a difference compared to last year’s model without driving them back-to-back. Otherwise the Dual Motor 2 drives the same as before, which is no bad thing. But the manually adjustable Öhlins dampers of the Performance Pack remain unnecessary, as they give the car a too-harsh ride without enough of a performance benefit. The Brembo brakes are similarly pointless, as the AWD 2’s regenerative braking is even stronger.

The Dual Motor 2 weighs just 218 pounds more than the rear-drive car, and it has a 50/50 weight distribution. The all-wheel-drive system has a rear bias and automatically adjusts how much torque is going to each axle, and the front motor can disconnect for better efficiency. Handling is predictable but still fun, and it’s easy to get into the groove and drive quickly on a good mountain road. Put ESC Sport mode on and you can kick the Dual Motor’s tail out, likely thanks to the Performance Pack’s 20-inch Continental SportContact 6 summer tires.

The Electric Polestar 2:

Don't Fix What Isn't Broken

Only the smallest of trim changes have been made to the 2’s interior, which remains stylish and very well-built but also a bit cramped and ergonomically compromised, especially when it comes to storage space. The tall center console has wraparound wood trim and a couple of hard controls plus the cool geometric shifter, and the dash features a cool woven material that’s also found on the door panels. But there’s only one tiny, annoyingly placed cupholder that’s always exposed, while the second is under the center armrest, taking up much of the already tight cubby. But the Polestar 2’s seats are seriously comfortable, and outward visibility is pretty good despite the thick pillars.

Every Polestar 2 gets a 12.3-inch digital gauge cluster and an 11.0-inch vertically oriented touchscreen. Polestar has made major improvements to its Android Automotive-based infotainment system – Apple CarPlay capability being one of the biggest additions – and it remains one of my favorite setups to use. The menus are simple and easy to navigate, and the graphics and animations look great. Cargo space both in the frunk and under the hatchback rear is the same no matter which motor setup you pick.

Now standard on every Polestar 2 are a wireless phone charger and auto-dimming side mirrors, which used to be part of the Plus package, and a 360-degree camera and parking sensors, cross-traffic alert and blind-spot monitoring with steering assist, which were all part of the Pilot package. The $2,000 Pilot pack is $1,400 cheaper than before (and standard on Dual Motor cars), adding LED fog lights and Polestar’s Pilot Assist suite of driver-assist features like adaptive cruise control with steering assist and lane centering. The Plus pack is $2,200 for both models ($2,000 less than last year) and adds ambient interior lighting, power front seats with memory, a Harman Kardon sound system, a panoramic sunroof, a heat pump, WeaveTech seat upholstery, a heated steering wheel, heated rear seats, and heated wiper blades. Nappa leather with ventilated front seats remains a $4,000 option.

The rear-drive Polestar 2 starts at $51,300 including a $1,400 destination charge, an increase of $500 over last year, while the Dual Motor 2 costs $55,700 including destination, $2,400 more than last year. That’s cheaper than both rear-wheel-drive versions of the BMW i4, though the only rear-drive Tesla Model 3 undercuts the Polestar by nearly $10,000. (That car’s upcoming facelift will likely up the prices.) Going for the Dual Motor 2 isn’t a huge leap in cost given its standard equipment and powertrain, but unless you absolutely need all-wheel drive or want quicker acceleration, the greatly improved Single Motor Polestar 2 is the one to buy.

Competitor Reviews

FAQs

Is The Polestar 2 Made By Volvo?

Sort of. Volvo and Polestar are both owned by the larger Geely automotive group, and Polestar was once a performance arm of the Volvo brand, but now the company builds its own standalone electric vehicles with shared Volvo components.

What Does The Polestar 2 Compete Against?

The Polestar 2 is a compact luxury EV, which means it competes against other small, premium EVs like the BMW i4, Mercedes-Benz EQE, and Tesla Model 3. 

Can The Polestar 2 Use Tesla Superchargers?

Currently Polestar cars are not compatible with the Tesla supercharger network, however, like many automakers the company is switching to the Tesla NACS charging standard in the next few years.

I know what you're probably thinking – has Toyota gone mad? Well, not quite. Some of you will recall the current-generation Century sedan lost its roof for the royal parade organized for Emperor Naruhito's enthronement back in 2019. The new SUV version unveiled today bears the same prestigious name and it looks as though Toyota might also chop off its roof.

During the world premiere of the Century SUV, a design sketch of a roofless variant was briefly shown in the background. The teaser appeared in the background while Chief Branding Officer Simon Humphries was talking about how "the possibilities are endless and open to discussion" when it comes to customizing the $170,000 SUV. That apparently also includes turning it into a convertible, provided it actually has a fabric top tucked away behind the rear seats.

Simon Humphries even pointed toward the sketch when it appeared on the screen, so it seems Toyota is serious about selling a four-door, ultra-luxury SUV convertible. The regular version will be a rare sight on the streets of Japan considering the automotive giant estimates it'll sell approximately 360 units annually.

Much like the sedan pictured above, it keeps the rear doors and slices the B-pillars in half. But the other two SUVs that were physically there were just as interesting since we never thought the day would come when Toyota would launch a Century SUV. The one on the right is particularly mesmerizing since it's a GRMN version with carbon fiber body parts and electrically sliding rear doors, minivan style.

The "Real" Century:

For deep-pocketed owners, Toyota pledges to offer one-of-a-kind builds in a bid to match the exclusivity of the sedan. Traditionalists will be happy to hear the SUV won't replace the venerable sedan but rather complement it.

Check out the Motor1 Podcast Rambling About Cars for more on the new Toyota Century SUV and other automotive news, available below.

Source: Toyota, via

Supply shortages are typically the main reason why an automaker stops production at a certain plant. Accidents also occur every now and then, prompting car manufacturers to temporarily halt operations. In some cases, external causes such as severe weather or cyberattacks can also put the brakes on production. However, Toyota faced a different problem at the end of last month when it had to press the pause button at all of its 14 factories in Japan.

Production was suspended at some domestic plants from the first shift of August 29 and at 28 lines in all 14 plants from the evening shift of the same day. So, what exactly happened? A day before, on August 28, regular maintenance work was performed, but it didn't go as planned. Toyota explains the data gathered in the database was deleted and organized, but the system stopped after an error occurred due to insufficient disk space.

Because the servers were running on the same system, the backup function also failed to work, meaning an automatic switchover was not performed. Toyota had no other way but to stop production across its many factories in Japan. The operations were resumed only after the data was moved to a different server with a bigger storage capacity.

Production has since been resumed after fixing the malfunction in the production order system. Toyota says that after identifying the culprit, it has taken the necessary measures to make sure it won't happen again.

With the Century SUV unveiled today, Toyota is adding yet another model to its domestic production. It’s going to be manufactured at the Tahara Plant but it won't be a high-volume vehicle since the automotive giant estimates it’ll sell only 30 units per month. That's not much of a surprise considering the ultra-luxury SUV costs the equivalent of $170,000.

What Has Toyota Japan Been Up To Lately?

Source: Toyota

Considering Volkswagen has pledged to produce only electric cars in Europe from 2033, you're probably looking at the final Passat generation with combustion engines. We'd reckon it would be a mistake to retire the name in the EV era given its importance, so there's a good chance it will survive when ICEs will be abolished. After all, the folks from Wolfsburg have already confirmed iconic monikers such as Golf and GTI are not going anywhere.

The new Passat we photographed at the 2023 IAA Mobility show in Munich doesn't carry the "Made in Germany" label. With the new model internally codenamed B9, the VW Group is moving production of its midsize car to Bratislava in Slovakia where it will be built alongside the next-generation Superb. While the Passat is waving goodbye to the sedan body style, Skoda will continue to sell both the liftback and wagon. Fun fact – the new Passat has actually been developed by the Czech automaker.

As for the car at hand, it's surely among the most expensive 2024 Passat builds available. Not only is it an eHybrid version with an electrified powertrain, but it's also the flagship R-Line trim level with aero-optimized 19-inch wheels. Thankfully, there are no fake quad exhaust tips sticking out from the rear as was the case with the previous-generation Passat R-Line after it received the mid-cycle facelift.

It's worth noting that VW has made the Passat much bigger considering the overall length has increased by 5.7 inches (144 millimeters) to 193.5 in (4917 mm) while the width is up by 0.8 in (20 mm) to 72.9 in (1852 mm). The engineers stretched the wagon's wheelbase by 1.97 in (50 mm) to 111.8 in (2841 mm) for extra rear legroom.

Since it’s mechanically related more than ever with the Superb Combi, the cargo area is predictably cavernous. The volume is up by 1.41 cubic feet (40 liters) to 24.3 cu ft (690 l) with the rear seats in place. Fold the bench and you have 67.8 cu ft (1,920 l), which is 4.9 cu ft (140 liters) more than before.

VW will have the new Passat on sale in Europe in Q1 2024. Technically, the sedan is not dead since you can still buy one in China where it's locally made. In fact, the spirit of the Phaeton remains alive in the Phideon, a fullsize sedan, albeit not as sophisticated as the defunct premium sedan. Speaking of which, VW wanted to give the Phaeton a second generation with V8 TDI and W12 engines but the project was ultimately aborted.

The New Skoda Superb Will Retain Both Body Styles: