Lamborghini started Countach production in March 1974, sending sleek wedge-shaped supercars down the assembly line for what would ultimately be a 16-year run. It was by no means a mass-produced vehicle—only 1,999 were built during that time. But that number belies the tremendous impact it had on the entire motoring world. And it all started with the green 1974 Countach seen here, the very first off the line.

To celebrate the occasion, Lamborghini brought the LP 400 model back to where it was born. The same line in the same Sant'Agata Bolognese location is still active, though things look a bit different today. The company also released vintage photos of the Countach production line through the years, showing LP 500s and LP 5000s being assembled. The later models account for a vast majority of total Countach production.

Lamborghini even took the time to stage a photo shoot with its modern-day flagship supercar, the Revuelto. While much has certainly changed in the motoring world, both cars still feature V-12 power. And they're both supremely green.

“We are proud to still be producing our super sports car models in the place where the Countach was created,” said Lamborghini Chief Manufacturing Officer Ranieri Niccoli. “Production has radically changed since then and there was a marked transformation of many aspects starting with the production of the Countach right through to today's models."

The original LP 400 was built from 1974 through 1978, and stands out for its lack of fender extensions. Those arrived for the LP 400S, designed to accommodate the steamroller-spec Pirelli tires mounted on the now iconic phone dialer wheels. It was built from 1978 through 1982, at which point the LP 5000S entered the scene. It looks virtually identical to the LP400 S, but the V-12 was punched up to 4.8 liters. The 5000S Quattrovalvole followed from 1985 through 1988, bringing an even bigger engine and more power to the supercar. The Countach ended in 1990 with the 25th Anniversary model, of which 658 were built.

"Today our production is very different from 1974," said Niccoli. "But it retains the best aspects and brings together the manual skills of our operators and the best available technologies, giving rise to the so-called Manifattura Lamborghini Next Level."

Lamborghini Love:

The earliest Ford Mustangs are considered 1964.5 models, since they went on sale in April 1964 at the same time the car debuted. One was famously sold a couple of days before the official reveal, but it didn't have anywhere near the horsepower of the pony car featured here. That's because it has a detuned Ford GT40 engine under the hood, installed so it could pace the field at the 1964 Indianapolis 500.

This isn't one of the few Mustang pace car replicas built back in the day. It's the actual car used on the track at Indy. Ford Executive Chairman Bill Ford recently took the special 'Stang to Jay Leno's Garage, where he shared the story of how this early-production Mustang came to life.

"Pretty much everything in this car was modified for Indy," Ford tells Leno in the video. "The regular Mustang just couldn't get up to the speed required, which was 140 mph. That's what you had to do in those days to have a pace car."

So with barely a month to go before race day, three 1964.5 Mustangs were picked and sent to Holman-Moody in North Carolina for modification. The stock 164-horsepower, 260 cubic-inch V-8 was replaced with a detuned version of the early Ford GT40's 289 cubic-inch engine. According to Ford, power went up to 450 horses, while a modified manual transmission was bolted in to handle it all.

Looking at the car, it doesn't appear any different than other early Mustang convertibles, right down to the wheels. When Leno starts it up, however, it clearly has that old GT40 rumble. As per usual, he takes the car for a drive with Ford in the passenger seat, but they don't cruise the streets of California. At least not right away—we're treated to several laps around an active airport before the duo venture into the public. Perhaps Mr. Ford was a bit nervous taking a priceless Mustang Pace Car into SoCal traffic. Of the original three, this is the only one that still exists.

In any case, we're glad the video cameras were along for the ride. Kick back, turn up the volume, and enjoy the dulcet tones of an iconic car with a very cool engine.

More Retro Mustangs:

Source: Jay Leno's Garage / YouTube

It doesn't get cooler than this: a McLaren with Honda power and Senna provenance. Oh, and a Monaco win.

If that doesn't conjure visions of the MP4/7 arrowing precisely through Monaco's tangled corners while a pissed-wasp Williams harries it, please go and have a look at some video. (And here's some footage of Senna qualifying at Monaco a couple years beforehand, because... why not?)

The 1992 race from the first clip was voted by F1 fans as the greatest Monaco victory of all time, a staggering achievement for both Senna and McLaren when pitted against Nigel Mansell's all-conquering Williams of that same year.

Most of the 1992 Monaco Grand Prix was a procession. Mansell jumped out to a commanding lead, then lost it all back (including the race lead) due to a puncture. The final three laps were breathtaking, showing Mansell's ability to exploit every ounce of pace from his game-breaking Williams, and for all of Senna's at-the-limit grandeur, the Brazilian's ability to drive tidily and defensively under tremendous pressure shines here. 

So how did this landmark McLaren end up in Tacoma, Washington? Larry Chen's YouTube channel is here to explain. 

This McLaren lives in the collection of Griot's Garage, those purveyors of excellent car care products, that also have a business restoring classics. Griot's purchased this McLaren during the latter company's recent financial woes, when it liquidated a portion of its race chassis to raise money. 

The always excellent Larry Chen gets an opportunity to poke around the McLaren and learn its secrets, along with a drive in two late 1980s/early 1990s German classics. It's a great watch for anyone with a passing interest in F1, old German stuff, or cool cars in general.  

More Vintage F1

Source: YouTube

Late-model German performance cars are infamous for their complexity. Even in good working condition, they're tough to work on and expensive to maintain. Having to revive one from a salvage yard is extra tough. But if there's one person who can do it, it's Sreten Milisavljevic of the M539 Restorations YouTube channel.

Milisavljevic is famous in the world of used BMWs for his long-form videos that document the revival of broken or abandoned cars, ranging from the older E30-generation 3 Series to the legendary first-generation 8 Series, to later models like the V-8-powered M3. This E60-generation M5 is certainly his toughest challenge yet.

Purchased from a salvage auction in California, this rare six-speed, V-10-powered sedan needed far more than just a light refresh to get back on the road. Though it looks relatively healthy on the outside, a quick peek underneath reveals a gaping hole in the oil pan, right where the oil pickup tube lies. From the looks of it, this car smashed into a curb at high speed, ripping that hole open and cracking the subframe.

Though things look grim, the engine seems to be in relatively good shape, as it never actually ran with this hole in the pan. There's no metal in the oil, and the bottom end looks healthy. Milisavljevic runs into a problem when he realizes the engine won't turn freely. Fearing the worst, he removes the valve covers to find the VANOS units, responsible for cam timing, were damaged in the crash. 

What was supposed to be a fairly straightforward repair and restoration has turned into a major timing job. There's always a risk to buying damaged auction cars like this, especially online. You could get lucky, or you could end up with something that's far harder and more expensive to fix.

Despite the daunting repairs ahead, Milisavljevic forges on, refreshing the damaged oil pump and replacing the rod bearings (a known wear item on this mighty 500-horsepower V-10 engine). In the second video, he tackles the VANOS units and finally gets the car running. Despite the fairly mundane repair work, it's all incredibly satisfying to watch. If you love seeing cool cars brought back to life, it's a must-watch.

More Interesting Car Repairs

Source: YouTube

The Hyundai Ioniq 5 N is the performance car of the moment. It's the first purely electric car the Motor1 staff truly loves, thanks mostly to its ability to act like an internal combustion-powered vehicle. But it can still do the straight-line acceleration thing incredibly well.

The Carwow YouTube channel brought together an Ioniq 5 N and an Audi RS7 Performance to see which would be quicker in a series of drag races. The RS7 is among the mightiest cruise missile saloons on sale right now, packing 621 horsepower in Performance trim, getting torque to all four wheels via the company's iconic Quattro all-wheel drive. 

The Hyundai is no slouch either, making a maximum of 641 horsepower when the boost function is activated. Thanks to its two electric motors, it also gets torque to all four corners. The most interesting factoid, though: Both cars weigh nearly the same, meaning this is a true head-to-head matchup.

In the first of three half-mile standing start drag races, the Audi gets a great start and holds its lead against the Hyundai until the finish. The second race has a far more even start between the two cars, resulting in an extremely close victory for the Ioniq 5. The last race is much of the same, with the EV taking the win by half a car length.

The Carwow team tries a couple of roll-races between the two cars as well. For the first one, the Ioniq 5 is placed into its fake gear-shift mode, which emulates an eight-speed dual-clutch transmission. The Audi easily walks away with the win. For the next race, the Hyundai was switched to normal EV power delivery, and this time, it took the win (but just barely).

The only test where the Audi was able to secure a real victory was in the braking test. In a side-by-side test from 100 mph, the Audi comes to a stop several car lengths shorter than the Hyundai. While both cars weigh the same, the RS7's bigger brakes and stickier tires likely played a big role in its victory.

More Ioniq 5 N Drag Races

British sports car maker Ginetta presented the Akula in March 2019 at the Geneva Motor Show. Back then, the company promised to start customer deliveries in January 2020. That didn't happen. But the niche brand is finally making things right by unveiling a production version, and while it may not be the prettiest supercar out there, the details are pretty juicy.

A mid-mounted naturally aspirated 6.4-liter V-8 powers the Ginetta Akula. Displacement has gone up from the original car, which had a smaller 6.0-liter engine. The road-going version still packs 600 horsepower but torque is down by 26 pound-feet to a still healthy 494 pound-feet. In the turbocharging and electrification era, that output isn't overly impressive. However, the Akula is lighter than the vast majority of performance cars.

Thanks to a carbon fiber monocoque and floor, the car weighs just 2,624 pounds, so it's only 172 lbs heavier than a Miata RF. The Akula routes power to the rear wheels via a six-speed manual gearbox. Alternatively, customers can opt for a dual-clutch, seven-speed automatic transmission, but why would they? Ginetta installs a limited-slip differential developed in-house and can optionally mount carbon-ceramic brakes for superior stopping power.

We need more naturally aspirated supercars in 2024 when almost everyone is going hybrid or electric. This "old-school" formula is plenty quick, with 0 to 62 mph taking only 2.9 seconds. Flat out, the Akula exceeds 180 mph. Weight is distributed evenly between the two axles where you'll find a double wishbone suspension and 20-inch wheels.

Although performance was prioritized, Ginetta also envisioned the Akula as a grand tourer by giving it a generous cargo capacity of 16.7 cubic feet. It also has an electronically adjustable steering column and pedal box along with a large 26.4-gallon fuel tank. A Corvette C8 can only take 18.5 gallons. If you don't drive it like you stole it, the car should do 450 miles before it runs out of gas.

Only 20 cars will be made, and as you can imagine, the Leeds-built Akula is not cheap. Ginetta wants £275,000, before taxes and shipping. At current exchange rates, that works out to $362,300. Many build slots have already been taken but a limited number are still up for grabs. The asking price has decreased substantially compared to the original £340,000 ($448,000) sticker.

If you're wondering about the car's name, Akula is the Russian word for "shark," which seems fitting given the car's pointy shape. The aero bits were tested in the wind tunnel and are derived from the Ginetta G61-LT-P1 LMP1 race car.

More Supercar Stories

In December 2022, former pro Cricket player and Top Gear presenter Freddie Flintoff suffered serious injuries in a crash while filming an episode at the Dunsfold track. The incident ultimately ended the popular motoring show, and though Flintoff has largely recovered, he still struggles with physical and mental challenges.

Now, his co-presenter Chris Harris is opening up about the crash. On a recent episode of The Joe Rogan Experience, he shared his feelings on what happened, his own struggles with the crash and aftermath, and how he tried to warn the BBC that things were getting too dangerous.

"I had seen this coming," he said. "There was a big inquiry, a lot of soul searching, the BBC is good at that. But what was never spoken about was that, three months before the accident, I’d gone to the BBC and said, unless you change something, someone’s going to die on this show."

Flintoff's crash wasn't the first incident on the show in its later years. Paddy McGuinness lost control of a Lamborghini Diablo in 2020 while on public roads, sliding into a field. In 2019 Flintoff crashed a Subaru Brat during a race in Mansfield. And on the podcast, Harris talks about crashing wooden go-karts in Thailand that left him with a broken hand. That was one of the moments he felt stunts were going too far on the show, but he told Rogan that the BBC didn't acknowledge his concerns.

"I saw this coming. I thought I did the right thing. I went to the BBC. And I found out that no one had taken me very seriously."

Flintoff was driving a Morgan 3 Wheeler when he crashed. Harris, who had experience with the car, said the film crew just went off and started shooting without informing him about it. Being the presenter with the most driving experience, Harris said he and Flintoff would often discuss cars and things to expect before setting out, but this time he didn't have that chance.

"Because of the call times that day, that was the first time we never had a chance to talk about how he might approach a difficult vehicle," explained Harris. "And that was the one day it went wrong. I find that very difficult to live with."

Technically speaking, the BBC is "resting" Top Gear for the foreseeable future. But if it does return, it will almost certainly be a very different format with new hosts.

"To actually say to an organization, ‘this is going to go wrong’ and then be there the day it goes wrong is a position I never expected to be in," said Harris. "And I never want to be in again."

The Top Gear Legacy:

Source: JRE Clips / YouTube

Great cars don't come from a committee. Or practicality. Or from any ordinary common sense, really. Great cars come from single-minded devotion, a bit of neurodivergent hyperfixation, and a team given a long enough leash to define its mandate.

One of those great cars is the 2025 Hyundai Ioniq 5 N.

Even though it's built on the bones of a commuter electric SUV, the Ioniq 5 N is one of the best-handling, most well-rounded, and most interesting vehicles on sale today. It's a true driver's car that prioritizes fun and feel over lap times. 

The I5N exists within a fascinating context. The fear was that EVs would be too heavy and bloated to make good performance cars, but even at 4,861 pounds, the Ioniq weighs the same as the brand new and (controversially) hybridized Mercedes C63S E Performance, and hundreds of pounds less than the latest BMW M5. Compared to the Mercedes, at least, the Hyundai is miles better to drive. 

But it still has one big flaw: You can’t take it on an aimless, meandering drive due to its severely compromised real-world range. That's a pretty big flaw. That problem could get fixed soon with a shiny new NACS connector, but I doubt it will ever be that simple.

In our latest video for the Motor1 YouTube channel, we explore the Ioniq 5 N in-depth, hosted by yours truly. Sit back and enjoy one of the most fascinating cars on sale today— sideways in a cloud of tire smoke.

More Motor1 Videos

This 1990 Jaguar XJR-15, piloted by Juan Manuel Fangio II to victory at the 1991 Formula One support race at Silverstone, is for sale. This is the first time in its 33-year existence that the car has been offered to the public. It still wears its original JaguarSpot International Challenge livery, and features Fangio’s autograph.

Jaguar built 16 of these race cars with the help of Tom Walkinshaw Racing (TWR). This is chassis 48. It features a 6.0-liter V-12 engine producing 450 horsepower, a six-speed manual gearbox with straight-cut gears, and a triple-plate carbon-fiber AP Racing clutch. Underneath the carbon body panels you'll find a carbon-fiber monocoque—pretty advanced stuff for the early 1990s.

The Jaguar has massively wide Pirelli P Zero Assimetrico tires—13 inches at the rear and nine at the front—that wrap around 17-inch OZ alloy wheels. Steel AP Racing four-piston brakes provide stopping power at all four corners, while a limited-slip differential gets torque to the ground.

The carbon-exposed cabin is extremely basic. You have your essential dials for speed and revs, along with gauges for vehicle vitals like oil temp, oil pressure, fuel, and water temp. There’s a carbon-fiber racing seat with a four-point Sabelt harness and a fire suppression system.

The car is currently listed for sale on Pistonheads via The Octane Collection, an exotic car dealer in the United Kingdom. There's no price listed, but considering the rarity and desirability of even normal, street-legal XJR-15s, this one certainly won't go for cheap. The best part? The sale comes included with a 600-mile Jaguar XJR-S, so you can drive yourself to the track before hopping into your XJR-15 race car.

Check Out More Jag News:

So much of the conversation about EVs isn't about EVs. We owe much of this to Elon and identity politics, of course, but even with the political shellac stripped back, we rarely talk about EVs in the context of "normal" automobiles. 

The automakers are partly to blame. 

In a desperate bid to separate their EV lineup from "traditional" vehicles, most automakers divert from established norms. For example, Mercedes won’t simply sell you an EV that looks, feels, and drives like an E-Class. Instead, it builds the awful EQE. 

It’s a Mercedes sculpted by painfully generic "aero" body lines, wrapped around a dysfunctional interior. The EQE is an astonishingly fast vehicle that’s less joyful to ride than your dentist’s chair.

This is nearly an industry-wide phenomenon. Automakers think that because EVs use a fundamentally different means of propulsion that customers expect a fundamentally different driving experience.

What if, however, a company took its most-beloved model and did something different, preserving or even enhancing its road manners? 

Take BMW. What if it built a normal 3 Series sedan that happened to have some batteries in the floor? How would it drive? How would it function?

Excellently, in fact.

BMW calls this mid-size EV sedan the *deep breath* 2024 BMW i4 eDrive35 Gran Coupe. Effectively, it’s a classic 3 Series sedan with a liftback, saddled by some clunky nomenclature. 

That’s where the bad news ends. Once you hurdle the awkward naming conventions, you’ll find BMW has adhered to its older, better conventions.

Like every single 3 Series, the i4 GC looks great, drives pleasantly, and folds into daily life like it was borne into your own garage. During a week with the i4 Gran Coupe, I ran errands, suffered traffic, chased one sunset down a mountain backroad, and generally just lived with the car. The i4 didn’t misstep even once.

This is a great sedan, period. And even a great-looking one.

Pros: Quiet, Comfy, Quick

Despite riding on an EV “skateboard,” with batteries lining its belly, the i4 GC sticks with BMW’s classic sedan proportions. That means a long, low hood, with tight angles where they should be and swooping sections covering everything else. I still don’t love the gigantic buck-tooth grille, but painted in a dazzling silver called Dravit Grey Metallic ($1,500), the i4’s side profile and rear-three-quarter angles look spectacular (note the vehicle pictured here is the i4 edrive40 trim, slightly different to our hero car, but equally spectacular). None of this car’s proportions hint at electric propulsion. 

Especially the smartly appointed interior, which offers ample headroom, a large and usable trunk (aided by that hatchback glass), and just enough luxury and technology to show its driver where that lease payment is going every month.

Instead of visual gimmicks, BMW’s design department simply penned a nice-looking sedan from every angle, inside and out, and threw it to the engineering department to do the rest.

Beneath that finely tailored exterior, an 81.5-kilowatt lithium-ion battery pack powers a single rear motor producing 282 horsepower and 295 pound-feet of torque, all sent to the rear wheels.

This slug of power and the i4’s low-drag body amount to a combined 110 MPGe over a projected range of 252 miles. Over the course of my week in the i4, I used maybe a “half tank” of electrons. Never did I suffer range anxiety, though super commuters may get squeamish.

These are not industry-leading numbers for range or efficiency, but they were sufficient for my family’s needs. A simple nightly recharge would cover 95 percent of driving scenarios, and I suspect fit neatly into the lives of many suburban families shopping for a BMW sedan.  

If you don’t have the ability to charge this BMW in your garage overnight (a convenience that’s probably not considered enough), you’re better served by a gas-powered Bimmer.

BMW claims 5.8 seconds to 60 miles per hour, but from a few hard pulls up to interstate speeds, I’d say that figure’s pessimistic by a huge chunk. My old M3 hit 60 in about 5.5 seconds and this i4 would leave it for dead. From a dig, or on a highway pull, i4 will rip right up to its 118 mph top speed in moments.

Cons: Range, EV Infrastructure, Ugly Grille

Rather than beat you over the head with its EV-ness during those hard accelerations, BMW plays just a scooch of simulated powertrain noise over the i4 GC’s interior speakers. It’s one of the few pure EV gimmicks you’ll find here and the car can be spec’d without it. The sound is so subtle I preferred to keep it on, if only to pair some audio feedback with the snap of EV acceleration.

This BMW’s EV powertrain offers a traditional two-pedal driving routine, along with one-pedal driving as well. The latter option felt crisp and well-calibrated, with a snappy transition to braking when the go-fast pedal is released. The one-pedal system feels especially crisp but never distracting with the i4’s drive mode selector set to “Sport.”

I prefer the pedal sensitivity, steering weight, and suspension response of Sport. While I wish the Sport damping curve felt a bit more lax, you can imagine the amount of spring rate BMW had to throw at a vehicle this heavy to make it feel responsive, and the damping required to rein in this EV’s rebounding body.

Still, Sport offers the most-responsive calibration of each major chassis and powertrain system, livening the i4 GC from relaxed conveyance into a true Sport Sedan.

With a base price of $52,200, this eDrive35 trim offers the best value among the i4 range. It’s plenty quick for daily driving and backroad hustling, quick enough that I wouldn’t be tempted by more-expensive trims.

The M Sport package ($3100) feels like a must-have, owing to the adaptive suspension and gorgeous wheels, but I could leave everything else off the build sheet (though the Harman Kardon sound system would tempt me at $875, as would San Remo green paint ($650) and heated seats ($500)). 

That places the i4 eDrive 35 squarely in competitive territory, pitted against ICE sedans, hybrids, and EVs alike. But none of them offer the goldilocks mix of this BMW. 

Its gas-powered competitors are slower, less composed, and often have less badge equity. Hybrid cars doubly so. Other EVs will outpace this BMW for around $55,000, but none look as handsome and drive as nicely.

Lease deals on these cars keep getting sweeter. As a second vehicle to sit beside the gas-powered truck or SUV that already lives in your garage, it’s a deeply competitive offering from BMW. 

In that way, this new BMW is a lot like the old BMWs we love so much. It blends form with function, backs up its good looks with amenities, and pairs quick reflexes to superb road manners.

The i4 eDrive 35 Gran Coupe is a great BMW sedan. It’s also an EV.

Competitors

More BMW Reviews

Mercedes-Benz stepped into the electric world early on with the EQS, but that hasn’t gone over well. Whereas its luxury competitors largely stuck to conventional styling for EVs, Mercedes utilized the newfound space to make a larger cabin with shorter overhangs. The result was a spacious interior imprisoned in a bulbous body that has been sharply criticized since its debut.

Meanwhile, the S-Class soldiers on as the company’s combustion-powered flagship sedan, sharing the top spot in Mercedes’ hierarchy with the EQS but existing as a separate model. But that’s going to change, according to recent statements from Mercedes-Benz CEO Ola Kallenius. A new electric S-Class is in the works, effectively eliminating the EQS and, in theory, its oddly-proportioned design when the next-gen car launches later this decade.

With two very different powertrains powering a single S-Class, though, what can we expect from the new EV? Here’s everything we know so far.

What Will It Be Called?

This is an easy question to answer…mostly. Speaking to Autocar, Kallenius already said there would be two S-Class models for the next generation—one combustion, one electric. In that regard, it will be the S-Class but specific submodels will delineate the powertrain differences.

That’s where the mystery lies with names; it could be as simple as an E designation or, Mercedes could stick with the awkward “EQ Technology” branding it currently uses with the new electric G-Class.

What Will It Look Like?

The future electric S-Class will incorporate more traditional sedan styling compared to the current EQS. Criticism of the EQ lineup notwithstanding, Kallenius confirmed the electric and combustion S-Class will have similar designs. Our rendering depicts a blending of EQS features like the Black Panel grille that morphs seamlessly into the headlights. A conventional sedan shape utilizes electric door handles and cameras in place of side-view mirrors for efficiency.

It’s important to note that, while the EV and ICE sedans will share a similar design, they will utilize different platforms. Rumors say the MRA architecture of the current S-Class will be modified for use on the next-gen model, while the electric S-Class uses the MB.EA Large chassis. As such, we don’t expect the sedans to be identical like the G-Class variants, which still share a ladder frame for ICE and electric powertrains.

A report from earlier this year suggested the next S-Class could adopt a "yoke" steering wheel, like its competitor the Tesla Model S. With that, Mercedes will likely ditch most of its touch-capacitive controls for real, hard buttons.

What Will Power It?

We’re a long way off from knowing powertrain details like horsepower, range, and charging capacity. That said, there’s no reason to think it will be any less powerful or capable than the current EQS. That means single-motor or dual-motor options, likely starting around 360 horsepower and stepping up to over 500 horsepower for dual-motor variants. Battery packs exceeding 100.0 kilowatt-hours with a range between 350 and 500 miles aren’t out of the question either.

When Will It Debut?

The current-generation W223 S-Class debuted in 2020 and is approximately halfway through its estimated lifespan. The electric model won’t debut until the next generation arrives, which should happen in either 2029 or possibly 2030.

How Much Will It Cost?

The Mercedes-Benz S-Class is a large luxury sedan, and that doesn’t come without a steep price. The 2024 EQS starts at $105,550, and the S-Class is even more at $118,450. When a debut takes place at the end of the decade, a starting price in the $120,000 range isn’t unreasonable.

The Future Of The S-Class

Although Audi introduced the A3 facelift in Europe back in March, it’s only now we have details about the versions for North America. Well, version, because there's just one. The front-wheel-drive A3 is gone for 2025, so the compact luxury sedan is now a Quattro-only affair. It continues to have a turbocharged 2.0-liter gasoline engine but it now makes 236 pound-feet, an increase of 15 lb-ft.

The amount of horsepower delivered by the 2.0 TFSI engine remains unchanged, at 201 hp. Courtesy of the boost in torque, Audi claims the 2025 A3 is now 0.3 seconds quicker to 60 mph than before. It takes six seconds flat to get the job done. If that's too slow, the updated S3 takes 4.4 seconds. The high-performance version has gained an extra 22 hp for a total of 328 hp. The S3 soldiers on with 295 lb-ft of torque.

Yes, the official images still show the models sold in Europe where the sedan is available alongside the more practical five-door Sportback. For 2025, the US-spec A3 has standard 17-inch V-spoke wheels and an optional 18-inch five-double-spoke alloy with at two-tone finish. Four new body colors are available: Arkona White, Arrow Gray pearl effect, Progressive Red metallic, and District Green metallic.

Inside, the 2025 Audi A3 has a 10.25-inch digital instrument cluster, a 10.1-inch touchscreen, and ambient lighting as standard. Two USB-C ports in the front and two more in the back are included on the base model as well, along with a three-spoke, leather-wrapped steering wheel. Step up to the S3 and there's standard dual-zone automatic climate control, contour lighting, stainless steel pedals, a black headliner, and illuminated door sills. More importantly, the S3 gets the RS3's rear torque splitter.

The 2025 Audi A3 Quattro starts at $39,495 for the Premium trim level, making it $600 more expensive than last year's all-wheel-drive model. The S3 now kicks off at $49,995, an increase of $1,500.

There's no word about the RS3 just yet, but the five-cylinder model debuted last month in Europe. We're expecting it to be slightly more expensive than the outgoing model, available from $63,395 before options.

The 2025 RS3 In Europe:

Source: Audi

Gray cars are largely boring, with a few notable exceptions. The most exceptional of those is Nardo Gray from Audi. Now, you can have it on the S6 and S7 with the Nardo Sport Edition.

New for 2025, the package adds Audi's famous shade of gray to the exterior. To help the cars stand out further, the Nardo Sport Edition gets gloss black 21-inch wheels, a black roof, carbon fiber mirror housings, and smoked headlights. Exterior badging is also black, but the Nardo Sport Edition isn't completely devoid of color. You'll still find a kiss of red on the S emblems.

Moving inside, there's a bit more red to accompany the gray and black. Audi fits both cars with a special leather package that features red stitching on the seats. That includes a bold S logo on the upper portion and red for the quilt pattern in the inserts, and there's more red stitching on the dash, center console, steering wheel, doors, and floormats. Leather covers the dash and console, and on the S7, you get a Black Dinamica headliner, too.

The Nardo Sport Edition is purely an appearance upgrade. Under the hood is the familiar twin-turbocharged 2.9-liter mild-hybrid V-6 making 444 horsepower, going to all four wheels through an eight-speed automatic transmission. In the tech department, Audi tells us all 2025 S6 and S7 models have available adaptive cruise control and traffic sign recognition, in addition to the plethora of driver assist systems.

The base Audi S6 comes in at $76,995 including destination. Meanwhile, the S7 starts at $86,795. The Nardo Sport Edition is only available on the range-topping Prestige trim, though. From there, the package further adds $9,700 to the S6 and $11,200 to the S7. All total, you'll spend at least $94,895 for an S6 Nardo Sport Edition and $105,395 for the S7. Both are available to order now.

Audi News:

Source: Audi

Over the past decades, the big three German luxury brands have injected an unhealthy amount of sportiness into even their most-relaxed models. Even German people movers have an overly stiff suspension and incredibly quick steering, offering buyers a sense of performance in a car they’ll be driving back and forth to work.

This stuff belongs on M cars and AMGs, yes, but for the rest of them, comfort and luxury should be the priority. Going by my few days behind the wheel of the CLE convertible, it seems Mercedes-Benz has yet to lose the plot.

The CLE is a brand-new car in the Mercedes lineup, launched last year to fill the gap left by the discontinued C-Class and E-Class coupes. As such, it’s sized to fit between the two cars—not quite as big as an E-Class, but not quite as small as a C-Class. At 4,486 pounds, it’s no lightweight. But that doesn’t harm this car’s luxury intentions. And with 375 horsepower and 369 pound-feet on tap from the hybrid straight-six under the hood, there’s no shortage of forward thrust.

The CLE450 I tested puts power to the ground through a nine-speed automatic and standard 4Matic all-wheel drive. The 48-volt hybrid system is best appreciated in low-speed, stop-and-go situations. It delivers an instant punch of torque fill while the turbo spools. Climb the rev range and you’re treated to a linear, appropriate level of acceleration—it’s nothing particularly explosive, but considering this isn’t an AMG, it’s fitting.

That extra kick of electric power comes courtesy of an integrated starter-generator (ISG) sandwiched between the engine and the transmission, capable of 23 hp and 151 lb-ft on its own. Power arrives as smooth and unobtrusive as it was when I first experienced this powertrain back in 2019, behind the wheel of the then-new AMG E53 sedan. The only difference here is a strangely audible exhaust note coming from the rear of the CLE. I could understand the overstated tone if this were an AMG-badged car, but it’s not. And while straight-sixes usually produce nice sounds, this one sounded weirdly droney and unpleasant.

Pros: Luxurious Demeanor, Good Looks, Snappy Hybrid Drive.

At least the CLE looks good. From what I can tell, the front end shares more with the C-Class, while the rear borrows from the E-Class. Despite the mismatch of designs, it all comes together into a cohesive package with good proportions. The bright red cloth top wouldn’t be my first choice, but I’d definitely stick with the red leather interior, a $1,620 option. Visibility is good even with the top up thanks to the relatively large rear quarter glass, though the belt line is incredibly high, so don’t expect to be able to comfortably lean your elbow out the window.

Like every new Mercedes, the CLE’s cabin is a lovely space to spend time, with a minimalist dashboard design and a set of extremely comfortable, highly adjustable seats. Unfortunately, almost everything—including lumbar, bolster, and massage functions—is operated via the gigantic 11.9-inch portrait touchscreen. Even worse, the steering wheel controls are entirely touch-capacitive and require light swipes for things like volume and cruise control adjustments. Even the main volume rocker is touch-operated. A few more real buttons would be nice, Mercedes.

Where the CLE succeeds most is in its mission as a luxury cruiser. The steering feels smooth and light, while the suspension produces a soft and compliant ride. The brake pedal tuning makes it easy to bring the car to a linear, controlled stop, while the throttle encourages calm takeoffs. There’s no hint of sportiness here. It’s all geared toward a pleasant, laid-back experience meant for real, day-to-day driving scenarios. Exactly how it should be.

The only sporting intention you’ll find on the CLE450 is the Sport drive mode, which doesn’t change much aside from the throttle response. This is the type of car that encourages you to lay back and glide leisurely to your destination, massage seats on full blast. Sure, it’ll go fast and handle corners well enough, but it’s clear that’s not the point of this car, nor should it be. 

While I haven’t driven the CLE’s main competitor, the BMW 4 Series convertible, I have driven the coupe variant. As a daily driver, I prefer the Benz’s general attitude and its stellar seats. It looks far nicer, too. But the BMW has a more logical interior layout that includes a real volume knob. And if you’re the type who likes to use your daily as an occasional fun car, the M440i has a far more characterful powertrain. If it were my only car, I’d probably have the BMW. But if I had a fun car for the weekends, I’d buy the Mercedes.

Cons: Touch-Capacitive Controls Are Bad, Engine Can Sound Weirdly Droney

The CLE450 starts at exactly $75,000 including destination. For that, you get a healthy amount of standard equipment, including a Burmester sound system, heated front seats, and the company’s nifty “Airscarf,” which pushes warm air onto the back of your neck through the seat, so you can enjoy an open-top experience even when it’s cold outside.

Our tester came with about 10 grand in options, including an Alpine Grey paint job ($1,750), a 360-degree surround view system ($600), 20-inch wheels ($850), a head-up display ($1,100), seat massaging ($950) and seat ventilation ($450). Of those, the seating upgrades are the only must-haves. During my time with the car, the seat ventilation was always on full blast; it’s a savior on hot, nice days when you just want to cruise with the top down.

The CLE convertible is proof luxury brands don’t have to lean into sportiness to move product. Delivering a supremely comfortable, pleasant driving experience can be equally impressive if it’s done right. And this car nails the brief for a reasonable price.

Competitors

More on the CLE

Update: In an email to Motor1, a VW Group spokesperson provided the following statements made recently by VW Group CFO/COO Dr. Arno Antlitz regarding cost efficiency for the company. The statements reflect the efficiency of VW operations in Germany.

"We have been spending more money at the brand than we earn for some time now.
That can’t go well in the long term. If we carry on like this, we won't succeed in the transformation. 

In Europe, 2 million fewer vehicles are currently sold than before COVID. Before COVID, around 16 million vehicles were bought in Europe. During and after COVID, this figure fell to around 12 million vehicles because the entire industry did not have enough semiconductors. The market in Europe has recovered since then, but will not return to its former level. We expect around 14 million vehicles to be sold per year in the future, if at all. So there is a shortfall of around 2 million units.

We [the Volkswagen Group] are the largest manufacturer with around a quarter of the market share in Europe. We are short of around 500,000 cars, the equivalent of around 2 plants. And that has nothing to do with our products or poor sales performance. The market is simply no longer there.

It is our joint responsibility to improve the cost efficiency of the German sites in particular. We need to increase productivity and reduce costs. We still have a year, maybe two years, to turn things around. But we have to make use of this time.

Simultaneously, we need to reduce the complexity of our processes and leverage even more Group synergies."

Dr. Arno Antlitz, chief financial and operating officer for Volkswagen Group, told workers gathered at the company's Wolfsburg headquarters the company has "one, maybe two" years to turn things around for its main car brand, Volkswagen. His words come just days after news that VW could close two plants in Germany, something that hasn't happened in the company's entire 87-year history.

Approximately 25,000 workers were on hand for a meeting with company executives on Wednesday, per a report from Reuters, and they were rather vocal about the possibility of plant closures in the country. In the 1990s, an agreement was established that guaranteed job security of VW Group employees through 2029. But VW's leadership argues that changing markets in Europe will require significant cost cuts as demand drops. Antlitz mentioned a shortfall of around 500,000 vehicles and told the assembly that sales likely wouldn't recover in the post-pandemic era.

In response, the Volkswagen works council blasted company executives for failing to do their jobs. According to Euronews, Chairperson Daniela Cavallo didn't mince words during the meeting, accusing the board of not focusing on the core business and making employees pay for their mistakes.

Glancing at recent VW Group sales stats, things don't appear as dire as Antlitz suggests. Second-quarter results show the European market is up slightly at 1.9 percent, while sales are also up in South America and the US. It's a different story in Asia, though, where competition from China has VW Group sales down 8.2 percent. Looking specifically at electric vehicles, the company is suffering all across Europe with sales down 15.2 percent. With VW Group pushing hard towards an electric lineup in its plethora of brands, these numbers point to a difficult future.

Volkwagen's longterm future in the US remains uncertain. In the meantime, VW's reboot of the Scout brand is still on track with its new electric truck and SUV scheduled to debut on October 24.

Volkswagen News:

Source: Reuters, Euronews

The 2024 Kia EV9 is one of the only mainstream three-row EVs you can get, and it gets the basics right. This SUV is efficient, charges quickly thanks to a high-voltage architecture, and is extremely comfortable even full of people. Just on that basis, it’s a good buy.

There are a lot of little things that could be polished, however. The ride could use work, the charging is fast but not without hiccups (unrelated to charging infrastructure), and the interior—while packed full of amenities—lacks a premium touch in terms of look and feel. 

Ultimately, it’s not enough to dissuade a respective buyer from going all-in, but if it were my $78,430 to spend, I might wait for the facelift in a few years.

The Bad

Let’s get the bad stuff out of the way first, because the foibles were enough to dampen what was otherwise a very pleasant experience.

I drove nearly 1,000 miles in the EV9, and three out of the four times I charged it, the car didn’t want to shift into drive or reverse afterward, which was frustrating. At first, I thought it was because the battery had overheated, although talking with Kia, I realized that was not the case. More likely, it was a user error on my part, which, in my opinion, seems more like a design failure than my own incompetence (although don’t put that past me.)

If I sat in the car while it was charging with the AC on, a red battery icon showed up on the dash after I unplugged the vehicle. It looked exactly the same as if the 12-volt battery in a normal car had a fault. There was no message in the infotainment telling me what to do—I just couldn't shift into drive or reverse. After cycling the car’s power several times (thankfully, the EV9 still has a physical on/off switch, unlike many other EVs), eventually it came back to life. Each time I was stuck in the charging stall for around five minutes, unsure of what to do.

Speaking to a Kia representative, it seemed like using the vehicle’s systems (AC, infotainment, etc.), while the car is charging puts it into "accessory mode," which makes it unable to shift into drive or reverse. An extra tap on the brake pedal would’ve allegedly taken me out of this mode, but that was definitely something I tried. Maybe I didn’t have the process going in the right order, but needless to say, if you’re charging your EV9 it might just be best to turn the car off and get out to avoid any frustration.

The other foibles were pretty minor by comparison. The main functions of the center display are accessible via a series of capacitive buttons on the dash that require a hard press to activate, compressing the hard plastic they’re embedded in. It feels and sounds bad. The menus also have a small but nevertheless annoying amount of lag, and they’re not organized well. 

At high speeds, the ride is poor. Despite having fully independent suspension, the EV9 judders over broken pavement on the highway like a pickup truck. Smaller wheels and tires, at least smaller than the 20-inch alloys on this tester, would do it favors. To be clear, though, this ride characteristic is a feature of many electric vehicles, especially crossovers and SUVs. It’s not unique to the EV9.

The Good

The good things were momentous in comparison, especially if you frequently carry a lot of people around. 

The seats in the EV9 are a step above almost anything I’ve driven, including the six-figure Mercedes-Benz EQS, the Cadillac Escalade, and even the Kia Carnival—a very plush minivan with similar features but not nearly the same level of comfort. Either of the two highest EV9 trims can be specced with eight-way adjustable second-row captain chairs, which are heated and ventilated (a second-row bench is standard). The driver and passenger get the same treatment, with the addition of a massage feature for the driver.

Using the seats' heating/cooling function instead of the regular HVAC will save you a fair amount of range, as the car’s energy consumption menu clearly shows. Range fluctuations of 5 to 10 miles are possible on hot days if you use the car’s heat pump. That said, the EV9 is efficient even if you’re not micromanaging it. 

I averaged over three miles per kWh over the hundreds of miles I drove, which puts its realistic range easily above its EPA estimate of 280 miles. Indeed, it’s even better than the smaller two-row Cadillac Lyriq I drove earlier this year, though that car was driven during an especially chilly and rainy New England winter.

In other words, the EV9 can go the distance, at least with the larger battery. According to the EPA, the standard battery on the EV9 will take you just 230 miles. Opting for rear-wheel drive versus all-wheel drive will likewise net you more range, although that’s a luxury some buyers will doubtlessly think twice about giving up.

AWD also unlocks the EV9’s full performance. The base RWD car gets just 215 horsepower, which is not a lot for an SUV that weighs in at just over 5,000 pounds. AWD EV9s are heavier at around 5,700 lbs, but they get a dual motor setup good for 379 hp, which is more than enough for a family SUV.

The competition, especially from America, will pick up in short order, though. On the higher end, Lucid will soon start production of its three-row Gravity SUV. It will be more expensive than the EV9, but it will charge faster and go much further. Likely over 400 miles. The Cadillac Vistiq will also arrive next year as a 2026 model-year vehicle. Its range will be very similar to the Kia’s, and using the Lyriq’s and Optiq’s excellent interior as a reference, it could be even more pleasant inside.

Even with some imminent competition on the horizon, though, the EV9 is a solid option for people who want to go electric but need room for seven or more people. Sure, there are a lot of little things that could use some work, but the overall package is impressive. Despite being the first electric three-row out there, it will doubtlessly be a strong competitor in the growing segment.

More On The EV9

A new player is about to enter the hydrogen game as BMW has confirmed plans to roll out a fuel cell electric vehicle in 2028. To bring the project to fruition, it's expanding its existing collaboration with Toyota, one of the few other automakers that still believes hydrogen has a future. While the Japanese brand has been selling the Mirai for a decade, this will be BMW's first hydrogen car people will actually be able to buy.

Since the vehicle won't be launching for another four years, BMW refrains from going into details. However, it does say the hydrogen model will be a version of an existing product. Munich’s latest hydrogen project is based on the X5. That being said, logic tells us a hydrogen SUV would not be a production version of the iX5 pictured here. This generation of the luxobarge is already in the second half of its life cycle. By 2028, it will have been replaced by the next-gen vehicle.

Whichever shape it'll take, BMW pledges to sell an original product that'll stay true to the brand instead of being a reskinned Toyota. Naturally, the latter is working on its own cars that will utilize the hydrogen fuel cell tech it's developing with its Bavarian partner. In the meantime, it's worth noting the fuel cells that go into the iX5 Hydrogen are supplied by Toyota.

The zero-emission SUV is part of a test fleet of fewer than 100 units built in Spartanburg and modified at a pilot plant in Munich. It's where the 396-horsepower iX5 gets its pair of 700-bar hydrogen tanks made from carbon fiber-reinforced plastic (CFRP). The two hold six kilograms of hydrogen for a WLTP range of 313 miles. It takes three to four minutes to refuel the vehicle, so about the same as a gas or diesel X5.

Provided BMW's first hydrogen car will be based on the next-generation X5, it'll be underpinned by the same CLAR platform as the gas/diesel/plug-in hybrid versions. There are reports that BMW might also launch a conventional EV with batteries on the same architecture as the rest of the X5 flavors. The next X5 is supposedly going into production in the latter half of 2026 and should include BEV versions from day one.

Arriving next year, Neue Klasse will be BMW’s first dedicated electric architecture and is being developed with a hydrogen fuel cell setup in mind. However, reports indicate that CLAR will be used instead, at least for the initial hydrogen efforts.

This might come as a surprise, but BMW has been actively involved in the development of hydrogen cars since 1979. It all started with the 520h featuring a combustion engine modified to run on hydrogen, a formula that was repeated later with the V-12-powered E38 and E65 sedans during the 2000s. That said, work on hydrogen ICEs was abandoned many years ago as the engineers preferred to focus on fuel cells after realizing they're more efficient.

Speaking with GoAuto earlier this year, Jürgen Guldner, Vice President of Hydrogen Fuel Cell Technology and Vehicle Projects at the BMW Group, said:

"Basically, with the X5 Hydrogen FCEV we get around 500 km [310 miles] from a fill. If I put a combustion engine in the same car with the same tank, I wouldn't even get 300 km [186 miles]. That is the difference between a product we can sell, and a product we cannot sell. At the 500-km [310-mile] mark, and with a refueling time of three to four minutes, I think people will consider making the move to hydrogen – so, it is relevant."

There is a major problem we'd like to highlight. Yes, the refueling infrastructure. It’s basically nonexistent in many parts of the world, so we won’t be surprised if the vehicle will only be sold in select regions where owners can juice up their hydrogen cars. 2028 is four years away and the network might improve by then. BMW and Toyota do say they’re "seeking regional or local projects to further drive the development of hydrogen infrastructure through collaborative initiatives."

The Hydrogen Future

Source: BMW

It’s been over a decade since Nissan introduced the retro-flavored IDx concept, hinting at a third sports car alongside the 370Z and GT-R. The former 370Z was replaced by the new Z, and the GT-R is dead—at least for the time being. The IDx, meanwhile, would've been too costly to produce and there wasn't enough demand. Nissan was also concerned it would've cannibalized sales of the 370Z.

However, Nissan has been dropping hints lately about launching a third performance model. The company has gone on record several times about resurrecting the beloved Silvia nameplate. But now it's official: The Silvia is coming back.

In a new interview with Australia's Drive magazine, a high-ranked official confirmed the sports car is officially in the works. Nissan Vice-President Global Product Strategy Ivan Espinosa shared the good news: "We've been doing some very early upstream exercises of what the architecture could look like."

An "upstream exercise" is a business process that basically refers to initial planning and the early stages of development. Espinosa aims for Nissan to have the sports car ready before the end of the decade with an electrified powertrain. That may be bad news for purists but a gas-only setup wouldn't work globally, especially in Europe where there are stringent emissions regulations that keep getting stricter.

Nissan wants the reborn Silvia to comply with regulations in as many countries as possible so it can ramp up production to achieve economies of scale. Even though sports cars are a niche market and developing one from scratch is a costly endeavor, Nissan won't join forces with another automaker to make it happen. Rather than going down the Z4/Supra, GR86/BRZ, or Miata/124 Spider route, the new Silvia will be an all-Nissan effort.

Espinosa is confident the company can ride solo in the engineering process but admits the project necessitates "a serious level of investment," which is a "difficult" commitment to make. A new Silvia would be developed from the ground up, and his wish is for Nissan to skip a collaboration with another brand.

"I'm trying, as I said and I keep saying it in my brain, three sports cars in my lineup, a GT-R, a Z, and something else. And this something else in my brain is called the Silvia. Now, will we do it? I'm trying. I'm not sure we're going do it, just to be 100% clear, but It's something that I would like to do if we, if we can. I'm trying to make it work, I'm trying to make it happen. It's not an easy case. it's not easy because the sports cars market is shrinking."

The fact of the matter is sports cars don't sell all that well. Nissan took its sweet time replacing the 370Z with a Z, and that's not even an all-new vehicle. It's understandable why the company is reluctant to pour a lot of money in what would ultimately be a niche product when it already has one (Z) and is working on another (GT-R). The mighty Godzilla going on a multi-year hiatus goes to show why Nissan is not rushing to replace the R35 anytime soon.

Launching a third sports car adds another level of complexity during challenging times for Nissan given the need to electrify its lineup. We can only hope that it makes the cut considering the Silvia's cult following and the scarcity of affordable sports cars. Honda's reborn Prelude gives us hope this segment of the market can survive in an SUV-hungry world.

More From Nissan

Source: Drive

Reviving vintage car designs with a modern twist isn’t new. Automakers love nostalgia as much as the rest of us, which sometimes translates into gorgeous restomod concepts we wish were real. The Renault R17 is one of those cars. Revealed today, it takes the idea of an icon, fits it with an electric powertrain, and wraps it in a stunning reimagining of the classic 1970s design ethos.

Renault collaborated with Ora Ïto, the French designer, on the car, which features a carbon body and some incredibly good proportions. The car takes inspiration from the Renault 17, a hatchback the automaker sold from 1971 until 1979.

Rectangular LED headlights integrate into the front fascia, while the simple, full-width LED taillight bar flows with the car’s simple lines. The R17’s flared fenders improve its stance, giving it a sportier appearance than the original Renault 17, and the subtle louvers add a bit of flair.

Inside, Ora Ïto used materials and fabrics from the 1970s to create a contemporary cabin that tastefully hides the screens through design. Four rectangular displays sit behind the rectangular steering wheel, while the central display sits horizontally below the dash like an old-school radio. 

While it has a 270-horsepower electric motor and can travel 249 miles on a single charge, Renault has no plans to put the concept into production. This car will remain a one-off affair that the automaker will showcase at several upcoming events, including the 2024 Paris Motor Show in October. But if Hyundai can change its tune about the N Vision 74, maybe Renault can, too.

Catch The Latest From Renault:

Source: Renault

Prodrive makes cool stuff. The Oxfordshire, England-based engineering firm gave us the stunning P25 Subaru 22B restomod, several Le Mans-spec race cars, a handful of Dakar trophy trucks, and of course, Colin McRae's legendary Subaru rally cars. Now Prodrive is teaming up with Astheimer Design for an adorable utility van.

The joint project is called Elm Mobility, and the first product out of that partnership is the pint-sized Evolv electric van. Designed for use as a "last-mile" delivery vehicle, the Evolv van is a mere 128.0 inches long, 57.0 inches wide, and weighs just 1,874 pounds.

The van's main cargo area can hold freight up to 5.2 feet tall and weighing more than 660 pounds. A secondary cargo area (accessible via rear "barn doors") offers another 3.9 feet and 440 pounds worth of capability. It even has a turning radius of 25.6 feet—just shy of a London taxi cab's 25.0-foot turning radius.

The driver sits in a single-seat cabin with a huge wraparound windshield for maximum visibility (it even has two windshield wipers). But don't worry, Elm says the Evolv meets N1 (small van) safety crash standards in Europe. It also promises to be one of the most capable and efficient vehicles in the L7e category.

The proposed battery is a 20.0-kilowatt-hour pack with about 100 miles of range—just enough for short-distance deliveries. Plugging into a level 2 charger would refill the van from 20-80 percent in less than two hours. The listed top speed is just 50 miles per hour, but Elm says that other battery configurations are "under consideration."

The Elm Evolv van is just a concept for now, but production is planned for 2028. The company is currently working with an investor in the US to bring a small fleet of electric vans Stateside, but the majority of them will remain in Europe. Elm wants to build 10,000 units annually by 2030, with pricing estimated to be somewhere in the $30,000 mark (£25,000).

More Van Stuff

Source: Elm Mobility via Autocar