Motor News

For 2024, the Mercedes-Benz EQS sedan and S-Class will be the first U.S. models to have Level 3 autonomous driving.The Level 3 system (called Drive Pilot) lets the car handle most driving duties but requires the driver to be able to take over at any time.Mercedes already launched Drive Pilot in Germany, and now it’s been approved for use in America, starting with Nevada.With Mercedes-Benz today announcing it’s the first automaker approved to use its Level 3 autonomous system in America, some of us will finally have access to hands-free driving, in certain conditions, of course.Drive Pilot is what Mercedes calls its Level 3 system, and the technology is set to make its U.S. debut as an option on the 2024 EQS and S-class sedans. Drive Pilot allows the driver to hand over primary duties to the car, meaning they don’t have to touch the steering wheel or constantly watch the road on compatible thoroughfares. This is distinct from Level 2 systems such as GM’s Super Cruise, which have monitoring systems to make sure the driver is looking at the road. However, even in the Mercedes system, the driver must be ready to re-take control of the car at any time if it’s unable to drive itself.Guiding Drive Pilot is a mix of GPS, lidar, myriad sensors, and more. It only works at speeds up to 40 mph. If any system fails, Mercedes says there are braking and steering fail-safes to safely maintain control of the car until the driver regains control. If the driver is unable to do so in the allotted time, the system is said to bring the car to a complete stop, activate the hazard lights, and contact emergency services. Mercedes launched Drive Pilot in Germany back in May 2022. For now, Nevada is the only U.S. state where Drive Pilot has received regulatory approval. However, Mercedes says it’s currently working on earning approval in California with the hope that it’ll be certified sometime later in 2023. The 2024 EQS sedan and S-class models are expected to start being delivered to customers in the second half of this year.More on Level 3 AutonomyThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

• A juggernaut of turbocharged Porsche power, the GT2 is basically a more hardcore version of the 911 Turbo.• Just 300 GT2s were delivered to the U.S. in the 996 era, and with very low mileage, this example represents excellent potential.• This Bring a Trailer auction ends on January 29. The GT2 is a car with a certain reputation—rare, raw, with a bloodline stretching back to the original “Widowmaker” 930 Turbo. Now, with this auction on Bring a Trailer, is your chance to get a taste of one of the burliest 911s Porsche ever built.To the uninitiated, this is just another silver 911, and judging by the oblong headlights, not even one of the truly desirable ones. Dig a little deeper, and you’ll spot yellow calipers indicating carbon-ceramic brakes, a unique rear wing, and the subtle GT2 script out back. This is no mere pedestrian Neunelfer; a monster lurks here.More GT2 GoodnessWhile the GT3 was more of a track star destined for mid-corner battles with the likes of the Corvette Z06, the GT2 was basically an untamed 911 Turbo: lighter, more powerful, and stripped of driver aids such as electronic stability control. If the GT3 was a scalpel, the GT2 was a claymore, and if you weren’t careful you might send a limb or two to Tucumcari. Like the 930 of yore, the GT2 does not suffer fools gladly.Out back, the GT2 received the same racing-derived 3.6-liter flat-six as the Turbo of its day, but with larger turbochargers, more cooling, and reprogrammed software. Power was up by almost 15 percent to 474 horsepower, and removing the all-wheel drive helped shed about 220 pounds. Beefy carbon-ceramic brakes were standard, certainly helpful when approaching the GT2’s stated top speed of 196 mph.Bring a TrailerBring a TrailerDriving the car in Germany in 2001, we noted that the GT2 “demands unwinking concentration as the speedometer needle twirls toward the top end of its scale… an eye-widening drive—but seriously addictive nonetheless. Along with the GT2’s insistent ‘Let’s go, let’s go, let’s go,’ there’s an implicit disclaimer line, a serious-drivers-only message that’s saying something like, ‘Look, schmuck, I’m not your mom. You’re on your own here.'”This example up for auction is a 2003 U.S.-market car, and it is nearly flawless, with all the pertinent documentation present. With three days to go, bidding sits at $155,000, though that figure is likely to surge as the end draws nearer.Bring a TrailerThis one has just 4000 miles on the odometer and is finished in silver with a black interior. 996-era interiors generally don’t hold up well over the years, but this car has all kinds of well-kept leather trim inside, and it presents as efficient and business-like—just what you want in a Porsche.While this GT2 may be blue-chip investment material, if you take this GT2 home, please drive it. It won’t make much of a difference if it has 4000 miles or 6000 miles on the clock, and the current owner recently changed out most of the engine’s consumables, including a new set of spark plugs. The lucky buyer owes it to themselves to get at least one sweaty-palmed blast of turbocharged Porsche adrenaline behind the wheel of this car. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Akio Toyoda, the president and CEO of the Toyota Motor Corporation, will step down on April 1 and become the chairman of the board of directors.He will be replaced by Koji Sato, current president of both the Lexus brand and Gazoo Racing, Toyota’s motorsports and performance car division. Under Toyoda, the automaker has remained committed to hybrids and slow to adopt EVs, but that may change under new, younger leadership.Akio Toyoda, the president and CEO of the Toyota Motor Corporation, will relinquish his position as head of the Japanese automaker on April 1, the company announced today. Toyoda, 66, will become the chairman of the board of directors, with current chairman Takeshi Uchiyamada retiring, although he will remain a member of the board. Toyoda is the grandson of the company’s founder, Kiichiro Toyoda, and has been the CEO since 2009.He will be succeeded by Koji Sato, currently the president of both the Lexus brand and Gazoo Racing, Toyota’s motorsports division that has also developed the brand’s road-going high-performance cars including the GR Supra and GR Corolla. Sato, 53, started in this role in 2020. Toyota’s only full EV, the bZ4X.The announcement could signal a strategic change in Toyota’s approach to electric vehicles. Although the company pioneered hybrids with the Prius, under Toyoda’s reign the automaker has been reluctant to commit to a transition to a fully electric lineup, citing concerns over the abundance of the raw materials that such a move would require. The launch of Toyota’s first dedicated EV, the bZ4X, also went poorly, with a recall and stop-sale last year for faulty wheel hub bolts. Although the electric crossover has recently been relaunched, the automaker has low sales expectations.But with Toyoda stepping aside, the brand’s priorities may shift. “Because of my strong passion for cars, I am an old-fashioned person in regards to digitalisation, electric vehicles, and connected cars,” Toyoda said, as reported by The Financial Times. “I cannot go beyond being a car guy, and that is my limitation.” Toyota EV NewsHe acknowledged that the new personnel will be able to shift the direction of the company, explaining that he needs “to take a step back in order to let young people enter the new chapter of what the future of mobility should be like.” In 2021, the company showed off a series of potential future EVs it was mulling over and announced a $35 billion investment in electric vehicles, and Sato’s appointment could see many of those concepts reach production with an influx in funding dedicated to electrification. However, the “car guy” spirit of Toyoda which helped bring the brand to the forefront of affordable performance cars over the past several years could be preserved thanks to Sato’s Gazoo Racing ties. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Honda’s latest 3.5-liter V-6 that powers the new Pilot switches to a dual-overhead-cam design, the first naturally aspirated DOHC V-6 in any Honda or Acura since the first-generation NSX.Bore, stroke, and compression ratio carry over, while peak power is up by 5 hp to 285 hp and torque holds steady at 262 lb-ft.This new V-6 is dramatically cleaner, with some pollutants reduced by 40 to 50 percent, which should keep it compliant until at least 2030.Hiding in the heads of the 2023 Honda Pilot’s new V-6, code name J35Y8, is a dramatic change: an additional camshaft for each bank. Every previous naturally aspirated V-6 from either Honda or Acura except for the first-generation NSX has instead been a single-overhead-cam (SOHC) design. Bore and stroke carry over (and therefore its 3471cc displacement), as do a 60-degree bank angle, and a 11.5:1 compression ratio. But this new engine that powers the Pilot (and almost certainly any future V-6–powered vehicles, such as the Odyssey and Ridgeline) gets the compact DOHC heads from the turbocharged Type S-variants of the Acura TLX and MDX, where the cam bearing caps are incorporated into the valve cover, shrinking the head height by 1.2 inches. Peak power is up by 5 hp to 285 hp at 6100 rpm, while peak torque is identical at 262 pound-feet at 5000 rpm; those peaks occur at slightly higher engine speeds, 100 rpm and 300 rpm, respectively. Hydraulic lifters are also new, which means no more valve-lash adjustments, and depressurizing them keeps the valves closed during three-cylinder mode. The DOHC V-6 continues to use a timing belt, which has the same 100,000-mile replacement interval as the SOHC engine before it. We Drove the New Pilot, and More TrailSports Are ComingEmissions-wise, this latest V-6 jumps to a SULEV30 rating, which amounts to a reduction of 40- to 50-percent in particulate and NOx output. Fuel control is more precise, with direct-injection-system pressure up by 50 percent to 30 MPa (or 4351 psi), along with smaller injector holes and an ability to do up to three squirts per combustion cycle. Another key enabler is using cam phasers to continually adjust both intake and exhaust timing rather than the high-lift and longer-duration intake lobes on the previous V-6. But that means this new engine doesn’t have VTEC, and a smooth and linear pull to redline replaces the manic switchover point that helped give VTEC a cult following. Based on today’s rules, these changes will keep the V-6 compliant until at least 2030. More

The Porsche Vision 357 concept is an homage to the German automaker’s first sports car, the 356, which entered production 75 years ago in 1948.Although it’s based on the new 718 Cayman GT4 RS, the Vision 357 echos the classic 356 proportions and the curvy, sleek bodywork of the original Porsche sports car.The Vision 357 is packed with unique details, from the delicate headlight and taillight designs to the motorsports-inspired front splitter and comedic decals on the windows and side sills.Porsche loves to celebrate an anniversary. Sometimes the homages can feel forced, honoring a vehicle or event that has faded from memory or creating a limited edition as a cash grab for customers who just want an exclusive museum piece. However, the Vision 357 concept, revealed in Berlin at the Volkswagen Group’s “DRIVE” Forum, feels truly special and salutes a worthy forebear, commemorating 75 years since the launch of the first Porsche sports car, the iconic 356.Surprisingly for a concept car released in 2023, the Vision 357 is not electric. Instead, the slinky coupe is based on the bones of the 718 Cayman GT4 RS, including the glorious 4.0-liter flat-six that cranks out 493 horsepower. Porsche envisions the mid-mounted motor in the Vision 357 running on carbon-neutral synthetic fuels—as indicated by the “eFuel” logo on the gas cap—which Porsche has committed to developing in hopes of keeping the internal combustion engines that made the brand famous alive.More Porsche NewsBut the real focus of the Vision 357 is design. Despite sitting on a modern platform, the 357 retains the 356’s proportions, with a narrow cabin, squat stance, and wide rear haunches. The bodywork is ultra-smooth, lacking the hard creases in the metal that were impossible to create when the 356 first arrived in 1948. The door handles are hidden next to the side windows and the headlights and taillights are barely perceptible, represented simply by a series of dots arranged in circles and rectangles, respectively. The brake light is sneakily integrated into the rear grille that runs from the rear glass down to the diffuser, another reference to the 356. PorscheThe Vision 357 also includes nods to Porsche’s motorsport heritage, most noticeably with the “75” racing number adorning the doors and hood. A large front splitter sticks out while the side sills are constructed from natural fiber-reinforced plastic, like on the Mission R concept and Cayman GT4 ePerformance prototype. The concept rides on 20-inch magnesium wheels with carbon-fiber hubcaps that straddle the boundary between the aerodiscs on ’80s race cars and wheels with traditional spokes. PorschePorsche designers certainly had fun penning the Vision 357, as evidenced by the comedic stickers dotting its body. A little cloud emblazoned with the word “Air” sits on the side glass just ahead of the intake, ordering the surrounding atmosphere to naturally feed the engine. A little Tyrannosaurus rex decal on the side sills stems from conversations the designers had while working on the project, joking that because they were creating a gas-powered concept in 2023, that made the vehicle “like a dinosaur.” After the Vision 357’s exhibition in Berlin ends in mid-February, it will appear at events around the world. Hopefully, the timeless design also serves as inspiration for the next-generation electric 718 sports cars due in 2025.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

This rare and pristine 53,000-mile 1992 Volkswagen GTI is a near match for our editor-in-chief’s first car.The last of the second-generation GTI 16Vs, this 2505-pound hatchback is powered by a raucous 134-hp 2.0-liter four.Complete with the factory installed BBS wheels and Recaro seats, this original example is currently being auctioned until Saturday, January 28.It’s said you can’t go back, but then you see your first car being auctioned off on Bring a Trailer and you start to question that adage. Staring down at me on my laptop screen is a box-shaped piece of my past: a 1992 Volkswagen GTI 16V with 52,000 miles. It matches my first car down to the Tornado Red paint—other paint colors included white, black, and Montana Metallic, a teal-like hue. Okay, it’s not exactly like mine. My 1990 model lacked the integrated third brake light and had black trim around the rear window. But mine had the same big-bolstered Recaro seats with electronic height control and two-piece BBS RMII cross-spoke wheels that had the look of the far pricier three-piece BBS RS wheels. The last of the second-generation GTIs, the U.S.-spec models were assembled in VW’s plant in Mexico. Earlier second-gen Golf and GTIs came out of the company’s Westmoreland, Pennsylvania, plant, which shuttered in 1988. Early 16Vs arrived in 1987 and featured a 1.8-liter four with 123 horsepower. In 1990, the engine grew to 1984 cc or 2.0 liters, and horsepower rose to 134, with 133 pound-feet of torque at the ready. VW added the four-headlight grille and big bumpers that helped modernize the car. A very high 10.8:1 compression ratio meant the four thirsted for premium, a recommendation that our sister publication Road & Track missed when it tested one in 1991; C/D never tested one. Running on 87 and with an R&T tester at the wheel, the 2505-pound 16V hit 60 in 8.4 seconds (VW claimed 7.8 seconds).The engine is rough, even by the standards of 30 years ago. Hitting the 5800-rpm power peak sounds abusive, and punching the 6300-rpm redline isn’t much of a celebration either. Shifts are light and positive, and the gearing is short. On the highway, the four settles into a steady 4000-rpm buzz at 80 mph. Easily the best part of the late-GTI 16V is the handling. Ride quality is harsh and the structure is lacking, but lots of information flows up from the 195/50R-15 tires to the four-spoke steering wheel. Originally, the 16V would’ve worn Pirelli P600s; the example being auctioned wears far grippier Michelin Pilot Sport 3 summer tires in the original size. GTI NostalgiaThe cornering attitude is classic GTI as the inside rear wheel lifts off the ground. The three-wheel motion isn’t something you notice from behind the wheel; you simply marvel at the joy of hustling this relatively light machine to its limits.In addition to the Recaro chairs, you also get flares. Front fender flares, the black trim coming off the fenders, are wider to cover the big rubber and 6.5-inch-wide wheels—this was heady stuff for a Golf. Behind those wheels are vented front rotors with solid rotors in back. Anti-lock brakes weren’t on the menu; nor were airbags. No airbags meant federally mandated door-mounted belts with separate lap belt. At least they’re fixed and not motorized. Fortunately, this example doesn’t appear ever to have been in any sort of action that involved an airbag. This GTI is hard to fault and far cleaner than the second GTI 16V I purchased in 2002—I’ve tried to go back before. I sold it a couple of years later when someone left a note on it in the C/D parking lot. Even in the early ’90s, these were rare cars and cost roughly $15,000, or about $33,000 in today’s money. Today, they’re even harder to find as most gave up their lives to hard and fun-filled miles. In a recent column, I wrote about how the spirit and joy of the Toyota GR Corolla reminded me of my first 16V GTI. I believe that this GTI will get up to about $45,000, which is about the price of a nicely equipped GR Corolla. Go back or go forward? I’d say you can’t go wrong with either choice. More

When the electric Ram Revolution concept was revealed, its rearmost jump seats made it a three-row pickup truck. Now, new photos provide a closer look at the Ram 1500 EV’s third-row seating, which may be useful or useless. Based on the images from the concept, the two small seats each feature bottoms that fold out of the rear wall.Anyone who has ever sat on the tiny jump seats in the back of an old extended-cab pickus knows they’re not very comfortable. Then again, neither is riding in the back of a truck bed, which can also be unsafe. Well, jump seats might make a comeback based on what we know about the Ram 1500 Revolution BEV concept that was recently revealed. Thankfully—unlike the ones in Uncle Eddie’s rusted-out Chevy S-10—the electric Ram’s rearmost seats are part of a makeshift third row. Newly released photos also give us our best look at them.From the get-go, Ram acknowledged that the Revolution’s third row consisted of jump seats. However, only now do we get to see what they actually look like. As expected, the images show two small seats that fold out of the back wall. It’s the same wall that doubles as a mid-gate that opens up to create an even larger cargo bed. Obviously, this is part of the reason the rearmost row had to be jump seats.The debate that follows is whether or not the Ram EV’s third-row seats are useful or useless. We get why calling it a three-row pickup truck is a bit misleading, and also why some people will likely scoff at the idea of spending extended time back there. However, we think it’s an innovative idea. As in the past, the jump seats aren’t meant to coddle passengers on road trips and whatnot, but rather to provide extra space for people on short stints. After all, we’d rather safely ride inside the electric Ram than risk bouncing around the box. Extra Ram EV ReadingThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The 2024 Honda Passport SUV and Ridgeline truck are scheduled to receive a more rugged set of revisions later this year, Honda confirmed in a media briefing. An updated TrailSport trim will headline the facelift, offering a treatment that will likely include all-terrain tires and steel skid plates, helping the Passport and Ridgeline tackle tougher terrain instead of just pretending to.It seems equally likely that the overhauled 3.5-liter V-6, and 10-speed automatic transmission from the new Pilot will be added as well.Pavement-bound SUVs dressed in off-road garb are all the rage these days, with Honda’s previous TrailSport offerings acting as a prime perpetrator. The newest 2023 Pilot TrailSport, though, transcends the off-road-in-name-only fad, and adds more ground clearance, all-terrain tires, skid plates, and suspension revisions. For the 2024 model year, both the Passport SUV and the Ridgeline truck are scheduled to receive a similarly rugged set of revisions, Honda confirmed in a media briefing. More Trail Blazing HondasHowever, those holding out hope for a hybrid powertrain will be disappointed, as Honda confirmed that neither the Passport nor the Ridgeline will add a gas-electric option for 2024. This solidifies our suspicion that both will receive the updated powertrain from the Pilot. The new 3.5-liter V-6 in that car improves the fuel-delivery system, internals and packaging, ups the horsepower from 280 to 285, and pairs with a new 10-speed automatic transmission instead of the old nine-speed. We haven’t had the chance to put the new powertrain through our usual testing regimen yet, but it doesn’t feel discernibly quicker from our initial drives.Michael Simari|Car and DriverOff-roading is not a foreign concept for the Ridgeline pickup. In fact, Honda has been supporting a desert-racing Ridgeline pickup dating back to 2015. Adding some off-roading chops to the consumer version is a welcome thought, even if the naysayers will complain that most TrailSports will never venture beyond the trailhead. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More