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• This 1972 Jensen Interceptor Mk III, a mix of European design and American horsepower, is up for auction on Bring a Trailer.• Jensen combined Italian design, British touring-car ride, and American V-8s for a unique grand tourer.• Bidding is open until Saturday, April 23, with the current bid sitting at $1972 with four days to go.It’s worth buying a Jensen for the name alone. “Jensen Interceptor Mark III.” It sounds like a fighter jet, not a grand touring car from the ’70s. If that’s not enough appeal for you, how about the conversation starter of pulling up in a car that’s got Italian style, a herd’s worth of English leather, and power from an American muscle-car mill? This 1972 Jensen Interceptor Mark III is currently up for sale on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos—in an auction ending this weekend.

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If you aren’t familiar with Jensen, the Interceptor belongs to the same club as the De Tomaso Pantera, or the Iso Grifo, one of those quirky small-volume car builders that combined European styling with American powerplants in the mid 20th century. Jensen started using American V-8s in the 1930s, but is best known for its ’60s and ’70s cars. The Interceptor Mk I came out in 1966, with a body designed by Carrozzeria Touring in Milan—the same styling house that did the Aston Martin DB5—and was built by another Italian coachbuilder, Vignale. The earlier cars used a Chrysler 383 V-8, but this later 1972 Mk III gets the biggest Mopar big-block, 440 cubic inches. Just as it would be in a Dodge Charger or Chrysler New Yorker, the V-8 is backed by a 727 three-speed automatic transmission. Jensen uses its own chassis and suspension, but we noticed the shift knob in the burlwood console looks awfully similar to one you’d find in a 1970 Challenger, so Mopar fans can assume they’ll find themselves right at home inside.

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The Mark III came out in 1971, with only a few changes from the previous design. The headlight bezels are more detailed, it got a wheel redesign, and it unfortunately lost the more attractive earlier three-spoke steering wheel. Not a problem, you can buy this car and replace the steering wheel. You’ll have to do a fair amount of interior work on this Jensen if you want it to be show quality. The wood is peeling, the leather is cracked, power antenna, air horns, and radio are inoperative, and the power windows work only intermittently. Some of those things are easier repairs than others. The seller says the window motors are Chrysler units which would make sourcing easy, but the Jensen famously required the hides of seven unlucky cows to make its luxurious seats and door panels, so unless you own a tannery, plan on shelling out for the interior resto.

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The exterior of an Interceptor is like a bubble-backed Barracuda and an Aston Martin had a baby. It’s a car with a great stance, elegant enough to roll up at a snooty hotel, but intimidating if it’s coming up fast in your rear view—and with a 440 under the hood, it could be. The Jensen 440s were not as high horsepower as their American siblings, but reviews of the Jensen praised its torque and—something the American muscle cars rarely heard—its handling. The powertrain in this car could use some tuning up. The sellers replaced the carburetor, as the car had been sitting since 2007, but the plug wires look elderly, the yellow Accel coil is definitely retro, the seller warns that the aftermarket cooling fans have not been hooked up, and everything leaks. None of the mechanical issues would be insurmountable to anyone with prior Chrysler experience, which is one of the pluses of these Euro/U.S. mashups.

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The biggest downers on this example of Interceptor are the rust and the aftermarket sunroof. There’s a fair amount of surface rust on the body, although it’s hard to know how far it goes, and underneath the exhaust is completely eaten through. The good parts are, the wasp nest in the back—free wasps!—no, kidding, those are bad. The good bits are the mostly complete interior, the original alloy wheels, and an overall good-running car. We say this based on the video of the seller doing donuts in it. This is a rare machine. Jensen made fewer than 2245 Mark IIIs, and that’s the most of any Jensen model. If this was our buy, we’d replace the aftermarket side mirrors with the cool original chrome ones, fix the mechanical issues, respray the car in burgundy, and then throw a blanket over the bad seat and drive around feeling fancy and picking on unsuspecting small-block muscle cars.

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BMW has revealed the new 2023 7-series sedan.It will be offered in six-cylinder 740i and V-8 760i models, with a plug-in-hybrid 750e model coming. There’s also the electric i7.The 740i starts at $94,925 and the 760i starts at $114,595, and both go on sale in the U.S. in November.The BMW 7-series has never quite enjoyed the same clout as the Mercedes S-class, but the latest G70 generation is here to make sure that the world doesn’t forget that it still serves as the Roundel’s flagship model. The 2023 7-series introduces a new design language for the brand with a distinctive front end and is chock full of new features including a movie-theater-style screen and a hands-free highway driver-assistance feature. It is also part of BMW’s expanding lineup of electric models, as the lineup now includes an EV version called the i7 that shares its body and interior with the gas-powered sedan but swaps in a large battery pack and electric motors.

BMW says it is simplifying the sedan’s powertrain combinations to reduce ordering complexity, but U.S. customers will still have several choices. There are inline-six and V-8 gas engines, plus the electric i7, covered separately, and a plug-in hybrid called the 750e. The base model is the 740i, which has a 375-hp turbocharged 3.0-liter inline-six and rear-wheel drive, while the V-8 7-series is now called the 760i and comes only with xDrive all-wheel drive. Its twin-turbocharged V-8 engine has the same 4.4-liter displacement as the previous 750i (the model designation numbers haven’t meant anything real for a while now) but the engine comes with other upgrades to produce 536 horsepower, 13 hp more than before.
Both gas engines have 48-volt hybrid systems. BMW hasn’t released details about the 750e plug-in hybrid other than the fact that it will make 483 horsepower. BMW also says there will be an M-badged 7-series coming later, though not a full-fledged M7, with over 600 horsepower. The twin-turbo V-12, previously available in the M760i, is gone.The interior takes a major step forward in design, adopting a similar look as the iX electric SUV and using plenty of exotic materials including open-pore wood and available cashmere. The 7-series’ cabin also integrates an absurd amount of technology features within its numerous display screens and tablet control interfaces for both front- and rear-seat passengers. It’s also available with power-opening doors—a Rolls-Royce level of creature comfort. A hedonistic rear-seat package, as is de rigueur in this segment, includes a recliner-style chair on the passenger’s side with an extendable footrest. The optional BMW Theater Screen measures a massive 31.0 inches and extends down from the roof to offer rear passengers a more immersive viewing experience.
It’s no surprise that BMW is talking up the 7-series driving dynamics and highlighting chassis features including air springs and rear-wheel steering, but our earlier prototype drive didn’t reveal it to be significantly more athletic than its cushy predecessor. Of course, that’s no demerit in the flagship luxury sedan segment, as buyers in this arena likely appreciate plush ride quality and quietness above all and would look elsewhere if they desired more of a corner-carver. Plus, you won’t have to steer the 7-series at all if you opt for the Driving Assistance Professional package that includes a hands-free function that now works at up to 80 mph, provided you’re on a highway and keep your eyes on the road.The 7-series will go on sale in the U.S. in November, with prices starting at $94,295 for the 740i and $114,595 for the 760i xDrive. The i7 is more expensive than both, starting at $120,295. But it is worth noting that BMW significantly undercuts Mercedes’ pricing, as the six-cylinder S-class has a base price of $112,150 and the V-8 starts at $118,750. We look forward to finding out if you get what you pay for, or if the new 7-series can stick it to its chief rival this time around.
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BMW has lifted the curtain on its electric 2023 i7 flagship sedan, along with details on the EV’s powertrain, technology features, and interior. A dual-motor all-wheel drive setup with 536 horsepower and around 300 miles of driving range will be standard; the i7’s starting price is a steep $120,295.The i7 shares a chassis, new driver-assistance tech, and a swanky interior with the new 7-series sedan. The BMW 7-series is a key part of the brand’s luxury sedan lineup and the new seventh-generation model has embraced modern technology in a big way. Enter the i7, the first electric 7-series, which features two electric motors, 536 horsepower, and around 300 miles of driving range per charge.
The sole powertrain is dubbed xDrive60 and is similar to what you’ll find in the BMW iX SUV, except that it’s slightly more powerful and the 101.7-kWh battery pack is a bit smaller. We’ve driven a prototype of the i7 near BMW’s headquarters in Munich, Germany, and can report that the i7’s acceleration is assertive and its cabin is exceedingly quiet when cruising. A 195-kilowatt onboard charger allows the i7’s battery to be quickly recharged at a DC fast charging station. BMW says that a mere 10 minutes of charging time on such a connection will net around 80 miles of driving range. Buyers of the i7 will also receive complimentary charging sessions at Electrify America stations—many of which offer DC fast charging—for the first three years of ownership.

Despite the presence of an adaptive air suspension and a rear-wheel steering system, the i7 is not really a sports sedan and its cabin is made for relaxing. Elegant materials line the spacious interior and attention to detail is evident. As with the exterior design, which is sure to be polarizing, BMW has taken some styling risks with the interior too, particularly with the digital dashboard which pairs two 12.3-inch displays in a floating glass panel serving as both infotainment and gauge cluster. That infotainment system, by the way, is BMW’s latest iDrive 8, which launched with the iX and is also available in the electric i4 sedan.
Additionally, a glass panel stretching the width of the car and into the door panels illuminates in the driver’s choice of ambient lighting and also features integrated touch controls for the air vents as well as the hazard lights and glove box release. Plush seats offer massage, heating, and cooling functions.
Rear-seat passengers are treated even better, especially with the optional Executive Lounge package which adds power-adjustable rear seats that recline. The right rear passenger also receives a footrest in this configuration and the front passenger seat motors forward to provide additional legroom.The other wow factor onboard is the optional Theater Screen rear entertainment system. Using a digital screen embedded into either of the rear door panels, passengers can deploy a giant, 31.3-inch touchscreen display from the i7’s roof and use it to browse the web or stream Netflix, Hulu, YouTube, or Amazon Prime content using the car’s cellular data connection.
A host of driver-assistance features are on offer, too, including BMW’s new Highway Assistant, which will be exclusive to North American customers at the car’s launch. This semi-autonomous driving mode allows for hands-free driving on U.S. and Canadian highways similar to systems such as Cadillac’s Super Cruise and Tesla’s AutoPilot.The i7 is also capable of parking itself, maneuvering itself up and down your driveway, and reversing its way through a chaotic Trader Joe’s parking lot without bumping any wandering shopping carts.Look for the i7 to go on sale in fall 2022, but you might want to call your money guy now because the entry price for all this luxury and gadgetry is a staggering $120,295.
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The 2023 Lexus RZ450e debuts as the first electric vehicle the luxury brand has offered in America.It shares a platform with the Toyota bZ4X, but the RZ450e has more power and a ritzier interior.The RZ450e’s dual electric motors combine for around 300 horsepower, and Lexus estimates a 225-mile range.With the reveal of the 2023 Lexus RZ450e, the luxury automaker introduces its first electric vehicle to U.S. customers. While it shares a platform with the Toyota bZ4X, this Lexus EV pumps up the performance and increases the overall opulence compared to its mainstream counterpart.

The first thing that stands out about the RZ450e is its sharply creased sheetmetal, particularly its angular face. The lighting signature is similar to other Lexus models, and its grille features the brand’s distinctive spindle design, but something’s different. Now called the “spindle body,” the surfaces are mostly smooth for aerodynamic purposes, and Lexus says the RZ450e’s design language prefaces future EV models.
As with the bZ4X, the RZ450e rides on the e-TNGA platform that Toyota co-developed with Subaru. Lexus calls its dual-electric-motor, all-wheel-drive powertrain Direct4. The motor up front is rated at 201 horsepower and the one in the rear is rated at 107 horses, so we expect their combined output to be about 300 horses. That’s considerably more powerful than the 214-hp bZ4X. Another component the electrified Lexus and Toyota share is a battery pack. The RZ450e’s battery has approximately 65.0-kWh of useable capacity, which Lexus estimates will earn about 225 miles of range per charge. The company hasn’t yet released details about peak charging rate or estimated charging time.
Inside, the RZ450e looks like it caters to a more affluent clientele than its Toyota cousin. The cabin is said to be styled with simplicity in mind and is lined with upscale materials. While Lexus has confirmed that the RZ450e will be offered with a yoke-style steering wheel, these photos only show the standard, circular wheel. A 14.0-inch touchscreen controls the infotainment system, which has the same new software we’ve seen on the Lexus NX and LX models. The RZ450e also comes standard with a panoramic sunroof that includes a dimming function and a host of driver-assistance technology, such as adaptive cruise control and lane-keeping assist. Among its more desirable options are a head-up display as well as a feature that allows drivers to remotely parallel park the vehicle.Lexus hasn’t yet announced pricing for the 2023 RZ450e, but we expect it to start at around $50,000 when it goes on sale closer to the end of this year.
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Hyundai has revealed a camper version of the cool-looking Staria van.It has lay-flat seats, a mattress, a sink, and a refrigerator.The Staria Lounge Camper will be sold in Korea for the equivalent of between $40,000–$50,000.Hyundai’s futuristic-looking Staria was begging for the camper treatment, and the company has finally indulged adventurers by building a factory pop-top version of the Korea-market van. It’s called the Staria Lounge Camper and will be offered with up to eleven-passenger capacity and a variety of modifications.

The most obvious change is the electrically operated pop-top roof, which creates space for a two-person mattress—included with the camper version—to fit up there. There’s also an extendable awning with built-in LED lights. The seats inside the cabin can also lay flat to provide more sleeping space. A water tank is included for the sink, and there’s a built-in refrigerator that runs off an external power supply.

Hyundai

The Staria Lounge Camper is only offered with either white or black exterior paint, but the interior is available in either black or brown. Hyundai hasn’t said which engines the camper version will offer, but the standard Staria has either a 3.5-liter gasoline V-6 or a 2.2-liter turbodiesel four-cylinder.We’re not expecting to see the Staria make its way to the U.S. in any form, sadly. But the camper version will be sold in Korea starting at around $40,000, with loaded versions costing around $55,000. Apart from the Mercedes Weekender that’s currently offered here, American outdoors enthusiasts’ best hope for a futuristic-looking factory camper van is the VW ID.Buzz, which may eventually be offered on our shores with a pop top.

Hyundai

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GM has filed a patent for autonomous driver-training technology, as first reported by Motor1.Instead of a human instructor, the system evaluates and trains novice drivers using various methods.GM’s system can give greater control to the driver-in-training if they achieve a high enough score.Human driving instructors might soon be replaced by computerized ones. No, not full-blown robots, but rather autonomous vehicles. That’s the idea behind the driver-training technology that’s described in a patent that General Motors filed with the United States Patent and Trademark Office (USPTO), as first reported by Motor1.

GM’s patent describes autonomous technology that doesn’t require a living, breathing driving instructor. Instead, the system is designed to evaluate and train novice drivers by using a combination of sensors for the car’s autonomous features as well as monitoring how the driver-in-training operates controls such as the accelerator, brake, and steering. The system also uses a processor with a driving algorithm stored in the car’s memory. By comparing the trainee’s manual inputs with recommended driving instructions, the processor calculates a score.

USPTO

From the sound of it, the score that GM’s autonomous driver-training feature calculates is similar to a grade given by a human instructor. The patent states that this score can be shared with third parties, too. Most importantly, it’s used to determine if the driver meets predetermined thresholds. It then selectively gives the driver greater control of various vehicle functions based on how their score compares with the preset thresholds. That sounds a lot more intuitive than the trial-by-fire method of letting young Kyle or Kelly learn how to navigate busy intersections or merge onto the freeway before they’re fully prepared.

While we’re not entirely sure if this system will be offered on personal vehicles, the patent points out that the technology could be used as part of a fleet for driver-education purposes. It also mentions the possible advantages of using autonomy to teach new drivers versus human instructors. Not only can real people be prone to bias, the patent suggests, but traditional training techniques might be more expensive and less efficient than autonomous techniques. We also don’t know if GM has any kind of timeline for rolling this technology out to the public, but it is encouraging to see that in the future the technology can be used to train people how to drive rather than mainly taking that ability away from them.
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• If your Aventador Ultimae went down with the ship, consider owning this Countach in a few days for the same money.• Lamborghini produced only 610 Quattrovalvole models from 1985 to 1988, and this one is up for auction until Monday, April 25.• Countach ownership comes with lifetime rights to valet in front of any Miami nightclub.Scissor doors started with the Lamborghini Countach. Technically, they debuted on another Marcello Gandini masterpiece a few years prior, but never had a car designer insisted on vertical hinges and hydraulic struts to hold a door in place. It made no practical sense in 1974, and it still makes insurance adjusters squeamish in 2022. This 1987 Countach 5000 Quattrovalvole is selling for twice the price of the new Huracán Tecnica because it has two doors that open the right way. It’s on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos—and quietly sitting in Seekonk, Massachusetts, ready to re-enact Cannonball Run.

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The winning bidder gets a DVD of that 1981 film, itself a reenactment of our very own Cannonball Run. Even better are the new spark plugs, fresh period-correct Pirelli P7s with the most extreme stagger ever (225 front/345 rear), and everything in dizzyingly immaculate condition except a power mirror switch. Not that mirrors matter on a Countach.

The red over tan scheme is called Rosso Siviglia sull Senape, so practice those words during the first few miles (there are about 4500 on the odometer, which reads in kilometers). And then, it’s a Quattrovalvole: Four valves per cylinder, 48 in total, coaxing even more power out of the 5.2-liter V-12 and helping produce the most godly vocals of any 1980s supercar. Lamborghini built 610 Countach models to QV spec between 1985 and 1988 and just 66 with fuel injection. This is one of them.

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As with every V-12 Lamborghini built until a few years ago, handling and agility were not included by the factory despite the two seats hovering inches above the ground and the OZ wheels with their punch-hole “phone dial” design. There is no lightness to the controls. A few Countach owners are so exasperated from working the pedals and steering that they’ve retrofitted electric power assist and looser throttle cables. The seller of this Countach is not one of them.

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With a week to go before the auction ends on Monday, April 25, bidding is at $500,000. A little advice for the Countach’s next owner: We recommend the immediate removal of the American bumper extensions that tarnish a Bugatti Chiron or Aston Martin Vantage as badly as this 1987 Lambo. Gandini wasn’t concerned with our 5-mph bumper laws designed to help Oldsmobile drivers back into another car at Sears without damage. For parking, however, Lamborghini believed the scissor doors aided in rearward visibility so a driver could lean their head out and rest on the sill while feathering the clutch. Wisely, instead of some atrocious add-on backup camera from Amazon, the seller replaced the driver’s-side door strut. It’s the most important part on a Countach.

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Ferrari has converted the 296GTB into a convertible, the 296GTS, and it uses the same 819-hp hybrid V-6 setup as its coupe counterpart.The car’s retractable hard top can deploy or retract in 14 seconds at up to 28 mph.The 296GTS can also be had with the weight-saving Assetto Fiorano package and can match the GTB on acceleration and top speed. Last June, Ferrari unleashed the 819-hp 296GTB, powered by the first roadgoing Ferrari V-6 engine since the Dino of the late 1960s and early 1970s and featuring a Formula 1–inspired hybrid system. Now, with summer on the horizon, Ferrari has unveiled the 296GTS, which turns the GTB coupe into a hardtop convertible claimed to offer the same scintillating performance.
The powertrain of the 296GTS remains unchanged from its fixed-roof brother. That means a 120-degree 3.0-liter turbocharged V-6 good for 654 horsepower. This engine is coupled with an MGU-K (Motor Generator Unit, Kinetic) that draws on Ferrari’s extensive Formula 1 knowledge and adds an extra 164 hp. Although the GTS weighs 154 pounds more than the GTB in its lightest configuration, Ferrari still claims a sprint to 62 mph in 2.9 seconds and a 205-mph top speed.

The biggest change, of course, is the roof. Now called GTS—for Gran Turismo Spider—the 296 gains a retractable hard top that can go up or down in just 14 seconds at speeds up to 28 mph. With the roof up, the GTS is virtually indistinguishable from the 296GTB. With the press of a button, the roof folds in two and nestles in above the engine bay, although a window at the rear still allows for a peek at the 120-degree V-6. Ferrari also redesigned the chassis for the GTS, working on the A-pillar, B-pillar, and side sills to maintain torsional rigidity and bending stiffness. Inside, Ferrari has reworked the seats and added aerodynamic flaps on the rear trim structure to minimize buffeting and make for a more comfortable top-down experience. Like the GTB, the GTS is available with the Assetto Fiorano package, which shaves off weight and prepares the 296 for track duty. There’s no word yet on when the 296GTS will go on sale or how much it will cost, but we would expect at least a $20,000 increase over the GTB’s $322,986 starting price based on Ferrari’s previous droptop offerings.
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