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The 2026 Volvo ES90 is the brand’s new sedan-like EV, featuing a handsome design that hides a rear hatch. Its available powertrains range from a single-motor rear-drive setup with 329 horsepower to a dual-motor AWD model with up to 670 hp.The ES90 doesn’t yet have an EPA range estimate, but we expect versions with the bigger battery can go about 369 miles on a full charge. Sweden’s most recognizable automaker has finally revealed its first electric sedan. Well, technically, the 2026 Volvo ES90 is a hatchback, but its sloping rear roofline and decklid-like tail preserve the dying sedan form. The ES90 represents Volvo’s sixth EV, though it will be the fifth to go on sale in the United States. As with the new electric EX90 SUV, which is sold alongside the traditional XC90, the ES90 will cohabitate with Volvo’s familiar gas-fed S90 sedan. A Smaller Footprint Volvo’s prevailing “Thor’s Hammer” headlight design sits proudly on either side of a large, flat front fascia. The car’s backside is also typical Volvo, with the C-shaped taillights now accentuated with additional LEDs extending into the rear window. The lidar sensor that controls the car’s advanced driver-assistance tech is mounted atop the ES90 and detracts from the otherwise sleek styling, but the glass roof helps it blend in with the rest of the bodywork.The ES90’s 122.1-inch wheelbase is slightly longer than the gas-powered S90’s, which measures 120.5 inches. Despite the larger wheelbase and extra legroom it brings, the ES90 is shorter than the gas model (196.9 versus 200.4 inches). The EV also stands almost four inches higher than the ICE model at 60.9 inches tall. Volvo lists the ES90’s curb weight at up to 5787 pounds, whereas it lists the plug-in-hybrid S90 at 4665 pounds.Inside, the ES90 sports a similar layout to other recent Volvo EVs. The main attraction is the dash-mounted 14.5-inch center touchscreen that controls the infotainment system and other vehicle functions. As we’ve seen elsewhere in the brand’s lineup, the screen is vertically oriented and runs Google’s built-in software. A smaller 9.0-inch display is mounted to the steering column, and a head-up display duplicates the most pertinent info.The ES90 offers several interior lighting options, and Volvo says customers can pick from a variety of upholstery materials. Every version comes equipped with a panoramic roof that Volvo says provides UV protection up to 99.9 percent. There’s also an optional electrochromic glass roof that allows customers to alter the transparency of the glass. Impressive PerformanceThe ES90 offers two powertrain configurations with three different power outputs. The single-motor rear-drive setup represents the entry-level model. Volvo says it’s good for 329 horsepower and 354 pound-feet of torque and claims it can accelerate from zero to 60 mph in 6.7 seconds. The mid-range Twin Motor variant uses a dual-motor setup that combines to make 442 ponies and 494 pound-feet. Volvo claims it can sprint to 60 mph in 5.3 seconds. The Twin Motor Performance at the top of the lineup is where Volvo really turns up the wick. As with the mid-range model, the Performance comes with an electric motor mounted on each axle, but this combo generates 670 ponies and 635 pound-feet. The extra oomph helps it race from zero to 60 mph in a claimed 3.9 seconds.Volvo claims a drag coefficient (Cd) of 0.25, which it says is the lowest of any car the company has built. That figure should play into a competitive driving range for the ES90. While the EPA hasn’t yet certified the new Volvo, we expect the smaller pack to be good for roughly 343 miles and the larger pack to provide about 369 miles on a full charge. The ES90’s charging speeds should be equally competitive thanks to its 800-volt architecture—the first for an electric Volvo. When connected to a DC fast-charger with a 350-kW connection, the dual-motor variants, which feature a 102.0-kWh battery, can charge from 10 to 80 percent in a claimed 20 minutes or add 186 miles of range in 10 minutes. The single-motor model gets a slightly smaller 88.0-kWh battery pack, and its charging speeds peak at 300 kW.Volvo’s new flagship sedan, er, hatchback can now be ordered in much of Europe, though we’ll have to wait a while longer before it becomes available in the United States. Volvo says other markets will add the ES90 later this year and into 2026. More on the ES90Jack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

The 2026 Cadillac Escalade IQL is an even longer version of the already huge Escalade IQ and the equivalent of the gas-powered Escalade ESV.The IQL features an extra 4.4 inches of third-row legroom and an extra six cubic feet of cargo space behind the second row.The Escalade IQL also wears a more upright rear end with a unique C-pillar design, and the electric SUV will start at $132,695.We first learned Cadillac was working on an Escalade IQL at last year’s Chicago auto show, a logical move since the gas-powered Escalade SUV already comes with a long-wheelbase Escalade ESV variant. Now we have full details on the 2026 Cadillac Escalade IQL, which is, as expected, a more capacious version of the already ginormous electric full-size luxury SUV.A Bigger Box Affords More SpaceThe Escalade IQL looks nearly identical to its slightly smaller—but certainly not small—sibling, measuring 4.2 inches longer from nose to tail. The IQL wears unique bodywork at the rear, however, with a more upright triangular C-pillar decorated by the downward-swooping window trim. The D-pillar is also more vertical, and there is a full window between the two rear-most pillars, instead of the thick panel that hampers visibility at the rear of the standard IQ. Inside, the longer body means that the third row gains an extra 4.4 inches of legroom, one inch of additional headroom, and almost another full inch of shoulder room. There is also marginally more headroom and legroom for second-row occupants. The IQL can seat up to seven passengers and features a power-folding third row that can lie completely flat.Cargo volume has also improved, with the 75 cubic feet available with the third row stowed up by six cubes over the standard Escalade IQ. With the third row up, cargo capacity is only up by about one cubic foot. Of course, Escalade IQL customers also have access to the 12 cubes of storage space in the frunk.The rest of the cabin mirrors the smaller Escalade IQ, with a majestic 55-inch display that spans the entire dashboard. There’s a standard 21-speaker AKG sound system, but if that’s not enough for you, there’s an optional 38-speaker version. And for those who can never have too many speakers, the Executive Second Row package brings a whopping 42 speakers. That package, which is also available on the IQ, includes 12.6-inch screens for each second-row passenger, dual wireless phone-charging pads, and stowable tray tables. The package also equips the 14-way power-adjustable rear seats with heat, ventilation, and massage functions, as well as headrest speakers.Same Beastly PowertrainThe powertrain is unchanged from the standard Escalade IQ, producing an absurd 750 horsepower and 785 pound-feet of torque from a pair of electric motors, allowing the electric behemoth to blast from zero to 60 mph in a claimed 4.7 seconds. The IQL uses the same 205.0-kWh battery as the IQ, and Cadillac estimates the same 460-mile range despite the added length. Cadillac also claims the IQL can add 116 miles of range in 10 minutes when connected to a DC fast-charger. At 7500 pounds, the IQL’s towing capacity is 500 pounds less than the standard Escalade IQ. Super Cruise, GM’s hands-free driver-assistance system, comes standard on all trims. The IQL is also capable of bi-directional charging, and when equipped with the GM Energy V2H Bundle, the EV SUV can send power back to a person’s home when needed.Cadillac says production of the Escalade IQL will begin in the middle of this year. Four trims will be offered: Luxury, Sport, Premium Luxury, and Premium Sport. Pricing will start at $132,695, about $3K more than the smaller Escalade IQ. It will be built at the same Detroit/Hamtramck Assembly—also known as Factory Zero—where the standard Escalade IQ is put together.More on the Escalade LineupCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

We visited Jay Leno’s famous garage to spend some quality time with the McLaren W1 and other McLarens in Leno’s car collection.The look of the W1 is undeniably striking, but we were even more awed by the spec sheet on this lightweight, technically fascinating car.All 399 W1 cars they’re going to make, naturally, are already spoken for at a price of $2.1 million.It’s hard to stand out when you’re flanked by a McLaren F1 on one side and a P1 on the other. That’s even more the case when the surrounding landscape is comedian Jay Leno’s storied car collection, encompassing more than 200 of the most coveted marques and models in automotive history. McLaren clearly had faith in the new W1 to showcase it among its predecessors and rivals, and after getting a closer look at the latest supercar, we can understand why.It’s not McLaren’s most striking design, but get closer and the W1 wins you over with details both beautiful and technically interesting, like the almost organic surface of the machined struts that support and control its active rear wing, or the peekaboo of its carbon, titanium, and aluminum undercarriage through the bezels and folds of its aerodynamic body. Sit down with the spec sheet, and you’ll be even more impressed. The W1 is rear-wheel drive, should weigh somewhere in the neighborhood of 3300 pounds based on McLaren’s dry-weight claims, makes about two-thirds that much in downforce (2200 pounds), and offers 1258 horsepower and 988 pound-feet from its hybrid V-8 powertrain. It has taken lessons in aerodynamics and lightweighting from McLaren’s Formula 1 team, and if the previous McLaren 1-series cars are a difficult act to follow, the W1 is poised to catch up quickly. McLaren AutomotiveLeno, shown with McLaren CEO Michael Leiters, had the car on the premises for an episode of his YouTube show that will debut on March 10.New Engine DesignThe W1 offers our first look at McLaren’s latest powerplant design. Although it is a twin-turbo 4.0-liter aluminum V-8, with a 90-degree bank angle and a flat plane crank, the MHP-8 is not a bored-out or boosted-up version of the previous M840T that has powered the majority of McLaren’s modern offerings, from the 720/750S to the Senna and Speedtail. McLaren designed the MHP-8 with light weight and compact packaging in mind. The engine is 1.2 inches shorter overall, which is where a literal chunk of its 44 pounds of claimed weight savings over any M840T variant comes from. On its own it makes 916 horsepower and 664 pound-feet of torque, and when combined with an electric motor—as in the W1—the final power output is 1258 horsepower and 988 pound-feet of torque.McLaren was able to shorten the MHP-8’s aluminum block during the design process by bringing the cylinder bores closer together—which was made possible by using 3D-printed cores to design the water jackets for optimized cooling and structural layout of the engine block, and also employing plasma spray-coated bores rather than liners. There are no titanium engine parts, but hollow intake valves and camshafts save additional weight, as does the deletion of a starter and alternator. The tasks of starting and charging are handled by the electric motor and control unit. The MHP-8’s lightweight valvetrain and stiffer crankshaft allow it to spin up to a 9200-rpm redline, and it’s still got plenty of grunt, with up to 30 percent greater torque than M840T from 2500 rpm on up. While that’s up from the 750S’s 8250-rpm redline, surprisingly the new, higher-revving engine’s bore is 1.0 mm smaller and its stroke is 1.5 mm longer (92.0 mm x 75.0 mm) than the previous 4.0-liter’s.McLaren AutomotiveInside Jay Leno’s garage. McLaren is taking a unique approach to the fueling of the MHP-8. It uses a combination of port fuel injection and gasoline direct injection (GDI). Combining the two is not unusual, but where the more common configuration is to run port fuel injection all the time and use GDI at higher rpm, McLaren is flipping the script by using the direct injection at lower rpm and bringing in the port injection at higher rpm. Engineers at McLaren say this format allows for a better optimization of the airflow mixture and uses a smaller direct injector for better efficiency. Two twin-scroll turbos were chosen for higher peak power and increased torque and combined with a small volume intake with short runners to make the MHP-8 responsive throughout its rev range. Also, unlike the previous V-8, the two turbos are unique, with their compressors rotating in opposite directions. On its own, the MHP-8 is a formidable powerplant, but what really kicks it into supercar territory is the addition of an e-module that integrates a radial flux motor and motor control unit in a compact package, which requires less heavy cabling and cooling than separate units. The e-module weighs a claimed 44 pounds and is mounted to the side of a new eight-speed dual-clutch automatic capable of handling higher torque levels than previous McLaren transmissions. But not high enough to handle the combined torque of the engine and motor, which is why the electric assist is fed through the transmission after the clutches, through the shaft that houses the even gear ratios. McLaren AutomotiveAs with the Artura plug-in hybrid, there is no reverse gear, as reversing is done by driving the motor backward. A compact 1.4-kWh battery is inset in the floor of the W1’s monocoque chassis and makes up a structural part of the carbon floor. It’s an 800-volt system and maintains a reserve of power, so there is always enough to crank the engine or put the car in reverse. It also regenerates during driving as soon as the driver lifts off throttle, and McLaren says it can recharge enough in the cool-down coast from one speed run to be ready for the next. To keep the driver aurally in tune with the mid-mounted powerplant, McLaren moved sources of mechanical noise—like the timing drive—to the rear of the engine, away from the cabin; stiffened body panels and mounts to minimize resonance; and designed a tuned exhaust system with long, equal-length runners that join at the outlet to bring out the higher pitches of the engine note. Aero and ChassisWith the W1 McLaren continues its tradition of carbon-fiber tub and body, but it makes the already lightweight process even lighter by moving away from resin transfer (RTM) in favor of resin-infused fibers (pre-preg), a construction choice previously only used on Formula 1 cars and the Solus GT track model. The result, which McLaren calls “Aerocell,” is lighter and designed around the aerodynamic elements of the car. The floor is higher by 2.5 inches, but McLaren says driver comfort is unaffected. The seat is fixed, and its position is part of the monocoque’s layout. This allowed McLaren to reduce the wheelbase by almost three inches. The higher front of the Aerocell floor made it possible to integrate the front suspension mounts into the structure, which made space for channeled airflow inside the wheel wells and eliminated the need for a subframe. Door hinge mounts are also a part of the monocoque body, and McLaren has moved away from its butterfly “dihedral” door design in favor of a Mercedes-esque top-mounted “anhedral” door. Besides looking cool at car shows, the change in door design allowed for better airflow out of the front wheel arches into the side pod radiators. Better airflow could be the W1’s catchphrase, as every element on its body was designed to smooth out air and direct it beneath the full-floor ground effects into cooling ducts and over the rear wing. Air management begins at the front lip, with an active wing that swings forward up to 10 degrees under braking to prevent porpoising. The entire floor of the W1 expands into a rear diffuser that kicks up to become part of the rear bumper structure. The front suspension plays a part in the car’s aerodynamics, with profiled and 3-D-printed components and inboard-mounted dampers, and carbon-fiber lips and trays inside the front bay that keep a clean flow of air to the back of the car. McLaren uses titanium pushrods for the first time in the W1, linking to the dampers and an active heave element that keeps the car flat and aerodynamically consistent on track. Even the side mirrors were tested for minimal disruption of the airflow. In the rear, an active wing controlled by four electric motors automatically extends up to 11.8 inches rearward as well as altering its pitch to make the W1 into a longtail for maximum downforce but retracts and tilts to act as an air brake under deceleration. Speaking of deceleration, the W1 uses McLaren’s carbon-ceramic 15.4-inch disc brakes but adds an extra layer of ceramic to allow for more aggressive pad material with higher friction rates. Six-piston monobloc calipers clamp the front, and four-piston calipers with an integrated electric parking brake do the rear. An additional benefit of all the aero design is brake ducts inspired by Formula 1 racing, which both cool the brakes and direct air out of the turbulent wheel wake zone and back toward the radiators. McLaren says the W1 will stop from 124 mph in 328 feet and from 60 mph in just 95 feet.W1 buyers will have a choice of rubber depending on their driving plans. Pirelli will offer 265/35 front and 335/30 rear tires in a bespoke Trofeo RS that comes standard, or P Zero R for more road use and even a P Zero winter tire, for those winter concours in the Swiss Alps. Interior and ExperienceEvery one of the 399 planned W1 builds is spoken for, even at $2.1 million. Should you get a chance to sit in one, you’ll see an option of leather, faux suede, or McLaren’s new “InnoKnit” fabric. The seats are fixed, but the pedal box moves, and McLaren reps assured us it can accommodate both unusually tall and more compact drivers. The steering wheel is smaller and flattened top and bottom for a better view of the instrument cluster and more space below. Unlike some supercar competitors, there are minimal controls on the wheel aside from two buttons. One controls on-demand boost for full power delivery from the electric motor. The other drops the wing into a “DRS” drag-minimizing mode. Hit ’em both and do your best Lando Norris impersonation. The W1 offers several drive modes, including a limited-range all-electric mode which is available for approximately 1.5 miles and at speeds up to 80 mph. Comfort mode uses the motor only as needed for smoother power delivery, and Sport brings it in for the full 1258 horsepower. Race mode offers full power in two forms, GP for extended lapping and Sprint for maximum power delivery in a qualifying-lap situation. McLaren says Sprint should offer enough power for most track lengths, but Nürburgringers may find themselves out of juice before the finish line. Comfort and Sport handling modes change ride quality to match need. Off-track civilizing items include an 8.0-inch touchscreen with wired Apple CarPlay, a console cupholder, and small-item storage. Additional storage for helmets or gear bags is available behind the headrests. McLaren says the W1 can hit 62 mph in 2.7 seconds and 186 mph in under 12.7 seconds with a top speed of 217 mph—a limit McLaren says was chosen based on the limitations of the tire choice rather than a mechanical limit on the car itself. Even though all the W1 models are presold, we don’t expect this to be the last time we see the MHP-8 engine in use, so start saving up for the next opportunity. More from McLarenLike a sleeper agent activated late in the game, Elana Scherr didn’t know her calling at a young age. Like many girls, she planned to be a vet-astronaut-artist, and came closest to that last one by attending UCLA art school. She painted images of cars, but did not own one. Elana reluctantly got a driver’s license at age 21 and discovered that she not only loved cars and wanted to drive them, but that other people loved cars and wanted to read about them, which meant somebody had to write about them. Since receiving activation codes, Elana has written for numerous car magazines and websites, covering classics, car culture, technology, motorsports, and new-car reviews. In 2020, she received a Best Feature award from the Motor Press Guild for the C/D story “A Drive through Classic Americana in a Polestar 2.”  In 2023, her Car and Driver feature story More

The overhauled Audi A6 Avant kicks off a new generation for the automaker’s mid-size offering and should be joined by a sedan later this year.A turbocharged 3.0-liter V-6 produces 362 horsepower and 406 pound-feet of torque and features 48-volt electrical assistance.The cabin features a 14.5-inch touchscreen, an 11.9-inch digital gauge cluster, and an optional 10.9-inch screen for the front passenger.Audi is in the process of overhauling its bread-and-butter models. First Audi revealed the 2025 A5 sedan, a successor to the long-running A4. Next came the 2025 Q5, kicking off the third generation of the brand’s bestselling vehicle. Now Audi is launching a new A6, revealing the mid-size car in Avant wagon form first. While the new A6 Avant won’t be sold in the United States—at least not in non-RS or Allroad forms—a sedan will surely follow and carry many of the same upgrades as Europe’s Avant.Sleek Styling and 48-Volt AssistanceAudiAt first glance, the new A6 Avant doesn’t look like a radically new design, but its sharp creases and wide front grille give it an assertive, svelte look that is a significant departure from the stoic aura of the outgoing model. That gaping maw up front is composed of boomerang-shaped elements and is sandwiched by large vents that direct air around the side of the car. Deep indentations are carved into the hood, and the headlights are adorned with the intricate LEDs that Audi has become known for. The A6’s slippery bodywork contributes to a drag coefficient of 0.25, the lowest among internal-combustion Audis.Under the hood are three powertrains, but only one is likely to make its way stateside in the A6 sedan. While Europe receives a turbocharged 2.0-liter inline-four producing 201 horsepower and a turbocharged 2.0-liter diesel four-cylinder with the same power output, the U.S.-spec A6 will presumably be offered exclusively with the turbocharged 3.0-liter six-cylinder that sends 362 horsepower and 406 pound-feet of torque to all four wheels and features 48-volt electrical assistance. While the gas 2.0-liter—which drives the front wheels only—needs 8.3 seconds to accelerate from zero to 62 mph, the V-6 does the same sprint in 4.7 ticks.AudiThe 48-volt system consists of a 1.7-kWh lithium-iron-phosphate battery hooked up to a belt alternator starter and a powertrain generator. The latter allows the A6 Avant to run on electric power while driving slowly, such as in traffic or when parking. It can also take over for short bursts when coasting and can supply an extra 24 horsepower and 170 pound-feet of torque when accelerating from a standstill or overtaking another car. The A6 Avant is also able to recuperate energy through the 48-volt system under braking.High-Tech Inside and OutThe A6 will be offered with rear-wheel steering when fitted with all-wheel-drive, helping the large wagon become more maneuverable in tight corners and more stable at higher speeds. Adaptive air suspension is available, and buyers can also add a Quattro Sport rear differential to make the wagon more agile. Audi says the steering is more direct than before thanks to a stiffer torsion bar and control arm bushings. Audi increased the camber on the front axle, also contributing to Audi’s claim of more communicative and responsive steering.AudiThe cabin follows the lead of the 2025 A5 and Q5, with a trio of screens and lots of silver trim. The main 14.5-inch touchscreen, angled slightly toward the driver, is supplemented by an 11.9-inch digital gauge cluster. A head-up display is optional, as is a dedicated 10.9-inch screen for the front passenger. Goodies include a panoramic glass roof, a Bang & Olufsen surround sound system with speakers in the front headrests, and optional four-zone automatic climate control. The driver can also adjust the exterior lighting, choosing from seven different light signatures. The lights can also selectively brighten or dim different areas of the road ahead, improving safety at night for both the A6 driver and other road users.Deliveries will begin in Europe at the end of May, with pricing for the gas-powered four-cylinder starting at the equivalent of $61,000 at current exchange rates. The A6 sedan should be unveiled later this year, and we don’t expect U.S. sales to get underway until 2026. Prices should start in the low-$60,000 range, and a more potent four-cylinder could appear in the U.S. alongside the V-6.More on the Audi A6 LineupCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

BMW has a new site recording all its car models made between 1928 and 2008.The site is similar to previous historical projects done for Mini and BMW’s motorcycles.Everything’s here from rare oddballs to the brand’s greatest hits.Heritage is a value every automaker has been known to brag about, but not too many put in the legwork to actually honor it. Not so BMW, which has just launched a public site that catalogs some 80 years of the company’s history, from 1928 through to 2008. If you’re a BMW fan, then yes, your favorite pick is in here, complete with photos and a short breakdown as to model features. And we do mean everything: for the E28 5-series, for instance, BMW has every trim level listed from the Euro-only, carburetor-equipped 518 to the mighty M5.BMWThe historic model overview represents a tremendous amount of research, but it’s not unprecedented. BMW already has two similar historic catalogs, one for its Mini sub-brand, and one for its motorcycle division. Both of those are great fun to browse through, whether you want to look up the original price of pickup-truck Minis from the 1960s (about $550) or dig into the then-radical aerodynamics of the 1988 BMW K1.BMW’s car history is broader than even its motorcycle past, and the new digital catalog has plenty of gems. For instance, were you aware than most models of the adorable three-wheeler Isetta were actually built in the U.K. as knock-down kits, which is why you might see one at your local British car show? Or you can scroll through every iteration of the E30 wagon (BMW calls this spec “Touring”), including the all-wheel-drive 325iX aimed at the skiing set.This is a worldwide catalog, so there’s plenty of forbidden fruit to pore over, especially for the M fans in the audience. Dream about the last of the blister-fendered E30 M3s, the Evolution III, with its 2.5-liter four-cylinder screaming to 238 horsepower at 7000 rpm. Or check out the rarest-of-the-rare E34 M5 Touring Elekta, of which only 20 were built especially for the Italian market.In addition to diving in on specific favorites, the catalog charts BMWs history from the Dixi cars of the late 1920s, based on the Austin 7, right through to the E46 M3 and E39 M5. Both those last are considered perhaps the best of their breeds, but it’s interesting to see lesser-known BMW models from the 1950s and late 1960s, before the Neue Klasse models arrived to herald the future of the brand.Whether you’re a fan of BMW specifically, or just interested in automotive history generally, the new site is well worth a visit. Check it out: you might find a Bimmer you’ve never heard of before, or see where the roots of your current modern favorite first took hold.From the C/D ArchivesBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More

Honda has reportedly scrapped plans to shift production of the next-generation Civic Hybrid to Mexico.Instead of Guanajuato, Mexico, the Civic will instead be produced at the automaker’s Greensburg, Indiana, facility alongside the CR-V. The change in plans comes the day before the Trump administration puts 25 percent tariffs into effect on both Canada and Mexico. A new report from Reuters details a change in Honda’s production plans, with the automaker ditching previous plans to move Honda Civic Hybrid production to Mexico. According to the Reuters report, which was released on the eve of the Trump administration’s 25 percent tariffs on Canada and Mexico, Honda will produce the next-generation Civic at its Greensburg, Indiana, facility. HondaApart from the Civic Type R, which is built in Japan, Honda currently splits production for North America–bound Civics and CR-Vs between its production facilities in Indiana and Ontario, Canada. Reuters cites three anonymous sources who confirmed initial plans for Honda to move Civic production to Guanajuato, Mexico. The new location was picked due to rising costs in Indiana and Canada.According to the sources, production at the Mexico facility had been scheduled to begin in November 2027. The revised plans will see the Indiana-based production start in May 2028—a six-month delay. The same anonymous sources cite an expected annual production of around 210,000 cars, with Honda looking to import from countries not impacted by the tariffs should the production expectations fall short. Marc Urbano|Car and DriverCivic sales were up 21 percent last year, placing it 10th on the highest-selling list in the United States, and giving it an annual sales figure of just over 242,000. While about 40 percent of Honda’s U.S. sales each year are imported from Canada and Mexico, the company also exports roughly 60,000 U.S.-made cars to those countries, meaning any retaliatory tariffs would further hurt the automaker. A Honda representative issued the following statement to Car and Driver in response to the Reuters article.”Honda has made no such announcement and will not comment on this report. The Honda Civic has been made in our Indiana Auto Plant since the facility opened in 2008 based on our longstanding approach to build products close to the customer. We have the flexibility to produce products in each region based on customer needs and market conditions.”More on Tariffs and the Honda CivicJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Here’s a restomod Porsche based on the oft-overlooked 912.The appeal here isn’t huge power, but a feathery curb weight.It’s expensive, but you get a power-to-weight ratio close to a modern 911.911? As Police Chief Clancy Wiggum once said, “You’ve got the wrong number, this is 91 . . . 2.” Launched in 1965 as the budget-friendly version of Porsche’s classic 2+2, the 912 was intended to paper over some of the gap left by the last of the four-cylinder 365s with which it shared a powerplant. Instead of a flat-six, it was powered by an air-cooled 1.6-liter four-cylinder boxer, which made around 100 horsepower. However, the car was very light, and it is now coming into its own as a collectible. And, as you might have expected, there’s also a company building a high-performance restomod version.KAMManufaktur is a Hungarian company established a couple of years ago by Miklós Kázmér, a successful commercial and film director. Genesis came about almost accidentally, as Kázmér originally bought a 912 as a donor car for a 911 build, but fell in love with the four-cylinder’s underdog charms. Together with a team of engineering specialists, he founded a company and set about giving the 912 the love it deserved.KAMManufakturThe firm’s creation is called the 912c, and that lower-case “c” stands for carbon fiber. A lot of carbon fiber. Just as the original 912 made the most of its modest power by being lighter and a bit better balanced than the 911, the 912c is unlike the big-bore restomodded Porsches made by other specialists. The now 2.0-liter flat-four is up in power, from 170 to just above 190 horsepower depending whether it’s running carburetors or fuel injected, but the big story with the 912c is that, according to the company’s claims, it weighs just 1650 pounds and has nearly perfect 50/50 weight distribution.As the 912 turns 60 this year, KAMManufaktur is building a couple of motorsport-themed 912cs to celebrate the car’s somewhat overshadowed history. The first of them is painted red like the 1967 912 driven by Poland-born Porsche factory driver Sobiesław Zasada, who won his class in the European Rally Championship three times. The other car is yellow, and based on a 912 used in Swedish rallying in period. Both cars look fantastic, much more discreet than a 911 from Singer or Gunther Werks.KAMManufakturLess power, less weight, and less ostentation goes against the flow somewhat in 2025, but KAMManufaktur’s 912c looks extremely tempting. As the cars are low-production, buyers can slightly change the specification from a more track-oriented build with stiffer suspension to a more road-friendly experience. They’ve even built a targa version complete with roof rack and surfboard.KAMManufakturThe cost for all this lightness is, unfortunately, somewhat weighty at over $400,000. Even so, perhaps this too is a long overdue tribute to the 912. For too long it was considered the poor cousin to the 911 or the “wrong” Porsche. That KAMManufaktur can build and sell such a desirable creation proves that the 912 was special all along.HomageBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More

A new rumor suggests that the legendary Shelby GT500 Mustang is headed for production in the near future. The rumor can be traced back to a now-deleted post on the r/Mustang Reddit page that shows what looks to be a leaked United Auto Workers internal memo.According to the memo, the Shelby GT500 will make its return for the 2026 model year and will be powered by an engine dubbed “Legend.”Despite the seventh-generation Mustang not appearing until the 2024 model year, Ford hasn’t had the courtesy to offer a Shelby GT500 since 2022. Thankfully, our drought may finally be ending as a new rumor suggests that Ford could resurrect the Shelby GT500 for the 2026 model year. The rumor originates from a now-deleted post on the r/Mustang Reddit page that showed what appeared to be a leaked United Auto Workers internal memo. The memo had a link to UAW Local 600’s website at the bottom and referenced multiple recent changes to Ford’s Dearborn Engine Plant. The author of the memo also referenced an additional shift being added to the Niche assembly line. Why should we care about Ford adding a shift at an engine plant? Well, the extra shift is apparently directly tied to the production of an upcoming 2026 Shelby GT500. The memo continues on to say, “I can’t wait until we start building engines for such an iconic vehicle with an engine that will be named Legend.”What that engine could entail will surely be up for plenty of debate. The last GT500 used Ford’s Predator supercharged 5.2-liter V-8. The GT3-inspired Mustang GTD will use a dry-sump version of that 760-hp Predator engine but pushes the output to 815 horsepower. It’s unlikely that Ford will produce a less powerful version of the GT500, but the automaker also won’t want to overshadow its $300,000-plus model.The imminent arrival of the Mustang GTD certainly makes the proposition of a new Shelby GT500 an interesting idea. Both the fifth- and sixth-gen Mustangs were topped by a Shelby GT500, but Ford has been mum on the name since the seventh-gen model debuted. We could see the Blue Oval brand pushing into the four-digit power range but holding back many of the race-inspired components that ballooned the GTD’s price tag. Car and Driver reached out to both Ford and the UAW for comment with a spokesperson for Ford declining to comment on speculation about future products. We will update this story if we hear back from the UAW.More on the GT500Jack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More