Motor News

Genesis Europe posted photos of a camouflaged wagon, the G70 Shooting Brake, on Instagram. The luxury Korean automaker will enter Europe this summer and has confirmed we won’t get the G70 wagon in the States, just the sedan.It’ll be powered by either a turbocharged four-cylinder or a twin-turbo V-6. Genesis will make its debut in the European market this summer, and with it will come a shooting brake, or wagon, model of the new G70, which will compete against other popular European wagons including the Audi A4 Avant and the BMW 3-series Touring. However, sadly, Genesis confirmed to Car and Driver that the G70 Shooting Brake won’t be available in the States—we’ll just get the new sedan.
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The G70 received a significant redesign for the 2022 model year, giving it a similar look as its larger G80 sibling. Genesis also welcomed the GV70 crossover to its lineup for 2022, which is based on the G70 sedan and will go on sale in the U.S. this year. The wagon version, the G70 Shooting Brake, looks just like the updated sedan but with a sloped roofline and more pronounced rear spoiler, similar to the design of the GV70 crossover. It retains the same dual oval exhaust tips as the sedan.

The 2022 G70 will use the same turbocharged 2.0-liter inline-four and twin-turbocharged 3.3-liter V-6 engines from the previous generation. They’ll be paired with an eight-speed automatic transmission and either rear- or all-wheel drive. And in even more bad news, the optional six-speed manual transmission will be dropped for the 2022 model year. Genesis recently revealed its first electric vehicle, the Electrified G80, and says more are on the way. The 2022 G70 sedan, which will have a limited Launch Edition model in the U.S., will arrive this summer starting at $38,570.
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Hyundai has shared more details about the Santa Cruz pickup’s features, colors, and powertrains.The SE and SEL models have a naturally aspirated 2.5-liter inline-four, while the SEL Premium and Limited have a more powerful turbo version of that engine.Pricing has not yet been announced but the Santa Cruz is expected to go on sale this summer.Hyundai’s first pickup truck, the 2022 Santa Cruz, will come in four trim levels, six exterior colors, and with a choice of two available engines. Although we still don’t know how much it will cost, a configurator tool on Hyundai’s website provides some information on the four trims—SE, SEL, SEL Premium, and Limited—and what’s available for each model.

The SE and SEL models come standard with front-wheel drive, an eight-speed automatic transmission, and a naturally aspirated 2.5-liter inline-four engine with a claimed 190-plus horsepower. This provides 3500 pounds of towing capacity and a 1748-pound payload rating. An 8.0-inch touchscreen infotainment system is standard on the SE, while the SEL adds proximity-key entry, heated front seats, a power driver’s seat, and blind-spot monitoring. All-wheel drive is optional.The higher SEL Premium and Limited models come with a more powerful turbocharged 2.5-liter inline-four that Hyundai says will make 275-plus horsepower. Hyundai claims a tow rating of up to 5000 pounds with this engine. This powertrain uses an eight-speed dual-clutch automatic transmission and also comes with either standard front-wheel drive or optional all-wheel drive. The SEL Premium includes features such as LED headlights and automatic climate control, while the loaded Limited adds a premium audio system, a 10.3-inch infotainment screen, and cooled front seats.
Exterior colors include Ice White, Phantom Black, Hampton Grey, Sage Gray, Blue Stone, and Desert Sand. So far we’ve only seen the Santa Cruz’s black interior color scheme but a light-colored interior is also likely to be offered.Hyundai is currently taking reservations for the Santa Cruz, which require a $100 deposit. More information, including pricing and EPA fuel-economy ratings, should be coming soon.
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One of 10 W Motors Lykan HyperSport stunt cars used in the Fast & Furious 7 film are being auctioned as a physical object and its non-fungible token, or NFT, together.Early bidding starts May 6 at $100,000.The Lykan HyperSport stunt car is drivable, but its 770-hp powertain has been replaced by a smaller Porsche flat-six with a manual transmission. The W Motors Lykan HyperSport seen jumping between Abu Dhabi skyscrapers in Fast & Furious 7 is headed to auction. The winner at auction will receive both the actual car and its non-fungible token (NFT), which is a type of digital cryptocurrency (sort of). The live auction starts on May 11 at RubiX. Pre-bidding starts today at $100,000. Of the 10 Lykans used in filming, this is the only one remaining, and it still has its battle wounds.

This particular Lykan, used as a stunt car, is of course not at all street legal. The steering-wheel airbag was removed for filming, as were the gauge cluster and the infotainment system. All that crazy Furious 7 stunt work wasn’t completely computer generated, and if you look closely, you’ll notice some bumps and bruises. Its mirrors, rear wheel center caps, and even part of the engine intake were all torn off during filming. If you think that’s crazy, you should see the Lykan they dropped from 60 feet. That one is also missing a few pieces.

W Motors

W Motors

The 780-hp twin-turbo flat-six tuned by RUF has been replaced by a smaller 245-hp flat-six, likely from a Porsche Boxster or Cayman. A manual transmission was also added. It’s still a pretty kickass piece of movie memorabilia, and creative minds could modify the actual car into one of the most unique sim-racing rigs ever. You can’t funge with the NFT, however.
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If you’re confused about NFTs, you aren’t alone. Think of an NFT like a digital Hot Wheels car. Say there’s just one. It’s packaged inside a proverbial encrypted box of sorts, you can only access it digitally, and no, you’ll never get to play with it. You aren’t given any physical object, just a code with a bunch of numbers. It’s part virtual art, part bragging chip, which can be sold later as cryptocurrency on a digital ledger, better known as a blockchain.

NFTs are similar to bitcoin, only the value of each NFT grows independently. So, while each bitcoin cryptocurrency is worth $57,500 as of this writing, the NFT that is the NBA highlight of Golden State Warriors player Steph Curry sinking a three-point shot is currently worth $45,000, whereas Chicago Bulls player Zach LaVine’s dunk on Oklahoma City is only worth $1000. Sorry, Zach. Sure, you can watch these clips on YouTube for free, but you’ll have to pay big to own the officially licensed NBA original. It all sounds crazy, but consider how much imagery and art you’ve already encountered today exists only in a virtual cloud.So why would anyone buy an NFT? For starters, an NFT of a car isn’t something you have to wash, gas, find replacement parts for, or worry about an Uber driver in a Kia Soul trading paint with. It never rots, but you’ll never drive it. And to be fair, there are plenty of car collectors that don’t daily-drive each car they own. Sure, Jay Leno has nearly enough cars to drive a different one each day for a year, but it’s highly unlikely you’ll ever catch Jeff Gordon’s 1997 Chevrolet Monte Carlo in the Burger King drive-through. It’s sponsored by Pepsi, after all. That being said, we’d still take the car over the expensive GIF.Unlike most NFTs though, this auction wins both the actual car and the NFT together. Which one do you think will last longer, the internet or the stunt car?
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Buyers are paying more for new cars as average transaction prices rise. Ford cited an average transaction price of $43,600 in April.This is the result of low inventory and high demand for new vehicles causing automakers to reduce incentives.Price-conscious shoppers may want to find segments where supply is higher.The combination of strong demand for new cars and tight inventories is creating a perfect storm of high vehicle prices. Many buyers in 2021 are paying more for new vehicles compared with last year as incentive spending drops and average transaction prices (ATP) rise, and this trend could increase as the global microchip shortage continues to affect production for many models.

According to Cox Automotive, new-vehicle inventory was down 25 percent compared with this time last year at the start of April and could soon be down by as much as 40 percent. At the same time, nearly all automakers are reporting strong sales numbers through the first few months of 2021. With fewer vehicles on dealer lots but strong consumer appetites for new cars, automakers are rolling out fewer incentives; in other words, you won’t find much cash on the hood. Cox Automotive said that incentive spending fell by nearly 16 percent during the first quarter. Measured as a percentage of average transaction prices, incentives dipped below 10 percent for the first time since 2016.General Motors said that its transaction prices rose by an average of $3500 per vehicle in the first quarter of 2021. Ford claimed that its high average transaction price of $43,600 in April 2021 was driven by a greater mix of more expensive SUV and truck models, which now comprise 94 percent of its sales since the company dropped most of its passenger-car models. It used the example of the Bronco Sport compact SUV to show how this switch has benefitted the company, as the Bronco Sport’s average transaction price (ATP) of $31,800 in April was considerably higher than the out-of-production Fusion mid-size sedan’s $22,600 ATP.

While this shift may boost automakers’ bottom lines, it’s not so good for value-minded consumers. With used-car prices also on the rise, price-sensitive shoppers in need of a vehicle are facing a tough market. “It’s getting more difficult for shoppers to find excellent deals,” noted Charlie Chesbrough, Cox Automotive senior economist. “If price is the ultimate driver, shoppers might be wise to focus on segments of the market where inventory is healthier.” Cox’s data indicates that compact and mid-size cars and subcompact SUVs may have better supply, which means there could be better deals to be had.How long will these higher prices last? We don’t know, but surely not forever. Reuters reported that many auto executives, including GM CEO Mary Barra, believe that the chip shortage will worsen in the second quarter of 2021, which could further impact inventories and drive prices even higher. The bottleneck is expected to improve in the second half of the year, at which point the supply and demand could start to balance out. If you can hold off on your new-vehicle purchase for a few more months, your wallet might thank you.
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NASCAR has pulled the sheet off its seventh-generation Cup car, dubbed the Next Gen. The Next Gen is an all-new platform aimed at reducing operating costs and making the race cars look more like the production cars they are based on. With the Next Gen comes more modern technology such as independent rear suspension, rack-and-pinion steering, and aluminum wheels.NASCAR has revealed the seventh-generation Cup series race car, which it’s calling the Next Gen. With inspiration coming from Australian Supercar and GT3 racers, the Next Gen modernizes the Cup car, which has evolved at a snail’s pace since the series formed in 1948. Even fuel injection wasn’t implemented until 2012 (the Xfinity and Camping World Truck series still rely on carburetors). The Next Gen allows manufacturers to shape the race cars’ bodies to better represent the Chevrolet Camaro, Ford Mustang, and Toyota Camry they share a name with. The hardware advances with the new car are prodigious. Here’s a deeper dive into the many changes.Body and AerodynamicsThe most obvious change to the Next Gen cars is visual. NASCAR has enabled the teams to shape the bodies to more closely resemble the production cars they are named after. No, the Toyota Camry will not have stickers to make it look like a four-door, but the overall profiles and noses will better represent the streetgoing versions of the ‘Yota, Chevrolet Camaro, and Ford Mustang. Once the teams submit their designs, NASCAR then verifies that they meet their stringent aerodynamic requirements. The bodies will also be symmetrical. In previous generations, the passenger side protrudes out farther than the driver’s. This has allowed the body to create more side force.

Chevrolet’s version of the Next Gen NASCAR racer.
Chevrolet

Currently, the Cup bodies are constructed of sheetmetal. The carcass of the Next Gen car, such as the Xfinity Series cars, will be assembled with carbon-fiber-reinforced plastic panels. The carbon-fiber bodies are more flexible and durable, meaning an unpleasant interaction with another driver or an intimate encounter with the wall will have fewer consequences. They will also be cheaper for teams to repair by only requiring a panel to be replaced rather than an entire body side.

Toyota’s Next Gen race car.
Toyota

Dimensionally, the body has shrunk. The 50.4-inch roofline sits roughly 1.5 inch lower than before, and shortening up the decklid has removed 6.0 inches from the overall length. At 78.6 inches, the body is 1.6 inch wider, and the wheelbase remains the same at 110.0 inches.

Aerodynamically, the front splitter and rear wing will always be dictated by NASCAR to limit how much downforce a car can generate, while at the same time limiting speed. However, two big changes are happening with the Next Gen car. Previously, teams would engineer any exposed element on the underside to make them more aerodynamic or to provide some downforce. This gets costly, and some of the smaller teams lack the budget to develop these parts. Now, the underside of the car features carbon-fiber undertrays to create a flat surface, removing the need to develop those parts, and to smooth out the air that will flow through rear diffuser—a first for NASCAR. As with the other aerodynamic elements, NASCAR will change the diffusers based on what track they are running. The hood now features NACA ducts to help extract heat. ChassisPreviously, raw steel tubing would enter a race shop at one end, and a tube frame would exit the other. That is no longer the case. Michigan based Technique Inc. will provide all the frames, which now consist of a common center cage with bolt-on front and rear substructures. The idea here is that when an inevitable crash occurs, the bolt-on structures can be replaced rather than cutting up or throwing away an entire tube frame, and in turn, this should help reduce operating costs. The current car relies on a single-adjustment damper to absorb high-speed abnormalities on the race circuits. The race haulers are filled with dampers for engineers to choose from and then fine tune, while also choosing the correct spring rate. That will be no more. NASCAR has tapped Öhlins to provide a four-way-adjustable damper at all four corners. This will allow teams to tune a single unit for various tracks, with the potential for making adjustments on pit lane. As before, which springs are selected will be track dependent. Up front, billet aluminum control arms will locate the wheels, but in the rear is where a much-needed, long-awaited, and quite possibly the biggest change is occurring. Currently, the car rides on a live axle in the rear, located by two trailing arms. The Next Gen marks the change to an independent rear suspension. The multi-link configuration allows more adjustment and will pay dividends on road courses, which NASCAR continues to add to the schedule. The in-car driver adjustments to the track bar (the side-to-side movement of the rear axle) are removed, but the wedge (rear spring tension) will still be adjusted on pit lane by dropping a wrench through the rear window.Believe it or not–because we couldn’t–the current car still uses a recirculating-ball steering box. This ancient technology dates back to the start of stock-car racing and can be found on a Jeep Wrangler or Gladiator. While in NASCAR form, it’s almost certain the worm-gear box is more precise than that of a Jeep, the move to a rack-and-pinion steering system brings the car up to modern standards. DrivetrainThankfully, NASCAR has made no changes to the heart of these cars. Under the hood, the pushrod V-8 engines from Chevrolet, Ford, and Toyota will still be limited to 358 cubic inches and capped at 550 horsepower for restrictor plate racing and 670 hp for all other tracks. Whereas the current car features a crossover pipe so that all eight cylinders bark their glorious tone at the fans, the new undertray required a change to how the exhaust is routed. Each bank of cylinders will now exit from the left or right of the car, meaning you might only hear an inline-four from the stands. We’ll save our judgment until we hear the car ourselves. In transmission news, the four-speed gearbox is replaced by an X-Trac–supplied five-speed transaxle. The engineering departments say that we won’t see any downshifting at the high-speed ovals, as NASCAR’s final-drive selections will make sure that doesn’t happen, but the additional gearing will provide more gear swaps when the series visits road courses. Part of NASCAR’s mission was to develop a platform that can be adapted over time, and the transaxle supports that strategy, as it will enable–gasp–eventual hybridization to the powertrain. When that technology arrives in NASCAR has yet to be announced.
Wheels, Tires, and BrakesA major part of a NASCAR race is the show that occurs on pit lane. The impeccably orchestrated tire-changing sequence where high-rpm air guns wail away at five lug nuts per wheel can make or break a race. The old 15-inch wagon wheels will be sent to pasture with the introduction of the Next Gen and be replaced by a BBS supplied 18-inch forged aluminum wheel. The change to a center-lock wheel met the most pushback from teams, but it was required because of the destruction the 10,000-rpm air gun would cause each time is was slammed against the aluminum wheel. The move to a center-lock wheel better aligns the Cup series with any other noteworthy racing class. NASCAR claims that due to the speed and the weight of the cars, the center lug has more clamping force than any other series. The wheel change will certainly make for quicker pit stops but provide far less drama. With the larger wheels comes a new tire. The Goodyear Eagle race rubber gets wider, growing from a 305-section width to a 365, and has a shorter sidewall. The 18-inch wheel also opens the door for bigger brakes, measuring 15.0 inches in the front and 14.0 inches in the rear, up from current 12.7-inch rotors at the front and rear. There will be two rotors to choose from, both having the same diameters but different thicknesses. A narrower rotor will be used for high-speed ovals, while a thicker rotor will be tasked to manage the higher thermal loads of short tracks and road courses. The clamping forces will be provided by a six-piston caliper in the front and a four-piston out back. On paper and in photos, the cars look spectacular. The changes to the all-new car are impactful, but the biggest question remains: How will the cars race? That we will not know until they make their debut in 2022 at Daytona International Speedway. We can only hope for some exciting racing as NASCAR is motorsports first, entertainment second.
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Two new Hyundai recalls include models such as the 2013–2015 Santa Fe Sport and the 2019–2020 Elantra.The Santa Fe Sport recall is for a possible short within the anti-lock braking module that could cause an engine fire.The Elantra, Veloster, and Kona recall is for improperly treated piston rings, which could also cause an engine fire.Hyundai is adding more potentially affected vehicles to its list of models with increased risk of fires, with two new recalls that include the Santa Fe Sport, Elantra, Kona, and Veloster. The total number of vehicles potentially affected in the U.S. is 277,045.

The first recall is for the 2013–2015 Santa Fe Sport crossover, with 151,205 units potentially affected according to NHTSA. It is for a defect with the braking system that could cause break fluid to leak into the ABS module, possibly resulting in an electrical short. This could increase risk of an engine fire. Owners will be notified in June, at which point dealers will begin inspecting and replacing the ABS module if necessary.The second recall affects 125,840 total units including 2019–2020 Hyundai Elantra, 2019–2021 Kona, and 2019–2021 Veloster models equipped with a 2.0-liter inline-four engine. These engines may have improperly heat-treated piston oil rings, which could cause oil to leak onto hot exhaust components. Owners of affected vehicles will receive letters in June, and dealers will be prepared to replace the engine in certain cases.These latest recalls add to Hyundai and Kia’s recent woes, as the two Korean automakers have recalled hundreds of thousands of vehicles for similar issues. Numerous Hyundai, Genesis, and Kia models have been recalled for similar potential brake-fluid and electrical-short issues. You can check the NHTSA recalls site to see if your vehicle is affected.

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The 2021 Ford Explorer is adding a rugged trim level called Timberline.It features a lifted suspension, all-terrain tires, and a few visual changes inside and out.The Timberline starts at $47,010 and comes standard with all-wheel drive.Ford already has many names meant to indicate a rugged attitude—Tremor, Raptor, Bronco, Badlands—and the 2021 Ford Explorer is adding another to that list with its new Timberline trim level. This model includes a few mechanical upgrades and an outdoorsy appearance, with standard all-wheel drive, a lifted suspension, and all-terrain tires, among other features.

Looks-wise, the Timberline has a different grille, red tow hooks, front and rear skid plates, and 18-inch wheels. It’s also offered in a new Forged Green color, pictured here. There’s a bit of extra off-road capability in play thanks to the 0.8-inch suspension lift, retuned springs, Bridgestone Dueler all-terrain tires, and a Torsen limited-slip rear differential. Ford says the Timberline has the same upgraded shocks as the Police Interceptor version of the Explorer, but with different tuning meant for off-road use.The interior features stone mesh dashboard trim, cloth inserts for the seats, and various Timberline logos that are shaped like a mountain range. Standard features include heated front seats and a heated steering wheel.
The Explorer Timberline is only offered with the SUV’s base engine, a turbocharged 2.3-liter inline-four with 300 horsepower and 310 pound-feet of torque. A towing package comes standard and Ford claims a tow rating of 5300 pounds. Various outfitter packages will be available and include accessories such as rubber floor mats and roof-rack crossbars.With a starting price of $47,010, the Timberline fits in price-wise between all-wheel-drive versions of the XLT and Limited models within the Explorer lineup. It’ll reach dealerships in the U.S. this summer.
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In our highway fuel-economy testing, a Tesla Model S Long Range Plus went 320 miles at an average speed of 75 mph. This is the first EV that’s broken the 300-mile barrier in our range testing. The Long Range Plus model has the same 100.0-kWh battery pack as its predecessors, such as the Model S 100D, which went 270 miles in the same test. Tesla unlocked the extra range with a series of efficiency-minded modifications to the rest of the car.In the five years since we started conducting a 200-mile highway fuel-economy test, we’ve had the pleasure and inconvenience of running the test on a wide array of EVs. The test involves an out-and-back loop of a 100-mile stretch of interstate taken at a cruise-controlled 75 mph. Often, a highway fuel economy test of an EV involves a shortened loop and a lot of nail-biting on the part of whichever test driver has been assigned to the task. But when we recently got our hands on a Tesla Model S Long Range Plus, the scene was different. No shortened loop, no nerves. We had to lengthen the course instead, notching 320 miles at 75 mph, the best result of any EV yet.

The Model S Long Range Plus was a flash in the pan of Tesla’s lineup. Announced in June 2020 with an EPA-estimated 402 miles of range, it’s already off the menu as Tesla prepares for the launch of the Model S Long Range, Plaid, and Plaid Plus, which promise 412, 390, and more than 520 miles of range, respectively (not to mention claims of sub-two-second zero-to-60-mph times for the Plaids). But even if it’s destined to be quickly overshadowed by an even more impressive sibling, the lucky few who bought a Long Range Plus while it was available should take heart in knowing that, for now, they’re driving the only EV on the road that could actually beat certain gas cars in a range battle. The Model S Long Range Plus would tie in a range war with a Mustang Shelby GT500, which earned 20 mpg during our highway fuel-economy test and has a 16-gallon fuel tank. And that’s only if the driver of the GT500 could resist the siren call of the Predator V-8 and stick to a 75-mph cruise. At the 320-mile mark, the low fuel light would probably be on in a Jeep Renegade, which earned 29 mpg on our test but has a 360-mile range between fill-ups. The Model S Long Range Plus has a 100.0-kWh battery, the same capacity of its predecessors such as the 2018 Model S 100D, which had 335 miles of range according to the EPA methodology and went 270 miles in our highway range test. Tesla eked out 67 extra miles of EPA range by employing a number of efficiency measures, including shaving weight from the car’s interior, adding model-specific aerodynamic wheels and tires, and making tweaks to the electric motor. Those changes also helped us go 422.7 miles in a different Long Range Plus during a test in which we drove at 65 mph instead of the 75 mph we use for our highway fuel-economy test. We’re eager to get our hands on a Model S Plaid Plus, as it claims nearly 30 percent more range, but the launch of that trim has been delayed until the middle of next year, so the Long Range Plus should hold our EV highway range crown for a while.
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