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SEMA might be virtual this year, but Toyota still made sure that it had a few customized Supras for the event. More

After an absence of several months, Luc Donckerwolke rejoins the Hyundai Group.
The highly regarded designer, who had been with the group since 2016, will return in a new and global, Europe-based position overseeing design.
Donckerwolke is expected to focus particularly on Genesis and the Ioniq sub-brand.

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After a break of just over half a year, Luc Donckerwolke is returning to Hyundai. The star designer had left in April at his own request, but his relationship with the Hyundai Group, where he continued to be deeply admired, was apparently never broken.
Donckerwolke returns on the executive vice president level, but in a new position that will allow him to spend more time in Europe: Located in Hyundai Motor Europe’s Technical Center in Rüsselsheim, Germany, he will assume the title of chief creative officer (CCO) and head design communications for the Hyundai Group.

Luc Donckerwolke (L) and Genesis CEO Manfred Fitzgerald with Genesis Essentia concept, 2018.
GREGORY BERG/Genesis

Donckerwolke had worked for the Hyundai Group since 2016 and had most recently taken over from Peter Schreyer as global chief designer. There, he shaped the design language of the Group’s various brands decisively. Among his most important cars there are the new Genesis G80 and Hyundai Tucson as well as the Hyundai Prophecy and Genesis Essentia concept cars.
Before joining Hyundai, Donckerwolke held various positions in the Volkswagen Group, including as chief designer for Lamborghini, Seat, and Bentley. Some of his most remarkable cars there are the Lamborghini Murciélago and the current Bentley Continental GT.
Going forward, he will put particular emphasis on the luxury brand Genesis, in whose rise he played a decisive role, as well as the EV brand Ioniq and models powered by hydrogen fuel-cell technology. At the same time, he is expected to initiate joint projects with leading industry designers and conceive new concept cars.
The global design department of Hyundai and Genesis will continue to be led by SangYup Lee, while Karim Habib remains responsible for Kia. Six months ago, we wrote that Donckerwolke left Hyundai “on very amicable terms.” His return is proof of how much he was missed at Hyundai, and how much potential still lies in the Korean auto industry.
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Captured images of the upcoming Ferrari Purosangue SUV confirm a four-door layout and a coupelike roofline.
The production car is set to go on sale in 2022.
It’s expected to be substantially more expensive than the Lamborghini Urus, which is priced in the $220,000 range.
Enzo Ferrari understood that many Ferrari customers want to be able to share the thrills of driving the company’s products with more than one friend at a time. The 1960 250 GT/E was the first production Ferrari two-plus-two, and the brand has offered at least one model with rear seats pretty much continuously since then. But Enzo always refused to countenance the creation of a Ferrari with rear doors, something he regarded as reserved for vulgar sedans. Which is why the forthcoming Purosangue is set to be doubly radical, both as Ferrari’s first SUV and as the first works-produced model to have four doors.

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Surprise at Ferrari’s bold new direction has faded since the initial shock of learning the company is developing a sport-ute. Former boss Sergio Marchionne famously told financial analysts, “You’d have to shoot me first,” when asked about such a direction. But times have definitely changed; Marchionne died in 2018, and the galloping success of the Bentley Bentayga, Rolls-Royce Cullinan, and Lamborghini Urus has proved that ultra-luxury consumers are as keen on a raised ride height and taller seating position as buyers of cheaper cars are.

KGP Photography

These latest spy shots confirm that development work is continuing, as we would expect given our expectation of seeing the production Purosangue—Italian for “thoroughbred”—as soon as 2022. Distant images of a heavily disguised prototype reveal little about the finished form of the final version, but the lowered driver’s window effectively confirms the presence of four doors and a B-pillar. Beyond that, we can see a low, coupe-ish roofline and sizable brake discs—doubtless carbon-ceramic—and quad exhaust tailpipes we would expect from any Ferrari.
The Purosangue will be based on Ferrari’s modular front-engined platform, one that has been designed to maximize dimensional freedom and accommodate different powertrains. With a rear-mounted transaxle, it is likely that the production car will use an electrically powered front axle rather than a mechanical connection, probably a two-motor system similar to the one on the recently launched SF90. Similarly, we expect the production Purosangue to use a hybridized V-8 like the supercar’s, with some amount of plug-in range. Ferrari has also acknowledged it is working on a hybrid V-6, although that seems like a less likely choice of powerplant given the Lamborghini Urus’s V-8. Ferrari may also choose to follow Rolls-Royce’s example with the option of V-12 power, although likely only in less emissions-conscious parts of the world.
We will have to wait until closer to the Purosangue’s launch in 2022 for more details and to find out how Ferrari’s designers have handled the challenge of combining the brand’s styling cues with an SUV. But we can already tell you that it won’t be cheap, with an anticipated price that will almost certainly be closer to the $335,000 Rolls-Royce Cullinan than the $222,000 Lamborghini Urus.
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Toyota has shown more photos of the production 2021 Mirai, a hydrogen-powered sedan.
It will come in XLE and Limited trim levels and a choice of four exterior colors.
The Mirai will arrive in the U.S. in late December, Toyota says.
The second generation of Toyota’s hydrogen-powered car, the Mirai, is remarkably different than its predecessor, adopting a new rear-wheel drive layout and a much more luxurious interior than before. Toyota has now shown more photos of the production version of the 2021 Mirai after first previewing the new model with a thinly veiled concept last year.
Toyota also now says that the Mirai will be offered in two trim levels: XLE and Limited. The XLE is pictured here in Supersonic Red and the Limited in Hydro Blue. Oxygen White and Heavy Metal (which we assume is grey) will round out the exterior color options.

Toyota

Toyota

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We already knew that the new Mirai is significantly larger than the old one, and that it will offer new features such as a 12.3-inch touchscreen infotainment system, heated and cooled seats front and rear. Its larger hydrogen fuel cell promises around 30 percent more range, meaning it should go around 400 miles on a tank, and its electric motor now powers the rear wheels rather than the fronts.

Toyota

We don’t know about pricing for the new Mirai yet, but we assume it will be more expensive than the current car, which starts at $59,545. Most customers will likely lease the Mirai rather than purchasing it outright, and it’s likely to be offered only on the West coast in areas where hydrogen fueling stations exist. Toyota offers $15,000 or 3 years of free hydrogen with the current car, and we’d expect a program like this to continue for the new Mirai.
Further details should be available soon, as the Mirai is scheduled to go on sale in December.
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The starting MSRP for the 2021 Infiniti Q60 is just $300 more than last year, which is fair since the base model is nearly identical to 2020.
The mid-level Luxe trim is the one we recommended last year, and the slight changes for 2021 mean that this is still the one to get, but now it comes with heated seats and steering wheel as standard.
Rear-wheel drive is standard for the Q60, and all three trim levels can be upgraded to all-wheel drive for $2000.
After keeping the 2020 Q60 pretty much the same between model years, Infiniti has added a few new features and colors for 2021. There are no major changes here—the new sedan keeps its stylish design—but it now starts at $42,675, a modest $300 increase over last year’s model.
All 2021 Q60 models are powered by a 3.0-liter V-6 engine that produces 300 horsepower (400 hp in the Red Sport 400) and 295 lb-ft of torque (350 lb-ft in the Red Sport 400), paired with a seven-speed automatic transmission.

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The new Q60 comes in three trim levels: Pure, Luxe, and Red Sport 400, with rear- and all-wheel-drive versions of all three. Choosing AWD adds $2000 to the FWD price. The new exterior paint colors are Grand Blue and Slate Gray, with Dynamic Sunstone Red a $900 option on either the Luxe or Red Sport 400 trims. For 2021, the Red Sport 400 trim starts at $59,125 and offers options including a Performance package ($1206) with special exhaust and air intake and a carbon-fiber package ($2280) featuring various trim and a rear spoiler.

Infiniti

The middle-level Luxe trim gets the lion’s share of the changes for 2021. Starting at $51,225, the Luxe upgrades the Pure’s offerings by making a heated steering wheel and heated front seats standard, along with semi-aniline-leather-trimmed seats. The Luxe trim now also offers remote engine start as part of the $2050 Essential package, which also introduces rain-sensing wipers to the Q60.

Infiniti

The Luxe replaces the standard six-speaker audio offering with a 13-speaker Bose Performance Series audio system. It also comes standard with predictive forward-collision warning and automated front emergency braking with pedestrian detection, neither of which are available on the Pure. Blind-spot warning, rear cross-traffic alert, and backup collision intervention are standard on the Red Sport 400 trim and available as part of the Essential package on the Luxe. The Red Sport 400 model can be ordered with the $1700 ProActive package, which comes with adaptive cruise control, lane-departure warning and prevention, active lane control, and other features.
Infiniti is taking orders for the 2021 Q60 now, and deliveries will start before the end of the year.

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If you’re reading this, chances are you’re already familiar with SpeedKore’s highly modified 1970 Dodge Charger. Introduced by the aftermarket company at SEMA in 2018, it has a fully carbon-fiber body and looks menacing. Originally, the car was powered by a 966-hp supercharged 6.2-liter Demon V-8. But it’s since been swapped out for one of Dodge’s 1000-hp Hellephant crate engines. It sounds wonderful on the dyno.

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SpeedKore released video of its 1970 Charger hitting the dyno post-swap, giving us an idea of how that supercharged 7.0-liter Hellephant engine sounds when it’s actually in a car. According to a representative, the shop is still finalizing the engine’s tune, but it’s expecting to achieve somewhere in the realm of 900 horsepower to the rear wheels when finished. Here’s what the engine looks like installed into the car:

Speedkore

Usually, show cars like this Charger are given one moment in the spotlight before they’re tucked away forever. We’re glad SpeedKore is committed to the continued development of this car, even years after its initial debut. It’s too cool to be forgotten.

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Cadillac has revealed that it will offer magnesium wheels on its upcoming Blackwing sports sedans.
The V-series Blackwing models are higher-performance versions of the CT4-V and CT5-V.
These new variants will go on sale in the summer of 2021.
Magnesium wheels have been used for decades in professional auto racing, prized for their light weight. Cadillac claims that magnesium has the highest strength-to-weight ratio of any commonly available metal. But magnesium wheels are virtually unheard of in current production vehicles, though Chevrolet offered them as an expensive option on some fifth-generation (C5) Corvettes. Now Cadillac is bringing true mag wheels to the street as an option on its 2022 CT4-V and CT5-V Blackwing high-performance models.
From the teaser photo GM released, its new mag wheel won’t look very different from the hundreds of aluminum alloy wheel designs currently spinning around on today’s vehicles. Its one distinguishing feature is a small “Mg” logo stamped into the wheel rim, the symbol for the element magnesium.

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Cadillac says that the new forged mag wheels will reduce unsprung weight—we assume this means in comparison to the car’s standard aluminum alloy wheels—though the company hasn’t revealed by how much. Cadillac also claims that the lighter wheels and will improve ride-and-handling. They could improve acceleration as well. The laws of physics agree, but it will take driving and testing the mag-equipped cars back-to-back with those on the standard wheels to see exactly how much the dynamics actually improve.

Cadillac CT4-V Blackwing
Cadillac

Cadillac CT5-V Blackwing
Cadillac

Asked why it chose magnesium wheels rather than carbon-fiber rims like those Ford fitted to the Mustang GT350R, Cadillac responded that “magnesium wheels help reduce mass at the center, allowing for more flexibility with the spoke design and better shock/vibration absorbance. In our testing, magnesium alloy wheels produced a better ride quality due to its vibration dampening.”
This actually isn’t the first time parent company General Motors has offered true magnesium wheels on one of its production cars. Chevrolet sold magnesium wheels for several years as an option for the fifth-generation (C5) Corvette but apparently dropped the expensive and rarely purchased item in 2001.
“Nice mags!” is a phrase you heard often in enthusiast circles if you were around in the 1960s. (Of course you heard it, Ceppos. You were there!—Ed.) It referred to “mag wheels,” a term derived from the exotic-looking, lightweight magnesium wheels prevalent on post-war racing cars. But it was actually a misnomer; magnesium wheels were virtually never installed on production cars back then; they were expensive, prone to corrosion, and thought to be too fragile to handle the hard impacts and bad weather encountered in street use.
Many of the muscle cars prevalent in the sixties were equipped with stylized, stamped-steel wheels that were often chromed and painted. For reasons lost long ago, they were dubbed “mags.” There is one type of car, however, on which magnesium wheels have found wide use: the hot rod. Rodders long ago appropriated magnesium wheels from race cars—Halibrand-style mags used on old sprint cars and Indy roadsters from the fifties and sixties have been long-time favorites—for their cool appearance as well as their light weight. Today, many of those original designs are recreated in aluminum.
We’ll have to wait until these new Cadillacs are revealed, likely in spring 2021, before we know if “nice mags!” is a phrase we’ll be hearing once again.
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It almost never happens, but this week, the Window Shop crew actually took the viewer-submitted challenge seriously. The prompt? Find the most reliable car out there for $5000. This episode features five solid and compelling choices with sterling reputations for reliability and longevity. But even though we like one another’s picks, that doesn’t keep us from bickering about how to properly use a tree air freshener or digressing into a discussion about cars that are like coffins.

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Contributing editor John Pearley Huffman, a devoted lover of the Toyota Tundra, puts his pickup obsession aside and shows off a low-mileage 2007 Ford Crown Victoria police car that may have spend the past 13 years idling. Associate editor Annie White offers up the only German car of the bunch, a 1978 Mercedes-Benz 300D that’s similar to the W123-generation Benz that former EIC Eddie Alterman bought. That diesel Benz may make just 77 horsepower, but it’ll likely still run in 50 years. Deputy testing director K.C. Colwell and yours truly select two ’90s Japanese classics that would be dull if it weren’t for their manual transmissions. Finally, contributing editor Jonathon Ramsey presents what can only be described as peak Buick. He suggests it’s the best car for millennials, but our resident millennial wholeheartedly disagrees. The rest of us fall completely in love with Ramsey’s pick—a pristine Park Avenue Ultra—and begin to understand why the great American road belongs to Buick.
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