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Expected to start at $245K, the 2024 Aston Martin DB12 debuts as the successor to the outgoing DB11.The DB12 features a 671-hp twin-turbo 4.0-liter V-8, and Aston claims it’ll hit 60 mph in 3.5 seconds on the way to its 202-mph top speed.Along with countless chassis enhancements, the DB12 has an electronic rear differential and Michelin Pilot Sport S 5 performance tires.Out with the old, in with the new. That’s the gist of Aston Martin’s move to replace the DB11 with a new model, one the company prefers to call a super tourer rather than a grand tourer. Marketing grandeur aside, the 2024 Aston Martin DB12 that has now been revealed to the world is indeed grander than the model it’s replacing.There’s no mistaking the new DB12 for anything but an Aston Martin, and the low and wide two-door’s recognizable design is, well, by design. The grille gets bigger, the swept-back headlights have a new lighting signature, and the frameless side mirrors are smaller. The car’s front and rear tracks are also wider (about 0.2 inch in front and 0.9 inch in back). On the nose of the car is Aston’s recently revised winged logo, with the DB12 being the first production car it has appeared on.Under That Long HoodWelcoming the latest DB model also means saying goodbye to the twin-turbocharged 5.2-liter V-12 that was previously available. Now, the sole engine choice—at least until Aston reveals a potential AMR performance variant—is a twin-turbo V-8 with the same 4.0-liters of displacement as before. Also like before, the engine is still a hand-built unit sourced from Mercedes-AMG. However, Aston has unlocked a lot more power mainly by adding larger turbos, revising the compression ratios, and completely overhauling the cooling system.The new-and-improved V-8’s peak output is 671 horsepower at 6000 rpm and 590 pound-feet of torque between 2750 and 6000 rpm. Not only are those figures significantly higher than the prior V-8’s 528 horses and 513 pound-feet, but they’re more than the old V-12 too, which produced 630 ponies and 516 pound-feet. The enhanced 4.o-liter still feeds the rear axle via an eight-speed automatic gearbox that now has a shorter final-drive ratio. Aston says the DB12 will hit 60 mph in 3.5 seconds, and its top speed is a claimed 202 mph.Power to the PavementThe DB12 rides on a newly developed suspension that has firmer anti-roll bars and Aston’s latest adaptive dampers. They support a set of 21-inch wheels inside specially developed Michelin Pilot Sport S 5 summer tires, size 275/35R-21 in front and 315/30R-21 out back. The rear rubber is also better controlled by the introduction of an electronic rear differential the company says can almost instantly go from fully open to fully locked.The DB12’s front wheels are directed by an updated electronic steering system that brings a non-isolated steering column that Aston says improves feel. Bringing the car to a stop are a set of standard 15.7-inch front and 14.2-inch rear cast-iron rotors. A new brake booster is said to improve pedal feel, and those who want the ultimate braking experience can opt for the carbon-ceramic set, which is said to save about 60 pounds of unsprung weight. Along with the DB12’s revised chassis, its bonded aluminum structure is said to be 7 percent, a byproduct of improvements made to the car’s underbody braces.Inside the DB12Since the DB12 is intended to be more than a grand tourer—it’s billed as a super tourer, mind you—it must have an interior to match that mission. While we can’t comment on its legroom or headroom, nor can we say how comfortable or uncomfortably the driving position is until we get to climb inside one, but the pictures suggest the cabin will be more livable than before.The expensive materials and endless customization available through Aston’s Q program are a given, but the DB12’s interior also appears to have improved ergonomics. The dashboard design is cleaner, and it looks like there could be more cubby space based on the opening below the center stack. A host of physical switchgear, including rollers for volume and HVAC controls as well as a stubby electronic shifter, is located on the incline between the cupholders and the infotainment system. The latter also looks much improved over the old Mercedes-sourced setup.Aston’s new in-house infotainment system features a 10.3-inch touchscreen and comes with wireless Apple CarPlay and Android Auto. The onboard navigation features 3-D mapping and an online connection, but we think the smartphone mirroring will be the default for getting directions for most users. Along with the ability to accept over-the-air software updates, the DB12’s system marks the debut of Aston’s new smartphone app, which provides access to vehicle-specific content as well as subscription services, three of which are free for the first three years.The 2024 Aston Martin DB12 will go on sale in America sometime in the third quarter of this year. While the company hasn’t released official pricing, it did say the coupe body style is expected to start at $245,000. For those familiar with the DB11, that corresponds to a roughly $37K increase over the V-8 coupe. We expect the convertible DB12 Volante to be revealed at some point, and it’ll likely start around $260K.Driving the Old DB11This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

Lotus and Alpine have halted work on their joint electric sports car project, Automotive News Europe has reported.The companies had signed a memorandum of understanding in 2021 to build a new, lightweight electric sports car together. The new vehicle would feature technology from both firms, and serve as the replacement to the internal-combustion (and fantastic) Alpine A110. “Today’s announcement is the first step in what is set to be a hugely rewarding collaboration between our iconic brands,” former Lotus CEO Phil Popham said in a statement at the time. “We are proud to be working with Groupe Renault in this collaboration—sharing Lotus’ technical expertise and abilities, and leveraging our long track record of successful collaborations. Our companies have much in common—from a pioneering pedigree in light-weighting, to championship-winning sports cars which perform as impressively on the road as they do in the motorsports arena. It is a natural fit in many ways and the co-development of an EV sports car is hugely exciting for our companies, our fans and customers around the world.”Lotus and Alpine Past, Present, FutureBut the project is no more. Lotus confirmed to Automotive News Europe that the two companies had decided not to progress in the project, a decision the British company claimed was mutual. It doesn’t mean, however, that the collaboration between the two brands is totally dead.”We have decided not to progress with the joint development of a sports car for Alpine,” Lotus told Road & Track in an email. “This is a mutual decision reached amicably and we will continue to discuss other future opportunities.”A spokesman for Lotus added that “Lotus’s commitment to an EV sports car remains as strong as ever.”Reviews EditorArguably the most fickle member of the Road & Track staff, Reviews Editor Mack Hogan is likely the only person to ever cross shop an ND Miata with an Isuzu Vehicross. He founded the automotive reviews section of CNBC during his sophomore year of college and has been writing about cars ever since. More

Cadillac is making some tweaks to the CT4-V Blackwing and CT5-V Blackwing for 2024.There are new colors available, plus 20th anniversary graphics that celebrate two decades of V-series vehicles.These tweaks also apply to the lower-powered CT4-V and CT5-V models for 2024.Cadillac’s V badge first arrived 20 years ago on the 2004 CTS-V, which was powered by a 400-hp 5.7-liter V-8 engine and got the V-series performance division started with a bang. To celebrate this anniversary, Cadillac is offering a few commemorative tweaks for the 2024 CT4-V and CT5-V models, plus newly available colors and a few other tweaks.Cadillac V Models of the PastAll 2024 CT4-V and CT5-V sedans, including the top-dog Blackwing models, will have a 20th Anniversary graphic on the grille and rocker panels, plus a special startup animation in the digital gauge cluster. Newly available colors include Velocity Red, Cyber Yellow Metallic (pictured at top), Coastal Blue Metallic, and Black Diamond Tricoat. For the 472-hp CT4-V Blackwing and 668-hp CT5-V Blackwing, Cadillac is also adding a “Blackwing” badge below the V logo to further differentiate these more powerful variants from their lesser brethren.CadillacPrices are only up slightly compared with last year. The CT4-V starts at $48,490 and the 360-hp CT5-V at $52,890. The CT4-V Blackwing costs $62,890 to start and the CT5-V Blackwing starts at $94,890. Cadillac’s Super Cruise hands-free driving tech is a new option for the CT5-V Blackwing, and it costs $6785 in total because it requires adding the optional ten-speed automatic transmission plus two driver-assist packages.Our Long-Term BlackwingsSenior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

The 2024 Volkswagen Atlas and Atlas Cross Sport cost a couple thousand dollars more than before, but they also look fresher and boast a host of new content. The base-level SE trim for the regular Atlas and its sloped-roof counterpart, the Cross Sport, now start at $39,075 and $38,065, respectively. Compared with the previous model year, the former price rises $2630 and the latter is up $2310.Upgrades Lead to Upped PricesAs part of a comprehensive facelift, VW made myriad improvements to the Atlas and Atlas Cross Sport lineups. Along with sharper exterior styling and a more upscale interior, all models now exclusively come with a 269-hp turbocharged 2.0-liter four-cylinder. The new powertrain replaces the 235-hp turbo four and 276-hp 3.6-liter V-6 that were previously offered. The updates are a big reason both VW SUVs receive relatively modest price hikes.Circling back to the Atlas SE, opting for all-wheel drive adds $1900 and the Technology package costs $3940. The price of those add-ons apply to the Cross Sport version too. The next-level Atlas SEL and Atlas Cross Sport SEL with front-wheel drive both cost $3260 more, with prices now starting at $49,795 and $48,785, respectively. The Cross Sport alone offers an SEL R-Line, which comes standard with all-wheel drive and costs $50,235 (up $2760).Pricing for the Peak Edition Folks interested in the new rugged-looking Peak Edition can only find it on the regular Atlas. Along with all-wheel drive, it includes all-terrain tires mounted on 18-inch wheels, silver accents on the lower body bits to look tough, and black exterior trim as well as “Peak Edition” callouts inside. The 2024 Atlas Peak Edition SE comes with the Technology package and costs $47,905; the Peak Edition SEL costs $51,785.The SEL Premium R-Line is the fanciest version of both VW SUVs. Among the top trim level’s many desirable standard features are all-wheel drive, 21-inch wheels, a surround-view camera system, a Harmon/Kardon stereo, and park-assist tech. The Atlas SEL Premium R-Line starts at $53,805, and the Cross Sport version starts at $52,795—both of which are almost the same price as the previous model year.More on the Atlas SUVsThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

Electrification has come to the BMW 5-series. The eighth generation of the sedan that fits in between the 3-series and the 7-series will now offer a full electric version, the 2024 BMW i5, in addition to gas-fired models. The plan follows the one introduced by the 4-series and i4 and of the latest 7-series and i7, whereby a single platform underpins both gas and battery-electric versions. More conservatively styled than the new 7-series, the 5 is larger in all major dimensions. Overall length is up by 3.9 inches, it’s 1.3 inches wider and 1.4 inches taller, and the wheelbase is stretched by 0.8 inch to 117.9 inches. The dash-to-axle proportion (the distance from the base of the windshield to the front tire) is long, and the hood spans far forward. BMW’s big-nostril grille makes an appearance, but it isn’t as massive as the one found on the 7-series, nor does it have the bucktooth grin of the 4-series and M3/M4.A Choice of Five 5sThis fall, U.S. customers will be able to select from five different 5-series configurations, all of which will have automatic transmissions. The least expensive will be the 530i, which will get BMW’s familiar 255-hp 2.0-liter turbo four and the option of all-wheel drive. BMW claims a 60-mph time of 5.9 seconds for the rear-drive version and 5.8 for the all-wheel-drive version. Those four-cylinder models open at $58,895, with the 530i xDrive starting at $61,195 when they go on sale in October.At the top of the gas-powered range is the six-cylinder 540i xDrive. Power from the turbocharged 3.0-liter six is up to 375 horsepower, from 335, and torque is up to 384 pound-feet for the engine and 398 pound-feet when the 48-volt mild-hybrid system contributes. According to BMW, it’ll accelerate to 60 mph in 4.8 seconds, but although it’s the quickest of the gas-engine 5s, it’ll be the last to arrive as it goes on sale in November of this year.Two Electric 5sCustomers interested in a battery-powered 5-series will have two to choose from, neither of which will have a frunk under the long hood. Following the nomenclature introduced by the i4 and i7, the electric 5 will be called the i5. At the bottom of the EV lineup is the i5 eDrive40, a rear-drive setup with a rear motor with 335 horsepower and 295 pound-feet of torque (a Sport Boost function dials up the torque to 317 pound-feet). With its 84.3-kWh battery, EPA range for the estimated 4100-pound sedan is expected to flirt with 300 miles. BMW tells us that 60 mph will arrive in 5.7 seconds. Pricing starts at $67,795, putting it above the $55,000 threshold for Inflation Reduction Act tax credits. An optional M Sport package blacks out metal trim, adds different wheels, dresses up the front and rear end with a more aggressive look, and brings a retuned suspension.The Most Powerful 5-Series Is an i5The most powerful 5-series (until the next M5 arrives) will be the i5 M60 xDrive, a two-motor, 590-hp electric version that ostensibly replaces the previous-gen V-8–powered M550i. Prices start at $85,095. More on Future BMWsOther numbers of note are its claimed 3.7-second time to 60 mph and a C/D-estimated 5300-pound curb weight. BMW also promises that the power won’t taper off as speeds increase right up to its 143-mph top speed with summer tires or 130-mph top speed on winter rubber. To get all the horses ready for an acceleration run requires pulling the Boost paddle behind the steering wheel. Hold it for 0.8 second and you get max acceleration. To make sure there’s more drama besides the acceleration, the car plays its Sport soundtrack. Powered by the same 84.3 kWh battery as the i5 eDrive40, the M60 comes in with an estimated 256-mile range. For the range-anxious, the i5 EVs have a MAX Range mode that promises to optimize the remaining charge in the battery by limiting top speed to 56 mph and shutting down the climate control, the heated and cooled seats, and even the heated steering wheel. The 400-volt architecture allows for up to 205 kW DC fast charging and 11 kW charging on a Level 2 hookup.To entertain you while you’re waiting to charge, the i5 comes with AirConsole video games that use your smartphone as a controller and the 12.3-inch center display. For those who aren’t into gaming, the car has a built-in YouTube app which is perfect for watching Car and Driver’s YouTube account—please like and subscribe.BMW calls its driver-assist option Driving Assistant Professional. This system, which still requires the driver to hold the steering wheel as it “drives” the 5-series, comes with Active Lane Change Assistant, a marketer’s way of saying that it will change lanes to move around slower traffic, something that GM’s SuperCruise system also does. BMW’s system, however, only makes a suggestion and won’t act until the driver’s eye looks at the corresponding mirror.The new platform features a double-wishbone front suspension on coil springs and multilink rear suspension on air springs. Four-wheel steering is optional, as are active anti-roll bars and adaptive dampers. We won’t have a chance to drive the new 5-series for another few months (sales begin in late September), but we’ll be the first to let you know how BMW has tuned the hardware and just what the new 5 drives like then.Editor-in-ChiefTony Quiroga is an 18-year-veteran Car and Driver editor, writer, and car reviewer and the 19th editor-in-chief for the magazine since its founding in 1955. He has subscribed to Car and Driver since age six. “Growing up, I read every issue of Car and Driver cover to cover, sometimes three or more times. It’s the place I wanted to work since I could read,” Quiroga says. He moved from Automobile Magazine to an associate editor position at Car and Driver in 2004. Over the years, he has held nearly every editorial position in print and digital, edited several special issues, and also helped produce C/D’s early YouTube efforts. He is also the longest-tenured test driver for Lightning Lap, having lapped Virginia International Raceway’s Grand Course more than 2000 times over 12 years. More

Honda, announcing its partnership with Aston Martin for F1 racing, said it sees the project as a chance to continue its research into carbon neutrality and improve its electric technology.2026 Formula 1 regulations mandate a 50/50 split between engine and electric motor power output and the use of 100 percent sustainable fuel. Aston Martin feels that the new regulations will require close relationships between the chassis maker and the power unit supplier.Way back in 2021, Honda announced it would be stepping away from Formula 1 racing to focus on passenger-car electrification, although it continued to supply power units for the Red Bull and AlphaTauri teams, with excellent results. When Red Bull announced an engine partnership with Ford for 2026, many wondered where that left Honda should it change its corporate mind regarding the value of racing. It appears minds have indeed been changed, but Honda has found a willing chassis partner in Aston Martin. HondaDuring a press conference in Tokyo on May 23, Honda announced that it will be part of the F1 Championship for the 2026 season, partnered with the Aston Martin Aramco Cognizant Formula 1 team. Honda will provide power units, encompassing the engine, motors, battery and kinetic energy recovery system (ERS) that make up the complex hybrid F1 drivetrain. Fernando Alonso in the Aston Martin Aramco Cognizant team AMR23 Mercedes at the Azerbaijan Grand Prix, April 2023. NurPhoto|Getty ImagesCarbon Neutrality Is Integral Part of Honda’s revived interest in F1 racing is due to the ambitious goals the series has set for achieving carbon neutrality by 2030, which align with Honda’s own stated goals. New F1 regulations will require that the electric element in the power unit, currently responsible for 20 percent of the power output, will be upped to a 50/50 split, and the combustion engines will need to run on sustainable fuel. The development of the power units will be under the purview of the Honda Racing Corporation (HRC). “One of our goals in racing is to use it for the development of our young engineers,” said Koji Watanabe, president of Honda Racing Corporation, when asked if the new program would require new hires or adjustment of current staff. “We will of course need to bring in some from the outside, but many of our resources will be from within our internal programs.”While Honda hopes to develop technologies that might eventually be incorporated into streetgoing machines, Aston Martin is excited to have a partner in development on a works engine rather than simply getting finished power units from a supplier. Martin Whitmarsh, Group CEO of Aston Martin Performance Technologies, says that the new regulations will make integration much more challenging than it is even with the current hybrid units. “A power unit in F1 is not just a combustion engine and a set of turbos. There’s the battery pack, the ERS.” He says that how it is all integrated into the chassis needs to be part of the strategy from day one, and that he believes partnering with Honda will give the two companies the close working relationship needed for success. “We are still young. We need to have the humility to listen to Honda.””Honda and our new partner, the Aston Martin F1 Team, share the same sincere attitude and determination to win,” says Toshihiro Mibe, Honda’s Global CEO. “Starting with the 2026 season, we will work together and strive for the Championship title as Aston Martin Aramco Honda.”This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior Editor, FeaturesLike 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.     More

Night Series special editions are coming to Mercedes-Maybach EQS SUV, GLS, and S-class.The package features dark chrome exterior trim, rose gold elements, and exclusive interior color treatments.They will be available starting with the 2024 model year.”Let me tell you about the very rich,” F. Scott Fitzgerald wrote. “They are different from you and me.” One way they’re different is that they can afford a Mercedes-Maybach. One way they’re not so different, though, is that when it comes to their cars, they are drawn to darkness, just like regular folks. And so all three Mercedes-Maybach models are rolling out new Night Series trim packages, a move that echoes ones we’ve seen with the Ram 1500, Hyundai Santa Cruz, Kia Telluride, and countless others.More Extra-Special MaybachsThe details, of course, are somewhat different. Rather than going for a complete blackout treatment, the Maybach Night Series cars make use of dark chrome exterior trim. On the Mercedes-Maybach EQS680 SUV, dark chrome is integrated into the headlamps, features prominently in the lower air intakes, and is used for the Maybach logo on the black running boards. The side window trim is also black. Mercedes-BenzOn the Mercedes-Maybach S580 and S680 sedans, the dark chrome exterior elements extend to the tailpipe finishers, while on the Mercedes-Maybach GLS, they include the stand-up hood ornament. All three get dark-finished wheels, and the GLS further adds dark anodized power running boards.Additionally, trendy rose gold makes the jump from iPhone cases to automobiles with the Night Series cars. It appears in the headlights of all three models and on the key fob. Mercedes-BenzAll three also can be had with an exclusive black-and-silver two-tone paint treatment, as well as single-tone black, white, and for the S-class sedans, gray. Inside, the Night Series models feature Exclusive nappa leather. Mercedes-BenzThe S-class offers the hides in black pearl and deep white or black pearl with golden-gray piping. The SUVs offer black pearl or black pearl with crystal white. The SUVs also include natural grain herringbone-pattern wood trim with aluminum accents. Ambient lighting is specific to the Night Series models as is the startup animation that plays across the dashboard screen.Mercedes-BenzNight Series versions of the Mercedes-Maybach S-class and the EQS SUV will start appearing on the streets of the proverbial West Egg later this year, with the GLS SUV joining in early 2024.Deputy Editor, Reviews and FeaturesJoe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar. More