Author: Carscoops

Lamborghini’s baby supercar is all grown up. The Huracan is dead, its place in the lineup taken by the all-new Temerario: a triple-motor V8 PHEV supercar with almost 45 percent more power than the mid-engined V10 machine it replaces.

The Huracan, which debuted way back in 2013, stuck close to the template laid down by the earlier Gallardo, but the car world has changed beyond recognition in the last 10 years, so the Temerario is a very different animal, even if it doesn’t necessarily look it.

Related: Zagato’s Reskinned Lamborghini 5-95 Heading To Monterey

Lamborghini’s determination to cut emissions while boosting power, and electrify every model in its portfolio, means the Huracan’s 5.2-liter V10 had to be pensioned off and a turbocharged replacement drafted in. When Ferrari did the same to its naturally-aspirated V8s in the middle of the last decade the result was an engine with masses more power and torque, but one that sounded much less fun and lost 1,000 rpm from its redline. Lamborghini was determined not to make the same mistake.

So yes, the Temerario’s V8 gives away two cylinders and some turbo-free purity to the mill whose shoes it fills. But Lamborghini didn’t take the easy option and dropped in a hotted-up version of the same 4.0-liter cross-plane crank V8 used in countless other VW Group products, including its own Urus SUV.

Two turbos, 10,000 revs

Instead, the Temerario gets its own twin-turbo 4.0-liter V8. It shares a hot-vee turbo configuration with the Urus V8, but only the Temerario’s engine gets a proper supercar-style flat-plane crank. And while the ordinary VW Group’s V8 has a perfectly square 86 x 86 mm bore-to-stroke ratio, this new L411-code V8 has a 90 mm bore and 78.5 mm (3.54 x 3.09 in) stroke – one of the key reasons it’s able to wind to a crazy 10,000 rpm.

That would be an insane speed for most naturally aspirated engines, but it’s unheard of for a production turbo motor. Lamborghini promises the new V8 sounds more exciting than most turbo engines do, and even says it’s purposely designed with some vibrations that pass through to the car body and seats from the engine to intensify the sensory experience.

And to make sure that you get to kiss that five-digit limiter again and again without the Temerario‘s engine doing its best nail-bomb impression, this new L411 V8 has a bunch of trick materials and technologies designed to withstand huge rotational forces. Stuff like a motorsport-grade cast aluminum crankcase, titanium conrods, and valve followers coated in something called DLC (Diamond Like Carbon) and built to be safe at 11,000 rpm.

907 hp and no turbo lag

The combustion engine alone makes 789 hp (800 PS) from 9,000-9,750 rpm, compared with 631 hp (640 PS) at 8,000 rpm for the old Huracan Evo. Torque? The V8’s turbo-assisted 538 lb-ft (730 Nm) wipes the floor with the old V10’s 443 lb-ft (600 Nm), even without factoring in the powertrain’s three 110 kW (148 hp / 150 PS) electric motors.

Two live up front to make the Temerario all-wheel drive and provide a torque vectoring function, while also turning it into a front-wheel drive EV in Citta (city) mode. A third motor mounted between the V8 and the new eight-speed transmission functions as a starter generator and fills in the torque curve with up to 221 lb-ft (300 Nm), supposedly masking any turbo lag.

All told, the powertrain delivers a massive 907 hp (920 PS), which means it outmuscles the Ferrari 296 GTB (819 hp / 830 PS) and both McLaren’s Artura (671 hp / 680 PS) and 750S (740 hp / 750 PS). But a bit like a gym rat’s dirty bulk, plenty of flab has been added along with that new muscle.

No lightweight

The Temerario weighs 3,726 lbs (1,690 kg), which is a a hefty 592 lbs (268 kg) more than the Huracan LP640 Evo, and 485 lbs (220 kg) over the Ferrari 296’s claimed mass. True, the Ferrari is rear-wheel drive, so it ought to be lighter, but Lamborghini says its electric front axle weighs just 161 lbs (73 kg), so the Temerario looks undeniably tubby.

Not that you’d know it from the way it gets off the line. Lamborghini says the Temerario fires to 62 mph (100 kmh) in 2.7 seconds, compared to 2.9 seconds for its predecessor, and the top speed climbs from 202 mph (325 kmh) to 213 mph (343 kmh). But a small increase in the 100-0 km/h braking distance from 31.9 to 32 m is a reminder that there’s more mass to manage this time around.

If the powertrain spec makes the Temerario sound like a shrunken, less extreme version of the V12 Revuelto, the exterior design supports that take. Though the silhouettes are similar and both have high, center-mounted exhausts, the chiselled Temerario’s front and side air intake designs are less flamboyant, and its slim LED headlights run horizontally across the nose rather than being swept back.

Family ties, engineering differences

The differences between the V12 and V8 supercars are more than visual. While the Revuelto is built around a carbon fiber chassis, the Temerario employs an aluminum spaceframe construction, like the Huracan before it. The new car’s 104.7-inch (2,658 mm) wheelbase is 4.8 inches (121 mm) shorter than its big brother’s, but 1.5 inches (38 mm) longer than the Huracan’s, which improves legroom compared with the old car, and Lamborghini says there’s more headroom too, so even tall drivers can wear helmets required at track events.

Inside, the Temerario looks the spit of its older sibling. There’s the same dash layout with a configurable digital gauge cluster, portrait touchscreen, and a starter button on the console hidden under a red fighter jet cover. And the flat-bottom steering wheel with its drive mode selector and EV button is identical. Drivers have a choice of four driving modes: Citta, Strada, Sport Corsa, and Corsa Plus, the last of those turning off the ESP.

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There’s also a drift mode with three settings to suit different levels of oversteer expertise. Should you want to share your drift prowess or fancy playing at automotive YouTuber you can record the action using the triple-camera Lamborghini Vision Unit, which records footage of the road, the occupants, and an over-the-shoulder view from the rear firewall. The Temerario also logs telemetry data if let loose on any one of 150 circuits around the world, and can even combine it with the driver’s heart rate readings if they have an Apple watch.

Short-range EV

Driving in EV mode will keep your heart rate low, but not for long. Lamborghini doesn’t give a range figure but does tell us the battery has a tiny 3.8 kWh capacity, so you’re probably only going to get a couple of miles (3.5 km) down the road before the V10 cuts in. The lighter Ferrari 296 has twice the battery capacity and has a real-world EV range of about 7-10 miles (11-16 km) against a claimed 15 miles (24 km).

Topping the Temerario up takes 30 mins using a 7 kW supply, or the V8 can do the job for you on the move if you switch from Hybrid to Recharge mode. You’ll have to sacrifice a few horses though – engaging Recharge cuts the power to 715 hp (725 PS), though that’s still a lot more appealing than the 187 hp (190 PS) available in EV mode.

Get ready for Spyders, track versions and more

This first Temerario – as with the Revuelto, there’s no traditional LP suffix – is just the start, and we can expect Spyder roadsters and lightweight track-focused versions to follow in the next few years. Speaking to Carscoops back in May, Lamborghini’s R&D chief Rouven Mohr also suggested that a lighter, simpler rear-wheel drive variant was on the cards again. That sounds like a great match-up for the RWD Ferrari 296.

And just as Ferrari gave 296 buyers the option of a racier Assetto Fiorano configuration from launch that gives a taste of the true hardcore version that’ll come later, Lamborghini offers its Temerario customers an ‘Alleggerita’ (lightweight) package. Consisting of a CFRP composite rear deck panel, undertray, and body kit, it saves a fairly inconsequential (given the curb weight) 28 lbs (12.7 kg), but does boost the Temerario’s 103 percent improvement in rear downforce versus the old Huracan Evo to 158 percent.

And if you’re determined to lighten both the Temerario and your wallet as much as possible, a Lightweight Pack for the interior brings carbon door panels, slimmer rear window glass, and polycarbonate side panes. Combine that with the optional carbon diffuser, carbon wheels, and titanium exhaust, and the Alleggerita kit and you can cut more than 55 lbs (25 kg) from the curb weight. 

Lamborghini hasn’t revealed prices for the Temerario, but considering all the additional power, performance, and tech it delivers compared with the $250k Huracan, we’re expecting a price close to the $342k Ferrari asks for the 296 GTB. Which would you buy? Drop a comment below and let us know.

According to the police, the diaper-wearing kids were not strapped into anything when the vehicle crashed

A horrifying video of two young kids on diapers crawling on a Texas highway after a serious accident left viewers stunned. The toddlers miraculously survived without serious injuries, despite being ejected from a rolling vehicle.

The accident took place on the Interstate 10’s East Freeway at Freeport, on Sunday, August 11. It involved two vehicles which appear to be a silver Jeep Wrangler and a white sedan. Following the collision, the Jeep flipped over several times before resting on its roof. Video footage from the scene shows two toddlers sitting on the tarmac, about a hundred yards from the overturned off-roader.

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In the video, we can see the diaper-wearing toddlers trying to stand up and walk, while an individual approaches the youngest and another person runs towards the oldest. There is no information on whether they suffered external or internal injuries, but local media report they were transported to the hospital in serious but non-life-threatening condition.

According to the police, the kids, aged 1 and 4, were ejected from the Jeep due to not being properly restrained in child seats, as required by law. Speaking to KPRC 2, Deputy Thomas Gilliland said that the toddlers were “sitting at the back of the vehicle, not strapped into anything”.

Harris County Sheriff, Ed Gonzalez, published the following announcement on X: “HCSO Texas Deputies responded to a major crash on the main lanes of the East Freeway at Freeport. A two-car crash where one of the cars flipped over several times causing ejection. The car was occupied by one adult and two children. They are being transported to a hospital. No reported injuries to the occupants in the other car.”

The video went viral on social media, causing a backlash against the adult occupant of the Jeep who is said to be the father of the kids. Commenters accused them for endangering the welfare of the young children by not taking the necessary safety measures during their transport.

Other were relieved that the toddlers survived the accident, as things could have been a lot worse if the angle of the crash was slightly different or the incoming traffic didn’t stop on time. Hopefully, the driver will face the consequences of their actions and the kids will recover fast.

Opening Gif: New York Post / YouTube

The E39 5-Series is the last car that should be tainted with modern BMW kidney grilles

The BMW E39 is widely considered one of the most iconic generations of the 5-Series, but one US tuner clearly thinks it needs a jolt of modernity. Unici Design has taken the radical step of grafting the G81 M4’s infamous oversized kidney grille onto an E39 Touring, and topped it off with a full-blown widebody kit.

The project began with a few viral renderings showcasing the bold transformation. After many hours of work, the digital model has become a real-life prototype, albeit still in development. Notably, Unici Design doesn’t plan for this radical E39 to be a one-off; they aim to bring the kit to market.

More: Bangle-Era BMW E60 5-Series Gets A Double Coffin Grille Conversion

The donor car for the prototype is a 1999 BMW 528i Touring. The kit features a custom-made front bumper with M4-inspired kidney grilles and intakes, along with a matching hood. The original E39 headlights are retained but partially obscured by the new hood. Unici Design plans to upgrade the halogen units with LED graphics, aiming to make the car look less like a heavily modified Dodge Charger LD.

The tuner also intends to slap on wide fender extensions, a double spoiler on the tailgate, and some fake vents over the rear glass. Air suspension or KW coilovers will fine-tune the stance, topped off with a set of aftermarket alloy wheels.

The resulting model (right) is a BMW E39 5-Series with G81 M4 (left) styling cues.

The prototype is set to be completed in the coming months. Crafting the entire bodykit by hand is a labor-intensive process. Once finished, Unici Design will announce pricing and availability for the tuning kit.

We’ll be glued to Unici Design’s Instagram to see if this controversial creation finds any takers. The internet is a divided house on this one, with equal parts adoration and abhorrence. All we have to say is while the result is undebatably unique, it is definitely not an improvement over the timeless look of a stock E39 5-Series.

The G80 M3 and G81 M4’s gargantuan grilles ignited a firestorm among BMW enthusiasts in 2020. Curiously, BMW resisted the urge to slap the same monstrosity on the G90 M5 or any other M car, only doubling down on the divisive design with the facelifted M3 and M4.

Opening GIF: Unici Design / Instagram

Officers appeared reckless throughout the chase in just about every possible way

Short of jumping off of a bridge this chase has just about everything one could imagine. The vehicle is an allegedly stolen Hyundai sedan and the departments chasing it are from Columbus and Whitehall Ohio. Over the course of about five minutes they smash the fleeing sedan, hit a parked truck, nearly crash into each other, and somehow finally get their suspects.

From the moment the dashcams are rolling the crashes begin. An officer in what appears to be a Ford Explorer tries to cut off the Hyundai coming his way. The policeman goes as far as to ram the sedan as it passes by. As he turns around another SUV cruiser attempts to hit the car but misses and the chase is on.

Read: Miami Beach PD Faces Blowback After Flaunting Roll-Royce Ghost Cop Car

These officers don’t have a GPS overlay on the footage, but it’s clear that they’re driving at speeds far above the speed limit. Each time the Hyundai makes a turn the officers appear to struggle to make the same maneuver while commanding control of their cars. In back-to-back turns, they nearly hit traffic as it sits motionless. As they line up to enter another turn they drive into the oncoming lanes, hit the curb, miss the suspect, and nearly oversteer into a fire truck.

At one point, an officer performs a PIT maneuver on the Hyundai and sends it sliding into another parked officer’s car. A second officer then hits the sedan but doesn’t disable it. Instead, the Hyundai drives away as that same officer seems to lose control at a very low speed before hitting a parked Chevrolet Colorado.

The remaining units then drive at high speed through an active construction zone in a residential area while openly admitting “I can’t see, I can’t see, I can’t F#@king see bro…”

At one point the Hyundai driver seals his fate though by turning onto a road with no traffic. Initially, the lead officer jumps up and performs a PIT maneuver that again, doesn’t work. Ultimately though, a second attempt just moments later sends the car into a tree. According to a report associated with the video, officers found two teenagers both with a history of incidents with stolen vehicles.

There’s no question that those who commit crimes need to be held accountable. At the same time, this video appears to show several moments where the public was put in serious danger by the officer’s behavior. Thankfully, everyone made it out alive.

Image Credit: PoliceActivity

Another crash involving ‘swimmers’ in New York happened recently on the Belt Parkway

Reckless speeding drivers in New York have caused yet another senseless crash, this time involving a BMW M3. The recent trend of ‘swimming’ or ‘squeezing’ through traffic at high speed seems to be gaining momentum, with accidents piling up. The pressing question remains: What is the NYPD actually doing about this dangerous practice? Evidence suggests very little action.

The latest crash occurred on the Belt Parkway, the same location where a BMW M5 and Chevrolet Corvette collided this week, resulting in both vehicles being engulfed in flames and one driver hospitalized with injuries.

More: Livestreaming Lunatic Crashes Lambo In NYC After Getting Hit By Entourage

In this latest incident, the driver of the BMW M3, part of a group of ‘swimmers’ maneuvering recklessly through traffic at high speeds, attempted a lane change where space was insufficient. Subsequently, the vehicle spun out of control, colliding with the wall.”

According to those driving ahead of the crash, they didn’t even realize the accident had happened until long after. Instead, they continued driving recklessly for several minutes, all the while documenting their actions on dashcam footage.

Here’s the real heart of the problem. This account and several others like it, some that we’ve highlighted in the past, showcase exactly this type of driving. On top of that, they glorify trolling the NYPD. Somehow, in every case we’ve seen so far, the NYPD does almost nothing to catch the individuals in question. Police will flash their lights and sirens and sometimes give chase for a short time but the pursuit ends quite quickly.

In fact, the NYPD’s alarming lack of will to chase these suspects is a factor that one notable participant pointed to as a reason he’s confident of getting away. Speaking of these officers, he told a YouTuber during an interview that “They’re not really built for that [high speeds], it’s a lot of real rookie cops right now…. and these guys do not know how to drive on the highway.”

Maybe the wildest part about all of this is that we’re not talking about a department well-known for passive policies. The NYPD is the same department that last year had multiple questionable interactions with people on mopeds. It’s the same one that tickets citizens for calling out illegal parking by cops. How has it seemingly made the decision not just to let these drivers do as they please but also to stay silent on the matter?

More: Unbelievably Reckless BMW M4 Street Racer Crashes Into Innocent Driver In NYC

It’s worth noting that evidence suggests chasing a suspect is, on average, more dangerous for the public than not pursuing them. After all, officers have several methods available to track and apprehend suspects without necessitating such high risks for others.

In the vast majority of cases, that’s likely the most prudent solution. In this case, where several individuals are repeating this behavior and influencing others to follow suit, it would seem as though the value of catching the perpetrators is higher. Clearly, they’re putting the public at risk every time they drive like this.

No answer from the NYPD

Carscoops has reached out to several NYPD officials including the public relations department, the heads of various task forces, and individual officers as well. As of this writing, none have responded. It’ll be interesting to see what happens first.

Will the NYPD actually crack down on this behavior or will someone get seriously injured or even die as a result of it?

Image Credit: SqueezeM3

Last year, Honda released the ZR-V in Australia and while that may not sound like a big deal, it actually was. In fact, the ZR-V is Honda’s first brand-new model line launched locally in the past two decades. Slotting between the smaller HR-V and the larger CR-V, it goes head-to-head with the Toyota RAV4.

But let’s start with the basics. For North American readers who might be puzzled by the ZR-V, Honda has adopted a multifaceted approach in the subcompact SUV segment. It offers two models in overseas markets, including Europe, Japan and Australia: the ZR-V, seen here and sold in America and Canada as the HR-V albeit without a hybrid option, and the international market HR-V, which is a distinct model. In Japan, the latter is known as the Vezel.

First Drive: The 2022 Honda HR-V e:HEV Is A Premium-Looking But Pricey Small SUV

With that out of the way and eager to see what Australia’s new ZR-V is like to live with, we jumped behind the wheel of one for a week earlier this month. We tested the small SUV in its flagship e:HEV LX guise, a hybrid variant priced from AU$54,900 (~$35,700).

Quick Facts

The local line-up for the ZR-V is quite simple. It consists of the entry-level VTi X priced at AU$39,500 (~$25,700), the VTi L available from AU$42,500 (~$27,600), the AU$48,500 (~$31,500) VTi LX, and the e-HEV LX that we tested. With the exception of the hybrid, all ZR-V models are sold exclusively with a 1.5-liter turbocharged four-cylinder producing 131 kW (176 hp) at 6,000 rpm and 240 Nm (177 lb-ft) of torque between 1,700 rpm and 4,500 rpm.

Then there’s the e:HEV LX. It ditches the 1.5-liter engine in favor of a naturally-aspirated 2.0-liter four-cylinder joined by two small electric motors and a CVT. It produces 135 kW (181 hp) and 315 Nm (232 lb-ft) while sending all the power through the front wheels. All-wheel drive would have been nice but alas, it is not available. As a quick reminder, in the States, the HR-V is exclusively offered with a 2.0-liter naturally aspirated inline-four engine rated at 158 hp, available in both front- and all-wheel-drive variants.

Those who want to pick up the keys to a new ZR-V e:HEV LX can have it painted in either Premium Crystal Garnet, Premium Crystal Blue, Platinum Grey, Platinum White, and Crystal Black, with our test car bathed in Premium Crystal Garnet, a deep shade of burgundy that looks better in the flesh than it does in photos.

First Drive: 2025 Toyota Camry Hybrid Distills Its Strengths Into A More Attractive Package

We’re quite fond of Honda’s current design philosophy. A few years ago, most of Honda’s range looked too edgy and a little too unusual. The second-generation HR-V, fifth-generation CR-V, and 10th generation Civic are all perfect examples. However, Honda has got its mojo back with the latest iterations of these three models, opting for slightly more refined and less abstruse styling. The ZR-V is no different.

From some angles, it looks like a Civic that’s taken growth hormones. This makes sense given the two share the same platform. The front end is characterized by a sleek black grille and attractive headlights with LED daytime running lights. Denoting the e:HEV LX as a hybrid is the subtle blue ring around the Honda badge up front. The SUV’s lines are soft and the bodywork has just the right number of curves.

A modern cabin.

The interior of the ZR-V is a highlight. Like the 11^th-gen Civic, it feels modern while still retaining plenty of physical buttons, switches, and knobs, not something that can be said of many other new cars currently on the market.

Found in the center of the dash is a large 9.0-inch infotainment display that supports Apple CarPlay and Android Auto. While Honda’s current operating system isn’t the best, nor is it the most modern, it is easy to understand and laid out brilliantly. Regardless of whether buyers are familiar with other Honda products or not, the system is intuitive.

Photos Brad Anderson / Carscoops

The ZR-V is also equipped with a large 10.2-inch digital instrument cluster. It doesn’t offer much scope for personalization but at least it’s clear. Another highlight is the honeycomb grille used in the air vents.

Elsewhere, the cabin is clad in plush black leather, including the seats and steering wheel. The addition of a wireless smartphone charger is a welcome inclusion while the floating design of the center console looks good and gives you a nice place to store your phone if connected to either the USB-A or the USB-C port. Individual buttons are used to select the gears. We also applaud Honda for not bathing the cabin in piano-black plastic.

The seating position up front is good and there is plenty of headroom. It is a similar story in the second row with the two outboard seats offering lots of room. The center seat is small but it’s like that in most cars. Two USB-C ports are found in the rear. With the second row in position, the ZR-V provides 370 liters (13 cubic-feet) of cargo space. That’s quite small and significantly less than the 542 liters (19.1 cubic-feet) of the RAV4.

An efficient and refined powertrain.

Having not experienced a modern hybrid powertrain from Honda before driving the ZR-V, I wasn’t sure what to expect. I was pleasantly surprised to find the ZR-V e:HEV LX’s system a superb all-rounder.

At startup and at low speeds, the SUV primarily operates on electric power and only fires up the 2.0-liter engine when needed and at speeds of around 40 km/h (24.8 mph) or higher. Plenty of other hybrid cars out there operate like this but the ZR-V’s system is one of the smoothest we’ve experienced. Indeed, I often had to glance down at the gauge cluster to see whether or not the engine was on, as it operates so quietly.

For many driving enthusiasts, CVTs are unholy. In the case of the ZR-V, it feels nice and ensures that the SUV remains smooth to drive, regardless of the speed. Honda has even fitted a pair of paddle shifters but we rarely used them, preferring to let the system do the work for us.

The ZR-V isn’t fast but it isn’t slow either. The instant power and torque provided by the two electric motors mean it feels quicker off the line than it is. These motors also aid in overtaking, ensuring you can get up to speed quickly and without feeling like you need to rev the hell out of the engine. Even when you do step on the gas, the engine isn’t obnoxiously loud. This is helped by the fact Honda has equipped the ZR-V with an acoustic windscreen to block out ambient noise.

Fuel efficiency is a key advantage the hybrid has over other ZR-V models. Honda says it can sip just 5.0 l/100 km (47 U.S. MPG) over the combined cycle. We averaged 5.6 l/100 km (42 U.S. MPG) during our time with it.

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Not everything is perfect. The electric motors have a habit of overpowering the front wheels in wet conditions, even with the traction and stability control systems turned on. As such, you have to be careful with how much you depress the accelerator or you’ll start spinning up the wheels every time you set off in the rain. It was in situations like this where we would have liked to see all-wheel drive as an option.

Honda’s engineers have also done a fine job on the handling and comfort fronts. The ZR-V remains impeccably smooth over bumps at both low and high speeds. Should you drive it more aggressively, it thrives in this environment too, remaining poised and planted.

The Honda Sensing suite of driver-assistance functions comes standard on the ZR-V e:HEV LX. It includes lane keeping assist, lane departure warning, forward collision warning, collision mitigation braking system, adaptive cruise control, and traffic sign recognition. The lane keeping assist system worked well but it did have a habit of slowing bouncing between lane markings, rather than keeping us in the center of the lane as it should.

Verdict

Honda has developed quite a compelling option with the ZR-V e:HEV LX. It compares favorably to rivals like the Toyota RAV Hybrid and the larger (and pricier) Nissan X-Trail Ti e-Power, looks the business and is well-equipped. It proves Honda has got its mojo back and is worthy of consideration.

Photos Brad Anderson / Carscoops

Mini has finally unveiled the all-new Aceman, a fully electric crossover set to compete in the booming subcompact SUV segment. The high-riding sibling of the Mini Cooper offers a more spacious cabin without sacrificing the agility of the urban dweller, while maintaining a safe distance from the larger Countryman.

Unlike its stablemates, which also come in ICE-powered forms, the Aceman is exclusively available as an EV, offering two power outputs and battery capacities to choose from.

More: Mini Clubman Departs As Company Eyes An Electric Era

The design of the Mini Aceman combines the charming features from the Cooper hatchback with angular details from the Countryman SUV. Generous amounts of matte black plastic cladding around the bodywork, skid plates, and roof rails prevent it from resembling a tall hatchback, giving it the desirable crossover stance that consumers desire these days.

The wraparound greenhouse and floating roof are typical Mini design traits, as is the octagonal grille at the front. The latter serves mostly decorative purposes, while the lower bumper intake provides sufficient cooling for the EV internals. The headlights resemble the eyes of an endearing creature and offer three different modes for the LED graphics, similar to the pixel-style taillights.

The Mini Aceman lineup offers four different trims – Essential, Classic, Favoured, and JCW – each one with their respective oblong-shaped badge on the profile and alloy wheels measuring between 17 and 19 inches. Furthermore, the flagship JCW features a unique design for the bumpers, a Chili Red roof and bonnet stripes, plus a high-gloss black finish for the cladding.

The Aceman measures 4,075 mm (160.4 inches) long, 1,754 mm (69.1 inches) wide, and 1,495 mm (58.9 inches) tall, placing it in the lower end of the subcompact SUV (B-SUV) segment. This makes it 217 mm (8.5 inches) longer than the Cooper and 354 mm (13.9 inches) shorter than the Countryman, effectively bridging the gap between the two following the demise of the Clubman.

Minimalist Interior

Despite its small footprint, Mini designers remained faithful to the brand’s “Clever Use of Space” design principle, highlighting the practicality of their new offering. Consequently, the cabin boasts a five-seater arrangement with 300 liters (10.6 cubic feet) of cargo space.

The interior looks very similar to the Cooper, with the 9.44-inch circular OLED touchscreen at the center being the only display. While most of the functions are integrated within the touchscreen, there are a few toggle switches for the start/stop, parking brake, gear selector, experience mode, and volume control making life easier for the driver.

More: 2025 Mini John Cooper Works Countryman Gets Jacked With 312 HP

The MINI Operating System 9 infotainment is inspired by smartphones and integrates Mini’s new Intelligent Personal Assistant called “Spike”. The driver has access to eight selectable Mini Experience Modes (Personal Mode, Go-Kart Mode, Vivid Mode, Core Mode, Green Mode, Timeless Mode, Balance Mode and Trail Mode), which change the interior ambience accordingly.

Each mode features distinct graphics for the screen, accompanied by various illuminated patterns emitted from two projector units. The dashboard is adorned with a knitted material, while the door trim is crafted from recycled polyester, and the seats come with a choice of textile surfaces or perforated Vescin upholstery. Another noteworthy feature is the ambient lighting along the frame of the panoramic glass roof.

The crossover comes equipped with twelve ultrasonic sensors and four Surround View cameras, supporting the ADAS suite that can include sophisticated systems like the Driving Assistant Plus and Remote Parking.

Two Electric Powertrain Options

The Mini Aceman shares its underpinnings with the electric Mini Cooper, so it’s no surprise that the two models offer the same powertrains and battery packs. The entry-level Aceman E comes equipped with a single electric motor producing 181 hp (135 kW / 184 PS) and 290 Nm (214 lb-ft) of torque. It features a 40.7 kWh battery pack, providing a WLTP range of 310 km (193 miles).

The Aceman SE boasts a more potent electric motor, producing 215 hp (160 kW / 218 PS) and 330 Nm (243 lb-ft) of torque, once again sending power to the front wheels. With a larger 54.2 kWh battery, it achieves a range of 406 km (252 miles). Mini promises a sporty chassis setup and direct steering, though it remains to be seen if it lives up to that. Furthermore, the JCW trim is expected to offer even sharper handling, compensating for the lack of extra grunt.

The Mini Aceman is expected to go on sale in markets like China, Europe, and the UK towards the end of the year. However, the EV has yet to be announced for the North American market, where small crossovers are less popular. In contrast, Europe boasts numerous rivals, including the Jeep Avenger, Fiat 600e, Peugeot e-2008, DS3 E-Tense, and Opel Mokka Electric.

Production of the Aceman will kick off in China, followed by Mini’s Oxford plant in the UK starting in 2026.

MINI

Six years after its introduction, Toyota is providing a major refresh for the eighth-generation Camry. Included with it is a new exterior design, a huge revamp of the cabin, and the demise of any engine from the 2024 model year that wasn’t electrified – including the V6. Each of those updates is important on its own merit. Collectively, they form a seriously overhauled Camry lineup. 

For its part, Toyota must be quite confident about its changes seeing as the Camry is responsible for selling nearly 300k units a year in the States alone. It has been the best-selling passenger car in the US for the 22nd consecutive year and the most purchased vehicle in the region that wasn’t an SUV or a pickup truck. To say that it’s popular is an understatement.

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If it’s going to keep that kind of sterling sales reputation though it needs to be significantly better, not just a flashier version of its previous self. After six years of production, Toyota appears to have distilled the Camry ethos and come to the market with a more focused product. To find out just how it was in the real world, we drove it for two days in both urban and rural areas of California. Here’s what we learned. 

Quick Facts

An Electrified Lineup

Last year, the Toyota Camry Hybrid made up just 12.2 percent of all Camry sales. For the 2024 model year that figure will be 100 percent since every Camry now comes with the same hybrid engine and the same continuously variable transmission (CVT). All Camry hybrids are now available with front or all-wheel drive too.

The power plant consists of a 2.5-liter four-cylinder engine that makes 225 horsepower (167 kW) on 87 octane fuel in front-wheel drive models and 232 hp (170 kW) in AWD variants. Notably, Toyota says that the FWD version will get up to 51 mpg combined. 

Those horsepower and fuel economy figures are the ones that Toyota is leaning heavily on when it comes to the success of this updated Camry. They beat the Honda Accord (204 hp / 48 mpg) and the Hyundai Sonata (192 hp / 47 mpg). It’s also an upgrade in power as well as fuel economy compared to the 2024 Camry Hybrid that made just 208 hp (152 kW) wasn’t available with AWD. 

More: What Do You Want To Know About The New Toyota Camry?

The 2024 Camry actually scored slightly better in fuel economy testing with 52 mpg combined. That’s not entirely surprising since adding a bit of additional horsepower tends to reduce overall efficiency in most engines. Interestingly, Toyota wouldn’t tell us how much torque this engine makes. The 2.5-liter four-pot is largely identical to the 2024 Camry Hybrid’s engine and the tradeoff seems worthwhile. One mpg amongst 51 or 52 is a figurative drop in the gas tank. 

2025 Toyota Camry Pricing

Boasting 10 percent or more horsepower above the competitors is likely to matter more to buyers who directly cross-shop the competition. The addition of AWD to the Hybrid lineup will certainly widen the appeal of the Camry, but keep in mind that the rear wheels only get power from an electric motor and only when the ECU deems it necessary. 

Will buyers be comfortable with having nothing but a hybrid option? Well, they should be. Over the last few years, data from the NHTSA indicates less than five total complaints about the Camry Hybrid. 

New Styling And Comfort

Photos Stephen Rivers/Carscoops

When the latest Prius arrived, it was rightly lauded for its excellent exterior design. Toyota has brought a chunk of that flair to the new Camry as well. Frankly, it’s a pretty good look on this car and it blends well with small touches from the Crown sedan too. Beauty is in the eye of the beholder, but to me, the front of the 2024 model never really flowed with the rest of the body. Now, the design feels more cohesive and consistent with the model’s goals.

The cabin hits that same stride as well. The previous Camry had a mix of swoopy curves, diagonal strakes, and a perfectly rectangular infotainment system all baked into the same dash. This one goes for protracted straight lines with most gentle curves only where they’re needed. It’s cleaner and more harmonious at the same time. 

The infotainment system includes a 7-inch digital gauge cluster and an 8-inch infotainment system on the LE and SE trim levels. The XLE and XSE both get 12.3-inch screens for each application. Android Auto and Apple CarPlay are standard across the board but the native system is intuitive and reasonably quick for those who prefer not to fuss with their phone. Sure, it looks like Toyota basically upsized the font setting or lowered the DPI in most menus but not everyone dislikes that style.

Related: Can Someone Please Make This 2025 Toyota Camry Widebody A Reality?

Toyota also ditched the fake aluminum and fake wood previously found in the cabin. Instead, it’s using soft-touch materials mostly made of fabric or faux leather and while that might not initially look as fancy, we think it’s a great choice. Having a material simply be whatever it actually is breaks away from the norm these days. On top of that, Piano Black plastic trim is almost completely absent. 

The seating feels good, though I (being on the taller side at 6’6″) couldn’t quite fit comfortably without tilting my head or leaning my seat back some. Nevertheless, the chairs in the Camry are supportive, nicely finished, and adjustable enough for everyday use. The positive experiences in the cabin continue with the switchgear, which feels nicely weighted and appropriately located.

Unfortunately, Toyota didn’t maintain the same high-quality theme in the back seats. The soft-touch materials on the front door cards and dash are nowhere to be found in the rear. In addition, audiophiles might be turned off by the lack of options here. Every Camry, even the XLE, comes standard with just four speakers. Even the premium package includes just nine in total.

By comparison, the Hyundai Sonata and Honda Accord blow that out of the water with 12. The center console tunnel provides rear climate vents and a couple of USB-C ports though. The trunk holds up to 15.1 cubic feet worth of gear which is identical to the 2024 Camry. 

Driving Impressions

Photos Stephen Rivers/Carscoops

One would be forgiven for thinking that the updated 2025 Camry would drive almost identically to last year’s model. After all, it sits on the same platform, it uses a very similar engine to the 2024 version, and on the face of it, the only major change is the availability of all-wheel drive. It was available on non-hybrid models in the past but never when combined with the electrified drivetrain. Dig a little deeper though and it’s clear that Toyota might not carry over the TRD version of the Camry, but it’s applied some of its learnings there to this new sedan. 

The suspension is re-tuned in all new Camrys and in the corners of Californian canyon roads it feels good. The SE and XSE each get a sport-tuned suspension that includes unique shocks and a thicker front sway bar for a more responsive ride. The two setups do feel better than last year’s model and each feels unique comparatively. 

At the same time, there are some things that won’t always bring joy to the life of the eventual Camry owner. For example, merging onto a highway or overtaking is met with a considerable drone from the CVT as it and the engine do what they can to reach the speeds requested. The engine, while more powerful than options from Hyundai and Honda, won’t fulfill the need for speed that some buyers may have.

Those who want the AWD version hoping that it’ll provide a more sporty experience are going to end up disappointed. Having tested both the FWD and AWD versions of the Camry, they behave almost identically. The only time I noticed any difference is in how they leave a stop light. The FWD can exhibit very minimal wheel slip whereas the AWD variant simply grips and goes. Of course, this is a Camry we’re talking about so those focused on performance metrics shouldn’t really be considering one in the first place.

Interestingly, the noticeable differences end up based on suspension tuning more than anything. The LE and XLE each get their own unique suspension that’s a bit softer. The XSE and XLE also include more sound-deadening technology to keep the cabin quiet. Those differences are more pronounced than in years past. Our testing wasn’t truly indicative of how most buyers will use the Camry but it’s worth noting that we only managed 29 mpg combined.

The brake pedal is noticeably better across the lineup than in the older Camry Hybrid. It’s smooth and linear without the odd engagement that some regenerative systems suffer from. The steering is very good as well. A bit of numbness on center is perhaps the only downside in the controls. Pitch the Camry into a turn and not only does it respond admirably but it communicates grip level at a high level too. Each of these features leads to a driving experience that’s largely uncomplicated and easy to enjoy. 

Conclusions

On paper and on the road, the new Camry is a better car than its predecessor. It’s leaning into comfort and efficiency which makes sense overall. Toyota also includes Safety Sense 3.0, which encompasses full-speed adaptive cruise control, lane-departure alert with steering assist, road sign assist, lane-tracing assist, and more. The overarching theme is in tune with previous iterations of the Camry. 

It aims to be above average in just about every possible way. It offers a lot of value, features, and fuel economy for its competitive $28,400 (before destination) starting price, and it looks quite attractive now too. 

As mentioned, it’s better on paper where most buyers will look, namely, in terms of power and fuel economy. Will buyers be willing to continue snatching up approximately 24k Camrys a month as they did in 2023 now that they’re all hybrids? We bet the answer is yes.

Photos Stephen Rivers/Carscoops

Singer’s reimagined 911s have raised restomodding to a new art form, spawned a legion of imitators and even won high-profile fans at Porsche HQ. But how far can you modify a 911 before it ceases to be a 911? That was the crux of a new and recently-settled legal spat in 2024 between Porsche and Singer, which could potentially have implications for other aftermarket builders, and whose details we’re exclusively revealing for the first time.

Just over three years ago we broke the story of how Porsche had objected to Singer’s use of its branding on the spectacular ACS (All-Terrain Competition Study), one of a pair of radical rally-style 964s commissioned by a Singer client. The ACS featured ‘Porsche’ lettering on the engine cover and also had the German automaker’s name embossed into the carbon sill panels, but Singer was forced to remove images of the car from its website until it was able to photograph it minus the Porsche branding.

Related: Porsche Not Happy With Singer Design’s ACS, Car Pulled Off Website

Porsche was concerned that people might think that it had some involvement in the ACS project, which it didn’t, or endorsed it in some way. And the situation was made more awkward by the fact that at the time the ACS was unveiled, Porsche was developing its own rally-style 911, the far less epic-looking 911 Dakar.

New Lawsuit In 2024

So when a few fan forums recently picked up the news that Porsche had filed a complaint – the first step in a lawsuit – against Singer in February of this year, and then settled the dispute by the following month, most people assumed that the case was about the ACS. But we gained access to court documents that reveal Porsche’s beef with Singer was far more complicated.

Secret agreement

Before we get into Porsche’s specific legal gripes with Singer though, we need to tell you about one fascinating revelation contained in the filing that’s key to the story. And it’s that way back in April 2012, only three years after Singer was born, Porsche was sufficiently ‘concerned’ about the impact of Singer’s business on its own that it maneuvered Singer into a ‘binding and enforceable contract’ laying out what the California-based firm could and couldn’t do if it wanted to keep Porsche’s lawyers sweet.

Frustratingly, the exact terms of that ‘Settlement Agreement’ are redacted in the latest court papers, but Porsche wrote that it ‘sets the boundaries on Singer’s use of Porsche’s famous [trade] marks.’ The gist of it seems to be that if Singer wanted to keep using Porsche branding, such as the hood badge or Porsche lettering, on its builds, the cars had to still look vaguely like Porsche road cars and retain a certain amount of Porsche engineering content, and Singer would only be allowed to restore existing cars, not build a series of new ones.

The complaint suggests that Singer happily complied with this agreement during the mid-2010s when it was taking on commissions for its Classic restorations, which featured carbon body panels, but were still, at heart, 964-generation 911s. It says there were ‘a number of incidents’ where Porsche had to remind Singer of the agreement regarding use of its intellectual property (IP), but that Singer always capitulated. Generally, then, it was happy days.

No longer a 911?

But then came the DLS, a car that drove you, me and Porsche’s legal brains wild, but for entirely different reasons. While we were getting off on the full carbon body, 9,300-rpm Williams-designed engine and entirely new suspension layout on what many people would argue is the sexiest 911 ever built, Porsche’s lawyers were looking at those same mods and reasoning that there was so little left of the original car that it no longer was a 911.

Porsche argued that the 500 hp (507 PS) DLS wasn’t only a brand new car ‘incorrectly’ wearing an existing Porsche car’s VIN, but effectively a new limited production model, and not the result of a single commission by a client. Yet when the DLS appeared at the Goodwood Festival of Speed in 2018, it was presented wearing a Porsche hood badge and Porsche lettering on the doors and tail, and they were still there when the first media drives took place and customers began receiving their cars, in 2021.

That was a problem for Porsche, and one that wouldn’t go away. Because according to the text of the legal complaint, this time Singer refused to comply with requests to remove Porsche branding from both the DLS and the 935-inspired 700 hp (710 PS) DLS Turbo that followed in 2023. Having objected to the DLS Turbo after first learning about it December 2022 (only months after agreeing to build engines for Singer’s Classic restorations), then watched the car get a rapturous reception at the Goodwood Festival of Speed the following July, Porsche’s legal team got serious, leading to this February’s official complaint.

Related: Porsche Indicates Approval Of Singer Vehicles By Signing Deal To Build Its Engines

Porsche wanted DLS production shut down

There’s a ton of repetitive legalese in the 45-page document, but Porsche’s main arguments were that by stepping outside the boundaries of the original and enforceable 2012 agreement Singer was guilty of breach of contract and was illegally using Porsche’s trademarks (its badge and name) and its ‘Trade Dress’ (the trademarked shape of the 911).

It claimed that Singer was essentially passing off its DLS models as genuine Porsche products and profiting from Porsche’s reputation, confusing buyers and ‘diluting’ the Porsche brand. And reading between the lines of the redacted parts, the DLS Turbo’s visual similarity to the 935 racer that Singer openly admits inspired it, or its dissimilarity to the road-going 911 its 964 VIN relates to, specifically broke a certain clause in the 2012 Settlement Agreement.

Having laid that all out in its legal complaint Porsche’s lawyers then turned to their demands. They requested that Singer ‘immediately terminate any further production of the DLS and DLS Turbo (all non-Turbo DLS commissions have in fact already been completed), destroy any advertisements, brochures and promo material bearing Porsche IP, and cease using Porsche’s marks.

They also asked for financial compensation made up of Singer’s profits and damages, the exact amount to be decided at trial. A trial that Porsche, with its bottomless cash reserves and armies of lawyers, could afford to drag out for months, but which an independent like Singer – even one whose cars sell for what Porsche itself described as ‘exorbitant’ prices – likely wouldn’t have the stomach for.

Potential PR nightmare

In reality, this was mostly legal posturing. We don’t doubt that Porsche was prepared to go to trial, but it would have been very keen to avoid it. Porsche is legally and morally entitled to protect its assets, and this legal complaint and threat of action was just a way of reminding Singer who calls the shots when it comes to the 911, even ones registered over 30 years ago. But there’s such goodwill for Singer in the wider automotive world that it would be a PR disaster for Porsche if it drove the company out of business. A company that only exists because of Rob Dickinson, Maz and their team’s love for Porsche and its cars.

And while Porsche claims that Singer is benefiting from the reputation of the Porsche brand, it fails to acknowledge that Porsche also benefits from the reflected glory of the Singer brand. Singer might not make many cars but it generates a ton of publicity for both itself and Porsche. And Singer’s projects have almost certainly played a role in pushing Porsche to develop its own special, high-ticket, low-volume, retro cars like 2019’s $1m 935 track toy (seen above).

Crisis averted

Thankfully, there will be no trial and no cars will be hurt. Exactly what Singer and Porsche jointly agreed to settle the dispute we don’t know because the order is sealed and neither side was willing or legally able to reveal to us the terms of the final deal. Singer wouldn’t confirm or deny that it’s entered into a revised version of the 2012 contract with strict limits – though it surely has – and we don’t know if any money changed hands.

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But we do know for sure that each of the Singer customers who paid around $2 million for a DLS can rest easy knowing that the Porsche repo man isn’t coming to take their Williams-powered carbon 911 away and drop it into a crusher. And we also know that the remaining DLS Turbo commissions will be finished as planned, and that Singer will carry on reimagining Porsche’s most iconic model.

Singer told us that it is “excited about the future” and promises it will continue to come up with knockout cars that’ll get us just as pumped as everything else it’s created over the last decade and a half. That’s great news, because the car world needs Singer, and the enthusiast-led independent firms that have followed in its footsteps.

Singer does what Porsche can’t

Much as we’d like it to, Porsche can’t and won’t build a Classic, DLS or DLS Turbo. But those are the cars that we’ll remember as the some of the defining enthusiasts cars of this era when we look back 10, 20 or 30 years from now. And every other business modifying old cars, whether Porsche-based or not, owes Singer a debt of gratitude for showing what’s possible if you let your creativity run wild, apply the latest tech to our favorite cars from yesterday and find would-be owners passionate and wealthy enough to make it all viable. Even if we know we’ll never be able to afford a Singer ourselves, we’re still glad that the cars exists.

More: Rezvani’s New Retro Sub-Brand Teases Porsche 935-Inspired Coupe

Porsche’s tough, but legally-reasonable actions might look like a smackdown, but our gut feel is that they’re just a blip in Singer’s journey. Projects like the DLS and DLS Turbo prove that the modern Singer company is now much more than a bunch of guys who modify Porsches. The way we see it, Singer’s brand is becoming so strong in its own right, and its attention to detail is now so recognized, that it could turn its focus to any make of car (or even non-automotive stuff; it already sells watches) and people would line up with credit cards ready. Hey, given the right financial backing, Singer could probably pull off making its own car. Who else would love to see that?

Journalists like me and social media posters like you can also play a role in this new era of IP respect. We all often unwittingly annoy Porsche by wrongly referring to Singer-modified cars as the ‘Singer 911’ or ‘Singer Porsche’ without thinking, and not because that’s what Singer tells us to call it. But judging from the revised footer text on Singer’s website, Porsche has asked it to clearly spell out the relationship – or lack of – between the two brands in case anyone is unclear about the matter.

“Out of respect for Porsche, and to respect Porsche’s trademark rights, this incredible machine should never under any circumstances be referred to or described as a “Singer,” “Singer 911,” “Singer Porsche 911” or a “Porsche Singer 911,” or in any other manner that suggests that it is anything but a Porsche 911 that has been restored and reimagined by Singer,” reads the blurb.

Friends again?

Porsche declined to discuss the case with us, saying only that ‘we have formally resolved all existing disputes.’ But here’s the statement it gave us back in 2021 when the ACS shizzle hit the air-cooling fan:

‘We are glad to have a growing community of Porsche enthusiasts. They help us to ensure that so many Porsche cars originally built decades ago remain on the road and are still being enjoyed. At the same time, we have a responsibility to our customers to ensure that Porsche products – designed and engineered by us – can be clearly and easily identified. This can range from an individual component or piece of clothing using our name through to whole cars. We do this by allowing only products created or directly licensed by us to carry the Porsche name.’

We’ve asked a few other brands involved in the high-end Porsche restomod game if the resolution of the Singer-Porsche dispute will have any ramifications for their businesses and whether they also have legal agreements in place with Porsche, but have yet to receive replies. We’ll update this story if we get a response.

Do you think Porsche was right to step in and protect its intellectual property in this case or was it being overzealous? Is it right that Porsche can control what happens to 30-year-old cars? Drop a comment below and let us know your thoughts.

Known as ‘Squeeze.Benz’ on social media, he calls out the NYPD for their lack of driving skills on the highway and for having helicopters that can’t keep up with him

Many drivers engage in reckless behavior from time to time, but one individual in New York, known by his social media handles ‘Squeeze.Benz’ and ‘Slow benz,’ is gaining attention for taunting police officers and evading consequences.

After posting several videos featuring numerous violations, Squeeze.Benz agreed to an interview with another YouTuber known as Tommy G, who specializes in documentary-style videos. During the conversation, he discussed methods for avoiding the NYPD, explained his confidence in doing so, and rationalized why he believes his driving poses minimal risk.

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Carscoops has covered this driver and their antics twice in the past, including one incident where they performed donuts around an NYPD cruiser. In a second video, a member of a reckless group associated with this driver crashed into a wall before colliding with an innocent driver in another car.

Right after we finished this story, he posted yet another clip where he blatantly blasted through stop signs and performed donuts around a police cruiser, managing to evade capture. Now, the person gave an interview to YouTuber Tommy G.

Known as on Slow benz on YouTube and Squeeze.Benz on Instagram, he says that he’s the most wanted driver in New York right now. He takes Tommy G on a ride through part of the city in a customized Lamborghini Urus as the two discuss his antics. The two cover several topics including how he manages to evade the 25,500+ cameras in NYC.

“If I go on run from the cops I’m gonna make sure I either have altered plates or no plates at all,” he says. That’s a crime all by itself regardless of how fast or recklessly one is driving. Of course, that’s far from the worst thing that Squeeze.Benz does from a legal perspective. “I’m running red lights, I’m doing more than triple the speed limit, double the speed limit,” he says.

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How does he manage to evade police despite those crimes? Aside from what he does with his license plate, he says it comes down to outright speed at times. His strategy consists of “hopping on the highway… They’re not really built for that [high speeds], it’s a lot of real rookie cops right now…. and these guys do not know how to drive on the highway.”

He Rents Fast Cars From Turo

If that’s not trolling the NYPD then I don’t know what is. In addition to speeding and altering his plates, he evidently drives several different cars. Tommy G indicates that Benz uses Turo to rent cars and the driver replies “doing long-term rentals is just a way better route.” So finding him isn’t as simple as tracking down a single car. He even claims that he once outran a helicopter because it “only top out at 150, 140 [mph].”

It seems that until NYPD finds a way to catch him, his behavior will continue. “I’ve been doing this for so long that I feel like I… am professional at it.” He doesn’t believe that what he’s doing is taking risks. “I see it as everyday driving,” he says.

GIF Squeeze.benz/YouTube