Japanese tuner Liberty Walk’s modified performance cars are so well executed, even enthusiasts who wouldn’t consider themselves part of the modified scene have to admit that they’re fans. But customizing a modern supercar is one thing; start messing with vintage exotics worth hundreds of thousands, or even millions of dollars, that are widely considered to be just about perfect out of the box, and you really going to turn heads and start arguments.
Last year Liberty Walk treated us to Ferrari F40 build that included the brand’s trademark overfender treatment on the rear end and a wider nose to accommodate bigger wheels and tires. It wasn’t the firm’s first modded F40 – another example customized over a decade earlier had helped put Liberty Walk on the map – but it was even wilder, and caused some major waves. And its successor, a modified Lamborghini Countach, is already generating controversy online.
V12 Lambos built from the late 1970s onwards already had bolt-on arch extensions to allow fitment of the then-new Pirelli P7 tires, so this car’s even wider flares don’t look remotely out of place. But the boxy front bumper with its gaping air intakes gives the car a radically different look, one that seems to take inspiration from the later Diablo GT, as does the lower air intake ahead of each rear wheel and roof-mounted snorkel.
The shape of the air intakes on the top of each rear quarter point to the donor car being a 25th Anniversary model, but no Countach, Anniversary or otherwise, had a rear wing or diffuser like the ones fitted to Liberty Walk’s car. Those parts are all available separately, meaning buyers can pick and choose elements from the demo car, but the website doesn’t give away prices, simply telling interested parties to get in touch for more info.
Do you like what Liberty Walk has done to this classic Lambo and is there any car out there that you consider too important, rare, valuable or beautiful to modify? Leave a comment and let us know.
Tesla CEO Elon Musk is famously anti-union, but the automaker is raising wages for factory workers following big gains by the UAW.
According to CNBC, employees at the Fremont factory in California will receive a “market adjustment” this month. It’s not clear how much workers will receive, but the publication noted employees at Tesla’s battery plant in Nevada recently saw increases of around 10%.
That being said, we found a job listing for a Model 3 General Assembly Manufacturing Technician in Fremont. The expected compensation is listed as “$22.00 – $50.00/hour + cash and stock awards + benefits.” Speaking of the latter, the job provides healthcare, dental, and vision coverage as well as a 401(k) with employer match.
The plant also has an assortment of other jobs, which start around $21 per hour for a paint sprayer and climb to $25 per hour for a body in white machine shop fabricator. Of course, the exact rate varies by job and experience level.
CNBC reached out to UAW President Shawn Fain, who told the publication that “Tesla is now following in the footsteps of Toyota, Hyundai, Volkswagen, and almost every other car company in raising wages in the wake of our historic victory at the Big Three, as non-union autoworkers everywhere are starting to stand up for themselves.” He added that “As great as these raises are, they still fall far short of what the companies can afford and what autoworkers are worth.”
Fain has been trying to expand UAW membership to include employees at Tesla as well as BMW, Honda, Hyundai, Lucid, Mazda, Mercedes, Nissan, Rivian, Subaru, Toyota, Volkswagen, and Volvo. He recently got the support of more than 30 U.S. Senators, who wrote a letter to executives encouraging them not to interfere in any organizing activities at their plants.
Two minutes into my Zoom interview with executive coach and author Henna Pryor, I get a software alert on my computer screen: “Mac Update Required: Your Mac will automatically update when the time runs out.” According to the timer, I had seven minutes remaining. “Welp, this is awkward,” I think to myself, before silently panicking about how I was going to explain to my guest why I had no other choice than to stop her mid-interview to restart my laptop. “She’s going to think I’m a total moron… ”
Ironically, situations like this are the reason I’m interviewing Pryor in the first place. Her new book, Good Awkward: How to Embrace the Embarrassing and Celebrate the Cringe to Become The Bravest You, challenges the notion that nothing good comes from life’s cringiest moments. In fact, Pryor believes just the opposite—that being so-called “awkward” isn’t a weakness at all, but often a catalyst for authentic human connection. Knowing how to navigate life’s inevitable uncomfortable moments while they’re happening and embrace the resulting awkwardness can propel us beyond self-imposed limits, fostering resilience and inner strength.
“Unless someone has cracked the code on how to eliminate all moments of uncertainty, awkwardness is something you’re going to experience,” says Pryor. “If we want to grow and be better humans, then we have to be very intentional about embracing these moments and getting good at them, not avoiding them altogether.”
Pryor’s working definition of awkwardness is the social emotion that we feel when our internal reality doesn’t match our external reality. “It’s what we feel when our true self is momentarily at odds with the person on display,” she explains. “That tension and that gap is awkwardness.”
“[Awkwardness is] what we feel when our true self is momentarily at odds with the person on display.” —Henna Pryor, executive coach and author of Good Awkward
Case in point: my (temporarily) botched interview. On the inside, I know I am a seasoned journalist who can conduct a proper interview. But what I’m worried about is presenting Pryor—on whom I have 30 minutes to make a good impression—with the image of a person who is unprepared for our conversation and isn’t taking her time seriously. It’s awkward! But what’s more awkward is potentially having my computer spontaneously restart in the middle of our Zoom interview without giving her a proper warning. I had to say something.
After much internal deliberation, I worked up the courage to just tell Pryor what was going on, which she understood was out of my control. We happily agreed to pause our chat so that I could restart my computer and then pick up where we left off. When we did, I was glad I had just acknowledged the elephant in the room rather than spinning out about it.
“You’ve illustrated the point—[awkwardness] exists in uncertainty,” she assures me. “It’s really helpful to have a few strategies for how to deal with that proactively, if and when [these moments] do arise.”
Are #awkwardmoments something we wish we could leave in 2023? Absolutely. But that’s not the reality—there are plenty of situations where the ways in which other people respond, react, and engage with your environment aren’t going to be what you expect, and awkwardness is what will follow. “All we can control is our emotion, how we react to the moment, and how we frame our self-talk going forward,” says Pryor.
Aside from making sure your computer software is up-to-date *before* a Zoom call, here are a few tips for learning how to get ahead of and embrace awkwardness.
How to embrace moments of awkwardness whenever they show up
1. Reframe what it means to be awkward
Pryor says that the number-one thing you can do to embrace your awkwardness is to think critically about how you’re using the word “awkward” in the first place. “I want people to be thoughtful about how they use the word ‘awkward’ as it relates to describing themselves or their experience,” she says. “For some people, it’s a limiting box they put themselves in when the truth is, there is no such thing as a factually awkward person.”
She uses herself as an example. A child of immigrant parents, Pryor often felt awkward among her peers growing up. “My clothes didn’t smell like everyone else’s; my food smelled very spicy and aromatic in the cafeteria when everyone else was eating peanut butter and jelly,” she says. “Throughout my childhood, the ‘me’ I wanted to be on display was always clashing with the ‘me’ that was happening inside—the two versions were not matching.” Even so, this awkwardness and discomfort around her classmates was still a feeling, she says, and not a factual reality. Which is all to say, awkwardness is subjective.
“Understand that the statement, ‘I am awkward’ is entirely up to you, and understand that it is a statement of opinion,” says Pryor. To help you remember that truth, she suggests using language that focuses on awkwardness as an emotion, instead, with statements like “I feel awkward,” as opposed to, “I am awkward.”
2. Overcome the “spotlight effect”
Ever felt like everyone has their eyes on you, analyzing your every move? That’s the spotlight effect in action. It’s natural to feel self-conscious, as if the proverbial spotlight is shining on every aspect of your appearance or actions—which can cause a lot of stress, anxiety, and self-doubt. But the reality is, in most situations, most people aren’t paying attention to you at all. Even in moments when the spotlight is literally on you, like during a speech or presentation you’re giving, most people will be more focused on their own lives and concerns rather than fixating on your perceived flaws or missteps.
“The minute a moment has passed, people are more worried about themselves—they’re not paying nearly as much attention to you as you think they are,” says Pryor. “Once we start to believe that, it’s very freeing because it’s true.” Reminder: You’re not the main character (at least, not always). Breaking free from the illusion of the spotlight will help you foster a healthier relationship with yourself and learn to embrace, rather than fear, your cringey interactions or awkwardness.
3. Acknowledge what you can’t control
Sh*t happens—the more quickly we can get comfortable with the unexpected, the less awkward things will feel in real time. Pryor says it’s impossible to plan ahead for every single scenario. After all, no matter how much you prepare for a presentation or rehearse a conversation or get your ducks in a row before an event, you simply cannot predict exactly how things will turn out; it’s empowering to let go of what’s out of your control.
When you get through any awkward or cringe moment (which you will!) Pryor says to focus on the “redemption story”—AKA, the positive outcomes—rather than shame-spiraling into the negatives. For example, let’s say you were giving a presentation at work when you stumbled over some words in front of your coworkers. Your face got hot, your hands were clammy, and you lost your train of thought for a moment, but you quickly collected yourself and finished it out successfully. Rather than focusing on what went wrong and the icky feelings you felt, focus on what went right. Yeah, that one awkward moment didn’t feel great, but you still put yourself out there and made it through in the end.
“There’s a gift in the garbage that came out of that situation,” Pryor says. “Most of us don’t slow down long enough to ask ourselves what an experience actually represented and if we can give it new meaning.”
4. Use awkwardness as a social lubricant
Ironically, the avoidance of awkwardness will only amplify the feeling of awkwardness—it’s better to acknowledge and embrace your awkwardness as it’s happening to lighten the mood. “All it takes is one person to be like, ‘Man, this is cringey… ’ and then everyone laughs, their shoulders drop, and the tension leaves the room,” Pryor says. “The avoidance of it makes it worse. Naming it is connective.”
An easy way to do this is by using humor. Jokes, memes, and even that one awkward-turtle hand gesture can quickly make you and everyone around you more at ease. “Awkwardness is universal,” says Pryor. “The people we perceive as really competent are the people who lean into it and move through it, not the people who try to pretend it didn’t happen.”
5. Remember: Awkwardness is always temporary
As mentioned, awkwardness is a feeling, and feelings aren’t forever. “Remind yourself that awkwardness is an emotion, and it will pass,” says Pryor. “Sometimes it takes longer to pass than at other times, but it will pass.”
BYD’s Dolphin has been impressing European reviewers, and the temptingly low prices are sure to help it steal sales from Japanese and Euro-built rivals. But back in its homeland the Dolphin has fresh competition of its own to face in the form of the Wuling Bingo Plus.
As the “Plus” in the name suggests, this new hatch from the GM-SAIC joint venture is a larger take on the regular Wuling Bingo that’s been registering strong customer interest since it debuted in 2023. But the bigger Bingo gets a new, less cutesy set of clothes that give it a more grown-up character. Design features not seen on the smaller, blobbier Bingo include a side-mounted air intakes in the front bumper, Porsche-like headlamps, a waistline that kicks up at the rear door and a split-effect C-pillar.
A 50 mm (2 inches) wheelbase stretch to 2,610 mm (102.8 inches) should liberate some useful additional knee- and trunk space, though Car News China notes that the BYD Dolphin’s 2,700-mm (106.3) wheelbase is significantly bigger again. Instead of the rangiest diddy Bingo’s 37.9 kWh battery, the Plus reportedly comes equipped with a 50.6 kWh pack, and while the punchiest motor available in the small guy makes just 50 kW (67 hp / 68 PS), the Plus offers 75 kW (101 hp / 102 PS).
Wuling hasn’t confirmed electric driving range figures for the Plus, but it’s expected to come in around 248 miles (400 km). The three battery options in the standard Bingo offer owners the chance to travel 126 miles (203 km), 207 miles (333 km) and 255 miles (410 km) before needing a top-up.
Nissan appears to have been spooked by slowing growth in the electric vehicle segment and has twice decided to delay the start of production of EVs at its American plant. This makes it the most recent automaker to adjust its electric vehicle plans in response to concerns about demand for these vehicles in the United States after GM, Ford, Audi and other brands.
Despite 2023 marking the best year on record for U.S. EV sales, the growth rate in the fourth quarter was lower than the previous year. Additionally, dealers are reporting that EVs are spending more time on their lots.
Now, Nissan cited a “need to enhance product competitiveness” as being behind its decision to delay the production of a pair of new electric cars at its Canton, Mississippi, plant, in a memo seen by Autonews. As a result, the first sedan, intended for the Nissan brand, will start rolling through the production line in November 2026. The second, which will be marketed as an Infiniti, will start production in April 2027, according to the memo.
This marks a five-month delay from the automaker’s initial schedule, following two previous delays: one of three months and another of two. An unnamed source informed Autonews that Nissan is worried about the profitability and demand for EVs.
Prices for electric vehicles remain high on average, and with elevated interest rates currently affecting the sale of big-ticket items like premium cars, there are concerns that sales in this category may soon experience their first year-over-year declines in recent memory.
That has prompted GM to postpone the start of electric pickup output until the end of 2025, while Ford is dialing back its plans for the F-150 Lightning production in 2024. Autonews’ source said that the industry is “spooked” and that many automakers are reassessing their R&D investments.
EV production justified a $500 million investment in Nissan’s Canton plant, which is poised to become the hub of the automaker’s North American electrification initiative. These new EVs are intended to replace the Titan, which ceases production this summer, and the Altima, expected to conclude production by late 2025. Nissan is currently contemplating extending the run of the internal combustion engine sedan for another year.
With the 2023 CX-60 D50e Azami, Mazda believes it has created a premium SUV that can rival established European rivals like the Audi Q5, BMW X3, and Genesis GV70. That’s a tall order considering that most consumers better know Mazda as a rival to more mainstream brands like Toyota, Nissan, and VW. So, has Mazda achieved what it set out to do?
To find out, we recently lived with the top-of-the-range CX-60 Azami to see what it is all about. What we discovered is a medium-sized SUV that is extremely well-rounded but one that could be made even better with some small and easy to implement refinements.
The details
Mazda Australia sells the CX-60 in three different grades, all of which are offered with both the company’s 3.3-liter turbocharged mild-hybrid petrol and diesel inline-sixes. The range starts with the Evolve available from AU$65,829 ($44,291), the GT from AU$74,165 ($49,899), and the Azami which kicks off from AU$79,584 ($53,545).
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Quick facts
Many industry experts were quite surprised when an investor report from Mazda in early 2019 revealed the carmaker was developing a pair of new 3.3-liter inline-sixes at a time when many of its competitors were downsizing. In the case of the turbo petrol, this engine is good for 209 kW (280 hp) between 5,000 rpm and 6,000 rpm as well as 450 Nm (332 lb-ft) of torque from 2,000 rpm to 3,500 rpm. Decent figures, indeed. In the diesel that we drove, the 3.3-liter pushes out 187 kW (251 hp) at 3,750 rpm and 550 Nm (406 lb-ft) from 1,500 rpm to 2,400 rpm.
Regardless of which engine customers choose, both come mated exclusively to an eight-speed automatic transmission that Mazda developed in-house. A 48-volt mild-hybrid motor has also been sandwiched between the engine and the transmission and helps to improve fuel economy.
While the petrol 3.3-liter has more power, it is AU$2,859 ($1,923) cheaper than the diesel, although it’s quite common for diesel models to be priced a little higher than petrol options. Those seeking the ultimate in performance and fuel efficiency can also order the CX-60 with a 2.5-liter plug-in hybrid for AU$92,609 ($62,309), the same model that our own Chris Chilton has been living with over in the UK.
A cabin to die for
The CX-60 D50e Azami that we tested was equipped with the optional SP Pack for AU$2,000 ($1,345). It adds tan Nappa leather through the cabin, 20-inch metallic black alloy wheels, dark-colored side signatures, a gloss black honeycomb grille, gloss black wing mirrors, darkened LED headlights, a dashboard with a suede finish, and a two-tone steering wheel. Those who don’t like the tan can opt for the AU$2,000 ($1,345) Takumi Pack with white Nappa leather, a cloth dashboard, and white maple wood accents.
In early 2020, I helped my mother pick a new car to replace her old VW Golf. We eventually settled on the Mazda3 hatchback, primarily because of how nice its interior was. Like the Mazda3, the interior of the CX-60 with the SP Pack is the highlight and perhaps the most surprising part of it.
Upon entering the cabin for the first time I was immediately greeted by a large 12.3-inch infotainment screen that prompted me to set up my personal driver profile. I was then asked to enter my height and just like that, the steering wheel and the seat started to move, attempting to place me into the ideal driving position.
I had heard about this feature before picking up the car and expected it to be inaccurate. It was, placing me in a bizarre position with the seat far too high and reclined too much for my liking. However, after making a few adjustments, I was able to find the perfect driving position. This system also scans your face and will save your settings and face to a custom profile, automatically readjusting everything back to your preference should anyone else drive the car. With all of this set up, I was then able to fully appreciate the beautiful cabin that I found myself in. It blows anything from Toyota, Nissan, Honda, and VW out of the water and feels just as premium as a BMW and a Mercedes-Benz.
Mazda is an expert when it comes to soft-touch surfaces and they are found in abundance in the CX-60. The upper portion of the doors are clad in lovely black leather while the mid-section of our tester had plush tan-colored suede and metal handles. The top of the dashboard is also super spongy and the tan suede in the center of the dash feels premium. We had mixed feelings about the two-tone tan and black finish of the steering wheel but did find it to be the perfect size and the buttons on it very easy and intuitive to use. It also has a heated function, not that I used it very often.
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Comfort for all
When adjusted correctly, the seats are great, too. Those up front offer electrical adjustment with memory for the driver’s side as well as heated and ventilated functions. Positioned ahead of the driver is a high-definition 12.3-inch digital instrument cluster. It is very bright and detailed but offers very little scope for customization which is a shame. Mazda has also incorporated a large head-up display, larger than many other offerings in this segment and loaded with features, including turn-by-turn navigation.
The central 12.3-inch infotainment display rocks the brand’s current and familiar UI and offers both wired and wireless support for Apple CarPlay and Android Auto, although we couldn’t get either system to work wirelessly during our time with the CX-60 and believe it needed a software update. The screen can be used as a touch display with smartphone mirroring or using the rotary dial while the Mazda UI only offers support for the physical dial. Curiously, the touch display of Apple CarPlay and Android Auto is disabled when driving, unless you find the well-hidden setting to enable it.
Like the front row, the second row of the CX-60 D50e Azami is a comfortable place to spend time. I had plenty of legroom with the driver’s seat in my preferred position and found headroom to be superior to the GV70. Those sitting at the back have heated seats, access to USB-C charging ports, and even a normal household power socket, a welcome and unexpected feature. A notable exclusive are rear climate control switches, a feature we believe should be present on a vehicle at this price point.
Cargo space is rated at 477 liters (16.8 cubic-feet) with the rear seats up and 1,726 liters (60.9 cubic-feet) with them folded down. Found beneath the trunk is the subwoofer for the superb 12-speaker Bose audio system and a spare tire.
The driving experience
Driving the CX-60 D50e Azami is a joy but there are some things that Mazda will hopefully improve when it decides the time is right to launch a facelifted model. First, the good.
Mazda’s 3.3-liter turbocharged inline-six diesel is unlike any other I have driven. In fact, it took me a few minutes of driving it to realize there was indeed a diesel under the hood, rather than the petrol 3.3-liter. The reason for this? The sound.
The moment you depress the accelerator of the CX-60 more than about 20%, a cacophony starts to slowly build in the cabin. It’s entirely synthetic but builds and builds as the revs climb and you start to stand on the throttle. Plenty of other vehicles out there pump fake engine sounds into the cabin and for the most part, they sound pretty stupid. Not the case here. From behind the driver’s seat, it sounds like the D50e has a large capacity petrol engine and it’s so convincing it initially fooled me into thinking I was indeed driving the petrol model. It’s only once you crack open the windows that the typical truck-like sound of the diesel can be heard.
Straight-line acceleration is great. Mazda says it needs 7.3 seconds to hit 100 km/h (62 mph) but the strong throttle response and torque make it feel quicker than that. Overtaking is a breeze and the acceleration, paired with the sound, makes for an SUV that’s surprisingly fun and exhilarating to drive.
The handling dynamics of the CX-60 D50e are also superb. Although it tips the scales at 1,990 kg (4,387 lbs), it loves to be driven fast through corners should you wish while remaining poised and comfortable when driven at regular speeds. The steering is well-weighted and the braking is confidence-inspiring. Mazda has long built some very fine driver’s cars and while the D50e isn’t necessarily a performance SUV, it feels like being on the verge of one.
Then there’s the bad. The first is the transmission. It is not poor by any means and for most shoppers in most driving scenarios, it will do the job just fine. However, it feels jerky at slow speeds and delivers a solid thump each time it shifts. It is also slow to respond when you’re at full throttle and always feels like it is one step behind the engine. There was also more than one occasion when it automatically downshifted rather violently, sending a shudder through the cabin.
Many of these complaints can be ironed out using the paddle shifters but there’s no dedicated manual mode, so it’ll always revert to changing gears for you. Most buyers will probably never use the paddles either.
The ride also needs to be improved. For the most part, it is quite firm and while that’s not necessarily a bad thing, it becomes quickly unsettled by any large imperfections in the road. It also bounces over speed humps and takes a while to settle.
While we thought the engine was good most of the time, it is quite rough at low speeds, sounding and feeling like a big truck engine. Fortunately, it comes alive at 20% throttle as mentioned and instantly feels more premium and responsive. Mazda’s mild-hybrid system also works seamlessly to shut off the engine when coasting and at a standstill, helping to improve fuel efficiency.
Mazda quotes a combined fuel consumption rating of 4.9 l/100km (48 U.S. mpg). We came close to matching that, returning 5.6 l/100 km (42 U.S. mpg) during our time with the SUV, an impressive figure given its size, weight, and large capacity engine.
The verdict
The Mazda CX-60, when equipped with the 3.3-liter inline-six diesel is a compelling SUV in its segment. It offers most of what premium buyers will be looking for in an attractive and unique package that has quite a lot of road presence. With some tweaks to the transmission, suspension, and throttle response, it would be almost faultless.
Get your black armbands ready because Chevy has killed off the Camaro. The final sixth-generation bowtie pony car rolled off the line on December 14, and while the Camaro name will almost certainly return, it’s more likely to be on an electric crossover than a two-door V8 coupe. So now’s a good time to pay our respects – and our disrespects – by looking back at the best and worst moments of 57 years and six generations of Chevy’s own pony car.
There’s no doubt about it: GM was caught on the backfoot by the phenomenal success of the Ford Mustang, which smashed its 100,000-unit annual sales target four times over in 1965. So Chevrolet and Pontiac rushed through plans to spin their own pony car from the platform of the upcoming second-generation Chevy II Nova, offering both big- and small-block V8s to compete with the reskinned ’67 Mustang, which would also introduce its own big-block motor options. The Camaro launched in the fall of 1966 with the Firebird arriving the following spring.
Performance highlight: Between the high-winding (up to 7,000 rpm) Z28 and sheer brute force of the SS 396 (up to 375 hp / 380 PS), Chevy dealers seemingly had every performance angle covered. And you could go even further if you knew which dealers to ask, optioning a Camaro with a cast-iron 427 (7-liter) V8. Sixty-nine examples, like the car above, went a step further and got the now-legendary ZL1 code, signifying a lightweight aluminium V8 intended for drag racing. Producing around 500 hp (507 PS), the ZL1 engine alone cost as much as a base Camaro.
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Worst moment: Although the Camaro was a success for Chevy, and won the over-2.0-liter class in Trans Am racing two years running, the Mustang easily outsold it every year between 1967 and ’69.
Coolest design detail: The semi-hidden headlights on 1969’s RS package.
1970-1981 – 2nd Generation
A new decade brought a stunning new body for the Camaro that appeared to borrow heavily from Ferrari’s early 1960s V12 coupes. Worries about potential rollover rules meant there was no convertible, and by the mid 1970s, performance wasn’t on the menu either. But the Camaro soldiered on into the early 1980s long after rivals like the AMC Javelin, Dodge Challenger and Plymouth Cuda had kicked the bucket.
Performance highlight: The Z28 lost its screaming short-stroke 302 for 1970 because the Trans Am series now allowed engines over 305 cu-in (5-liters). But the solid-lifter 5.7-liter LT1 that replaced it was a far better street motor that made more power (360 hp / 365 PS gross), a ton more torque and could be paired with A/C and an automatic for those that wanted it.
Worst moment: That it lived for twice as long as it should? That 1974’s downsized, anaemic Mustang II (seen above) outsold it two-to-one? Or that performance took such a hit in 1975 and 1976 that Chevy dropped the Z28 altogether? Take your pick.
Coolest design detail: You’ll find a lot of love for the ’70-73 extended nose that came with the RS package, but we’ve got a soft spot for the ’74 Z28’s optional hood and tail decals, which helped make up for the detuned 350 and ugly bumpers.
1982-1992 – 3rd Generation
By the time the geriatric second-generation Camaro died in 1981 it was slow, heavy and out of step with the new generation of fuel-efficient Japanese coupe competition. The all-new F-body aimed to fix that with sleek, aerodynamic styling, a stiffer unibody structure, practical hatchback and a 500-lbs (227 kg) diet.
Performance highlight: From a less than auspicious start, the Camaro III’s performance grew through the decade with the addition of models like 1985’s 215 hp (218 PS) Tuned Port Injection 5.0-liter V8 and 1987’s 225 hp (228 PS) 5.7-liter 350.
But the real performance heroes are the small number of cars fitted with the 1LE package (pictured above) designed to help the Camaro achieve success in SCCA Showroom Stock racing. Consisting of goodies like uprated brakes and suspension, an oil cooler, baffled gas tank, aluminium driveshaft and heavy-duty rear axle, they brought Chevy racing glory then, and are very collectible now.
Worst moment: The base third-gen got Camaro’s first ever four-cylinder engine, a 2.5-liter ‘Iron Duke’ slug that made just 90 hp (91 PS). Mind you, the early Z28s weren’t great, either. The ’82 cars topped out at a feeble, fuel-injected 165 hp (167 PS), and if you wanted a manual with that you got a carburettor and lost 20 horses. Performance was so bad that when the Camaro paced the 1982 Indy 500, Chevy had to build a one-off 5.7-liter car to make sure it could actually stay ahead of the racecars because the 5.0-liter customer versions didn’t have the beans.
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Coolest design detail: 1987 didn’t only mark the return of the (relatively) big-cube 350 to the Camaro lineup, but the first official convertible since 1969. And what a great-looking conversion it was, thanks to the efforts of ASC (American Sunroof Company), who had built up a solid reputation among automakers by delivering low-volume projects like the Buick GNX that OEMs were too big to handle.
1993-2002 – 4th Generation
If GM’s plans had come to fruition, this section would read very differently to how it does. Because the fourth-generation Camaro was going to be front-wheel drive until the proposed GM80 platform failed to meet its weight targets and floundered in crash tests.
So Chevy stuck with a tried and tested recipe for the ’93 F-body. But this was no mere facelift. The front suspension was redesigned (though the back retained a live axle), there was rack and pinion steering, anti-lock brakes and a gutsy new LT1 V8.
Performance highlight: V8 Camaros were strong performers right from the fourth-generation car’s 1993 debut, but things took a defining turn in 1998 when Chevy dropped in GM’s new aluminium LS1 V8. Though detuned slightly from the Corvette’s 345 hp (350 PS), the 305 hp (309 PS) it did deliver matched the output of the Mustang Cobra’s fancy DOHC V8 but without the cost and complexity.
But collectors gravitate towards 1997’s SS 30th Anniverary (pictured), a pre-facelift special that riffed on the ’69 Indy Pace car. In addition to the almost-1,000 regular anniversary cars produced, 100 hotter ones were built for the U.S. market with the help of SLP, and came equipped with a 330 hp (335 PS) LT4 V8.
Worst moment: We could have picked the hideous two-spoke airbag steering wheel fitted to all but the latest cars (which graduated to an also-hideous, but-four-spoke version), but that’s a mere blip compared to Chevy’s decision to drop the Camaro altogether at the end of the 2002 model year, citing slow sales.
Coolest design detail: Not everyone likes the ‘catfish’ Camaro’s styling, with its long overhangs and (early model’s) sunken eyes, but you can’t hate on the SS version’s hood bulge/intake combo.
2010-2015 – 5th Generation
Talk about deja vu. The first Camaro was inspired by the phenomenal success of the original Mustang, and exactly 40 years later GM and Dodge were scrambling to resurrect their pony cars to snatch sales from Ford’s rejuvinated, retro-style machine.
The Australian Holden platform gave the fifth Camaro an independent rear end (which the Mustang didn’t have), and even the base 304 hp (308 PS) V6 made almost as much power as the Mustang GT’s V8. So with the 426 hp (432 PS) 6.2-liter SS only a tick away it’s no wonder the Chevy outsold the Mustang for its first two years.
Performance highlight: The horsepower count went crazy in 2012 when Chevy launched the ZL1, complete with a supercharger and bonkers 580 hp (588 PS) rating, plus a strip-only COPO Camaro with multiple engine configurations for drag racers. By 2014, there was another hardcore Camaro option in the form of the resurrected Z28 that channeled the spirit of the 1960s original by pinching the Corvette Z06’s high-revving 7.0-liter LS7 to deliver 505 hp (512 PS), which was mated with a specially tuned chassis equipped with Multimatic spool-valve shocks.
Worst moment: Trying to see literally anything going on outside the car from the driver’s seat. Those narrow windows look cool but the visibility is lousy.
Coolest design detail: The retro gauge pack ahead of the driver, and the secondary bundle on the console that looks just like a ’69’s – and is every bit as badly sited.
2016-2023 – 6th Generation
What looked like a facelift was actually an all-new car based on GM’s Alpha platform and massively lighter than the Camaro it replaced. Four-cylinder power returned to the menu for the first time in more than 30 years, but instead of 1982’s 90 hp (91 PS), 2016’s four-banger made 275 hp (279 PS) – as much as a V8 Z28 had done on its debut in 1993.
Performance highlight: There was no Z28 this time around, but who cared when the ZL1 with the 1LE package was this good? For this incarnation the supercharged 6.2-liter V8 lifted from the Corvette sent 650 hp (659 PS) and an equally epic 650 lb-ft (881 Nm) to the rear wheels through a choice of six-speed manual (yes please) or 10-speed automatic transmissions. The hardcore 1LE option added multiple aero devices, stiffer springs, trick spool dampers and more.
Worst moment:2019’s disastrous redesign. The mid-cycle facelift moved the bowtie emblem from the grille to a new black panel below it that split the upper and lower grilles. It was universally panned and both features were quickly ‘fixed’ in time for the 2020 model year.
Coolest design detail: The canards, splitter and the Batman boomerang that passes for a rear wing on the ZL1 1LE, which together provide 300 lbs (136 kg) of downforce at 155 mph (250 kmh) and are one of the reasons the 1LE package saves 13 seconds around the Nurburgring.
There have been plenty of highs and lows in the Camaros 57-year-long career, but they don’t get much worse than knowing we’ll never again be able to buy a new, affordable Chevy coupe with a V8 in the nose, a manual transmission and a pair of rear tires that are just begging to be vaporised.
Many of you will have a defining Camaro memory – a neighbour’s ’86 broke my V8 cherry when I was 17, but maybe you owned one, crashed one, or just lusted after one parked down the street. Whatever that memory is, let’s see it in the comments section below.
The results are in for the latest round of the Insurance Institute for Highway Driving’s (IIHS) updated crash testing, and just three luxury midsize SUVs offered good protection for rear seat passengers: the Lincoln Aviator, the Mercedes GLE-Class, and the Volvo XC60.
The independent safety organization recently announced that it would be measuring crash test performance for rear seat occupants, in addition to that of front seat passengers. The IIHS reasoned that because of years of focus on driver safety, advancements in crash protection for those in the back have lagged behind.
It has slowly released the results of its crash tests in multiple segments and, indeed, most vehicles that formerly aced their crash tests, now struggle due to their relative lack of protection for people in the back seat. Indeed, with five out of the eight vehicles in the luxury SUV segment earning an acceptable or better rating, it is one of the best-performing segments in the industry.
“It’s encouraging that more than half of the 2024 midsize luxury SUVs we tested performed well in our updated moderate overlap front crash test,” IIHS President David Harkey said. “The three good ratings in this group show that our new, tougher standards are achievable when manufacturers commit to excellence.”
Although three vehicles earned a “Good” rating in the test (the highest one possible), just the XC60 aced it, earning top marks in every category of both front and rear passenger protection. Meanwhile, passengers in the back of the Mercedes GLE-Class were at an elevated risk of neck injury, while the dummy in the Lincoln Aviator came closer to the front seat than is optimal. However, overall, the trio all received a “Good” score.
Just acceptable ratings
Moving down the list, the Acura MDX and the BMW X3 both earned “Acceptable” ratings in the test. The IIHS reports that the injury measurements for both vehicles were within acceptable limits, but the MDX’s passenger slid down beneath the lap belt, while the X3’s dummy came close to the front seat.
The Audi Q5 and Lexus RX both barely scraped by with a “Marginal” rating. Submarining, in which the passenger slides under the lap belt, was a problem for both vehicles, as was the risk of head and neck injuries.
Finally, the Cadillac XT6 was the worst-performing vehicle in the bunch. It earned a “Poor” rating overall, because the dummy submarined beneath the belt, and showed moderate risk of head and neck injuries, and a high risk of chest injuries.
“Though several vehicles in this class performed extremely well, the fact that we saw submarining in half the models we tested shows that many manufacturers still have work to do to improve restraint systems in the second row,” Harkey said.
Whether you’re hangin’ at home or off on an adventure, the holiday season tends to come along with its fair share of reasons to indulge (it is the most wonderful time of year, after all). Whether you’re enjoying sugary cocktails, fun-filled late nights followed by little sleep, or tasty treats at the company Christmas party, your face is likely to pay a small price the next day. This temporary puffiness is, of course, nothing to worry about (it’ll likely be gone in 24 hours), but it’s such a common occurrence during this festive time that even dermatologists aren’t immune from dealing with it.
Shereene Idriss, MD, a board-certified dermatologist and founder of PillowTalkDerm Skincare, says that indulging in too much alcohol, sugar, fried food, and dairy (also known as “everyone’s holiday menu”), can result in inflammation which is one of the worst things for your skin. “The result can be redness, increased swelling, and even exacerbation of conditions like rosacea and acne,” she warns. But with the proper recovery methods, you need not forego all the fun—just keep it in moderation, Dr. Idriss suggests. Read on for her go-to de-puffing tips so you can look fresh as a daisy… even after all that (delicious) egg nog.
1. Rolling
Dr. Idriss’s favorite way to tackle post-party puff is with her “baby”—The PillowtalkDerm Depuffer ($38)—which was designed with exactly that in mind.
“It was made to be your SOS product after late nights out indulging in yummy food and drinks, and will address both puffiness and redness,” she says, adding that it’s clinically proven to minimize under-eye swelling and relieve transient ruddiness with actives like arnica, Centella Asiatica and ash bark extract. She says that first thing in the morning—even before jumping in the shower, she rolls it on to get the benefits of the active ingredients so she’s ready for the day.
And if you don’t have her De-Puffer on hand, she suggests using cold spoons because they cost nothing and are accessible to everyone. Pro tip? Pair the spoons with any arnica or caffeine-infused formula you’ve already got in your collection to up their de-puffing prowess even further.
Dr. Idriss says that the holidays are a great time to treat yourself to a lymphatic drainage facial massage, which is shown to temporarily slim down treated areas by encouraging the flow of lymphatic fluid. “Is it going to reverse the clock? No,” she says. “But it is at least going to make you look temporarily sculpted, as the whole point of lymphatic drainage is to keep that fluid moving.”
For those who don’t have access to a lymphatic massage parlor, at-home microcurrent devices like the ZIIP and NuFace are made for everyday use and can help define features. For a more affordable option, try a Gua Sha tool or jade roller, which can also aid in lymphatic drainage.
If you’re in a post-party pinch and looking for a $0 fix, face icing—a centuries-old practice that’s recently picked up steam on social media–can come to the rescue. Simply grab some cubes (experts recommend wrapping them in gauze or using them over a sheet mask to avoid freezer burn) and massage them around your face in circular motions.
The cold temperatures will constrict blood vessels to reduce circulation and help with temporary swelling (which is the same concept behind icing an injury). Just be sure to keep the cubes moving, as keeping them in one spot could create micro-frost.
For a slightly fancier take on this traditional tip, try Sofie Pavitt’s Nice Ice Toner Pods ($68), which contain calming niacinamide and green tea extract and are meant to be kept in the freezer for an icy application, or invest in some ice globes that are specifically designed to be used on the face and will last you for many holiday seasons to come.
One of the last remaining holdouts has finally caved as the Volkswagen Group has announced their brands will adopt the North American Charging Standard (NACS) starting in 2025. This means Audi, Porsche, Scout, and Volkswagen vehicles for North America will have the Tesla-designed port.
Details will be announced closer to that date, but Volkswagen said they’re “committed to improving the charging experience through open standards and interoperability.” While current owners will be stuck with the Combined Charging System (CCS), the brands are exploring adapters which would enable existing vehicles to be replenished at NACS chargers.
Tesla’s Senior Director of Charging, Rebecca Tinucci, said “With the VW Group’s commitment, almost every major automotive manufacturer is onboard, rallying behind a shared vision of improving charging experiences for all EV drivers.” She went on to note this is a radical change as the NACS was little more than a dream at the beginning of the year.
Speaking of Tesla, owners of Volkswagen Group vehicles can expect access to more than 15,000 Superchargers. That’s good news, but they’re going to be crowded as nearly every automaker will have access to the Supercharger network in the near future.
While Volkswagen didn’t go into specifics about future vehicles, Scout CEO Scott Keogh confirmed their upcoming models will have NACS connectors from the onset. This is a wise move as it effectively means they’re future-proof.
With today’s announcement, Stellantis is the only major automaker not to embrace the NCAS. However, it’s likely only a manner of time until that happens.
