It’s the beginning of the end for V8-powered Durangos as production will cease by December 31.
Dodge will honor their performance with a series of Last Call special editions.
Besides the previously announced AlcHEMI, there will be tributes to the R/T and SRT Hellcat.
The 2024 Dodge Durango SRT 392 AlcHEMI is now available at U.S. dealerships as a “last call” for the 6.4-liter HEMI V8. It costs $89,795 before a $1,595 destination fee.
To help customers find one of the special editions, Dodge has relaunched the Horsepower Locator that was used to say goodbye to the Charger and Challenger. This is important as production is limited to 1,000 units and allocations are based on dealer sales performance.
After visiting the site and typing in your zip code, you can search by color – Diamond Black, Vapor Gray, Destroyer Gray or White Knuckle – and distance. In Metro Detroit, most dealers have at least one order available and a few have more than that. Dodge said the “list of available vehicles will be refreshed weekly as dealer allocation is updated.”
As a refresher, the Durango SRT 392 AlcHEMI has a 6.4-liter HEMI V8 with 475 hp (354 kW / 482 PS) and 470 lb-ft (637 Nm) of torque. It enables the model to accelerate from 0-60 mph (0-96 km/h) in 4.4 seconds, run the quarter-mile in 12.9 seconds, and tow up to 8,700 lbs (3,946 kg).
2024 Dodge Durango SRT 392 AlcHEMI
Other highlights include racing stripes, a Midnight Metallic grille, and 20-inch Satin Black wheels that contrast with a Brembo braking system sporting yellow calipers. The model also has a unique interior with forged carbon fiber trim, an illuminated steering wheel, and seats featuring “392” embroidery as well as yellow and silver contrast stitching.
While you can read more about the AlcHEMI in our original piece, Dodge confirmed production of the Durango SRT 392 will end in July at the close of the 2024 model year. However, it’s not exactly the end of an era as the Durango R/T and SRT Hellcat will survive into the 2025 model year.
Both will receive Last Call special editions and production is “set to wrap up by December 31, 2024.” We’ll learn more about those models in the coming months, but the R/T should have a familiar 5.7-liter HEMI V8 developing 360 hp (268 kW / 365 PS) and 390 lb-ft (528 Nm) of torque. The SRT Hellcat, on the other hand, has a supercharged 6.2-liter V8 pumping out 710 hp (529 kW / 720 PS) and 645 lb-ft (874 Nm) of torque.
A new report alleges Fisker has been using parts from production and pre-production vehicles to repair customer cars since 2023.
Fisker denies the allegations, stating parts are only taken from engineering vehicles for analysis or modifications, not for customer repairs.
However, one Fisker owner claims the company planned to use parts from another car for his repair.
It’s no secret that things over at Fisker aren’t great these days. The beleaguered automaker has mislaid customer payments, missed payments of its own, and fallen off of the NYSE. Now, a new report says that throughout production of the Ocean SUV, Fisker has used parts from prototypes and other cars in inventory to fix customer cars with damage.
The sources cited in the report from Business Insider are evidently three current employees at Fisker and five former employees. They claim that the automaker is getting some of the parts it needs for repairs from both production and pre-production cars at its La Palma, California facility. Some of these individuals shared photos documenting some of these vehicles.
One person who spoke to Business Insider says that between 10 and 15 percent of service requests end up getting fixed with a donor part of this nature. “It only happens if there’s a dire need for the part,” the worker said. “Technicians are just doing this to help customers. Customers are basically begging for parts, and the mentality is: If we have parts available, let’s use them.”
Another former employee claims that using parts in this manner was a daily occurrence and that supervisors were aware of the practice. “The first or second time, people were super careful about it and then eventually it was done so often that it became second nature and people weren’t asking if they could do it anymore — they were just doing it.”
Fisker denies the accusations
According to Fisker, the report is untrue. “No parts have been taken off these vehicles for use in customers cars,” the spokesperson said, adding that parts may have been taken off engineering vehicles “for analysis or to retrofit other engineering vehicles, but never customer vehicles.”
Interestingly, one Fisker owner told BI that the automaker told him that they would repair his vehicle with parts from another car. He hasn’t received his finished vehicle though despite waiting for some 10 weeks.
We’ve reached out to Fisker for comment but haven’t received a response as of this writing. Notably, the report in Business Insider cites Daniel Blinn, the managing attorney of Consumer Law Group in Connecticut. He says that it’s not totally uncommon for this sort of thing to happen in rare cases where an automaker needs to reduce the wait time for a customer.
Sales of the Subaru BRZ are down 37 percent this year, and April was the car’s worst month yet.
Americans purchased just 178 BRZs last month, 65 percent fewer than they did in April 2023.
Brand-wide sales are up 7.4 percent so far in 2024, thanks to vehicles like the Outback and the Forester.
The Subaru BRZ is an affordable sports car that punches well above its weight in terms of fun, outperforming expectations for its price tag. However, that fun factor hasn’t translated into strong sales figures so far this year. The coupe saw its worst performance yet in April, with Americans only buying 178 examples of the flat-four powered model.
It’s not exactly surprising to see the BRZ selling in small numbers, since it’s an impractical car for people who value fun over the comfort of their third and fourth-best friends, but last month its sales dropped by a whopping 64.9 percent.
April was a brutal month for the BRZ, marking both its lowest sales volume and worst relative performance of 2024 so far. While sales have struggled throughout the year, the first quarter decline was a softer 22.2%. However, April’s particularly weak showing has significantly dragged down year-to-date sales, which now stand at a hefty 36.7% drop compared to the previous year.
In contrast, its sister model from Toyota, the GR 86, managed to maintain stable sales during the first quarter of 2024, with a total of 2,041 units sold (+0.1%) compared to 2,038 during the same period in 2023. We’ll have to wait and see how it performed in April, as Toyota has not yet released these figures.
Brand-wide, Subaru’s sales were up 9.5 percent in April, driven by strong performances from the Crosstrek and the Forester, deliveries of which were up 17.6 percent and 85 percent, respectively.
The Legacy’s sales are down 19.5 percent so far this year, and Subaru has decided to discontinue the model, in order to focus on SUVs. And, based solely on the sales charts, that looks like a smart move.
So far this year, the Forester is the fastest-growing model (+65.8 percent), and the third-strongest seller (40,059) in the Subaru lineup, behind the Outback (48,344) and the Crosstrek (51,872). In the first four months of the year, Subaru’s cumulative sales are up 7.4 percent.
“As new models make their way to our retailers, we are confident that customers will be able to find Subaru vehicles like the Forester,” said Troy Poston, Subaru of America’s senior VP of sales. “Car buyers are seeing Subaru’s growing model lineup become one of the strongest in our history, and we look forward to offering them the value, reliability, and longevity that our brand is known for.”
The Mini Aceman crossover combines a small footprint with greater practicality than the mechanically-related Cooper hatchback.
The model is exclusively available with electric power, producing either 181 hp (135 kW / 184 PS) or 215 hp (160 kW / 218 PS), with 40.7 kWh or 54.2 kWh battery packs respectively.
The Aceman will go on sale in markets Europe, China, and the UK, but Mini has yet to announce it for North America.
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.
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.
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.
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.
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
Stephen Rivers/Carscoops
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.
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.
Stephen Rivers/Carscoops
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.
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
Toyota
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.
Singer’s heavily modified Porsche restorations caused a legal spat with Porsche in 2024.
The core issue was whether Singer’s creations, particularly the DLS and DLS Turbo, still resembled enough of a Porsche to use Porsche branding.
The lawsuit was settled with undisclosed terms, but Singer can continue building DLS models and likely has a revised agreement with Porsche.
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.
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.
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.
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.
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-coolingfan:
‘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
A reckless driver gaining notoriety for posting his antics online was featured in a YouTube interview.
In the video, he says that he believes he’s a professional driver and admits to several crimes.
The driver, who goes by the social media name Squeeze Benz, says that his strategy for evading police involves taking advantage of “rookie” cops.
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.
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.
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.
The Milano is Alfa Romeo’s new entry-level crossover, positioned below the Tonale and the Stelvio. It is set to go on sale in Europe later this year, with no North American launch in sight.
It will be available in pure electric (Ellettrica) and mild-hybrid (Ibrida) versions, with up to 237 hp in the Ellettrica Veloce trim.
Built on the same Stellantis platform as the Jeep Avenger and Fiat 600, the Alfa Romeo Milano adopts a sportier stance to distinguish itself in the lineup.
Pricing will start from under €30,000 ($32,200), with leasing deals beginning at under €200 ($215) per month across all European markets.
Alfa Romeo has finally revealed the Milano, its highly anticipated subcompact SUV. Marking the brand’s first foray into the electric vehicle segment, the Milano becomes its smallest offering, joining the Giulia sedan and the larger Stelvio and Tonale crossovers in the Alfa Romeo lineup.
The Milano presents Alfa’s spin on a familiar approach adopted by various Stellantis brands and models such as the Opel/Vauxhall Mokka, Fiat 600, Peugeot 2008, and Jeep Avenger, all of which utilize the same CMP2 platform. The sub-compact (B-segment in Europe) crossover will be available in a choice of two electric powertrains or a 48-volt mild-hybrid gasoline option.
The Milano aims to be the sportiest model in its highly-competitive class, especially in the flagship Ellettrica Veloce trim. This top-of-the-line variant boasts a 237 hp electric motor and a sharper chassis setup for enhanced handling. Beyond the fully electric versions available at launch, the Milano will also be offered in Ibrida form. This variant features a mild-hybrid powertrain paired to an automatic gearbox, and the option for all-wheel drive.
Styled To Impress
Alfa Romeo’s objective with the Milano was to captivate a new generation of consumers by embracing the latest design ethos of the Biscione brand. Though perhaps not as striking as its larger counterpart, the Tonale, the Milano boasts a visually compelling aesthetic characterized by intricate forms and bold detailing.
The front end is rather busy-looking due to the elongated matrix LED headlights which are interconnected with slim intakes via dark trim. The new scudetto grille is partly covered in the fully electric version, signalling the start of a new era. The front bumper is inspired by the Quadrifoglio versions of the Giulia and Stelvio, featuring large intakes and an integrated splitter.
The profile of the Milano is distinguished by its toned-up rear shoulders, large wheels, and greenhouse that seamlessly connects with the rear glass. While the latter boasts a steeper angle compared to traditional SUVs, it falls short of entering the coupe-SUV realm. Moving to the back, Alfa Romeo designers have chosen a “kamm tail” finish, reminiscent of the Giulia TZ. The black trim surrounding the taillights evokes elements of the 2025 Nissan Kicks, albeit with more “Italian” curves.
Measuring 4,170 mm (164.2 inches) long, 1,780 mm (70.1 inches) wide, and 1,500 mm (59.1 inches) tall, the Alfa Romeo Milano perfectly fits within the European B-SUV segment. It surpasses the Jeep Avenger by 86 mm (3.4 inches) in length, matches the length of the Fiat 600, and falls 134 mm (5.3 inches) shorter than the Peugeot 2008.
Sporty Yet Practical Interior
The interior, while less visually striking than the exterior, boasts a digital cockpit equipped with dual 10.25-inch displays. Alfa Romeo-specific touches, such as the distinctive graphics of the infotainment system and the Cannocchiale digital instrument cluster, try to set apart. The optional sports package includes Sabelt seats upholstered in Alcantara, while other trims offer Spiga vinyl and fabric upholstery paired with a leather steering wheel.
Alfa Romeo brags about the 400 lt (14 cubic feet) of boot space in the Milano, complemented by a convenient cable storage compartment under the hood of the Ellettrica variant. In terms of safety features, the Milano offers Level 2 ADAS, akin to its competitors in the subcompact SUV segment.
Electric And Mild Hybrid Powertrains
The Milano lineup will include the Ellettrica, Ellettrica Veloce, and Ibrida versions. The Milano Ellettrica Veloce stands as the flagship model, equipped with a single electric motor with 237 hp (240 PS / 177 kW), matching the upcoming Abarth 600e and Lancia Ypsilon HF. Power is delivered to the front axle, aided by a Torsen mechanical self-locking differential and a set of high-performance 20-inch tires.
The Veloce-specific chassis setup boasts “the most direct steering in the segment” with a ratio of 14.6. The sports suspension, lowered by 25 mm (1 inch) compared to other Milano models, is complemented by front and rear anti-roll bars. Additionally, the front brakes feature larger 380 mm (15 inches) discs and four-piston monobloc calipers. Alfa Romeo asserts that the top-tier Milano will deliver class-leading driving dynamics akin to the discontinued Giulietta and Mito hatchbacks.
The entry-level Ellettrica produces a more restrained 154 hp (115 kW / 156 PS), with a 54 kWh lithium-ion battery offering 255 miles (410 km) of WLTP range and supporting up to 100 kW of charging speeds. These specs are identical to the army of similarly-sized EVs by nearly every Stellantis brand.
A Wimpy ICE Option
The combustion-powered Milano Ibrida will arrive in 2025 featuring a turbocharged 1.2-liter gasoline engine with a not so Alfa Romeo-worthy, 134 hp (100 kW / 136 PS) mated to a 48-volt battery and a 28 hp (21 kW / 28 PS) electric motor integrated within the six-speed dual-clutch automatic gearbox. Power will be transmitted to the front or all four wheels, similar to the upcoming Jeep Avenger 4Xe.
Unlike other Stellantis models, the Alfa Romeo Milano won’t be offered solely with an internal combustion engine (ICE), meaning it won’t come with a manual gearbox. The company also mentioned the availability of the Alfa DNA driving mode selector, but didn’t specify which Milano models will feature it.
Pricing and Availability
The Alfa Romeo Milano will be priced starting from under €30,000 ($32,200), with leasing options beginning at under €200 ($215) per month across all European markets. Moreover, special incentives will be available for owners of the MiTo and Giulietta looking to upgrade to the Milano.
Alfa Romeo also unveiled the Milano Speciale trim, featuring 18-inch wheels and an extensive list of standard equipment, which will be available at launch. Orders for both the Ellettrica Speciale and Ibrida Speciale versions of the Milano will commence on April 11 in Italy, with other European markets to follow in the coming weeks.
Hot girl walks offer mood-boosting benefits on their own, but one of the best things about them is just how much better they can become with a few easy upgrades. Pop on a cute workout set, blast the new Ariana Grande album through your headphones, grab an iced coffee, and accessorize with some famous-feeling sunnies (and, if you can, a cute dog), and those 10,000 steps that would normally make you feel good will suddenly leave you feeling better than ever.
… Now, imagine all that, plus a full-body lymphatic drainage massage.
That’s what you get with Elastique’s L’Original Full Leggings ($197), which have taken my daily hot girl walks to the next level. Thanks to the lymphatic drainage beads woven into the inside of the leggings, it feels like I’m getting a micro-massage with every step. Find my full review below.
As mentioned, Elastique’s fabrics are infused with the brand’s MicroPerle beads, which are perfectly placed to stimulate lymphatic drainage when compressed into the skin.
To understand why this is important enough to be worth the brand’s $197-for-a-pair-of-leggings price point, it’s first important to know a little bit about your lymphatic system. Pros often liken the lymphatic system to a series of pipes, which work to remove waste from your body by moving a clear fluid called lymph through your organs and tissues. While this system typically flows just fine all on its own, certain practices can stimulate lymphatic drainage to help it function even better. Among these are lymphatic drainage massages, jade rolling, certain exercises, and these Elastique leggings.
According to the brand, the MicroPerle’s are strategically located in spots where lymphatic fluid tends to build up. When they’re pressed into the top layer of skin via Elastique’s compression tech (which is tighter around the ankle and looser up the leg to encourage blood flow back up to the heart), they break up that fluid so it can move around more freely.
My honest review of Elastique’s leggings
If you’re thinking that the idea of massage-stimulating leggings sounds scammy, I’m with you—it’s exactly how I felt before I tried them for myself.
The first test run came on one very hungover Saturday morning, which turned out to be the perfect time to try them out (so much so that it almost made it worth the headache). Dehydration and inflammation—two fun side effects that come along with drinking four espresso martinis—can cause the lymphatic system to slow down, which means mine was well-primed for a little kick-start. I grabbed my much-needed iced coffee and headed out for a 20-minute walk, feeling incredibly cute in my new Elastique set (FWIW: The beads are totally invisible from the outside—no one else can see that they’re there).
When I got home, I felt surprisingly upbeat for a hungover person in their 30s—I had planned to be down for the count for the entire day, but that turned out to be unnecessary. While I can’t wholly credit the leggings for curing my hangover (according to experts, the walking itself played its own helpful role), I can confirm that my body felt better than it usually does the day after a bit of imbibing.
The next time I tried the leggings was during a Pilates class. I was initially nervous that the beads were going to drive me bonkers, but I barely noticed them over the course of what felt like a thousand leg lifts—any time I did remember they were there, they just felt good.
One thing to note: After you take the leggings off, they leave behind what the brand lovingly calls “MicroPerle kisses,” which are essentially divots in the skin caused by the beads. They go away quickly, but I personally like seeing the little spots on my legs as a clue the massage is actually working.
Anecdotally, I’ve heard that people swear by Elastique for travel, and I’m excited to test them out the next time I hop on a plane. Considering compression socks are a go-to for keeping in-flight foot and ankle swelling at bay, it makes sense that compressive, massage-bead-infused leggings will do the same for your legs—whether you’re 30,000 feet in the air or planted firmly on the ground.
Clearly, I’m in love, and I’m not the only one. “I love them! I wore them on a cross-country flight and felt much better than I usually do after. They’re also great to wear either during a workout or after to help with recovery,” writes one reviewer. “This is my third pair of L’Original 27” leggings. I wear them constantly and have not purchased another brand since trying them. The long-term effects, particularly how smooth my upper legs have become, is testimony in itself,” says another.
Final thoughts
For the price of two regular massages (or one very fancy one), these leggings are worth the investment. On their own, the compression they offer is enough to keep my legs cozy and fluid-free whether I’m at the gym or curled up on the couch, and the massage beads just make them that much better. I’ve never been one to take the time to treat myself to a full-body lymphatic drainage massage (or… any sort of lymphatic drainage massage for that matter), but these babies give me all the same benefits without taking a single minute out of my regular routine.
Filorgia, a France-based brand founded by physician Michel Tordjam, has long been committed to creating scientifically proven and clinically tested skin solutions, resulting in innovations that have earned the stamp of approval from skin-care experts and beauty enthusiasts alike. One such example is Filorga’s best-selling Time-Filler 5-XP Eye Cream ($72). Infused in the formula are, most notably, the brand’s signature New Cellular Encapsulated Factors (NCEF) complex, which features active components found in a mesotherapy injection, as well as the same potent anti-aging heroes in its sister product, the Filorga Time-Filler 5-XP Cream.
As a testament to its efficacious combination of ingredients, the Time-Filler Eye Cream claims instant results—and in a clinical trial conducted by the brand, it was found that the majority of participants saw a reduced appearance of wrinkles and fine lines in just one week. As with most beauty products that claim instant results, I met this eye cream’s promise with both curiosity and skepticism. So, I put it to the test to find out whether it could live up to its claims. Ahead, my full review of the product.
I admittedly haven’t always paid close attention to my under-eye area. However, now that I’m in my thirties, I’ve wised up to the idea of eye creams—and though I’ve come to embrace, rather than dread, the swift passage of time, the inevitable changes of age have become all the more apparent. Among them: the appearance of my eyes, which have a certain weariness about them, even after clocking in eight hours of shut-eye, and bear hallmarks of years squinting at my phone and computer screen.
And, as it turns out, your thirties are prime time to consider incorporating eye cream into a skin-care routine. As board-certified dermatologist Dendy Engelman, MD, FACMS, FAAD, previously told Well+Good: “By age 30, ceramide production drops by 46 percent, and we are losing about one perfect of our collagen every year,” adding, “many have accumulated enough sun or environmental damage to trigger visible signs of aging, and how you treat your skin—either by furthering damage or preventing it—sets the stage for how you age.” Which is all to say, there’s no time like the present for this 30-something-year-old to consider eye cream—and the Filorga 5-XP Eye Cream couldn’t have come at a more opportune time.
The formula
In formulating this eye cream, Filorga sought out to create a product that tackles the five different types of wrinkles in one fell swoop. As mentioned, it contains the NCEF complex. According to the brand, the NCEF complex has the same ingredients found in a mesotherapy injection, which delivers a dose of hyaluronic acid—a hydrating ingredient dermatologists frequently recommend for under-eye wrinkles—and a mélange of amino acids, vitamins, minerals, antioxidants, and coenzymes to stimulate collagen and elastin production. Per the brand, the ingredients are encapsulated in liposomes, which help to push the product into your skin’s layers without needles or pain.
In addition, the eye cream contains orchid stem cells and extract of sea fennel, a natural retinol alternative, for added anti-aging benefits. It also contains peptides, an ingredient that has been proven to be fairly effective at reducing the appearance of wrinkles. For example, in one 2019 study conducted on 22 women over the age of 40, participants saw significant improvements in skin wrinkles after just two weeks of topically applying peptides. The formula is rounded out by Persian silk tree bark extract, which is purported to help minimize the look of dark circles and puffiness.
The eye cream’s primary purpose is to tackle and prevent signs of aging, it also offers another incentive to apply it to the skin surrounding your eyes. It contains a combination of provitamin B5 and matrikine peptide, which work to condition and nourish dry, brittle, or damaged lashes.
My first impressions of the Filorga Time-Filler 5-XP Eye Cream
Photo: Courtesy of author
Upon spreading the Time-Filler Eye Cream underneath my eyes, I was immediately struck by the texture. It doesn’t have the thick consistency of many moisturizing eye creams; it was lightweight with the consistency of pudding, which was pleasant to apply around my eyes. The cream absorbed quickly into my skin and it was easy to spread, even when applying more than a pea-sized amount.
Photo: Courtesy of author
The cream instantly left the skin around my eyes looking more hydrated, and its subtle cooling sensation was a surprising but welcome bonus. It also doesn’t interfere with makeup—it rather helps create a smooth base for makeup to glide on seamlessly. If anything, it has a subtle perfume-like scent, which might be a tradeoff for some people with sensitive skin (or noses). However, the fragrance isn’t unpleasant in the slightest, and once I worked the product into my skin, I could no longer smell it.
My experience using the Filorga Time-Filler 5-XP Eye Cream
As recommended by Filorga, I used the eye cream twice a day, once in the morning and once at night, as the last step of my skin-care routine. I followed this same routine for one week, and throughout this trial period, I didn’t experience any irritation, which is a win for my oftentimes temperamental, combination skin. After the week-long trial period, the skin surrounding my eyes was more hydrated and smoother to the touch—and it managed to offset some effects of late nights, particularly puffiness.
Final verdict: Is the Filorga Time-Filler 5-XP Eye Cream worth it?
Time will only tell whether the 5-XP Eye Cream can soften the creases under my eyes, but it’s proven to be a worthy consideration in my skin-care routine. Not only did it make my eyes look smoother, plumper, and softer, but it also helped address extra puffiness. It fit seamlessly into my everyday routine, too—and, dare I say, even improved it. After just one week of using this product, my makeup went on much smoother under my eyes, resulting in a more seamless appearance, whereas it looked creasy and cakey in the past.
Overall, I think Filorga’s 5-XP Eye Cream is a solid moisturizing eye cream, thanks to its lightweight, fast-absorbing, yet deeply hydrating formula. With continuous use, I’m convinced I will see more visible results.
