Tag Archives: Video

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Lada Niva Bronto Shows Its Off-Road Credentials In Latest Promo Video

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The Bronto is the flagship variant of the immortal Lada Niva Legend in Russia and brings a series of off-road focused upgrades. In order to showcase its credentials, the company published a new video with the off-roader driving in its natural habitat: the wilderness.

Despite being introduced back in 1977, the Niva still looks appealing, especially in the rugged Bronto flavor which used to be an aftermarket tuning package before Avtovaz acquired the company and started offering it as a factory option.

Read Also: Lada’s Entire Model Range Keeps Becoming More Expensive In Russia, Yet Sales Increase

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One of the Niva Bronto’s main attractions is that it is quite affordable. In Russia, pricing starts from ₽939,900 ($12,764) for the Luxe trim and ₽994,900 ($13,510) for the Prestige, which is the wiser choice. While being significantly more expensive than the ₽675,900 ($9,186) entry-level Niva, the Bronto Prestige is more capable, more visually appealing, and better equipped, so it is worth the extra rubles.

The visual upgrades of the Prestige include the plastic grille which gives a mean look to the round headlights, modern-looking plastic bumpers, wheel-arch extensions, fog lights, roof rails, 15-inch alloy wheels shod in 29-inch all-terrain tires, and an impressive 240 mm (9.4 inches) ground clearance. For an extra ₽25,000 ($340) you can also get the optional roof-mounted lights that complete the visual drama.

Read Also: Lada Previews All-New Niva SUV, Set To Debut In 2024

Under the bonnet, there is the good-old naturally aspirated 1.7-liter petrol engine producing 82 hp (61 kW / 83 PS) and 129 Nm (95 lb-ft) of torque. Power is sent to all four wheels through a five-speed manual gearbox and a permanent 4WD system. This is the same in all variants of the Niva Legend, but the Bronto has a few more tricks up its sleeve; namely, front, center and rear self-locking differentials, reinforced front and rear suspension, a stronger real axle, and engine crankcase protection.

Earlier this year, the Niva Bronto got the updated interior from the Niva Legend making it slightly easier to live with. Standard equipment includes air conditioning, onboard computer, heated seats, electric and heated mirrors, power windows, a pair of 12V sockets, and power steering. Don’t expect any infotainment or connectivity features but at least there is an audio preparation feature which means you can eventually listen to some music while climbing the Russian mountains. Finally, a must-have is the ₽2,400 ($33) package including a first aid kit, warning triangle, reflective vest, towing rope, and cotton gloves.

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Richard Hammond Drives His Jaguar XK150 For The First Time Since Restoring It

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Richard Hammond is a very happy man. That’s because, for the first time since the body was taken off the frame, he can now drive his Jaguar XK150.

The car, part of a restoration that has been ongoing throughout the pandemic, was traded for a vintage Lagonda. Hammond reveals in his latest video, though, that when he got it, it was in a rotten state.

“It had been painted rather ugly dark red and underneath that dark red paint lurked, unbeknownst to me, a horror story,” explains Hammond. “It had had a hard, hard life. It had been crashed, bent, brutalized, and abused. And because, like a lot of these cars, it went through a phase of being worth two quid and a packet of crisps, it hadn’t been expensively repaired and restored. It had been bodged and lashed together.”

Read Also: Richard Hammond Gets His Own Car Restoration Show, Airs Later This Year

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Hammond and his team went through the process of painstakingly repairing it, which, since it’s an old Jaguar was hard. Millimetric precision wasn’t reality a priority for early postwar carmakers, not in the U.K., anyway. So, as Hammond puts it, there was as much building as restoration involved in this project.

With a completely rebuilt engine and hotter cam, a new diff, and better brakes the car drives brilliantly now, though. The only question is whether or not the decision to fit a slightly newer, but less precise transmission was a good idea.

To see him driving the car proudly really makes me wish I had a classic Jag of my own to toot around in, as well as some Amazon money kicking around to fund it and its restoration. Ah, to be a rich Brit.

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This Is How The 2023 Chevy Corvette Z06’s N/A V8 Delivers 670 HP

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The 2023 Chevrolet Corvette Z06 was unveiled earlier in the week and promises to be unlike any other ‘Vette before it, largely thanks to its engine.

We have known that the C8 Z06 would feature a 5.5-liter naturally-aspirated V8 ever since the Corvette C8.R race car was unveiled with this same basic engine in October 2019. Recent rumors suggested the engine would be tuned to around the 617 hp mark for the Z06, so you can imagine our surprise when the car was announced with no less than 670 hp and 460 lb-ft (623 Nm).

Read More: 2023 Corvette Z06 Is The Ultimate C8 With A Furious Sounding 670HP Flat-Plane Crank V8

That horsepower figure makes this 5.5-liter flat-plane crank engine the most powerful naturally-aspirated V8 ever used by a production car. It also gives the new car a 20 hp advantage over the 6.2-liter supercharged V8 used by the C7 Z06. Just how was Chevy able to extract so much power from this smaller-capacity engine without relying on forced induction?

To show how this was achieved, Engineering Explained has released an intriguing video that details all of the technology packed into this engine.

A key reason why the engine is so powerful is that it revs to 8,600 rpm and achieves peak power at 8,400 rpm, 2,000 rpm higher than the C7’s 6.2-liter V8. The car’s high-revving nature has been achieved through the use of a flat-plane crankshaft and the use of a short stroke.

Chevrolet has also engineered the engine with double-overhead cams and four valves per cylinder. It also featured dual valve springs, solid lifts, titanium intake valves, and sodium-filled steel exhaust valves. A complex intake manifold has also been designed with dual throttle bodies, dual plenums, three center valves, and four trumpets on each side.

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New Mazda MX-5 990S Edition Is A Pure, No-Frills Sports Car That Weighs Just 990 KG But It’s Only For Japan

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Long heralded as the ultimate drivers car, one of the Mazda MX-5 Miata’s greatest advantages has always been its low weight. Japanese customers are set to get even lower weight thanks to the newly unveiled 990S trim.

The new edition is named after the weight of the vehicle, which Car Watch reports has been reduced to an NA Miata-rivaling 990 kg (2,182 lbs). The model rivals the original Miata in simplicity, too, having had nearly every frill removed.

Mazda achieved the weight reductions in a number of ways, including ridding the car of sound deadening and by ligthening the hood. It also gets lightweight wheels that remove 3.2 kg (7 lbs) and Brembo brakes that help remove 700 g (1.5 lbs) despite being bigger at the front.

Read Also: Next-Gen Mazda MX-5 To Retain An Internal Combustion Engine

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Although that less than 10 lbs of weight savings between the wheels and brakes may not sound like an astounding amount, Mazda‘s engineers say that 1 kg (2.2 lbs) of unsprung mass is the equivalent of 10 kg (22 lbs) of sprung mass when it comes to cars.

To alert passersby to the lightweighting efforts of its engineers, Mazda has opted to swap the red brake calipers for black ones with blue “Brembo” script. The blue theme follows on the A/C vents and the soft top fabric.

It’s not all stripping, though, Mazda has added a new feature that might scare some purists, but excite engineers. Vehicle Attitude Stabilization Control is a new handling technology designed to control lean in corners.

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The car does this by applying a minimal amount of brake pressure to the rear inner wheel when the it senses more than 0.3 G of cornering forces. It works to suppress wheel lift up and keep the vehicle flatter through the corners. Whether or not drivers will like it remains to be seen, but Mazda worked to ensure that drivers felt no discomfort while using the system that replicates the experiences of using an electronically controlled suspension. It can be turned off by turning off DSC.

Based on the least powerful version of the car, the 990S gets the 130 hp (132 PS/97 kW) 1.5-liter engine with the open differential. Since the bigger 2.0-liter engine requires heavier duty parts to deal with the extra power, it won’t be offered with the lightweight package. But according to Shigeki Saito, the development chief for the 990S, that’s not a problem.

“Horsepower and fun are not proportional, but lightness and fun are proportional,” he told Car Watch (as translated by Google). “The lighter the car, the more fun it is. If you enjoy driving, I think this roadster is the best right now.”

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Never Miss Soccer Practice Again With This 503 HP Mercedes R63 AMG Minivan

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Mercedes might have been forced to pull most of its V8 models from America this year, but 15 years ago it was difficult to think of a Benz that hadn’t been stuffed full of V8.

Following its 1999 takeover by, and integration with, Mercedes, AMG was on a roll, and the combination of those three letters and eight cylinders created some seriously exciting, and occasionally bizarre, combinations.

Take the R63, for example. The regular non-AMG R-Class was already a pretty strange beast, not seeming to know whether it was a minivan or an SUV. Mercedes called the R-Class a “sports tourer” but if it had just fitted a less sloping front end the car would probably have been accepted as a sportier SUV before the idea had come fashionable.

Depending on market, they came with a choice of V6 petrol or diesel engines, or a naturally aspirated V8 in the first couple of years from the 2005 launch. All built at Daimler’s Vance plant in Alabama (until a 2015 switch to Indiana), all fairly sensible, and the ideal car for a rich soccer mom with a taste for the three-pointed star.

Related: Did Mercedes Suspend V8 Sales Over “Quality Issues” Not Supply Problems?

But there wasn’t much sensible about the R63 that rocked up for 2007. AMG had mostly switched from the old supercharged 5.4-liter (but badged 5.5) V8 to its new naturally aspirated 6.2-liter (but badged 6.3) V8 at this point, but it kept the Kompressor motor alive for the AMG-fettled G Wagen where the blown motor’s torquier nature made more sense. It probably would have made more sense in the R-class too given its people moving focus and gargantuan 5236 lb (2375kg) heft, but instead of an R55 we got an R63.

The natty 6.2 might have needed more revs to get moving, but it ultimately made more power (503 hp vs 469 hp) and still sent the R63 down the road at a fair old clip. Hooked up to Merc’s 7G-Tronic automatic and 4Matic all-wheel drive system, the jumbo AMG could hit 62 mph in 5.1 seconds, and would nudge 185 mph (297 km/h) if you asked for the 155 mph (250 km/h) limiter to be removed.

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But the AMG oddball struggled to find buyers and was canned after just one year on sale. It’s estimated that only 200 were built, making this one of the rarest AMGs of all, including specials like the Black Series version of the SL, SLS and CLK.

Prices, however, are somewhat lower. We found a silver R63 on Auto Trader for $35,000 in California, which gives a rough idea of what you might expect to pay for this 2007 example currently being offered on Bring-a-Trailer. It’s done 131,000 miles, but a replacement cam and lifters removes one of the worries with these engines, and the leather interior looks to have lasted well.

If you like the idea of this AMG sleeper get your bids in before the auction ends this Thursday.

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Step Inside The Factory That Promises To Offer New DeLoreans

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As a pioneering figure at General Motors and within the automobile industry as a whole, John Zachary Delorean was well known for his work behind some iconic muscle cars such as the Pontiac GTO, Firebird, and Chevrolet Cosworth Vega. But perhaps the biggest move to make Mr Delorean one of the most celebrated (and later infamous) individuals anywhere in the automobile world was when he introduced the Delorean Motor Company in 1975.

Three years later, a series of negotiations with stakeholders that included private investors, dealerships, as well as a significant offer from the Industrial Development Board of Northern Ireland, led the Delorean Motor Company to open its first factory in Dunmurry, Belfast.

However, the company never really saw the greatest of days, facing constant issues with budget overruns, an inexperienced workforce, and a general lack of demand, pushing it to the edge of bankruptcy. In 1982, John Delorean was suspected of being involved in drug smuggling, and even though he was acquitted of all charges, the DeLorean name was already tainted, and DMC concluded its operations not much later.

Read: How Production Of The “New” DeLorean Was Supposed To Be Launched Back In 2016

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Liverpool-born mechanic Stephen Wynne is the founder and CEO of the reborn DeLorean Motor Company that is headquartered in Humble, Texas. Production of a new DMC-12 continues to wait on laws allowing for low-volume car manufacturers to exist in the U.S. However, the first-ever DMC factory tour was recently presented by the Petersen Automotive Museum YouTube channel.

As we are ushered into the 40,000 square foot factory, Wynne takes viewers through the general setup of the new DMC facility, which is currently used primarily as a service department. Wynne claims the space accommodates anywhere between 30 to 50 customer-owned cars that are in for servicing, restoration and/or general repairs. DMC also has its own shipping department which reportedly dispatches up to 40 packages a day all around the world.

See: Let This This Low-Mileage DeLorean Transport You Straight Back To 1985

When the original DMC shut down in 1982, all of its equipment and parts that were meant for production were shipped to the U.S, and those parts now sit at the factory in Texas. Wynne reveals that a majority of the factory floor is reserved for the storage of approximately four million Delorean parts, all of which will be used when the company sets up their assembly, which, according to its CEO, isn’t very far away.

However the main reminiscence of DMC history doesn’t lie within the car parts, but the actual storage units themselves. You see, after Wynne acquired the company in ’95, he was also given all of its equipment, with some of the storage bins and racking systems used in the Texas factory the very ones that once stood in the facility in Northern Ireland.

According to Wynne, it takes around 2,850 parts that are required for the production of the DMC-12 and the facility currently has around 80% of them, including 1,000 gull-wing doors that are apparently one of the most expensive parts of the car. As the Chief Executive Officer, Wynne is pleased to have these parts at their disposal, as he believes it will significantly reduce production costs once the assembly hall is up and running again.

Speaking of which, Wynne says that they plan to set up three assembly lines, one for the body, one for the chassis, and a final line that will bring together the iconic stainless steel panels of the car, mimicking what was practised back in the original factory.

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The 2022 Toyota Tundra Is A Tougher, Twin-Turbo’ed Pickup

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Trucks are as American as apple pie and the Ford F-Series has been the best-selling vehicle in the United States for nearly four decades.

While the F-150 is the undisputed champion, it’s far from the only full-size pickup as the Chevrolet Silverado 1500 and Ram 1500 have been in an increasingly tight battle for second and third place.

Of course, there’s also the Toyota Tundra and Nissan Titan. Often dismissed as also-rans, these trucks sell in smaller numbers but still have a dedicated following. That’s especially true in regards to the Tundra as 109,203 units were sold in the United States last year, despite being nearly a decade and a half old.

Toyota is now looking for a bigger slice of the market as they’ve introduced the redesigned 2022 Tundra. It’s a vast improvement and shows Toyota isn’t going to settle for second-tier status.

A Bold New Look

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Given that full-size trucks are wildly popular in America, it comes as little surprise the Tundra was designed in the United States. Stylists in Ann Arbor and Newport Beach, California wanted to express the model’s toughness and capability, so they came up with the idea of “technical muscle” and “interlocking” components to showcase the truck’s ruggedness.

While the look varies depending on trim, all Tundras have a menacing front fascia with an imposing grille. The latter is flanked by vertical air intakes and T-shaped headlights.

Moving further back, there’s a sculpted hood and muscular fenders. The truck also has blacked out A-pillars and a more dynamic greenhouse, which gives the Tundra a sportier and more modern appearance.

Out back, there’s an all-new sheet molded bed which has aluminum cross members. It draws inspiration from the bed used in the Tacoma, and its construction enables the bed to be lightweight and offer better protection against dents and corrosion.

The bed looks a little plain, but it features tie-downs, rails and wheel wells that barely intrude. Buyers will also find bed lights and a 120V outlet. While the latter isn’t as cool as the F-150’s onboard generator, contractors told Toyota they were primarily concerned about charging batteries for their power tools and the outlet is more than capable of handling this task.

Getting back to styling, the 2022 Tundra has three-dimensional taillights and an all-new tailgate with debossed badging. The latter isn’t the only notable thing about the tailgate as it’s 20% lighter than its predecessor and features a release on the key fob.

Other highlights include an integrated rear bumper for a cleaner appearance. The latter is an interesting touch as it eliminates the typical gap between the rear end and bumper, but the model lacks handy corner steps.

The 2022 Tundra will be offered in Double Cab and CrewMax body styles. The former can be had with a 6.5- or 8.1-foot bed, while the latter offers a 5.5 foot bed as well as a newly available 6.5 foot bed.  Customers requested the longer bed and it’s a big deal if you routinely haul long items.

A Modern And High-Tech Interior

The Tundra’s modern design continues in the cabin as there’s a high-tech cockpit with higher quality materials and an improved design.

Drivers sit behind an all-new steering wheel and find themselves looking at analog gauges and a 4.1-inch multi-information display or a 12.3-inch digital instrument cluster. Toyota has been slow to adopt digital clusters, so the display in the Tundra is a pleasant surprise and drivers will be greeted by one of five animations featuring national parks at startup.

That’s a nice touch, but the digital instrument cluster is more notable for featuring customizable content that includes options from tow gauges to pitch and roll displays. The cluster also changes depending on the selected drive mode and will provide specific information for towing or off-roading.

The real star of the show is Toyota’s all-new Audio Multimedia infotainment system, which debuts on the Tundra and will eventually spread to other models. We’ll dive into specifics in a separate article, but the system features 8- and 14-inch displays as well as five times the processing power of previous infotainment systems. Users will also find wireless Android Auto and Apple CarPlay compatibility as well as a virtual Intelligent Assistant and Google point of interest data.

Putting the displays aside, the Tundra features all-new switchgear including high-quality knobs with rubberized accents. The model also boasts a convenient wireless smartphone charger and an all-new center console with a retractable front tray.

While the interior isn’t as flashy as some competitors, the 1794 variant is certainly upscale. Toyota hasn’t released full details, but the model on display at a preview event in Texas had stylish two-tone leather seats and wood trim. The truck was also equipped with heated / ventilated front and rear seats as well as a heated leather steering wheel.

Speaking of the seats, they’re pretty comfortable and there’s tons of room up front. CrewMax variants also have spacious rear seats with impressive amounts of legroom. The only dimension that leaves something to be desired is rear headroom, but that’s only a problem for anyone who measures over 6’ 2” tall.

The Tundra Goes Turbo

While the previous-generation Tundra was offered exclusively with a 5.7-liter V8 engine that produced 381 hp (284 kW / 386 PS) and 401 lb-ft (544 Nm) of torque, the redesigned truck sports two powertrains based around a twin-turbo 3.5-liter V6 engine.

The entry-level unit produces an impressive 389 hp (290 kW / 394 PS) and 479 lb-ft (649 Nm) of torque, which is a gain of 8 hp (6 kW / 8 PS) and 78 lb-ft (106 Nm). Those are great numbers as they easily outshine the Silverado’s 5.3-liter V8, Ram’s 3.6-liter V6 and an assortment of engines in the F-150.

It’s also worth mentioning the Tundra’s base engine has 6 hp (4 kW / 6 PS) less than the Ram’s 5.7-liter V8, but an extra 69 lb-ft (94 Nm) of torque. Furthermore, the engine isn’t far behind Ford’s optional 3.5-liter EcoBoost V6, which has a slight edge thanks to an output of 400 hp (298 kW / 406 PS) and 500 lb-ft (678 Nm) of torque.

Putting the numbers aside, the twin-turbo V6 features an aluminum block, a water-cooled intercooler, and cylinder heads with machined cross-channels as well as a “two-layer water jacket structure for maximum coolant flow and combustion chamber strength.” The engine also sports “low-profile, laser-applied powder-metal intake valve seats” for enhanced intake port efficiency and maximum coolant flow close to the spark plug.

A New Hybrid Variant With Raptor Levels Of Power

While the base engine is impressive, the big news is the addition of an all-new hybrid powertrain called the i-Force Max. It lives up to the max moniker as it develops 437 hp (326 kW / 443 PS) and 583 lb-ft (790 Nm) of torque.

As you’ve probably guessed, the powertrain is focused on producing copious amounts of torque and that’s why the company went the hybrid route. Engineers can declare mission accomplished as the massive output bests everything in the Silverado’s engine bay and does the same against the Ram 1500, if you exclude the TRX variant. It also beats all of the mainstream engines in the F-150, while having 13 hp (10 kW / 13 PS) less and 73 lb-ft (99 Nm) more than the Raptor.

While both powertrains come with a ten-speed automatic transmission, the hybrid is notable for having an electric motor that is essentially sandwiched between the engine and gearbox. It serves a number of purposes as it can provide electric assist, energy regeneration and electric-only driving.

The motor is powered by a nickel-metal hydride battery, which resides under the rear seats. It enables the truck to operate on electricity alone at low speeds, although the real benefit is when the engine and electric motor work together to produce their combined output.

Tow, Tow, Tow Your Boat

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Trucks are known for towing and the 2022 Tundra can tow up to 12,000 lbs (5,443 kg), which is an increase of 17.6%. The maximum payload capacity also increases to 1,940 lbs (880 kg), which is a jump of more than 11%.

Furthermore, there are two tow / haul modes. The standard mode increases throttle response and is ideal for towing light to moderate items such as small trailers and small boats. Tow/Haul+ mode, on the other hand, has a more aggressive throttle response designed for towing large box trailers, boats and campers. On models equipped with the hybrid powertrain, Tow/Haul+ mode keeps the electric motor in continuous operation for improved responsiveness and it also deactivates the engine stop / start function for maximum performance.

Sticking with towing, the Tundra has a Panoramic View Monitor which provides a top-down view of the truck on the infotainment system. It also shows the truck bed, a split view to show what’s on each side of a trailer, and a hitch view to assist with connecting a trailer.

Customers will also find new power extending tow mirrors, which provide an increased field of view.  They have integrated LED trailering lights, which shine rearward to help when backing up a trailer at night.

The Tundra also has Trailer Back Guidance and a Straight Path Assist feature, which ensures your truck and trailer will back up in a straight line. They’re joined by an integrated trailer brake controller and a Blind Spot Monitor, which factors in the length of your trailer.

A Tougher Tundra Minus The Leaf Springs

An all-new truck requires an all-new platform and, in this case, Toyota opted for a fully-boxed steel ladder frame that is shared with the Land Cruiser. It features a wider rear frame member to improve stability and towing, while high-strength steel has been employed throughout the chassis to increase rigidity.

The architecture also uses aluminum to save weight, while the frame cross members have more than doubled in size to provide additional rigidity and reinforcement. Engineers also added a new front cross member for the steering box and this adds rigidity, while also promising enhanced steering input and handling.

One of the most notable things about the 2022 Tundra is that it ditches leaf springs and adopts a multi-link rear suspension with coil springs. Toyota says the change improves ride comfort, straight-line stability, handling and towing capability. The shock absorbers have also been relocated outside the frame rails for improved efficiency and roll damping.

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Certain variants can be equipped with a new rear air suspension, which has automatic and manual leveling functions. There are three different settings – Low, Normal and High – and Low helps for loading and unloading the bed, while High is designed for off-roading at speeds up to 18 mph (29 km/h).

Engineers didn’t just focus on the rear end as the front features a new double wishbone suspension with a “kingpin offset angle reduction to enhance straight-line stability and high-speed driving.” The caster trail has also been enlarged for added stability, while roll steer was reduced by 25%.  The company also said body roll has been reduced, especially when cornering.

Last but not least, the Tundra can be equipped with an Adaptive Variable Suspension. It automatically adjusts damping depending on road conditions and this helps to improve handling, stability and comfort. Furthermore, Limited and above trims use hydraulic cab mounts for an extra dose of refinement.

Safety Comes Standard

While the company hasn’t released a detailed equipment list, all 2022 Tundras will come with the Toyota Safety Sense 2.5 suite of driver assistance systems. It includes a pre-collision system with pedestrian and cyclist detection as well as emergency steering assist.

Other highlights include dynamic radar cruise control, lane departure alert, lane tracing assist (lane centering) and automatic high beams. These features are joined by a blind spot monitor, road sign assist and a rear seat reminder. The model also offers rear cross traffic alert and parking support brake, which can automatically brake the truck if a low-speed collision is imminent.

The 2022 Toyota Tundra will be available in six trims – SR, SR5, Limited, Platinum, 1794 and TRD Pro – and will go on sale late this year. In the meantime, we have plenty more to say about the truck, so be sure to check out our other articles on the TRD Pro and the all-new infotainment system.

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Live picture credits: Michael Gauthier for CarScoops

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Watch Thieves Steal A Black Dodge Challenger SRT Hellcat

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The Dodge Challenger SRT Hellcat is one of the most sought-after performance cars in the U.S. This desirability seems to be prompted the theft of one in Chicago recently.

This video was filmed at 5:00 a.m. in the morning of August 25 and initially shows a white Jeep Grand Cherokee SRT pulling into the parking lot and reversing into a spot right next to the Hellcat.

Two masked men then get out and at the same time, an accomplice in an orange Dodge Challenger also pulls into the parking area, reversing into a nearby space to keep a close eye on what was happening. Before long, a white Audi e-tron pulls in and also appears to have been driven by an accomplice.

Also: Looters Raid FCA Dealership Driving Off With Hellcats, Burn AMG GT In Mercedes Showroom

Over the following few minutes, the thieves manage to break into the black Challenger SRT Hellcat and are able to start it up. Before long, all four vehicles involved in the heist pull away.

It is difficult to say what tools the thieves used to steal the Dodge but it certainly took a lot longer than we have seen with recent relay attacks targeting vehicles with keyless entry systems. Relay attacks are often performed at homes where thieves use a device to receive the signals from a vehicle’s keyless remote. These signals are then transferred to a second device that allows thieves to open the doors and turn on the engine.

Dodge is aware of the popularity of the Challenger among thieves and recently introduced an Enhanced Security Valet Mode that limits the car to 2.8 hp and 22 lb-ft (30 Nm) unless the correct four-digit code is pinned into the infotainment screen.

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Frank Stephenson Analyzes And Redesigns The New Lamborghini Countach LPI 800-4

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Lamborghini’s decision to launch a Sian-based homage to the iconic Countach was always going to trigger some controversy and according to seasoned automotive designer Frank Stephenson, there are some things the Italian automaker could have done to make the finished product look that much better.

The experienced designer starts his critique of the Countach LPI 800-4 at the front end. He is a big fan of the narrow black slit at the front of the car but isn’t so sure of the headlights. Stephenson says he would have loved to see the car fitted with pop-up headlights but given current-day regulations, that wouldn’t have been possible. However, he does suggest that a set of more angular units could have looked nice.

Read More: Lamborghini Countach LPI 800-4 Goes Back To The Future As A Sian-Based 21st Century Supercar

Stephenson then looks at the side of the car. While he loves its profile, he would have liked to see Lamborghini design the air intake in the more conventional shape of a NACA duct like the one on the original Countach. Stephenson would also redesign the slats behind the side windows and equip the supercar with an active rear wing.

Other changes made to create Stephenson’s perfect Countach homage include a reduced front overhang, tighter wheel arches, a more upright rear-end, and quad tailpipes where the car’s current taillights are positioned. Making up for the lack of traditional taillights would be an LED light bar not dissimilar to the one on the McLaren P1.

Admittedly, these changes don’t really matter to Lamborghini as just days after the car was unveiled, it confirmed that all 112 examples had been sold.

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Rivian R1T Praised By Motor Trend In First Review Of The New Electric Truck

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The Rivian R1T is one of the most eagerly-anticipated electric vehicles to launch in recent memory and Motor Trend recently had the opportunity to test it out for the first time.

The heart of the R1T is its innovative electric powertrain. Unlike most other EVs on the market, the R1T has two motors at each axle. The motors at the front combine to deliver 415 hp and 413 lb-ft (559 Nm) while those at the rear produce 420 hp and 495 lb-ft (671 Nm). These impressive figures allow the R1T to hit 60 mph (96 km/h) in a claimed 3.0 seconds, although Motor Trend didn’t get the chance to verify that time.

Watch Also: Rivian Tests Out The Wading Abilities Of Its Electric R1T Pickup Truck

This four-motor powertrain is one of the key reasons why Motor Trend describes it as “the most remarkable pickup we’ve ever driven.” It delivers true torque vectoring and can adjust the amount of power and torque sent to each wheel completely independently. The system allows the R1T to handle like a sports sedan on the road while also being able to handle difficult off-road terrain just as well as a Jeep Gladiator.

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An electric powertrain has a number of advantages when it comes to off-roading, Motor Trend notes. For example, it allows for a completely flat undertray. In addition, the four electric motors mean there is no need for thinks like traditional differentials, anti-roll bars, or crawler gears. A regenerative braking system is also featured and acts as a hill-descent control feature while also topping up the battery.

The main criticism that Motor Trend has for the R1T relates to its infotainment system. The publication notes that all of the important controls are housed in the touchscreen and says that there is quite a steep learning curve to the user interface.

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