Thanks to performance balancing, older GT3 cars like the Huracan are still competitive. But with the road car out of production, it was obvious that a racing version of its replacement was called for.

“The Temerario GT3 has been designed with the end user in mind,” said Lamborghini Chief Technical Officer Rouven Mohr. “Everything has been considered, from the efficiency of the aerodynamics to the power curve to the way in which the team is able to operate the car. The car operates in a slightly different area of the performance windows, which are used to balance the cars of different configurations compared to its predecessor. We are confident that it will be competitive in terms of lap time, while also nice to drive in a wide range of conditions, including at night and in the rain. The development team has worked hard to ensure the car has a wide operating window and that the teams are better able to work on it.”

A Huracan GT3 used to cost $450,000, but that was pre-pandemic.

Lamborghini

A Huracan GT3 used to cost $450,000, but that was pre-pandemic. Lamborghini

I’ll miss hearing the old V10 on track.

Lamborghini

I’ll miss hearing the old V10 on track. Lamborghini

A Huracan GT3 used to cost $450,000, but that was pre-pandemic. Lamborghini

I’ll miss hearing the old V10 on track. Lamborghini

The hybrid system is gone—too complex for customer racing, not to mention far too heavy. And again, with its balance of performance, it’s not like the Temerario GT3 would be allowed much more than half of the road car’s 907 hp (676 kW). The 4.0 L twin-turbo V8 stays, albeit limited to just 550 hp (410 kW), and there’s a new six-speed racing transmission that sends power to the rear wheels. The bodywork is designed for rapid replacement—rubbing isn’t really racing, but contact happens, and the faster you can fix it, the better.

These customer racing cars are even a decent little money-spinner for Lamborghini. The company sold more than 200 Huracan GT3s, and probably at least that many Super Trofeo cars, which race in a one-make series and don’t have the restrictions of the GT3 category.

https://arstechnica.com/cars/2025/07/lamborghini-follows-successful-racing-huracan-with-new-temerario-gt3/

Whether I was riding in the rain in Austria or the blazing heat of the Texas sun (115° F/46° C), Rotax’s focus on thermal management kept the two Can-Am bikes ready to deliver the expected power at any speed. It’s not only a tremendous feat of engineering, but on the road, it can mean the difference between life and death.

Motorcycle riders are keenly aware—because we are routinely reminded—that our method of transportation is inherently dangerous. We straddle a motor connected to two wheels with a metal frame holding it all together. While astride these machines, it’s important that everything works as expected. More so than inside a car, counting on the brakes and powertrain to perform as anticipated is extremely important. Thermal fade in a car isn’t great. Thermal fade in a motorcycle could lead to a life-threatening situation.

For a company that has been building motors for itself and other bike makers, the importance of creating a vehicle that performs as expected is likely not lost on Rotax.

The company is also aware that the rest of the motorcycle industry is likely keeping an eye of the Can-Am bike sales. “They know what we did in the power sports industry, that we are a serious company with design, development, manufacturing capabilities, an international footprint, an international global supply base, and we have the knowledge to do great products. If I [were] them, I would be watching us,” Gebetshuber said.

Like other businesses, Rotax is trying to deal with the fallout of the United States’ chaotic tariff situation. Gebetshuber notes that the company doesn’t want to comment on politics but, “what we can say is the environment is currently very difficult, because changes are happening faster than we’re able to react.”

It does help with development that nearly everything is done in-house. The motors are built at a Rotax facility. The bikes are put together at another. Development is done in Austria. Nearly everything on the Can-Am bikes is either built by Rotax or, in the case of the inverter on the electric platform, built to Rotax specifications.

https://arstechnica.com/cars/2025/07/rotax-eyes-an-ev-future-beyond-can-am-motorcycles/

Nissan’s future product portfolio is feeling the effects of some of Trump’s other policies. Working with congressional Republicans, the president has chosen to end federal tax incentives meant to encourage the adoption of clean energy vehicles like EVs. As a result, many new EVs will get $7,500 more expensive for most customers from October 1.

There’s no question that EV incentives help spur demand, given the higher purchase price of an EV. No credit means lower demand, so Nissan is delaying a pair of EVs it plans to build in Canton, Mississippi, according to Automotive News. The automaker has told its suppliers to expect a 10-month delay to the original schedule for an electric Nissan crossover now due for November 2028, and an Infiniti version that will now go into production in March 2029.

It’s not the first time this year that the production schedule at the factory in Canton has been torn up and redone. In April, Nissan said it had to “face reality” and accept that “the sedan market is shrinking,” as it cancelled a pair of electric sedans that were also to be built in Canton in the coming years.

https://arstechnica.com/cars/2025/07/nissan-feels-the-effect-of-us-china-trade-war/

Given that, I’d probably skip the Michelin tire setup. But with it equipped, the truck was impressive. Acceleration was truly eye-opening, as you’d expect, while the ability to seamlessly apply power to each wheel as needed resulted in a confidence-inspiring machine when the traffic cleared. Only the complete lack of steering feedback dampened the fun, but even so, the R1T Quad-Motor is far more engaging on the road than a truck this size has any right to be.

But things got even more fun when the road ended.

Rolling dirty

The second half of my time behind the wheel was spent in an R1S Quad-Motor outfitted with the more aggressively treaded Pirelli Scorpion tires. That three-row SUV brought me up and over some astonishingly tricky terrain, including a sheer rock wall that, on foot, would have required a ladder.

Over loose gravel and tricky articulations, the new Quad showed its ability to lean on those tires with grip while quickly cutting power to those left hanging in the air. This is the kind of next-level traction management that trumps locking differentials and makes an R1 Quad-Motor a cinch to drive up even the most extreme terrain.

It was easy going down, too. On loose surfaces, with the regen set to maximum and the SUV’s central display showing the output of the individual motors, I could see how each corner of the vehicle dynamically ramped its regen up or down to match the available grip. The result was a clean, straight descent.

The Quad-Motor is even easy to turn around in tight spaces. Rivian’s original Tank Turn returns, now rebranded and expanded as the Kick Turn, enabling 360-degree spins on loose surfaces or even tail-dragging pivots around tight corners. The process of engaging this mode is a bit clumsy, requiring you to hold buttons on the steering wheel simultaneously with both thumbs to indicate spin direction. But, when off-road at least, this helps to make up for the R1’s continued lack of rear steering.

At the end of the day, I honestly wasn’t sure whether I was more impressed by the on-road or off-road capabilities of Rivian’s new Quad-Motor machines. That spectrum of performance makes the top-shelf R1 series unique, an addictive mixture of supercar speed and super truck capability.

https://arstechnica.com/cars/2025/07/rivians-new-quad-motor-r1t-and-r1s-beat-the-competition-in-any-conditions/

McQueen might have been one of the world’s biggest movie stars at the time, but he mostly wanted to be a racing driver. He wasn’t bad at it, either—in 1970, he almost won the 12 hours of Sebring in a Porsche 908 despite having broken his foot in six places a couple of weeks earlier. The actor was originally up for Garner’s role in Grand Prix and never gave up on a motorsports movie, capitalizing on his success in the late 1960s to get his own project underway.

Objectively, as a movie, Le Mans can be considered a failure. There is no dialogue for the first half-hour, just the occasional narration from a trackside announcer that contextualizes the scale of the annual 24-hour race. There was no script for months during filming, and the film went through directors John Sturges and Alan Trustman before Lee H. Katzin finished the job.

Even so, there was an assortment of many of the actual race cars that competed in the 1970 race at Le Mans. And the town had graciously allowed McQueen’s production company to close some of the roads used by the track for more filming. The cars were mostly piloted by the elite racing drivers of the time, but McQueen drove his own character’s Porsche 917K—at racing speeds but with heavy film cameras rigged onto it—as did Siegfried Rauch in the Ferrari 512.

This is what happens when you let a frustrated racing driver make a movie.

CBS via Getty Images

This is what happens when you let a frustrated racing driver make a movie. CBS via Getty Images

Sadly, Le Mans was neither a box office nor critical success at the time.

Henri Bureau/Sygma/Corbis/VCG via Getty Images

Sadly, Le Mans was neither a box office nor critical success at the time. Henri Bureau/Sygma/Corbis/VCG via Getty Images

The film used the actual facilities at Le Mans; there was no stand-in.

Bernard Cahier/Getty Images

The film used the actual facilities at Le Mans; there was no stand-in. Bernard Cahier/Getty Images

Sadly, Le Mans was neither a box office nor critical success at the time. Henri Bureau/Sygma/Corbis/VCG via Getty Images

The film used the actual facilities at Le Mans; there was no stand-in. Bernard Cahier/Getty Images

Other footage had been shot in the actual 1970 race, both trackside and onboard, thanks to the same Porsche 908 that McQueen drove earlier that year in Florida, which was used as a camera car. At times, it’s more like a documentary. But only at times. With Le Mans, there was no CGI, and no other tracks were standing in for filming.

F1 can’t quite make that claim. At times, the cars seemed to be at slightly different scales on track—a product of Pitt and Idris being filmed driving slightly smaller, slightly slower F2 cars. Perhaps my biggest issue was with some of the unsporting behavior you see on screen. Those antics work better in a comedy like Major League; in a serious drama, it feels a little like disrepute.

None of that will stop me watching F1 again, however.

https://arstechnica.com/cars/2025/07/f1-the-movie-takes-motorsport-into-the-imax-age/

Tesla sold 384,122 electric vehicles during the months of April, May, and June of this year. That’s a double-digit decline compared to the same three months of last year—itself no peach of a quarter for a car company with a stratospheric valuation based on the supposition of eternal sales growth.

The automaker faces a number of problems that are getting in the way of that perpetual growth. In some regions, CEO Elon Musk’s right-wing politics have driven away customers in droves. Another issue is the company’s small, infrequently updated model lineup, which is a problem even in parts of the world that care little about US politics.

Most Tesla sales are of the Model 3 midsize electric sedan and the Model Y, its electric crossover. For Q2 2025, Tesla sold 373,728 of the Models 3 and Y across North America, Europe, China, and its other markets. But that’s an 11.5 percent decrease compared to the 422,405 Models 3 and Y that Tesla sold in Q2 2024, a quarter that itself saw a year-on-year decline.

The rest of Tesla’s sales are a mix of the increasingly elderly Model S sedan and Model X SUV, as well as the US-only Cybertruck. Here, the decline is far more severe—with just 10,394 sold, that’s a 22.5 percent decrease on Q2 2024. Tesla does not break these numbers out with more granularity, so it’s unclear just how few Cybertrucks were among that, but it does bring to mind Musk’s claims that Tesla would sell between 250,000 and 500,000 Cybertrucks a year.

https://arstechnica.com/cars/2025/07/tesla-q2-2025-sales-dropped-more-than-13-year-over-year/

To rein in that speed, a massive set of continuous-weave carbon-ceramic brake rotors from Alcon (option code J59) measure 16.5 inches (420 mm) in diameter, front and rear, clamped down by GM’s first-ever 10-piston calipers. At the Nurburgring’s Tiergarten corner, those brakes managed to haul down the ZR1X at a peak of 1.9 G decel from 180 to 120 mph (290 to 193 km/h).

The AWD isn’t all about straightline speed, however, and the ZR1X can reportedly handle 1 G of lateral and longitudinal acceleration while cornering—simultaneously. Yet the ZR1X should add around the same weight as the E-Ray versus the Z51 Stingray, which rounded out to just shy of 500 pounds (227 kg). For comparison, the ZR1’s official dry weight is 3,670 pounds (1,665 kg) but with 13 radiators supporting a massively capable cooling system, the wet weight likely approaches 4,000 lbs (1,814 kg).

Similarly, the ZR1X will also be available as both a removable hardtop coupe and a powered hardtop convertible—meaning that in its heaviest guise, this American hypercar might push up to nearly 5,000 pounds (2,268 kg).

Even without confirmed pricing, the ZR1X clearly takes a swing at Ferrari’s F80, McLaren’s W1, and Porsche’s highly anticipated but as-yet-unconfirmed next-gen hypercar—and likely at a mere fraction of the cost, given the ZR1’s $174,995 MSRP. However, even though Chief Engineer Josh Holder called this “the most intelligent Corvette ever,” he also owned up to the challenges of cramming 2.5 times the horsepower of the Z51 Stingray into the same chassis.

Developing the ZR1X therefore required refinements to the E-Ray’s software, welcome news after that earlier hybrid variant exhibited some strange behavior almost akin to reverse torque steer due to the front-axle regen programming, plus difficulties handling high-performance loads in anything less than perfect conditions—which occasionally even resulted in the computer fully disconnecting the front axle and switching off the front motor.

https://arstechnica.com/cars/2025/06/the-first-corvette-hypercar-chevrolets-1250-hp-zr1x-hybrid-breaks-cover/

Musk offered no proof of his assertions; to a person, every protester who spoke to WIRED insisted that they are not being paid and are exactly what they appear to be: people who are angry at Elon Musk. They call their movement the “Tesla Takedown.”

Before Musk got on the call to speak to investors, Tesla, which arguably kicked off a now multitrillion-dollar effort to transition global autos to electricity, had presented them with one of the company’s worst quarterly financial reports in years. Net income was down 71 percent year over year; revenue fell more than $2 billion short of Wall Street’s expectations.

Now, in Seattle, just the first few minutes of Musk’s remarks left the partygoers, many veterans of the climate movement, giddy. Someone close to the staticky speakers repeated the best parts to the small crowd: “I think starting probably next month, May, my time allocation to DOGE will drop significantly,” Musk said. Under a spinning disco ball, people whooped and clapped. Someone held up a snapshot of Tesla’s stock performance over the past year, a jagged but falling black line.

“If you ever wanted to know that protest matters, here’s your proof,” Johnston recalled weeks later.

The Tesla Takedown, an effort to hit back at Musk and his wealth where it hurts, seems to have appeared at just the right time. Tesla skeptics have argued for years that the company, which has the highest market capitalization of any automaker, is overvalued. They contend that the company’s CEO has been able to distract from flawed fundamentals—an aging vehicle lineup, a Cybertruck sales flop, the much-delayed introduction of self-driving technology—with bluster and showmanship.

Musk’s interest in politics, which kicked into a new and more expensive gear when he went all in for Donald Trump during the 2024 election, was always going to invite more scrutiny for his business empire. But the grassroots movement, which began as a post on Bluesky, has become a boisterous, ragtag, and visible locus of, sorry to use the word, resistance against Musk and Trump. It’s hard to pin market moves on any one thing, but Tesla’s stock price is down some 33 percent since its end-of-2024 high.

https://arstechnica.com/cars/2025/06/how-tesla-takedown-got-its-start/

The governing body for world motorsport met in Macau yesterday. Among the jobs for the Fédération Internationale de l’Automobile was to sign off on various calendars for next season, which is why there’s now a clash between the F1 Monaco Grand Prix and the 24 Hours of Le Mans and also between the Indy 500 and F1’s annual visit to Canada. The Formula E calendar was also announced, although with a pair of blank TBCs in the middle, I’ll hold off calling it finalized.

The US round will now take place in late January, and it’s moving venues yet again. No longer will you need to drive an hour south of Miami; instead, the northern outskirts of the city will suffice. The infield at Homestead is no more, and the sport has negotiated a race at the Hard Rock Stadium, albeit on a different layout than the one used by F1. It seems that Formula E’s recent “Evo Sessions” race between influencers, which was held at the stadium, proved convincing.

The really interesting Formula E news from Macau won’t take effect until the 2026–2027 season, and that’s the arrival of the Gen4 car.

Read full article

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https://arstechnica.com/cars/2025/06/all-wheel-drive-evs-at-210-mph-formula-es-next-car-gets-massive-upgrade/

ASPEN, Colo.—There’s a lot riding on Audi’s next Q5. The model has been Audi’s bread and butter here since the model went on sale in the US in 2009, as tastes changed and sedans fell out of favor. The third-generation Q5 is built on an all-new platform and is one of a new generation of software-defined vehicles that’s meant to ditch a lot of legacy crud for a clean sheet approach. You would have known all of that from our look at the new Q5 in a studio last year, when Audi briefed us on its new platform. What you wouldn’t have known from that piece is how it drives, particularly on US roads. The answer is: surprisingly well.

PPC

Just a few years ago, the world’s big car brands were telling us that soon everyone would be driving electric cars, and that it would be wonderful. Things haven’t quite panned out the way people thought they might when prognosticating in 2018, though. Electric powertrains have yet to reach price parity, in many places infrastructure still lags, and so automakers are developing new combustion-powered vehicles, particularly for markets like the US, where adoption remains far behind Europe or China.

For Audi and the other premium brands within the Volkswagen Group empire, that’s a new platform called PPC, or Premium Platform Combustion. PPC will provide the bones for new vehicles in a range of sizes and shapes, the same way the MLB (and MLB Evo) platforms have done until now. In a week, you can read about the A5, for example, but as the sales figures show, SUVs are what people want, so the Q5 comes first.

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https://arstechnica.com/cars/2025/06/the-new-version-of-audis-best-selling-q5-suv-arrives-in-the-us/