IIHS data on 2023 models finds high driver death rates in small cars and big risks to other drivers from heavy pickups.

The BMW M5 averages $652 a month to insure, and every vehicle on The Zebra's 2026 list runs at least $469 a month.

For drivers in Russia seeking a return to the driving dynamics of a sedan over the high seating position of a crossover, the Geely Preface presents a compelling, if niche, proposition. Andrei Kurayev, a former owner of a Belgee X50 (the Belarusian variant of the Geely Coolray), purchased the flagship sedan in autumn 2025 for 3.2 million rubles. His year of ownership offers a detailed look at whether the platform shared with Volvo justifies the price tag, particularly for those who prioritize handling and interior finish over off-road capability. The decision to swap a crossover for a sedan often stems from a desire for more predictable handling on the highway, a trait Kurayev notes was a key factor after his experience with European models like the Skoda Octavia. When weighing the Preface against competitors like the Changan Uni-V, the differentiator lies less in raw power and more in the perceived durability of components and the quality of the cabin assembly. The Preface is built on the CMA platform, developed jointly with Volvo. For a daily driver, this translates to controlled behavior in corners and a generally conservative, high-quality approach to the interior, characterized by fewer creaking plastics and improved ergonomic comfort compared to some rivals. The powertrain trade-off The vehicle is equipped with a 2.0-liter turbocharged engine producing 200 horsepower. A notable technical detail is that the same engine unit, when fitted to the heavier Geely Monjaro crossover, produces more power. For Preface buyers, this de-tuning is a benefit: the engine operates well below its mechanical limits, potentially extending its service life. In daily use, the transmission behavior shifts significantly between modes. In Eco and Comfort settings, the car exhibits a slight delay in throttle response, prioritizing fuel economy and smoothness. Switching to Sport mode eliminates this hesitation, providing immediate response that supports confident overtaking on highways.

Chery has unveiled the Jetour T2 Ultra, a global variant of the refreshed crossover that replaces the existing T2 model in left-hand drive markets. The vehicle made its international debut at the Jetour Global Technology Experience Day 2026 in China, appearing less than two weeks after the launch of its domestic equivalent, the Traveller 7, which began sales on October 14. For regions including Malaysia, Thailand, Australia, and the United Kingdom, the T2 Ultra is not merely an update but a direct substitution for the current T2. This shift is driven by manufacturing constraints: producing both the old and new models on a single Complete Knock-Down (CKD) assembly line is inefficient due to significant differences in exterior styling and interior trim. A right-hand drive version is not expected to reach the market before 2028, leaving left-hand drive buyers with the immediate option. The most visible change in the T2 Ultra is the redesign of its exterior surfaces. The vehicle features new headlamps, a radiator grille with a central LED strip, and revised bumpers. Unlike the standard T2, where wheel arch cladding and bumpers are often finished in black plastic, the Ultra's versions are painted in the body color. This decision creates a more cohesive visual profile, aiming to elevate the perceived value of the vehicle without altering its fundamental structural geometry. The front bumper has been fundamentally reworked, while the rear retains its shape but with modified detailing. Interior Ergonomics and Digital Interface Inside the cabin, the engineering focus shifts to the layout of the central console. The traditional gear lever on the transmission tunnel has been removed and replaced with a selector located behind the steering wheel. This change frees up the center console space, altering the tactile interface for the driver. The instrument cluster is now a 10.25-inch digital display, while the central touchscreen has been enlarged to 15.6 inches with a 2.5K resolution. The infotainment system is powered by a Qualcomm Snapdragon 8255 processor paired with 24 GB of RAM. This hardware configuration is intended to ensure smooth operation of multimedia and navigation systems, reducing latency during daily use.

The 2027 Toyota Crown Signia enters the U. S. market with a starting price of $44,890, a figure that places it squarely in competition with compact Lexus crossovers. For buyers seeking a premium hybrid with all-wheel drive, this pricing strategy shifts the decision from brand prestige to a direct comparison of value, where the specific configuration of the vehicle becomes as critical as the badge on the grille. The entry-level cost has risen without corresponding technical upgrades, raising the barrier to entry for those considering the model as a long-term daily driver rather than a status symbol. The most significant change in the offering is the restructured Limited trim, now priced at $51,155. Toyota has folded previously optional equipment into the standard package, including a 360-degree camera system, lane change and traffic jam assist, front cross-traffic alert, a parking assistant with automatic braking, and approach illumination for the exterior mirrors. This move reduces the need for buyers to assemble a feature set through optional extras, effectively lowering the total out-the-door cost for those who prioritize these safety and convenience technologies. It is a pragmatic adjustment that acknowledges that the value of a car is often determined not by what it lacks, but by what it already includes in the standard specification. Cost of Entry and Standard Equipment Despite the enhanced standard equipment in higher trims, the base version of the Crown Signia has seen a price increase with no changes to its technical or design profile. This market strategy increases the minimum threshold for ownership, suggesting that Toyota is targeting buyers who are willing to pay for the Crown nameplate regardless of incremental improvements. The mechanical underpinnings remain unchanged: a hybrid system pairing a 2.5-liter naturally aspirated petrol engine with three electric motors, delivering a combined 240 horsepower. This powertrain is coupled to a continuously variable transmission and an all-wheel-drive system. Performance figures stand at an acceleration time to 100 km/h of approximately seven seconds, with a claimed average fuel consumption of 6.2 liters. Buyers receive the same mechanical durability and dynamics as before, but at a higher initial cost, a trade-off that demands careful consideration against the tangible benefits of the standard features.

A 2019 Chevrolet Bolt EV with 471,616 miles on its odometer has arrived at the Out of Spec Renew workshop, presenting a case that challenges conventional assumptions about the fragility of electric vehicle (EV) battery chemistry. The vehicle entered the shop in a non-operational state: it refused to shift into drive and displayed a "battery fault" warning on the dashboard. To understand the failure, one must distinguish between the exhaustion of a battery's chemical lifespan and a discrete system fault. In this specific vehicle, the current failure does not represent the natural end of the battery's utility, but rather a disruption in the electrical chain. The evidence lies in the vehicle's history: a previous battery pack, installed in 2022 as part of a manufacturer recall, successfully powered the car for over 330,000 miles before the current issues emerged. The physical condition of the Bolt reflects a predictable trajectory of mechanical wear. The chassis and suspension show the scars of nearly half a million miles of road contact-scuffed rear bumpers, a replaced front bumper, and a history of repairs to the steering rack and hub bearings. These are failures of friction and impact. The battery, however, operates on a different timeline, governed by charge cycles and thermal management rather than physical abrasion.

The transition to electrification for a luxury marque usually involves a trade-off between traditional craftsmanship and the raw requirements of battery-powered performance. Bentley attempts to bridge this gap with the Torcal First Edition, an electric SUV designed not merely as a launch vehicle, but as a technical benchmark for the entire Torcal range, mirroring the role previously held by Speed or Mulliner variants in the brand's internal combustion lineage. Performance and Traction At the core of the First Edition is a powertrain capable of producing 876 horsepower and 996 lb-ft of torque. This level of immediate torque allows the vehicle to reach 100 km/h (62 mph) in 2.9 seconds, with a top speed of 260 km/h (162 mph). The engineering objective here is to ensure that the shift to electric power does not result in a loss of the effortless, surging acceleration characteristic of Bentley's largest engines, while leveraging the inherent efficiency of electric motors to achieve sub-three-second sprint times. Exterior Engineering and Aerodynamics To manage the physics of high-speed stability and airflow, the Torcal First Edition employs a Carbon Fiber Styling Specification. This is not merely aesthetic; the carbon fiber is integrated into the front bumper aero-fins, side skirts, and the rear diffuser to optimize air detachment and reduce drag. The vehicle sits on 22-inch gloss black wheels with Liquid Silver spokes, featuring a self-centering emblem system that ensures the brand identity remains upright regardless of wheel velocity.

The Hollywood Reporter can also exclusively premiere a new trailer for the short doc, directed by Pawel Chorzepa and produced by International Emmy winner Joanna Chorzepa, about experts who usually remain invisible.

Edmunds drove 152 EV entries on public roads. These 10 covered 428 to 558 miles, and eight of them beat their EPA range estimates.

A new compact hybrid crossover, the Esteo V25, is scheduled to reach the Russian market between spring and summer 2027. According to industry reports from the Telegram channel 'Chinese Automobiles,' the model will occupy the lowest price point in the V-series lineup, positioning it below the flagship V27 that launched in early August 2026. The V25 distinguishes itself through a series hybrid drivetrain configuration, a design choice that aligns with the broader architectural logic of the brand's existing models while targeting a different segment of buyers. The core of the V25's engineering is a dedicated range-extender system. It features a 1.5-liter turbocharged petrol engine that functions solely as a generator, coupled with a 33 kWh traction battery and two electric motors, one for each axle. This setup generates a combined peak output of 456 horsepower and 505 Nm of torque. The claimed acceleration time to 100 km/h is 5.8 seconds, a figure that is 0.1 seconds faster than the larger V27, despite the latter utilizing a slightly larger 34.31 kWh battery pack. The dual-motor layout provides independent control of the wheels on each axle, delivering all-wheel-drive capability that is specifically advantageous for the varied road conditions found in Russia. While specific range figures for the V25 have not yet been officially published, the V27 provides a functional benchmark. Under the WLTP testing cycle, the V27 achieves an electric-only range of 135 km, with a total combined range of up to 890 km. In mixed driving conditions, fuel consumption is recorded at 7.2 liters per 100 km. The battery system supports rapid charging, capable of increasing state of charge from 20% to 80% in approximately 30 minutes. For the V25, these metrics are expected to be comparable, though the smaller battery may influence the final electric range versus the hybrid endurance profile.

The 2027 Lexus TX lineup is undergoing a strategic simplification, as the manufacturer officially confirms the removal of the TX 550h+ plug-in hybrid. The decision marks the end of the most technologically ambitious variant of the three-row crossover after only a single generation, signaling a shift toward ownership models that prioritize convenience over the complexities of plug-in infrastructure. For the prospective buyer, the disappearance of the 550h+ removes a specific financial calculation: the trade-off between a higher initial purchase price and the potential for fuel savings and federal tax incentives. In the reality of daily family hauling, the plug-in hybrid's value proposition often collapses if the owner lacks a dedicated home charging station or the discipline to maintain a charge. Lexus is essentially acknowledging that for a large SUV, the friction of charging often outweighs the marginal benefit of short-range electric mobility. Navigating the Remaining Choices With the plug-in option gone, the choice for the consumer now centers on a stark divide between entry-level pragmatism and high-performance efficiency.

In the 1940s and '50s, Route 66 was one of America's most popular highways, driving business to small towns from Chicago to Santa Monica. But today, the road and its people have been largely forgotten. Ghost towns, empty motels, and abandoned gas stations line its path. Chief correspondent Abby Narishkin grew up along the road. In celebration of its 100th anniversary, she drove down the old route herself to visit the people and businesses still keeping this Americana legacy alive.

VW investment, creating 4,500 jobs in Georgia, comes amid Trump’s damaging tariffs, intense Chinese competition and costly shift towards EVs

Audi has said it will spend $4bn (£3bn) to build its first factory in the US, as its parent company, Volkswagen, struggles with the impact of steep tariffs imposed by Donald Trump.

The German brand’s chief executive, Gernot Döllner, joined Trump on stage at a campaign rally on Saturday night to announce the factory in Macon, Georgia, in an unusual move by a big European brand just days before the US midterm elections.

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© Photograph: Friso Gentsch/EPA

© Photograph: Friso Gentsch/EPA

© Photograph: Friso Gentsch/EPA

• It looks unassuming, but the Subaru Trailseeker is ridiculously fun to drive. And fast.
• Technically, Subaru classifies this car as a midsize SUV. (Sure, Jan.)
• It's the Subaru-iest of all the vehicles built in partnership with Toyota.

American parking lots are awash with a sea of sameness. There's just a bunch of basic SUVs and pickup trucks.

That makes the wagon-ish 2026 Subaru Trailseeker EV a real eye-catcher. Unlike the homogeneous crossovers rolling up to elementary school pickup lines today, it gets a stretched, long-roof profile and carries a Subaru badge. It looks like a proper successor to the Subaru wagons of yore, like the 2000s Outbacks and Legacys.

Technically, Subaru sees this differently. They classify the Trailseeker as an all-electric midsize SUV — and they do have a point with its 8.5 inches of ground clearance and easy-to-slide-into seats.

But, I mean, come on, look at this thing.

That's a wagon in my book.

I drove the Trailseeker's top Touring trim for about 450 miles to see if it was a worthy antidote to America's great car-design flattening. My tester — complete with premium blue paint, a panoramic glass roof, and radiant leg warmers in the front seat (yes, you read that right) — stickered at $48,400.

And it was pretty wild.

This wagon — sorry, SUV — can really move

I've driven around 80 cars in my career as an auto journalist: EVs, muscle cars, sports cars, big trucks, premium luxury vehicles, etc.

The Trailseeker easily makes my personal list of top 10 fastest vehicles. It can launch from standing to 60 mph in about 4.4 seconds and produces 375 horsepower.

Get behind the steering wheel of this family-wagon-shaped car, and you feel that power at all times. On my highway-dominant drive from New York City to the Washington, DC, area, it quickly dashed by slower traffic and 18-wheelers.

The speed doesn't come at the expense of efficiency or refinement, either.

The Trailseeker returned about 3.7 miles per kWh, giving the battery about 270 miles of juice. While it was whipping past cars on the New Jersey Turnpike, I could still hear back-seat passengers when they spoke.

And, speaking of the back seat, the Trailseeker's long body gives rear passengers an almost comical amount of legroom. Fold those seats down, and my panoramic-roof tester has up to 71.8 cubic feet of cargo space, in case you have to move some furniture around, too.

Its biggest red flag was charging.

I saw speeds peak around 127 kW, which is pretty middling in today's EV age. Subaru says the car can accept up to 150 kW.

Let's compare that to the much higher-priced (but similarly shaped) Lucid Gravity, which is considered America's fastest-charging EV. That one can accept up to 420 kW, adding up to 200 miles of range in under 12 minutes.

My initial fast-charge of the Trailseeker — a top-off kind of stop while I grabbed a coffee — took 21 minutes, charging the car from 49% to 77%.

Is it Subaru-y enough?

Subaru didn't build the Trailseeker alone.

It's the product of Subaru's expanding EV partnership with Toyota. The two companies now sell three closely related EV pairs: Subaru's Solterra, Uncharted, and Trailseeker correspond with Toyota's bZ, C-HR, and bZ Woodland. Next year, the companies are launching mechanically similar three-row EVs, too, with the Toyota Highlander and the Subaru Getaway.

The Trailseeker is easily the Subaru-iest of the bunch, and it's not just because of its wagon-y looks. It gets a dose of Subaru's adventure-seeking vibe, including standard Symmetrical All-Wheel Drive, X-Mode settings for snow and mud, roof rails, and a 3,500-pound towing capacity.

That outdoorsy tuning comes with a trade-off. The Trailseeker felt noticeably firm over broken pavement, especially at lower speeds.

A wagon comeback? Don't hold your breath.

You want a wagon now, right? Isn't this thing so cool?

Well, I'm teasing you. Good luck finding a Trailseeker.

Right now, Subaru has only a 9.7-day supply of the model in dealer lots, per CarGurus data shared with Business Insider. That's well under the industry average of about 70 days' worth of supply.

Kevin Roberts, CarGurus's director of economic and market intelligence, says the low supply isn't a product of high demand. In September, the automaker only sold 849 units, just 1.6% of all Subaru sales in America.

Rather, the low supply is part of an ongoing trend of automakers slowly shipping 2027 model-year vehicles to lots.

As the calendar turns, Roberts says there's little momentum for the wagon body type: "This segment has accounted for less than 1% of new car sales," he said, adding that "the traditional wagon has become increasingly rare in today's new car market."

So, no, the Trailseeker probably isn't about to resurrect the American station wagon.

That's a shame. After 450 miles in one, I'm increasingly convinced that good ones could win over American drivers.

The cost of owning a car in 2026 averages $12,863 a year, according to AAA; these 10 findings compare electric, gas and hybrid costs across four vehicle classes

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The decorated actor could become the first person from South Korea to be nominated for best actress — fitting, given her remarkable run onscreen: “I almost find myself wondering why it has taken the rest of the world so long to notice her,” says Lee Byung-hun.

Los Angeles logged 21,540 vehicle thefts in the first half of 2026 as Chicago became the only top 10 metro to post an increase.

The most EV-friendly states in 2026 range from Vermont at 450 residents per charger to Louisiana at 4,717, according to an iSeeCars analysis of federal charging data

The Oscar-decorated studio is now behind the Gaza doc