The material that makes 3D printed gaskets viable for automotive use is TPU, thermoplastic polyurethane. It is a flexible elastomer that can be melted and extruded through a standard FDM printer, which natural rubber cannot. TPU is resistant to abrasion, oil and petrol exposure, and weather, and it compresses and rebounds in a way that allows it to form a genuine seal against a mating surface. It is not rubber, but it behaves like rubber in many conditions that matter.

The conditions that matter are temperature and pressure. TPU has limits on both, and those limits determine which gaskets are candidates for printing and which are not.

A valve cover gasket sits above the engine, contains oil splash at relatively low pressure, and operates in temperatures that rarely exceed 120 degrees Celsius during normal running. A water pump gasket deals with coolant at modest pressure and similar temperatures. An oil pan gasket is exposed to hot oil but again at low pressure. These are reasonable candidates. Plenty of mechanics and restorers have printed TPU replacements for exactly these applications and reported good results, particularly for older vehicles where factory gaskets are simply no longer available.

A head gasket is not a candidate. It sits between the block and the head, seals combustion gases at pressures that can exceed 100 bar during firing, and faces temperatures well above what TPU can sustain without deforming. The same logic applies to exhaust manifold gaskets, which operate in direct proximity to exhaust gas temperatures that would destroy any thermoplastic filament currently available for desktop printers. Printing either of those and expecting them to hold is optimistic to the point of being dangerous.

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There is a secondary consideration beyond the material itself, which is the surface finish that FDM printing produces. Standard FDM printers lay filament in layers, and that layered surface is inherently rougher than a moulded rubber gasket. On a lightly loaded, smooth mating surface, that roughness may not matter much. On a precision machined surface under high clamping force, the layered texture of a printed gasket can create leak paths. Industrial printers using SLS (selective laser sintering) processes produce a smoother, more consistent surface and are used commercially to produce TPU seals for pump and automotive applications, but that process is well beyond what most people have at home.

For the DIY mechanic, the practical rule is straightforward. If the original gasket was made of rubber and the application involves modest temperature, modest pressure, and oil or coolant rather than combustion gas, a TPU print is worth attempting. Print slowly, around 10 to 20 millimetres per second, use a direct drive extruder if available, and test fit before installation. If the original gasket was a multi layer steel type, graphite composite, or any kind of fire ring, do not print a replacement. Source a correct part, wait for one, or fabricate one from sheet gasket material using the old gasket as a template.

3D printing is a genuine tool for keeping old cars on the road when factory parts are gone. It is not a universal substitute for knowing what a gasket is actually doing.

Sources:

• Jalopnik — Can You 3D Print Gaskets That Actually Work?
• 3D Print Utopia — Can You Make 3D Printed Gaskets?
• Hackaday — Gaskets, Can They Be 3D Printed?
• RapidMade — Custom 3D Printed Rubber and Elastomer Parts
• PROTIQ — 3D Printed Seals

The car is called the Hydromax. It is 32 feet long and was built over five years at a cost of £100 million, developed with Prodrive, the Oxfordshire engineering firm behind some of the most capable rally and motorsport machinery on earth. Two hydrogen combustion engines sit at its core, each producing around 800hp in record trim, combining for a total output of 1,579bhp. Those engines are mechanically close to units that now power production JCB diggers, with chief engineer Lee Harper telling Autocar the internals are "very similar." The same engines produce around 80bhp each in standard form. Getting from 80 to 800 is a matter of getting fuel and air to mix properly at extreme pressure, according to Harper, and the Hydromax achieves that with bespoke intercoolers, radiators and racing specification turbochargers.

Power goes to all four wheels through a twin transmission and clutch system. The body has been refined for aerodynamic stability at speeds the previous car was not designed to exceed. Every suspension component, traction control setting and camera placement has been stress and simulation tested before a wheel turns on salt.

The record the Hydromax is primarily chasing is its own predecessor's. Lord Bamford, JCB's chairman, has stated the aim plainly: beat 350mph. Beyond that sits the existing hydrogen land speed record of 302.877mph, set by the Buckeye Bullet 2 fuel cell vehicle in 2009, and the hydrogen combustion record of 185.5mph set by BMW's H2R prototype in 2004. The Hydromax is not competing in the fuel cell category. It burns hydrogen in a combustion chamber, which is a different and more directly relevant technology for the construction industry JCB serves.

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UK testing begins next month. The team then heads to Bonneville Speedweek, running from 1 to 7 August, where competitors from around the world gather to chase records on the salt. Official FIA record runs will follow immediately after. The available track at Bonneville is now nine miles long, two miles shorter than in 2006. JCB says the Hydromax's superior power to weight ratio over the Dieselmax will compensate.

Green, who will be 64 when the car makes its attempt, said:

"Hydromax is lighter, more powerful and faster than its predecessor of 20 years ago. Once again, we're going to show the world just how good British engineering and technology really is."

Lord Bamford put the broader point this way:

"If you're serious about emissions, you have to be serious about hydrogen. And a land speed project is the perfect way to prove it."

JCB has been running hydrogen diggers on commercial construction sites since 2025, making it the first company to deploy hydrogen combustion machinery outside a test environment anywhere in the world. The Hydromax is not separate from that programme. It is the sharp end of it.

A digger maker going 350mph on a salt flat to prove a point about heavy equipment emissions is, objectively, one of the better things happening in the automotive world right now.

Sources:

• Autocar — JCB targets new speed record with 32 foot-long, 1579bhp Hydromax
• JCB official — Introducing the JCB Hydromax
• Auto Express — Insane JCB Hydromax targets 350mph
• Top Gear — JCB is back with the Hydromax: can it hit 400mph?

The carburetor synchronization tool might be the most foreign concept to contemporary mechanics. Before fuel injection conquered the automotive world, performance engines often ran multiple carburettors that had to work in perfect harmony. Motorcycle mechanics and sports car specialists wielded these devices like tuning forks, using mercury columns or vacuum gauges to ensure each carburetor delivered precisely the same fuel mixture. The tool itself resembled a medical instrument more than automotive equipment, with delicate glass tubes and rubber hoses connecting to individual carburetor throats.

Even more specialized were float level gauges, precision instruments that measured carburetor float height to within thousandths of an inch. Set the float too high and the engine would flood. Too low and it would starve for fuel. The gauge required removing the carburetor top and carefully positioning a graduated rod against the float mechanism. Modern mechanics dealing with electronic fuel injection have never encountered anything remotely similar.

Ignition timing in the points and condenser era demanded its own arsenal of now obsolete tools. The dwell meter measured the electrical angle during which ignition points remained closed, typically reading 28 to 32 degrees for V8 engines. Point gap feeler gauges, razor thin metal strips usually set to 0.016 inches for most American cars, determined the physical separation between contact points. Get either measurement wrong and the engine would misfire, backfire, or refuse to start entirely.

The timing light with advance capability represents perhaps the most sophisticated of these vanished instruments. Unlike basic strobe timing lights, these units could display not just initial timing but the complete advance curve as engine RPM increased. Mechanics could verify that centrifugal weights and vacuum diaphragms were functioning correctly, adjustments that modern computer controlled ignition systems handle automatically.

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Before 12 volt electrical systems became standard in the late 1950s, mechanics carried 6 volt test lights and specialized equipment for the lower voltage systems. Battery maintenance involved hydrometers, glass tubes with weighted floats that tested the specific gravity of battery acid to determine charge levels. These instruments required handling corrosive electrolyte that could blind or burn, a far cry from today's sealed maintenance free batteries.

Valve adjustment demanded its own category of tools when solid lifter engines ruled the roads. Mechanics used feeler gauges and specialized wrenches to set valve lash, typically to specifications like 0.012 inches intake and 0.018 inches exhaust for small block Chevrolet engines. Miss these adjustments and valves would burn or the engine would develop a distinctive ticking noise that marked sloppy workmanship.

Cooling system diagnosis required radiator pressure testers, hand pump devices that could pressurize the entire cooling system to locate leaks. Antifreeze protection levels were measured with hydrometers calibrated to show freeze protection temperatures. Thermostat testing involved specialized containers with built in thermometers where mechanics could verify that thermostats opened at their rated temperatures, usually 160 to 195 degrees Fahrenheit depending on the application.

The brake system tools of yesteryear would seem particularly archaic to modern technicians accustomed to disc brakes and ABS systems. Brake shoe arc grinders contoured replacement linings to match drum curvature exactly. Wheel cylinder hones, essentially flexible shaft mounted stones, restored cylinder bore surfaces that had developed ridges from corrosion or wear. Brake drum micrometers measured internal drum diameter to determine if drums could be safely turned on a lathe or needed replacement.

These tools didn't disappear because they were inadequate. They vanished because the automotive systems they served evolved beyond recognition. Fuel injection eliminated carburettors. Electronic ignition made points and condensers obsolete. Hydraulic valve lifters ended the need for valve adjustments. Sealed cooling systems reduced maintenance requirements.

Yet something was lost in this technological progression. The old tools demanded understanding of underlying mechanical principles. A mechanic who could properly synchronize multiple carburettors understood fuel metering in ways that scanning trouble codes cannot teach. The intimate knowledge required to set ignition timing by ear and feel created craftsmen who could diagnose problems that sophisticated computers might miss.

Today's automotive technicians are undoubtedly more efficient and their diagnostic capabilities far exceed what any timing light or dwell meter could provide. But those oil stained tool rolls gathering dust in forgotten corners of old garages tell the story of an era when fixing cars was as much art as science, and when mechanical sympathy meant the difference between a running engine and an expensive pile of metal.

Research sources: Classic automotive repair manuals, vintage tool catalogs, and technical documentation from the Society of Automotive Engineers archives.

The delay puts Volkswagen years behind competitors who are already delivering electric performance cars. While rivals race ahead with compelling EV offerings, Golf fans must now wait until 2030 for their beloved nameplate to join the electric revolution. The current Golf lineup remains stuck with conventional engines and hybrid variants, looking increasingly dated against the backdrop of rapid industry electrification.

Volkswagen's CEO stated the company is "set" with its current portfolio, a comment that will sting for anyone hoping the German giant would prioritize one of its most iconic models. The Golf has been a cornerstone of VW's lineup for decades, spawning legendary variants like the GTI and R that defined entire generations of driving enthusiasts. Now those same fans face an agonizing wait while the brand focuses elsewhere.

The decision exposes fundamental tensions within Volkswagen's electric strategy. The company has poured resources into the ID series, built on the dedicated MEB platform, while traditional models like the Golf remain tethered to older architectures. This split approach has created an awkward situation where VW's most beloved nameplate gets sidelined in favor of newer, less emotionally resonant brands.

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Industry insiders suggest the delay stems from VW's reluctance to cannibalize ID.3 sales with a more desirable electric Golf. The ID.3 has struggled to capture hearts and minds the way the Golf once did, lacking the emotional connection that made its predecessor a cultural phenomenon. By keeping the Golf electric at bay, Volkswagen protects its newer model from inevitable comparisons it might lose.

The timing couldn't be worse for VW's reputation. Mini is preparing major facelifts for its electric Cooper range, while BYD prepares European-specific models that could fill the affordable EV performance gap Volkswagen is leaving wide open. These brands recognize what VW seems to have forgotten: enthusiasts want familiar names attached to cutting-edge technology, not wholesale replacement with sterile alternatives.

Financial markets have noticed too. Volkswagen's stock has underperformed compared to rivals who've successfully electrified their most popular models without abandoning beloved nameplates. BMW kept the 3 Series, Mercedes preserved the C-Class, yet Volkswagen chose to effectively retire one of Europe's most successful car names from the electric future.

For thousands of potential customers already planning their next vehicle purchase, this delay forces an uncomfortable choice. They can either wait six years for an electric Golf that may never live up to expectations, or defect to brands that take their loyalty more seriously. Many won't wait.

Sources: Based on industry reports and Volkswagen corporate communications. Specific CEO statements referenced from automotive industry publications covering VW's EV strategy announcements.

• A new Maserati could be sold alongside a Maextro-branded car in China.
• JAC might be responsible for the research and development of the new EV.
• Sales of the Italian brand’s models have fallen off a cliff in recent years.

Update: Stellantis has responded to our request for comment on the report. A company spokesperson told Carscoops: “As part of its normal course of business, Stellantis holds discussions with a range of industry players around the world on various topics, always with the ultimate aim of providing customers with the best mobility choices. The Company does not comment on speculation.”

Maserati has a long and proud history of building some remarkable cars, all with rich ties to its Italian heritage. But there could be future Maserati models on the horizon that have a stronger connection to China than Italy, if a new report is to be believed.

According to China’s Yunjian Insight, Maserati and Stellantis are in discussions with Huawei and JAC to build new-energy vehicles, aka EVs for the Maserati brand. The partnership could work similarly to Huawei’s Harmony Intelligent Mobility Alliance, which includes five distinct automotive brands, each building its own vehicles with Huawei technology.

Read: A $103K Chinese Luxury Sedan Outsold The BMW 7, Panamera, And Maybach S-Class Combined

Yunjian Insight reports that Huawei would develop core vehicle technologies and lead planning, while JAC would be tasked with research and development and manufacturing. What would Maserati do? It would be responsible for designing the vehicle and brand endorsement. This is the type of news that would probably have the three brothers who founded Maserati in 1914 rolling in their graves.

This would not be Stellantis’ first dance with a Chinese partner. The group already holds 21 percent of Leapmotor, picked up in 2023, and just expanded that deal so the Chinese EV maker can start building a model for the European market in 2028. A jointly developed Opel-badged electric SUV is also part of the new agreement, with production heading to Stellantis’ Zaragoza plant in Spain.

If the Maserati talks land, it would be a similar arrangement with a more expensive badge on top.

A Rebadging Exercise?

Two models are reportedly in the early planning stages. The first would be sold in China under the Maextro brand, while the second would emerge as a rebadged or redesigned version for international markets wearing a Maserati badge. Discussions have reportedly been ongoing since early 2025, and preliminary research and development work is already underway.

While seeing Maserati work with Chinese brands isn’t something we expected, it could give it the lifeline it so desperately needs. Last year, Maserati sold just 11,127 vehicles, a 58 percent drop from 2024. Sales are also down even more significantly from their 2017 peak of roughly 49,000 units. That same year, Maserati sold 14,498 vehicles in China. By comparison, it sold just a touch over 1,000 examples in China last year.

What shape these new cars might take is anyone’s guess. SUVs, sedans, sports cars, the report stays quiet on the subject. What it does suggest is that whatever they turn out to be, the most Italian thing about them might be the spelling on the bootlid.

We’ve reached out to Maserati for comment and will update this story if we hear back.

• Someone is betting that they’ll be able to repair this 2018 911 GT2 RS.
• The car has only 25 miles on the odometer since leaving the factory.
• Comparable 911 GT2 RSs that are often traded go for around $600,000.

The Porsche 911 GT2 RS is an absolute monster, and when equipped with the Manthey kit, it remains the fastest road car from Porsche to ever lap the Nurburgring Nordschleife, which is no small feat for a car that went on sale all the way back in 2018. Like other track-focused 911 models, values have been climbing in recent years, but not even that can explain what has just happened at a Texas auction.

Earlier this week, a 2018 Porsche 911 GT2 RS with what many would describe as delivery mileage was listed for auction by Apple Towing on HiBid. By the time the gavel fell, the car had changed hands for $710,000, putting it near the top of every public-auction result the model has ever produced. That number alone would be worth a paragraph. The complication makes it worth a whole article.

Read: Porsche’s GT Boss Says Europe May Kill The NA GT3 Engine, America Still Gets To Keep It

According to the listing, the car requires a battery boost to start and does not shift into gear. In plain English, it does not move under its own power. There’s no explanation for why this is the case, nor any mention of the GT2 having been previously involved in an accident that may have damaged the transmission. Either the winning bidder didn’t read the description, or they read it and assumed the fault would be cheap to fix. Neither possibility inspires confidence.

A Collector’s Dream?

A look at recent auction results of similar 2018 911 GT2 RS models on Bring a Trailer shows that, depending on mileage, they are typically selling for between $500,000 and $700,000 in the United States. Like most others, this car is equipped with the optional Weissach package, adding to its value.

The decisive factor is almost certainly the odometer. It reads 25 miles (40 km), which puts the car among the lowest-mileage GT2 RS examples anywhere on the planet. For collectors chasing untouched survivors, that figure rewrites the math.

The winning bidder is no doubt very confident that the values of these cars will continue to rise, and they probably will, as this generation of GT2 RS still represents the pinnacle of Porsche 911 performance. That said, a new GT2 RS is reportedly in the works and is expected to be even quicker.

• Hyundai reveals the 2027 Grandeur facelift in South Korea.
• The flagship sedan gains a cleaner face and new colors.
• It also features an overhauled cabin and improved comfort.

Update: Hyundai has fully detailed the facelifted Grandeur in South Korea. Pricing, powertrains, equipment, and fresh photos are below, and the loaded version gets uncomfortably close to Genesis G80 money, at least in its home market

The seventh-generation Hyundai Grandeur has landed its mid-lifecycle update in South Korea, timed to coincide with the nameplate’s 40th anniversary. The facelifted sedan brings modest exterior revisions and a thoroughly reworked cabin bringing it closer to Genesis territory.

Americans last saw this car as the Azera, before Hyundai pulled the plug on full-size sedans in this market. Back home, it remains an institution. The current Grandeur arrived in November 2022 and has been Korea’s best-selling sedan and second-best-selling vehicle of any kind ever since, beaten only by the Sorento. None of which makes it immune to a refresh.

More: Hyundai’s Ioniq V Might Look Like A Lambo, But It Makes Less Power Than An Elantra

Visually, the biggest change is the so-called “Shark Nose” face that looks cleaner than before. The full-width LED light bar has been slimmed down, the main headlights are considerably smaller, and the grille and air intakes have been pulled together into a single unit with generous chrome detailing.

The profile is largely carried over but Hyundai added new options for the alloy wheels and a fresh Artistic Burgundy shade with a glossy or matte finish. The tail also looks familiar but a closer look reveals a few updates. The turn signals, previously located on the rear bumper, are now integrated into the full-width LED bar. There is also slimmer black trim on the bumper and new chrome accents around the diffuser.

In terms of footprint, the Grandeur now stretches 5,050 mm (198.8 inches) end to end, 15 mm (0.6 inches) longer than its predecessor.

The Cabin Overhaul

Inside, the centerpiece is a 17-inch touchscreen that replaces the previous 12.3-inch infotainment display and the separate 10.25-inch climate panel. It runs Hyundai’s new Pleos Connect software, built on Android that supports third-party apps and the Gleo AI personal assistant capable of handling complex requests. A slimmer digital instrument cluster sits further back on the dash combined with a head-up display.

More: Hyundai Is Charging Koreans A Fee To Put Pikachu On Their 2027 Kona’s Dashboard

While the center console houses physical buttons for the main functions, Hyundai has introduced electric climate vents with the air volume and direction being controlled from the touchscreen. This solution was primarily chosen for style, as the vents are now hidden from view on the redesigned dashboard.

The 2027 Grandeur also features a “Smart Vision Roof” that can switch between opaque and transparent, and an Active Load Noise Control system for a more quiet ride. Depending on the trim, equipment can include an “Ergo Motion” seat for the driver, reclining and ventilated second-row seats with neck pillows, three-zone climate control, a Bose audio system, and a built-in air purifier on the seatback.

More: Hyundai’s $75K Ioniq 9 Calligraphy Just Got A Sibling That Makes It Look Like The Cheap One

Finally, the quilted upholstery, the “couch pattern” on the door panels, the wood inserts, the Nappa leather, the metal accents, and the indirect lighting create a premium and homely atmosphere.

Upgrades Under The Skin

While this is just a mid-lifecycle update, Hyundai engineers claim that the Grandeur brings significant enhancements to the hybrid efficiency, driving dynamics, and rear-seat comfort.

The platform benefits from increased rigidity thanks to a thicker cowl crossbar, reinforced front strut rings and hydraulically controlled rebound stoppers to the suspension.

More: Hyundai’s Ioniq 3 Looks Like Someone Crossed A Veloster With A Pontiac Aztek

The Preview Electronic Control Suspension that changes damping force with input from the camera is now available to variants with 19- and 20-inch wheels. This is joined by a new Highway Body Motion Control system that suppresses vertical movement during acceleration and deceleration. Finally, the redesigned exterior is more aerodynamic than before, contributing to reduced wind noise.

Powertrain Options

Under the hood, the self-charging hybrid powertrain has been upgraded for better performance and efficiency. It comprises the turbo 1.6-liter gasoline engine, a starter motor, and a drive motor with a combined output of 237 hp (177 kW / 240 PS).

More: Hyundai’s Gas Hot Hatches Are Getting A Special Send-Off Before They Take The Manual With Them

The traditional 2.5-liter GDI gasoline engine remains the entry point of the Grandeur lineup with 195 hp (146 kW / 198 PS). Finally, the 3.5-liter V6 flagship continues to offer 296 hp (221 kW / 300 PS) and is optionally available with the HTRAC AWD system.

How Much Does It Cost?

The updated Hyundai Grandeur is already available to order in South Korea. Pricing starts at ₩41,850,000 ($28,100), a sharp ₩3,870,000 ($2,600) jump over its predecessor. Loaded up in Black Ink trim with the AWD V6 and every option box ticked, the Grandeur tops out at ₩64 million ($42,900), which lands it above the entry-level Genesis G80 in its home market.

American buyers would consider that a steal regardless. The base Grandeur in Korea costs roughly the same as a base Sonata ($27,450 before delivery) in the States, and that’s for a car a full size class above it.

Hyundai

• Volkswagen has detailed the changes to their 2027 lineup.
• A redesigned Atlas Cross Sport debuts later this year.
• ID. Buzz returns for 2027 with a new camping-focused trim.

Volkswagen recently introduced the redesigned Atlas and now they’ve confirmed plans for a new Atlas Cross Sport. It debuts later this year and will likely be a tad cheaper than its seven-seat counterpart.

The automaker isn’t saying much about the model at this point, but it should echo the standard Atlas. This means we can expect a modern design as well as a classier cabin with a 10.25-inch digital instrument cluster and a 12.9- or 15-inch infotainment system. Higher-end variant should come nicely equipped with Nappa leather seats, genuine wood trim, and a 14-speaker Harman Kardon premium audio system.

More: VW’s ID. Buzz Went From $35,000 Markups To $20,000 Discounts

Under the hood, we can expect a turbocharged 2.0-liter four-cylinder engine developing 282 hp (210 kW / 286 PS) and 258 lb-ft (349 Nm) of torque. It should be connected to an eight-speed automatic transmission, which can be paired to front- or all-wheel drive.

ID. Buzz Returns

The other big news is the return of the ID. Buzz, which skipped the 2026 model year. It gains new Pro S 4Motion and Tourer 4Motion trims, and the latter is notable for its camping focus. As part of the makeover, it features a fold-out mattress and window blinds for privacy.

The van also comes with ventilation panels for the front windows as well as camping gear including an exterior table and chairs. Other highlights include second-row captain’s chairs, an electrochromic smart roof, a retractable tow hitch, and 20-inch dark graphite wheels with black discs. The model also has special Overnight Mode software, which enables the vehicle and its power to be used for longer than normal.

Besides the camping variant, the ID. Buzz features a new Android-based infotainment system that promises an improved user experience and app store. The model also gains a new one pedal driving mode, a NACS charging adapter, and a revised color palette that kills most two-tone combinations. The latter move feels like a misstep, but the only two-tone option for 2027 will be Candy White over Cherry Red.

Taos

The 2027 Taos gains a new Sport trim, which slots above the entry-level S variant. It features a revised exterior with black and gunmetal accents as well as black 18-inch wheels. Other highlights include privacy glass, embossed black cloth seats, and yellow contrast stitching.

The base Taos S gains two additional speakers, bringing the total up to six. There’s also new keyless access, an enhanced rear seatbelt reminder, and an upgraded infotainment system with satellite radio and voice control.

Tiguan

Since the popular Tiguan was recently redesigned, changes for 2027 are minor. However, there’s an improved rearview camera that provides a higher quality image. All trims gain a new Auto Hold function, while the SE R-Line Black receives a standard heated steering wheel.

Jetta

The 2027 Jetta sees minor changes, but the value-focused S and Sport trims echo the Taos as they get two extra speakers, KESSY keyless access, and an enhanced rear seatbelt reminder. The infotainment system has also been upgraded to add satellite radio and voice control.

Golf

The entry-level Golf GTI S gains keyless access and Light Assist for 2027. That appears to be the extent of the changes, although Volkswagen noted the Golf R Black Edition continues to remain available.

ID.4

Volkswagen recently ended ID.4 production in America, but existing inventory should last into 2027 as dealers only sold 338 EVs in the first three months of the year. Those are terrible numbers, but the model will eventually return.

The automaker is keeping details under wraps, but promised to share more later this year. However, spy photographers have already snapped countless prototypes and it’s rumored the crossover could be renamed the ID. Tiguan.

Tech Updates

Besides model year changes, Volkswagen announced “premium connected services will be bundled together in one In-Vehicle Premium subscription for increased convenience.” The features vary by vehicle, but new additions include a myQ garage door opener, Travel Assist with assisted lane changing, AirConsole gaming, and What3Words navigation.

• ABT boost the Cupra Formentor VZ5 to 626 hp.
• The SUV gains adjustable coilovers and subtle aero.
• Tuner announced a limited production of 30 units.

Some engines deserve a Viking funeral. Audi’s five-cylinder, soon to disappear from Europe in its current non-electrified form, is getting exactly that from ABT. The Kempten-based tuner has built the most powerful version of the 2.5-liter five ever to leave a workshop, with 626 horsepower on tap. The surprise is where it ended up.

Instead of turning the wick up on the Audi RS3 hot hatch, ABT applied the treatment to the Cupra Formentor VZ5 crossover, with production capped at 30 units. The result is the first Cupra in history to outgun the original Lamborghini Huracan.

More: Audi’s 2.5-Liter 5-Cylinder Might Survive The Same Way Lambo’s 6.5-Liter V12 Did

The formidable 2.5-liter five-cylinder gets a new turbocharger, a high-performance intercooler, a recalibrated ECU, and a water-ethanol injection system that ABT calls IWI. A dedicated control unit oversees the setup, with fluid levels monitored through the myABT app. The tuner says the injection delivers “a very strong internal cooling effect” that lets the engine keep producing big numbers “at the highest performance levels” without backing off.

The math works out to 626 hp (467 kW / 635 PS) and 700 Nm (516 lb-ft) of torque. That is an additional 241 hp (180 kW / 245 PS) and 220 Nm (162 lb-ft) over the standard Cupra Formentor VZ5. ABT has not published a 0-100 km/h (62mph) time but quotes a top speed of 300 km/h (186 mph).

This project serves as the flagship of ABT’s Formentor development timeline. The journey began in 2021 with a 365 hp (272 kW / 370 PS) tune for the four-cylinder model, followed by a 444 hp (331 kW / 450 PS) version of the five-cylinder VZ5 in 2022. The latest Cupra even surpasses the ABT-tuned Audi RS3-R, which makes up to 503 hp (375 kW / 510 PS) from the same basic engine.

Review: Cupra’s 2026 Leon Sportourer Shines As An Estate, But Falls As A Hybrid

Power is only part of the package. The Formentor VZ5 635 also picks up sport stabilizer bars and a coilover setup with separately adjustable compression and rebound. ABT says the chassis was developed with the Nurburgring in mind, but insists it remains civilized enough for the daily grind.

Visually, the car wears carbon fiber on the front splitter and rear diffuser, plus a gloss black extension for the roof spoiler. It rides on 20-inch alloys in gloss black, sitting lower than standard thanks to the new suspension.

Interior changes are limited to an ABT start-stop button, VZ5 635 embroidery on the floor mats, and “1 on 30” lettering embossed on the trim around the climate vents.

More: This VW Brand Is Done With Red And Yellow, Says Ferrari Can Have Them

The VZ5 635 will be produced in a limited number of 30 units, celebrating the 130th anniversary of ABT. All of them will be distributed through the official Cupra network in Germany, Switzerland and Austria at an undisclosed price.

The Cupra Formentor launched in 2019 as the crossover counterpart to the Leon and received its first facelift in 2024 with the shark-inspired front end the brand now uses across the range. The five-cylinder will not be around to see the next one.

• Overland Expo has unveiled the Nissan Frontier Ultimate Build2.
• The overlanding focused truck is based on the Frontier Pro-4X.
• It features a lifted suspension, bed-mounted camper, and a winch.

Nissan and Overland Expo have taken the wraps off the Frontier Ultimate Build2. It’s a custom-built, overlanding pickup based on the Frontier Pro-4X.

Built in partnership with AllDogs Offroad Coop, the truck means business as it features a heavy duty front bumper with integrated recovery points and a 9,500 lb (4,309 kg) ComeUp winch. The Frontier has also been outfitted with auxiliary lights, Nismo rock sliders, and Black Rhino Tembo wheels that are wrapped in Nokian all-terrain tires.

Review: Nissan’s 2026 Frontier Pro-4X Costs Less Than A Loaded Tacoma But Doesn’t Feel Like It

More notably, the bed is home to a Tune Outdoor M1L camper that features a pop top as well as a two-person sleeping platform. It weighs as little as 322 lbs (146 kg) and provides over six feet of standing room when the roof is raised.

Other highlights include Battle Born batteries, a Midland radio, and an ARB onboard air system. There’s also an outdoor shower system with a heater to keep you smelling fresh during your adventures.

Last but not least, there’s an off-road focused suspension from AllDogs Offroad. It features new coil and leaf springs, high-clearance upper control arms, heavy duty lift shackles, and stainless steel tie rod extensions. They’re joined by Fox Performance Elite coilovers and rear shocks as well as extended stainless steel brake lines.

Power comes from a familiar 3.8-liter V6 engine that produces 310 hp (231 kW / 314 PS) and 281 lb-ft (381 Nm) of torque. It’s connected to a nine-speed automatic transmission and a four-wheel drive system.

The Frontier Ultimate Build2 will make its debut at Overland Expo West tomorrow and eventually be shown at a series of other events. Once its tour is completed, the truck will be auctioned on Bring a Trailer this fall with proceeds benefiting the Overland Expo Foundation.

• It’s claimed that Stellantis hasn’t done enough to address battery issues.
• Roughly 320,000 Jeep models were recalled as recently as last November.
• Jeep’s 4xe models are at risk of catching fire even when the ignition is off.

The Jeep Wrangler 4xe ranked as one of the best-selling plug-in hybrids in America right up until Stellantis pulled the plug late last year. Multiple lawsuits allege that success came with a hidden tax: battery packs that were defective and, in some cases, dangerous. A new class action filed in the US District Court in Detroit adds to the pile.

The complaint focuses on the lithium-ion packs supplied by Samsung for both the Wrangler 4xe and Grand Cherokee 4xe models. Plaintiffs argue the cells are defective, that Stellantis downplayed the severity, and that recalls and remedies arrived too slowly to matter. The suit goes further still, claiming Stellantis chose to discontinue the 4xe lineup last year rather than do the engineering work to fix what was wrong with it.

Read: Thousands Of Jeep Plug-in Hybrids Could Suddenly Lose Power While Driving

The two Jeep plug-ins have been pulled back for battery problems more than once. The most damning came in November, when a recall identified separator damage inside the cells that raised the risk of thermal runaway and fire.

Roughly 320,000 Wrangler 4xe and Grand Cherokee 4xe models were impacted by this recall, and as Jeep developed a fix, owners were instructed to park their vehicles away from garages, carports, and and anything else that might burn.

Widespread Issues

The Detroit filing lists 16 plaintiffs and seeks damages plus attorneys’ fees for the battery defects and what the suit characterizes as Jeep’s inadequate response. The Detroit Free Press first reported the details.

This isn’t the first lawsuit filed against Stellantis this year over issues with the batteries in its 4xe models. In February, a separate class action was filed against the car manufacturer in Utah, alleging that Stellantis has violated several state and federal consumer laws, noting that vehicles can even catch fire when the ignition is off and when the vehicle is parked.

• A 1964 Ford Fairlane 500 restomod is heading to Mecum this September.
• The car runs a 572-cubic-inch Boss 9 V8 from Jon Kaase Racing inside.
• Its cabin gets a full roll cage and bright red leather across every panel.

Some restomods are pretty simple, consisting of minor mechanical tweaks, a fresh coat of paint, and a retrimmed interior. However, this Ford Fairlane is just about as bonkers as a restomod can get, so much so that it has very little in common with its former self.

Read: This Atomic Age Ford Fairlane Looks Like A Jet Fighter On Wheels

Heading to auction in September, this Fairlane has been built for one thing and one thing only: ripping down the quarter-mile. It is underpinned by a custom chassis from Fincher Fab and is equipped with a huge 572-cubic-inch (9.0-liter) Boss 9 V8 from Jon Kaase Racing. There’s no word on exactly how much power this Fairlane has, but these engines deliver up to 848 hp and 766 lb-ft (1,038 Nm).

Mated to this engine is a Hughes Performance automatic transmission driving the rear wheels through a Ford 9-inch rear end. Speaking of the rear end, the 20-inch wheels are clad in absolutely massive tires to give the car as much traction as possible down the drag strip.

The hardware list continues from there. A custom four-link suspension keeps the rear end planted, a 3-inch coated exhaust handles the gases, Koni adjustable shocks sit at all four corners, and Wilwood four-piston calipers grip 13-inch discs.

This Is No Basic Ford

Significant alterations have also been made to the Ford’s bodywork. The huge engine has necessitated a pronounced bulge in the hood, while the car also features modern matte-silver bumpers and new front and rear lights.

As for the cabin, it has sprouted a complete roll cage. There are also new seats trimmed in red leather, a material which continues across the base of the door panels and along the transmission tunnel. The original gauges have been ditched in favor of a simple digital display.

If a drag-prepped Fairlane sounds like your cup of tea, head on over to the listing for all the juicy details.

• Despite missing its launch target, Caterham continues working on Project V.
• Company released new video of a prototype sporting updated design and interior.
• Model is expected to have a 268 hp rear e-axle and around 249 miles of range.

Earlier this year, Caterham unveiled its first working prototype of Project V at the Tokyo Auto Salon. At the time, the company said the model would be used to evaluate its chassis, powertrain, and battery.

We haven’t heard much about the car since then, but the automaker has released a new video showing the prototype being put through its paces. Unfortunately, there’s not a lot we can glean from the clip, but the company has previously said testing would continue throughout 2026.

More: Caterham Won’t Let Go Of Its EV Dream Even If The World Already Has

Project V has been a long time coming as work started in September of 2022. A concept was unveiled at the Goodwood Festival of Speed in 2023 and the production model was originally slated to arrive in late 2025 or early 2026.

That never happened and it remains unclear when production will finally begin. However, Caterham continues to test and refine the sports car.

As a refresher, Project V was designed by Anthony Jannarelly and embraces a “pure and simple” aesthetic. While the prototype remains relatively faithful to the original concept, the rear end has been revised and now sports four circular taillights to “comply with regulatory requirements in various markets.” Other highlights include an oval grille and staggered 19- and 20-inch wheels.

The changes continue inside as the prototype sports a new 2+2 interior and a circular digital display. However, the flat dashboard inspired by the Seven largely carries over.

Project V rides on a tubular spaceframe and features a 47 kWh immersion-cooled battery, which “ensures high safety and reliability even under severe operating conditions.” It feeds power to a Yamaha-sourced rear e-axle developing 268 hp (200 kW / 272 PS).

This setup will reportedly enable the 3,153 lb (1,430 kg) coupe to accelerate from 0-62 mph (0-100 km/h) in less than five seconds. If drivers keep their foot planted, they’ll eventually reach 143 mph (230 km/h).

The company also expects a WLTP range of 249 miles (400 km). When the battery is low, a 100 kW DC fast charger is projected to take it from 20-80% in approximately 20 minutes. However, the automaker has cautioned that “all specifications are target figures and may be subject to change during development.”

• The GT3 RS includes brown-tinted carbon fiber on the hood and roof.
• Found throughout the cabin is Truffle Brown leather and orange accents.
• Porsche has also designed brown wheels and fitted orange brake calipers.

The 911 GT3 RS used to be the preserve of Porsche collectors who knew exactly what the badge stood for. The 992-generation version has expanded that audience considerably, helped along by aggressive aero and a steady drip of Instagram exposure that has dragged the fabled model into the mainstream.

Each 911 GT3 RS leaving Porsche’s factory is special, but some are more remarkable than others. This is one of them. A collaboration between Porsche Centre Geneva and the Sonderwunsch department in Zuffenhausen, it wears a finish that would be unusual on any 911, let alone an RS.

Read: A GT3 RS With Twin Turbos And 800 HP Is Coming For Porsche’s Own GT2 RS

The chosen paint is Macadamia Metallic from the Paint to Sample range, a deep shade of brown with hints of silver in direct light. Contrasting with this paint are exposed carbon fiber parts infused with brown pigments, as well as Pastel Orange rings within the darkened LED headlights.

The same orange thread runs underneath the rear wing and across the end plates. The wheels are painted to match the Macadamia Metallic bodywork, with orange brake calipers completing the scheme.

Truffle Brown Cabin to Match

Just as much work has gone into making the interior distinct as the exterior. There’s an abundance of Truffle Brown leather, in addition to Pastel Orange piping, stitching, door pulls, air vents, and a 12 o’clock marker on the steering wheel. Sonderwunsch branding on the carbon fiber side sills serves as a reminder that this is no ordinary Porsche.

There’s no word on how much all of these special touches cost, but they obviously weren’t cheap. However, if you have the money to afford a brand new Porsche 911 GT3 RS in the first place, there’s a good chance you have enough money to pay for some distinctive options. After all, a car as wild as this deserves to turn just as many heads as a 1,000 hp hypercar.

View the NASCAR TV schedule for Dover Motor Speedway below.

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The following includes all on-track action:

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Dover Motor Speedway | NASCAR

Ahead of this weekend's Nürburgring 24 Hours, ESPN is resharing an exclusive interview from 2020 with Mercedes team principal Toto Wolff, who rewinds the clock to April 15, 2009, and the day he nearly died attempting a new lap record at the Nürburgring's legendary Nordschleife...

The Porsche 911 RSR was doing 189mph when the right rear tyre exploded and spat the car into the steel guardrail at the Fuchsröhre compression.

Toto Wolff had eased off the throttle at that point of the circuit earlier in the day, but for this lap -- the hot lap to end all hot laps -- he had made a pact with his right foot not to lift.

The Nurburgring Nordschleife is a 12.9-mile circuit next to the current Grand Prix circuit. Daimler

Similar acts of bravery would be necessary at a number of points around the Nurburgring's 12.9-mile Nordschleife layout in order to achieve a sub seven-minute lap time, but Fuchsröhre was always going to be one of the most testing corners for both car and driver.

"In today's GT3 cars it would be easy flat, but back then, in that car, it was not easy flat," the Austrian tells ESPN over a Zoom call 11 years later.

"You really have to put your balls on the dashboard ... is that how they say it in English?

"You had to squeeze your arse cheeks and commit."

But when the tyre let go, there was no level of bravery or skill that could save Wolff.

In less than a second, the car spun through 180 degrees, smashed into the steel barriers lining the circuit and recorded an impact of 27G.

Inside the cockpit, all but one of the screws holding the driver's seat in place were ripped from their fixings and the forces involved scrambled the onboard cameras that had been filming the record attempt.

Following the initial hit, the car ricocheted back across the track, turned on its roof and scraped along the opposing guardrail.

Had it breached the barriers and launched into the trees beyond, Toto Wolff's name would have gone no further than the obituary pages of the next day's Wiener Zeitung, but fortunately the car corrected itself and slid back across the track.

Such were the forces involved, that it continued to ping-pong from barrier to barrier for a distance of 250 metres on an uphill section of track before finally coming to a rest near the next chicane.

With no marshals at that part of the circuit, the first news of the mangled Porsche came when the only other car on track, an Audi R8 GT3, radioed to report a stretch of debris and mud littering the track for 100 metres after the Fuchsröhre.

Wolff has no memory of what happened next but when the sole-surviving onboard camera flickered back into life, it recorded him turning off the engine, unclipping his belts, removing the steering wheel and clambering out of the car. He briefly stood by the Porsche's open door and removed his gloves before hauling himself over a nearby crash barrier and collapsing unconscious.

The paramedics were initially confused when they arrived at the scene of the accident and found no driver in the wreckage. It was only when they thought to look on the other side of the barriers that they discovered Wolff lying there with his helmet and HANS device still on.

As the 37-year-old regained consciousness it immediately became clear that he needed to go to hospital. One of his eyes was pointing inward while the other gazed forward and he was displaying multiple symptoms of a heavy concussion.

But to really understand how Wolff -- at that time a successful businessman on the brink of making his name in Formula One -- found himself in the back of an ambulance questioning whether he could still feel his legs, you have to travel back a further 20 years to 1989.

That was when Wolff's love affair with the Nurburgring began, and when one of the most successful team principals in F1 history first experienced motorsport.

"The drivers looked like gladiators to me"

Sebastian Gollnow/picture alliance via Getty Images

In 1989, a 17-year-old Toto Wolff made a stop at the Nurburgring as he drove home from Amsterdam with a couple of school friends. He had no real interest in motorsport, but another friend was racing in Formula 3 and the German circuit made for a useful overnight stop on the way back to Vienna.

"I had no idea about motor racing, to be honest," Wolff says 31 years and six F1 world championships later. "I only knew that a friend of mine, who lived in Switzerland but was an Austrian guy, was doing really well in the junior formulas.

"So on the way back from Amsterdam with a couple of friends we decided to stop at the Nurburgring for one night and watch his race. It was a Saturday when we arrived, but then going into the paddock on Sunday changed my life.

"It was just fantastic to see the atmosphere, the adrenaline -- those drivers in German Formula 3 looked like gladiators to me.

"From then on, it didn't let me go."

Not long after his trip, Wolff saved up two birthday and Christmas presents to pay for a place at the Walter Lechner Racing School at the Osterreichring (now the Red Bull Ring). Showing a decent level of talent and with his foot in the door, he ended up working for the school and living in a nearby farmhouse.

Although his dream of becoming a professional racing driver was never realised, his career behind the wheel still spanned a couple of decades and is best understood by splitting it into two sections.

The first section -- between 1992 and 1994 -- was characterised by lots of ambition but very little money, and saw him compete for three years in Formula Ford at a national level. He showed glimpses of talent throughout, but in mid-1994 his main sponsor pulled the plug on his career after witnessing the worldwide shock caused by a series of nasty accidents in Formula One, including the on-track deaths of Ayrton Senna and Roland Ratzenberger.

With the dream of a racing career over, Wolff went to work for a bank in Vienna and used that experience to build up his own investment firm, Marchfifteen. By the early 2000s, his success in the world of finance allowed him to return to the track as an amateur racer, mainly in GT cars, which forms the second section of his racing career.

One of the main links connecting Wolff's two racing careers was the Nurburgring 24 Hours, an annual endurance race that takes place on the Nordschleife layout, that he first entered in 1994. He didn't know it at the time, but it was at that 1994 event that the seed was sown for his record attempt in 2009, or as he now calls it "the stupidest thing I've ever done".

"It's the last warzone for racing cars"

A rare photo of Toto Wolff in action at Silverstone in 2002. Bryn Lennon/Getty Images

Prior to the 1994 edition of the Nurburging 24 Hours, Wolff had no practical knowledge of the Nordschleife. With no budget to go testing, he decided to arrive several days early at the circuit and join the chaos of a public track day -- or "touristenfahrten" -- when the Nordschleife essentially operates as a toll road.

"The car was an Opel Calibra and I rented it from Hertz at Frankfurt Airport," he recalls. "I drove up there and in the build up to the race I must have done 50 laps in the Opel Calibra when the circuit was open to the public.

"There were some scary moments when you overtake motorbikes or they overtake you and then they get out of the throttle and suddenly you are about to hit them. Then you would come over a crest fast and there would be a tourist bus in the middle of the circuit! I think this is the most dangerous part of Nordschleife.

"Hertz wasn't happy because when I gave the car back it had four bald tyres."

Wolff had an accident in official practice for the 24 Hours, but his shared car still went on to win its class during the race -- one of the crowing achievements of his early racing career.

What's more, the Nordschleife had cast its spell on Wolff. Its crests and corners now occupied a significant part of his mind and would refuse to budge until he returned.

It was unlike any other circuit Wolff had raced on; a rare track where skill counted for nothing if it wasn't matched by an equal dose of bravery. For a racing driver who didn't quite make the grade, it's easy to see the appeal...

"It's the last warzone for racing cars," Wolff says. "I remember people saying that only someone from the Eifel was able to go fast there.

"That's because it was a totally different level of performance and many people who would go fast on the Nordschleife wouldn't be particularly fast on normal tracks and the opposite way round.

"There were many great drivers who were caught out there and there were many who were several seconds off the pace compared to the specialists.

"Obviously my racing career ended and I went into finance and stayed there, but after eight years a friend of mine invited me to a touring car race and that went pretty well, so I started racing as a hobby again.

"Eventually the Nordschleife came back into my mind and there was still something open between me and the Nordschleife. So I started planning to do the 24-hour race in a top car in 2009.

"And in the preparation for that, someone had the funny idea of trying to break the lap record for GT cars there. And I thought, that's a fun idea, I like a challenge."

"No one is interested in the lap record of the Nordschleife"

Niki Lauda warned Toto Wolff against attempting the record. Mercedes-AMG Petronas F1 team

At the start of 2009, the record for GT cars at the Nordschleife was held by Nuburgring legend Sabine Schmitz and stood at 7:07. There were only two records that were faster at the time; the ultimate record of 6:11, held by Stefan Bellof in a Porsche 956 during qualifying for the 1983 Nurburgring 1000km, and Niki Lauda's Formula One record of 6:58 set during qualifying for the 1975 German Grand Prix (albeit on a longer layout).

Wolff knew he wouldn't get close to Bellof, but a sub seven-minute time was a genuine target.

Lauda, who had nearly lost his life at the circuit in a fiery accident in 1976, was the cousin of Wolff's ex-wife, and naturally the aspiring record holder asked the three-time world champion what he thought of the daring attempt.

"Why would you do that?" Lauda responded. "No one is interested in the lap record of the Nordschleife."

Wolff tried to explain that there was this inextricable bond -- "this open thing" -- between him and the circuit.

Lauda: "Well do what you like, but I think it's idiotic."

"I think I thought he was boring!" Wolff says when he is now asked why he ignored Lauda's advice. "I thought: he's not up for any fun anymore!"

Regardless of Lauda's warning, Wolff was set on the idea of becoming a Nordschleife record holder and on a sunny day in April 2009 he arrived at the circuit ready to put his name in the history books.

"We had a fantastic car -- one of those GT3 Porsches on steroids -- and we went there and straight away from the get go I just loved to drive this crazy fast car around the Nordschleife," Wolff recalls.

"There's a bump called Schwedenkreuz and I had wheelspin over the bump at 285km/h because the car was lifting off over the crest.

"And on the back straight -- the Döttinger Höhe -- where now they do 260 or 265km/h [in a modern GT3 car], there is a kink under the bridge, which is usually easily flat, but it was different when you arrived there at 315km/h!

"Suddenly the kink becomes a little bit more than a kink, but it was still easily flat in that car."

As Wolff refamiliarised himself with the circuit, the lap times started to come down. But while the track conditions were as good as he could have hoped for, it felt like there was something wrong at the rear of the car.

"When we started to do more spicy laps, I felt that the car was not stable in the rear. We tried to work it out because it felt like I had a problem with the rear suspension and it felt like the car was driving too much with the rear. Not oversteer, but it felt like the car wasn't driving straight.

"We checked everything and couldn't find anything. Then we did one test lap before turning the car fully up and attempting the record, and the test lap was a 7:03."

The 7:03 was a new lap record for a GT car and just five seconds off Lauda's F1 record. With the fastest laps yet to come, Wolff was clearly capable of dipping under seven minutes, although the car's handling still wasn't right.

"Again, it felt awkward like there was something wrong with the car. But there was only one run left and I had got used to driving with it, and we just said, let's do it!

"So off I went and already at the beginning of the lap, if you look at the onboard in one of the first corners, I have a massive snap at the rear. I thought, that feels strange but I kept pushing.

"About a minute into the lap, I could see on my dash that I was already five seconds quicker than my last lap, so the time was on target to be a 6:40 -- massively fast!

"So I was driving through what was, back in the day, one of the toughest sections, one of the scariest corners, which is Fuchsröhre, into the compression.

"In today's car with the restricters and with the downforce and the grip level they have, it's flat at about 260km/h, no doubt. But back then it wasn't flat because my car was doing 290km/h down there!

"I didn't do it flat in the test laps, but I was absolutely flat and committed on this lap and from the onboard you can see that I was not lifting.

"But when I was in the compression, the rear right just went.

"It all happened so fast, but I remember exactly that my first impact into the guard rail was at 289km/h, which is an incredible speed to hit the guardrail. I just remember thinking, 'what is that?'

"Then I didn't think about anything anymore, I just hoped to stay on the track and not go over the barrier.

"It took ages until the car came to standstill. I didn't know whether I was upside down or on my wheels, but there was a bit of a moment of relief when I came to a halt.

"And then on the video you can see I unplugged myself, but I don't remember any of that, or jumping over the barrier. Zero.

"Only the people who found me on the other side of the barrier told me what they found -- all the cameras capturing the onboard video were destroyed from the first impact."

"This is when I realised I should probably stop"

Wolff was taken to the same hospital in Adenau where Lauda had been given the last rites in 1976, and while he rode in the ambulance he had something of an epiphany.

"This is when I realised I should probably stop doing these things, because I was struggling to feel my legs a little bit and I had a massive concussion.

"They put me into an MRI at Adenau and I asked them, 'is the spine fine?' The nurse said, 'I'm not authorised to tell you', so that was the worst 15 minutes I can remember as I waited for the doctor to arrive and tell me my spine was fine."

The doctors at Adenau wanted to transfer Wolff to a neurological clinic in Frankfurt, but his personal doctor suggested a better course of action would be to return to Vienna and see the specialists there. An air ambulance was arranged and, due to concerns about his intracranial pressure, it was ordered to fly below 10,000 feet all the way to Austria to protect his brain.

He was diagnosed with heavy concussion and lost his sense of taste and smell for six months while his torn olfactory nerves reconnected. He also struggled lying down for a period of time -- "it felt like I was drunk and the world started to spin round" -- so had to sleep sitting up in bed for nearly a month.

Wolff eventually made a full recovery and, perhaps most importantly for his long-term health, was cured of his obsession with the Nurburgring.

"I was fine but I decided not to return to the Nordschleife anymore," he said. "I love this track and I don't regret a thing, but then I met Niki again -- who before had said that the record attempt was idiotic -- and when I came back and we had dinner again, he simply said 'I told you so'.

"So that was my experience of the Nordschleife."

"I found my peace"

Toto and Susie Wolff have been married since 2011. Steve Etherington

But while one love slipped out of Wolff's life with the accident, another entered.

At the time of the record attempt, Wolff owned 49 percent of HWA, which ran Mercedes' DTM programme, and news of his condition soon reached the team while it was testing in Spain. On hearing the news, the DTM drivers felt they should get in touch with their boss to wish him well and it fell to Wolff's future wife, Susie Stoddart, to pick up the phone and check he was OK.

"Paul di Resta, Gary Paffett and the whole gang were there, and when they heard I'd had a pretty bad accident on the Nordschleife they decided Susie should call me," Wolff says. "So Susie called me and said, 'are you all right? Have you had an accident?' And that was the start of our romance."

Just over two years later, Susie and Toto were married, seemingly ruling out any chance of a competitive return to the Nordschleife.

"Susie holds the veto and she says she won't allow this," Wolff says with a grin creeping across his face. "She's not driven the circuit because she knows what's sensible ... but maybe one day secretly I will go back there."

It's hard to tell if he's joking ...

"I found my peace with the Nordschleife, somehow," he adds.

"This is a story I like to talk about, but my wife doesn't allow me to say I love the Nordschleife. When I say that she says, 'no, you love me and you like the Nordschleife'.

"But, to be honest with you, I still love the Nordschleife."

Verstappen is using one of his weekends free of F1 races to take part in one of the most chaotic endurance races on the planet, driving a Mercedes-AMG GT3 Evo with teammates Dani Juncadella, Jules Gounon and Lucas Auer.

The event takes place at the legendary 12.9-mile German circuit, nicknamed "The Green Hell," considered one of the most dangerous in all of racing. In preparation for this weekend's event, Verstappen has already taken part in -- and won -- shorter events at the circuit over the past year.

The debut of the four-time world champion -- arguably the most gifted driver of the modern era of motor racing -- has prompted a sellout of the race for the first time ever.

Verstappen's participation in sports car racing has ramped up in recent years as his enjoyment of F1 has gone in the other direction -- his distaste for F1's new cars has fuelled talk that he might walk away from the world championship at the end of 2026, rumours only accelerated by events such as this weekend's.

It isn't just racing fans who are in awe of the Dutchman -- his contemporaries on the F1 grid are amazed at what he's doing, too.

Here's a selection of some of the most standout reactions to his Nürburgring 24 Hours debut so far.

Red Bull's Max Verstappen congratulating Kimi Antonelli after winning the Miami Grand Prix. Photo by James Sutton/LAT Images

Kimi Antonelli

Formula 1's teen sensation and early 2026 championship leader Kimi Antonelli clearly has a long career ahead of him -- he's also formed an early friendship with Verstappen in his short time on the grid.

Antonelli, who's father was a racing driver, would love to double up with the Red Bull driver in some capacity down the line.

"I would love to do an endurance race with Max together," Antonelli said in March. "I think that would be pretty awesome. It's cool because we both have passion for GTs. On my side it came from my dad with the GT team. Occasionally, I go and test when I can."

The 19-year-old revealed that fans can expect to see him trying out the circuit in the near future, too.

"I think it would be a really cool pairing and a really cool experience, but it's something that I've been considering as well. I've already asked for a test at the Nordschleife, for example, because it's a track that I love, and I would love to be able to try it in the real world as well."

Lando Norris

Reigning world champion Lando Norris denied Verstappen a fifth F1 title at last year's Abu Dhabi Grand Prix. He said his rival's willingness to do the event says a lot about him as a competitor.

"The fact he can go into any series and be probably the best, I think does show how good he is and how great he is," Norris said about Verstappen's earlier forays into racing there. "I respect a lot what Max does, and I respect Max a lot, like I've always said."

On top of his new status as F1 world champion, Norris shares something else in common with Verstappen -- he loathes F1's new cars and the battery-powered racing that has come with them.

Ahead of the Miami Grand Prix, where Norris finished the race in second, he had a chance to drive a McLaren 720S on the legendary circuit. The "Green Hell" gave him the feeling he's been missing in 2026.

"It was the most fun I've had all year to be honest," Norris said of that experience. "It's a circuit I've driven on Gran Turismo and iRacing. It's one of those tracks that everyone just wants to drive.

"Whether you're a racing driver or not it's just always cool to go and do that because it's so unique. I felt I was lucky. I feel like you can do it in any car and probably have a lot of fun. In the McLaren it's scary and fun. But it was cool that I got to do one of those things.

"As much as I've been in Formula 1 for years and been to the Nürburgring countless times, it was my first opportunity to actually go on the Nordschleife and drive."

The event is being live-streamed online this week. Norris will be among the worldwide audience.

"It's the 24 Hours of Nordschleife, one of the best races in the world," he said. "I'll definitely be tuning in, maybe not for the entire 24 hours, but as much as possible. And of course, I'll be supporting Max because he's a driver I greatly respect."

- Max Verstappen hungry to compete in Nürburgring 24 Hours 'every year'
- Max Verstappen at the Nürburgring 24 Hours: Why he's racing, why Red Bull is letting him, why he can win
- Max Verstappen at the Nürburgring 24 hours 2026: Race and session start times, how to watch, full schedule

George Russell

Verstappen has impressed old friends and foes alike -- even Mercedes driver George Russell, known for having a frosty relationship with the Dutchman from their on-and off-track clashes over the years. "I think it's incredible, to be honest," Russell said last year. "I think we're all pretty jealous of it."

Russell, who came into the season as title favourite but trails teammate Antonelli after four races, said Verstappen's recent sports car participation got the cogs whirring inside his own brain about whether he could attempt similar in the future.

"I did watch Max's race in the Nordschleife. I'd love to do it, without a doubt," he said in China. "I have driven it before; I've driven hundreds of laps on the sim around the Nordschleife. I don't know when the day will be.

"I did once try having a conversation with Toto [Wolff] about putting the [Mercedes] Formula 1 car around there and breaking the all-time lap record.

"Right now, I'm focused on trying to win a Formula 1 world championship and hopefully, when I've got four under my belt, I'll go and race the Nordschleife and during my Formula 1 season too."

Russell's boss Wolff has previous experience at the circuit -- the Austrian crashed at the Nordschleife while attempting to break the lap record in April 2009. "You really have to put your balls on the dashboard," Wolff told ESPN about the challenge facing any driver trying to attempt it.

Max Verstappen will be making his debut at the Nürburgring. Gruppe C Photography // Gruppe C GmbH / Red Bull Content Pool

Pierre Gasly

Speaking last year, after Verstappen's first run at the circuit, former Red Bull teammate Pierre Gasly suggested he wouldn't mind rekindling their partnership in some form down the line.

"I think it's just incredible," the Frenchman said of Verstappen's sports car debut. "Nordschleife is an iconic race track. I think it's just insane. There's nothing that comes close to it, really.

"It's great for Max to have the opportunity to sort of organise these things. I think ultimately it's great. He got to a point where he's got his team, he's got his cars. He's got a nice setup to just go around and actually do this type of racing. I think it's great for the sport. Ultimately, I wouldn't mind joining him in the future on some of this racing."

Esteban Ocon

Haas driver Esteban Ocon is another who wants to do the race in future. Speaking last year, he offered a reminder why so few of Verstappen's peers have found the time to do it.

"To have seen Max going there and winning the race was obviously incredible. No doubt of how good he is," Ocon said. "Remarkable to say the least because we have a very busy schedule -- he's [fighting for] a world championship potentially.

"He's won already four, which helps in his decision on going or not to do other things. But yeah, if I was in his position, I would probably do the same, definitely. But it is not the case!"

Oliver Bearman

Speaking during his rookie season, Oliver Bearman was in awe of Verstappen's first foray into sports car racing last year. "I'm a big fan of Max," the Haas driver said afterwards.

"That was really cool to see. I watched some highlights and I also watched his pole lap where he had to overtake a car on the grass. It was so cool."

Verstappen's appearance at this weekend's race has led to unprecedented interest and a sellout of tickets for the first time the German circuit has held the race.

The four-time Formula 1 world champion is competing with his own team, Verstappen Racing, in a Mercedes-AMG GT3, sharing racing duties with co-drivers Dani Juncadella, Jules Gounon and Lucas Auer.

He does not intend it to be a one-time thing, for him or for his new team.

"One of the biggest races of the year is of course the 24 hours of the Nürburgring, that's why we are here," Verstappen said in an interview on his official website.

"We are entering with a pro lineup and with myself in the lineup, that is really cool. It's also something I want to do every single year, with one car or multiple cars. The main objective and goal is to win races."

Max Verstappen will make his debut this weekend. Photo by Rudy Carezzevoli/Getty Images

Verstappen's increasing interest in activities away from F1 come amid growing interest and uncertainty over his participation beyond 2026 in the world championship series.

He hinted after the Japanese Grand Prix at the end of March that he is seriously considering leaving F1 at the end of 2026.

Verstappen has been the most outspoken critic of F1's new cars, which he has likened to Mario Kart and said are "anti-racing," which has only fuelled speculation about his future.

In contrast to his current views on F1, he's said his forays into sports car racing at the Nürburgring (including an event this year to prepare for the 24 Hours) have felt more like the real racing he craves.

- Max Verstappen at the Nürburgring 24 Hours: Why he's racing, why Red Bull is letting him, why he can win
- Max Verstappen's Nürburgring 24 Hours debut sold out for first time
- Max Verstappen at the Nürburgring 24 hours 2026: Race and session start times, how to watch, full schedule

Despite the growing speculation, Verstappen will be in no rush to decide his F1 future.

His Red Bull contract runs until the end of 2028, but multiple sources have told ESPN that he has clauses in his deal which would help him leave this year should certain performance criteria not be met.

Given Red Bull's slow start to the season and its poor performance relative to its main rivals, it seems likely Verstappen will be able to trigger those should he want to. Sources have told ESPN that a decision does not need to be made until October this year.

For now, his focus will be on the iconic race, which will include forays into racing in overnight stints.

"What inspired me the most is that it's one of the best tracks in the world, or the craziest track in the world, in a good way, that you can race at. It is one of these special races that you just want to compete in and win," Verstappen said about the event.

"It's probably going to be the best feeling [racing in the dark]. You're by yourself, pushing in the night. The car is normally fastest in the night, so I'm looking forward to it."

The Nürburgring 24 Hours starts at 3 p.m. local time on Saturday and finishes on Sunday at the same time.

They ran in packs, created long, snaking lines through the two long straightaways and mostly avoided trouble over the frantic final 75 minutes on Indianapolis Motor Speedway's 2.5-mile oval.

Conor Daly and Álex Palou took advantage of the cool, overcast conditions to post the fastest laps on the second practice day. Daly posted the best lap of the day at 228.080 mph with Palou just a fraction slower at 228.026. They were the only drivers to top 228, while Palou had the fastest trap speed of the day at 237.220.

"We have, we think, found some speed in other areas," said Jack Harvey, Daly's teammate with Dreyer & Reinbold Racing. "So, generally, they're just all excited to try and I think, I mean I think we were good the last month of May, but I think we can be a lot better this year."

Harvey has been fast all month, though he finished 14th on Wednesday at 225.100.

The weather created ideal conditions for speed and the drivers didn't disappoint.

Daly, the stepson of speedway president Doug Boles, seems to be making the most of his first and possibly only IndyCar start of the season. He was one of five drivers to top 225 on Tuesday, then backed that up with an even better performance Wednesday.

David Malukas was the strongest of Team Penske's drivers, finishing third at 227.139, just behind Palou, the Spaniard who has won four series crowns and is the defending 500 champ. Graham Rahal and France's Romain Grosjean rounded out the top five.

Though most of the 33 drivers stayed on the track as long as they could over the final 75 minutes, crew members for three previous race winners -- Ryan Hunter-Reay, Helio Castroneves and Alexander Rossi -- were also busy trying to fix problems.

Hunter-Reay, of Arrow McLaren, had a radio issue. Castroneves, of Meyer Shank Racing, had an issue with the car's balance, while Rossi's Ed Carpenter Racing crew worked on the engine.

Drivers return to the track Thursday then will receive a turbocharge boost Friday before making four-lap qualification runs on Saturday and Sunday. The race is scheduled for May 24.

It hasn't just been busy on the track.

One day after series officials announced their second rule change of the month, race organizers announced all reserved seats have been sold for the second straight year and the third time since 2016. That also means fans in central Indiana will be able to watch the telecast live.

And NASCAR team BRANDed Management announced it would give 45-year-old British driver Katherine Legge a chance to qualify for the Coca-Cola 600. If Legge qualifies for both races, she'll become the first woman to attempt racing's "double" -- 1,100 miles of racing in one day -- a half century after Janet Guthrie arrived at the Brickyard with the hope of qualifying for the 33-car starting grid. When that didn't happen, Guthrie wound up starting NASCAR's World 600, which is now known as the Coca-Cola 600.

Hey, it's worth a shot.

Grosjean insisted he never intended to fight Armstrong when he said he wanted to hit him during a postrace dust-up on pit lane after the two IndyCar drivers collided during the Indianapolis Grand Prix. Instead, Grosjean called Saturday's clash a misunderstanding in the heat of the moment.

"I'm Swiss," he said when asked if he'd ever punched someone. "I think the whole thing got misinterpreted because some people that had no right to be involved got involved. Marcus crashed into me, got a drive through (penalty) for it, and it ruined my race. It was a top five easy, if not better. So we had the discussion, and I said, 'I want to punch you,' like as a joke, and that's when mechanics got involved and started pushing me back. All I wanted was to speak with Marcus."

But when Grosjean started yelling at Armstrong, his Meyer Shank Racing team members tried to deescalate the situation by stepping between the drivers.

Armstrong still seemed taken aback when he spoke with reporters Tuesday, saying he only wanted to address it one time.

Armstrong acknowledged he'd "dive-bombed" Grosjean's car on the speedway's 14-turn, 2.439-mile road course and suspected Grosjean might be upset by what Armstrong called a clean move. He still seemed surprised someone he considers a friend confronted him in that manner, which caused an unnecessary distraction with this season's biggest race looming on May 24.

So Armstrong made light of the situation, too.

"I'm thinking about taking up boxing," he joked. "But in all seriousness, it's not a problem. We just had a bit of a kerfuffle on track. We kind of made contact and I was fully up alongside him and we made contact, which happens in IndyCar racing, and afterward, he was pretty angry."

Grosjean's frustration is understandable.

The former Formula One driver switched to IndyCars in 2021 and made the podium six times in his first three seasons, including a career-best second four times. He hasn't been in the top three since.

Last year, he made no starts as a reserve driver for Prema Racing, which captured the Indianapolis 500 pole with Robert Shwartzman. This year, Grosjean has started all six races with Dale Coyne Racing with his best finish, eighth, coming in IndyCar's season opener. He's had just one top-20 finish in the last five races and wound up 21st courtesy of Saturday's crash.

"As I say, it's past. I would have just liked (Armstrong to say) 'I apologize, made a mistake. Better drive through. Sorry, I ruined your day.' End of the story."

But the ramifications haven't appeared to linger during this week's practices. Grosjean and Armstrong each seem more concerned with finding speed and preparing for the turbocharged boost of power they'll get Friday, the final practice before this weekend's two qualifying sessions.

Then they'll focus on getting ready for the 500 on May 24 and perhaps the drama of this episode will be forgiven, forgotten and neutralized.

"We're not saving the world, we're entertaining," said Grosjean, who also hit a bird in open testing on Indianapolis Motor Speedway's 2.5-mile oval in late April. "We are passionate. We do things that we're very lucky to do. But if there's no emotion in sports, what's the point of sports?"

He's hoping his name is still in the No. 1 spot on May 24.

The Mexican driver who finished second in 2022 and 2024 and third last year in IndyCar's biggest race of the season posted the fastest lap of the day on the third day of practice on Indy's 2.5-mile oval, going 227.308 mph. Four-time race winner Helio Castroneves, who tried his hand at Cup cars earlier this year, posted a 226.977.

"I like love the whole month, the practice days going into qualifying. The whole thing of qualifying on its own weekend, I love that," O'Ward said. "I really enjoy watching as well, and it's cool to see the big runs, big numbers and then going out there yourself and trying to beat that."

The only thing that would be better than beating the competition in practice would be celebrating with a sip of milk after the 500.

But as O'Ward knows, Thursday's numbers don't mean much heading into qualifications Saturday and Sunday -- or race day.

All 33 cars will have their power cranked up with a turbocharged boost Friday and before starting their four-lap qualifying runs Saturday.

Because of that, most teams used the six-hour practice session to work on qualifying runs, banking information on race-day setups and simply trying to get more answers about what works well and what won't during the race.

And the speeds were not nearly as quick as Wednesday when Conor Daly and defending Indy winner Álex Palou topped 228.

Only five drivers -- O'Ward, Castroneves, Marcus Armstrong, Felix Rosenqvist and Alexander Rossi -- hit 226.

"You couldn't ask for better weather, not only in terms of the wind conditions, but the temperature, everything is just perfect," Castroneves said as the Brazilian again tries to become Indy's first five-time winner. "We know it's going to be like this Saturday [in qualifying], but at the end of the day we felt comfortable. The starting point is one of the best balances I've had on qualifying weekend. We'll see what we've got tomorrow."

But speed was only part of Thursday's story.

Two-time race winner Takuma Sato posted the fastest non-tow speed at 223.828 while Team Penske teammates Scott McLaughlin and David Malukas were second and third in non-tow speeds at 223.738 and 223.391.

Rossi, the 2016 Indy winner, was the busiest driver of the day. He turned 68 laps less than 24 hours after his crew with Ed Carpenter Racing changed his engine.

On the one hand, Rally Portugal was positive for Josh McErlean.

The 26-year-old led his two M-Sport team-mates Jon Armstrong and Mãrtiņš Sesks when the comparison was representative, and almost won his first WRC stage in a Rally1 car at Fafe.

But Saturday afternoon, when the inclement weather arrived, was something of a disaster for McErlean as he slipped off the road and lost three minutes on SS17 Amarante 2.

Worse was to come, however, on the Lousada superspecial two stages later as McErlean hit the wall and retired from the leg within sight of its finish, and in front of a packed grandstand.

“I think the weekend has been big ups and very big downs as well,” McErlean told DirtFish. “Obviously with the pace within the team we were ahead most of the way until we weren’t. And then last night, obviously in Lousada, was a bit of a mess to be honest. Ifs, buts, maybes.

McErlean had the sympathy of his rivals for his trip into the Lousada wall

“OK, we were the first car on the road. I don’t know if someone else had gone in there [first], would they have done the same thing?”

The consensus seemed to be yes, with rival Takamoto Katsuta leaping to McErlean’s defense, unprompted, in his stage-end interview.

“I would say if I am in his [start] position, for sure it’s the same result,” the Toyota driver later told DirtFish. “He cannot do anything. That’s why I feel so sorry and a bit angry because anyone goes [and does] exactly the same. It’s so sorry for him.”

Comforting words for McErlean to hear, but it didn’t change the result. He was visibly dejected as he stood helplessly beside his damaged Puma Rally1.

“The stage had to be run, it’s for the people,” he said. “But yeah, with the mud, maybe we should have been [given] some sort of warning.

“You come over the crest and you literally tap the brake and you rotate the car and you go round the whole way and OK, it was very muddy. But still, in the previous stages, we were back 20%. Here I was even back 50% and it was still… it didn’t even rotate, it just went straight and I think we sped up as soon as we hit the mud.

“It was probably one of the worst places in rallying to hit a wall.”

Driver Rankings: Rally Portugal

McErlean was equally quick to pay tribute to the M-Sport mechanics, who worked until 3am to ready his car for Sunday where he almost took that stage win.

“At that point, it looked like our rally was over, so I really have to thank the whole team for the incredible effort they put in overnight to get the car repaired and back out for Sunday – without that effort we wouldn’t have had the chance to come back and show the speed we did,” he said.

That speed was chiefly on the first pass of Fafe, where for half an hour McErlean and Eoin Treacy held the fastest time. But a late and committed run from WRC2 driver Robert Virves – completed when McErlean was driving through the next stage – took it from them.

“It was one of those things where obviously he probably had the best conditions at the start and then it deteriorated and then it flipped on its head and got better,” McErlean reflected.

“But yeah, it’s one of those crazy events where this can happen.”

Focus now pivots to Rally Japan, the final Tarmac event for the current generation of Rally1 cars.

“The important thing in Portugal is that we kept pushing, kept learning and never gave up,” he concluded. “Every rally in the Rally1 car is still a huge learning experience for us, and weekends like this help build confidence and understanding. We’re continuing to improve our pace, especially across changing conditions, and we’re starting to put more complete weekends together.

“Japan is next, and we’re really looking forward to getting back onto Tarmac before the run of summer gravel rallies. It’s another event where the experience will be important, and hopefully we can keep building momentum and carry the positives from Portugal into the next round.”

Words:Luke Barry

Tags: Josh McErlean, M-Sport, Rally Portugal, Rally Portugal 2026, WRC, WRC 2026

Publish Date May 14, 2026 DirtFish

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DirtFish will well and truly take flight at this weekend’s Oregon Trail Rally, with nine staff members heading south for the event – and all of them set to send it across the recently re-named DirtFish Jump on the Boyd Loop stage.

Running as a Super Regional rather than National round of the American Rally Association series this year, the route retains its classic roads around Goldendale and Dufur on the Oregon-Washington border. All but 4.5 miles of that 93-mile competitive route are run on gravel, but the event kicks off with the classic Maryhill asphalt test on Saturday morning.

A day later, it’s time to catch some air. DirtFish’s Women in Motorsport coordinator Josie Rimmer is one of the pilots set for take-off.

“The DirtFish jump, how cool is that…” said Rimmer, who drives her Subaru BRZ with co-worker Michelle Miller as co-driver. “This jump is probably one of the most iconic in the world of rallying, so to have our name attached to it is really special.

“For me, as simple as it sounds: I’m just so excited for OTR! Thanks to a hip surgery, I have only driven three times since this event three years ago. It’s great to be back out there with Michelle alongside me. This is a great opportunity for me to get out, push my limits and compete with myself.”

Josie will take on just her fourth ever rally this weekend

Another DirtFish employee returning to the stages after a four-year hiatus is Brenten Kelly.

“I’ve spent the last four years talking about rallying from the sidelines at 30-something ARA National events,” said Kelly, who drives a Ford Fiesta R5 for the first time. “At some point you stop talking about it and just go do it again.

“OTR felt like the right place to come back, have fun, and reconnect with the roots of what rallying is really about. I’m not showing up expecting to be competitive right away – this is more about getting myself back up to speed and back into the rhythm of driving again. Doing it in the fastest car I’ve ever competed in is going to be a pretty wild challenge.”

Michael Honn will be looking to build on his top-six finish at last year’s Tour de Forest with another strong Subaru outing, while Jack Harrison shares his Impreza with colleague Eric Schofhauser. Sean Edwards wheels out his venerable Volvo 242 Turbo and Brian Miller is looking to emulate a superb Olympus O2WD podium in a BMW 325.

Kendra Miller is also back out co-driving Steve Greer’s Subaru Legacy. The pair wowed the Olympus crowds with their car’s iconic white, pink and green works livery at last month’s Olympus Rally and will deliver plenty more smiles on this weekend’s 16-stage event.

Words:David Evans

Tags: ARA, ARA 2026, Brenten Kelly, Josie Rimmer, Oregon Trail Rally, Oregon Trail Rally 2026

Publish Date May 14, 2026 DirtFish

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WRC

Up Next

McErlean: It was one of the worst walls to hit in rallying

After all, with power unit manufacturers operating under a cost cap, such extra funding is enough to not only get Honda back in the mix but also give it the momentum needed for a push to the front over the next few years.

Let's not forget that Honda went from a disastrous modern era return with McLaren from 2015 to 2017 to powering Max Verstappen's first drivers' title win with Red Bull in 2021.

But don't think for a second that Honda's rivals have ignored history and agreed, for the good of F1, to give the Japanese manufacturer a blank chequebook so it can become dominant.

Instead, there are complications and compromises laid down for Honda to get some of the extra cash - plus it will involve some big strategic calls that will impact long-term fortunes.

Honda's helping hand

The changes agreed to help Honda come as part of F1's regulations related to Additional Development and Upgrade Opportunities (ADUO).

This catch-up mechanism was integrated into the 2026 rules to help any manufacturer with a new power unit that was well adrift of the benchmark.

Any manufacturer deemed to be 2% adrift after a defined segment of the 2026 campaign would be allowed an additional engine upgrade for this season and one for the next one.

If any marque was 4% adrift or more, then it would get two development chances this year and two in 2027.

To help make the upgrades for new specification engines, those manufacturers deemed to be qualifying for additional development also get more testing hours and more money.

In terms of test-bench running, manufacturers 2-4% behind get an extra 70 hours, those 4-6% behind get 110 hours, 6-8% behind gets 150 hours and there had been a previous cap of 190 hours for anyone more than 8% off.

That cap has now been lifted, meaning that any manufacturer that is more than 10% off, as Honda appears to be, gets 230 hours extra.

There is a similar sliding scale on cost cap spending too, with two elements making up the potential for Honda to get the total of $19m extra spending.

The first $11m relates to adjustments allowed in the cost cap, which means more spending power for any manufacturer that is granted upgrade concessions.

Previously, the extra cash on hand had been a $3m boost for manufacturers who were deemed to be 2-4% adrift over the season.

It then went all the way up to $8m for manufacturers that were deemed to be behind by more than 8%.

Now what has been agreed is that any manufacturer over 10% off will get an extra $11m.

But there is now also a second element of the cash boost that is a lot more interesting, as it is not a simple hand out.

Instead, it is a type of loan - and Honda is going to have to borrow money off itself from the future.

Borrowing against the future

Worth a maximum of $8m, revised rules allow for a performance-based loan-style system for any manufacturer that is deemed to be behind by more than 10% in its first season.

This available extra spending "on paper" is classified as relief rather than a gift, so has to be paid back.

That is done through reducing the declared cost cap expenditure over the two seasons it is claimed - but it then gets added on to future years beyond that.

In simple terms, spend an extra $8m in 2026 and 2027, and you need to pull back your spending by $8m over the following three years as a consequence.

In theory you are front-loading extra development spending, rather than holding it back for future years when cost cap limits have reset.

How it gets paid back

The rules allow a manufacturer granted this relief the choice of how much extra they want to spend and how it gets split across this season and next.

It must then repay 100% of whatever relief is taken - although there is a degree of freedom in how that repayment is split.

The repayment is spread over the three seasons after it has been spent, but each of those three years must have at least one payment that is somewhere between 20% and 50% of the total amount.

The flexibility of how much a manufacturer chooses to take, and how it then decides to pay it back, means there are many options in terms of how aggressive it wants to be.

It could choose to be balanced and split both the $4m and the payback over the maximum duration.

Here is one example - with N being the current season:

Downward adjustment (relief they take now)

Inaugural season: $4m (50%)
N+1 season: $4m (50%)

Upward adjustment (pay back later)

The manufacturer must spread the full $8m across N+2, N+3, and N+4, with each year getting between 20% and 50%. One possible split:

N+2: $3m (37.5%)
N+3: $2.5m (31.25%)
N+4: $2.5m (31.25%)

Or it could front load the relief and backload paying it back:

Downward adjustment

Inaugural season: $6m (75%)
N+1 season: $2m (25%)

(This gives it more cost-cap breathing room in its very first season.)

Upward adjustment

N+2: $2m (25%)
N+3: $4m (50%)
N+4: $2m (25%)

The rules are explicit that a manufacturer taking the extra spending freedom cannot repay the whole amount in a single year, and that no more than 50% can be paid back in a single season.

So it would not be allowed to use 60% one year and then slash that back to 10% the next.

There will be a price to pay for extra development now that will last for a considerable time - and not be worked around by some clever financial tinkering over a single season.

The choice is then clear for Honda in terms of how much it wants to invest now to make big gains, and how much it wants to hold back so it isn’t left without any development budget in the future.

It could choose to throw everything it can at the present, so it gets itself into a better position as soon as possible, but equally it may conclude that it is better to take things slow and steady and not burn through the cash immediately.

The call on that will first of all depend on how far adrift the FIA deems Honda to be when it makes its first ruling on where each manufacturer stacks up after the Canadian Grand Prix next week.

Only then will Honda know what its real options are.

The new partnership will be the first time that Intel has been directly involved with a team since its tie-up with BMW-Sauber between 2006 and 2009.

Back then its deal involved it not only being a corporate partner but also the integration of its technology through the entire BMW Group. The deal ended when BMW pulled out of F1 at the end of 2009.

Prior to that, Intel had also been involved in smaller deals, which included tie-ups with both Toyota and Williams.

As part of this deal, Intel has become the official compute partner of McLaren's F1 and IndyCar teams with immediate effect.

Intel's logos will appear on the cars of Lando Norris and Oscar Piastri from the Canadian Grand Prix next weekend, and will appear on one of its IndyCar entries at the Freedom 250 in Washington in August and at the Indianapolis 500 from next year.

Lip-Bu Tan, Intel's CEO, said the tie-up with McLaren would be beneficial for both parties.

"Formula 1 racing and IndyCar are some of the ultimate proving grounds for high-performance computing," he said.

"Together, Intel and McLaren will push the boundaries of what's possible, transforming data into competitive advantage at every turn."

Intel plans to support McLaren with its data capabilities, as well as provide extra computing power for race-weekend operations.

McLaren CEO Zak Brown added: "Intel has already been an important part of our technology ecosystem, and their leadership in computing will play a critical role in how we design, build, and race our cars. We're excited to deepen this relationship even further."

Planning officers have approved updated work on the new building, with an application having been submitted for the test rig and the provision of an external condenser.

In documents that McLaren submitted to Woking Borough Council as part of the process, architects tor&co stated that the aim of the test rig was to continue to support the F1 team's operations - with expansion needed because the current McLaren Technology Centre factory was full.

It stated: "To ensure the continued success and diversification of the McLaren Group into new markets, new facilities and testing equipment like this test rig need to be accommodated on campus to help facilitate continued growth and to deliver the technical and operational requirements of the group."

The plans are tweaked from ones that had been approved in 2025 as they include a "modest increase in the depth of the test rig extension beneath the existing roof canopy and the relocation of associated condenser plant to a discrete compound adjacent to but physically separate from the extension".

The new test rig area, which measures 143 square metres, will be built beneath the existing south-east roof canopy. The condenser element is required to serve the test rig operations.

Woking Borough Council says work on the new test rig facility must begin within three years.

With on-track running heavily restricted, the use of test rigs has become increasingly important in F1.

Earlier this year, McLaren shipped its new MCL40 to specialist AVL's test rig facilities in Austria for running prior to its debut at the first pre-season test at Barcelona.

Speaking at the time about that decision, team principal Andrea Stella said: "This is common practice now in F1, such that you can sign off some fundamental systems of the car much more than what you can do when you run some of these subsystems like the gearbox in the gearbox rig and dyno that we may have here at MTC [McLaren Technology Centre].

"It's a facility, AVL, that we have been using for some time."

Having more test rig facilities will mean that McLaren has much easier access to tools that can help it improve its car on-site rather than needing to transport things to external partners.

Puig, who had held the role since 2018, will instead take up what Honda describes as a "key advisory role" for its racing operation.

The move comes against the backdrop of reporting that Davide Brivio would be joining in a management and consulting role (though not as team boss).

Brivio is known to be leaving his current role as team boss at Trackhouse Aprilia.

Puig's change of role was announced on Thursday ahead of the Catalan Grand Prix at Barcelona.

"Honda Racing Corporation will continue to utilise Alberto Puig's four decades of grand prix racing experience," the team wrote, "as the 59-year-old Barcelona native transitions to a new role within Honda HRC.

"The new role will see Puig continue to assist Honda HRC management and staff with a number of tasks across all of Honda's two-wheeled racing activities.

"As HRC advisor, Puig will continue to help shape HRC's youth development programmes while simultaneously bolstering Honda's efforts in the MotoGP and WorldSBK championships by supporting management staff and riders by assessing the overall picture of Honda HRC's two-wheeled activities."

"It's been a life of leading from the front and now I feel my skills are best suited to look at the overall picture," Puig was quoted as saying in the press release.

A new team boss, yet to be announced, will now take Honda and its factory team into the next regulations cycle, in which the team is expected to field Fabio Quartararo and rookie David Alonso as its riders.

But he will need to quickly get up to speed to safeguard his MotoGP future, which looks a lot murkier relative to the off-season.

KTM is widely believed to have got cold feet, due to his injury struggles, over promoting him to a works seat next year, so a 2027 seat that was once earmarked for Vinales appears to be gone now - and the rest of the landscape is unclear.

And as Vinales himself acknowledges, his place in that landscape is determined on him proving he can return to true fitness.

The injury

Previously a MotoGP 'ironman' who only missed grands prix for non-injury related reasons, Vinales has been sidelined for 11 separate grands prix since damaging his left shoulder at the Sachsenring in July last year.

He though himself physically ready for the start of the season but went under the knife again in late March to remove a displaced screw - which he is now convinced is the culprit for his bad form to start the campaign (and the mismatch between his pre-season performances and actual race weekend pace) and which he traces back to a crash during the Sepang test.

"It's good that we decided to make the second operation because it was really necessary," said Vinales.

"Taking out the screw and cleaning all the joints was mandatory. If not now, in the summer. So it was a good moment to do it now.

"For me the biggest issue I had was that Friday, FP1 was good, and then practice by practice I had less power, less mobility, and when I finished the weekend, the arm was completely destroyed. And for us it was the screw, clearly it was the screw. And all the scar tissue I had around the screw."

Vinales has only tried a supermoto bike in the lead-up to Barcelona but was left encouraged by a "very different" feeling to how it was before this latest surgery.

He said he has sufficiently rebuilt the strength in the shoulder - by virtue of a three-week stint at Red Bull's Athlete Performance Center in Thalgau, Austria - but acknowledged there's bulking up to be done in the chest and back area.

As for returning for Barcelona - which hadn't necessarily been anticipated, with stand-in Jonas Folger having indicated last weekend that he expected another call-up - Vinales said it was prioritised to avoid coming in cold at Mugello, a much more physical track.

"To come back at Mugello, I think it's a disaster. So come back at Montmelo [Barcelona], smooth introduction and see how the shoulder reacts. But I'm not too worried, to be honest. I think I will find the strength. I don't know how competitive I will be on the Friday or Saturday, but I know day by day I will be more competitive."

The future

KTM's signing of Alex Marquez into is factory team in 2027 is an open secret, and it emerged at Le Mans last weekend - via multiple reports - that Fabio Di Giannantonio has accepted an offer to be his team-mate.

It places Vinales in a complicated situation, made more complicated by a detail he revealed at the Barcelona track.

"My situation is that still I have one more year of contract, KTM has the right to renew. It's like this," he said.

Tech3 team-mate Enea Bastianini has been reported as being in the same boat, and this has been pointed to as the hold-up standing between a desired reunion between Bastianini and Gresini Ducati.

"Obviously our main target, and also from KTM side, is to see if I recover," Vinales said.

"Because if I don't recover - I could be the best guy in the world, but this is business and this is racing. But if I recover, then it's another story."

And he said he was convinced KTM would not leave him hanging and deny him other opportunities if it had no plans for him.

"The relationship we have is really good with KTM. Especially with Aki [Ajo, factory team boss]. I don't see them doing that.

"They know clearly what I can do, they see on the data every single day. For us, our concern with KTM is whether I will recover. My feeling is yes - but I have to recover. My feeling is yes, I can recover, but when? in 2030? That's a bit too long. That's clear.

"In this moment I'm injured. I know I'm a racing horse - but if I'm injured I cannot pretend to be pretty and ha-ha, I need to work. I have to recover. And then when I recover, I have the power to say 'Now'.

"But if I am [limited], they say 'Well, maybe we have to find another plan'. But this is totally normal, I understand totally."

The added complication is that it remains unconfirmed whether KTM will be able to field riders next year outside of the factory team - as Tech3's new boss Guenther Steiner said at Le Mans he was still mulling whose supply deal the team will take for 2027.

Vinales said he had "no idea" whether KTM could end up with a reduced entry next year.

"I hope not, because it's a brand I love, so I hope not. Maybe you have more news than me!"

It’s part of F1’s recently announced multi-year deal with Marsh to become its first ‘official risk partner and official insurance brokering partner’. To many, insurance brokering and risk management is far from the most dynamic or exciting industry, meaning ‘The Risk Perspective’ series is a little more innovative than simply putting the name to something that will attract eyeballs. This unusually good fit between sponsor and content concept hints at one of Marsh’s objectives.

“Well, we are quite excited about the work we do,” said John Q Doyle, president and CEO of Marsh, when asked by The Race whether one of the appeals of F1 was to connect an industry that might be perceived as staid to the dynamism of F1. “But this is a great way for us to showcase how important the work that we do is. “Really, no investment happens without advisory work around risk, sometimes risk financing behind it, so the work we do really underpins the economy all over the world. So while it may be underappreciated by some, it is certainly appreciated by us.”

“But it is a great time for us to showcase what it is we do and how important it is, not just to businesses, but to governments and to communities all over the world. We really don't just make companies thrive, we make economies and society a better place too.”Inevitably, there’s more to this partnership, with last month’s announcement referring to “prominent trackside branding and the ability to create curated guest experiences at races around the world”. As F1 CEO Stefano Domenicali says, the Marsh deal is a “sign that Formula 1 is attractive to new categories [of business], new products that before were not even thinking about Formula 1”. That’s part of the Liberty Media success story commercially. 

“We love the brand of F1, the globality of it,” said Doyle. “It’s really a cultural phenomenon all over the world, the growth of the sport. And what you all stand for, we see a lot of parallels from our company, data, insights, the competitive spirit of the racing, managing risk. And from my point of view, I see a relentless pursuit of excellence from F1, and that's how I want Marsh to operate, and that's what we aspire to be.

“It's as complex a macro-operating environment as I've experienced in my career. And so, partnering with F1 is a great way for us to showcase some of the great work that we do on behalf of our clients.”

It is significant that Marsh, the new brand name adopted by Marsh McLennan from January 2026 as part of a wider staged consolidation of its businesses, chose F1 for what it calls its first enterprise-wide global sports partnership. So, too, is the fact it joined the burgeoning ranks of F1 partners over and above either another sport or linking up directly with one of the 11 F1 teams.

“We considered a wide range of possibilities, not just with F1 but other sporting events and other types of sponsorships as well,” said Doyle when asked by The Race about the possibility of a team partnership and what drove the decision. “But we felt like, at the end of the day, all of those attributes, and the community that F1 is, was most attractive for us.”

While ‘The Risk Perspective’ is just a small part of the overall deal, which will have significant B2B benefits in particular with using the F1 environment to connect with clients and decision makers, it’s a B2C element that aimed at tapping into F1’s many fans. And from F1’s perspective, it also demonstrates what it can offer.

“We don’t have to invent the wheel, but we need to make sure that we are connected to what we are really as a product, as a sport,” said Domenicali. “We need to take on so many new customers today and so many new fans that you need to be supportive, to speak the language that you need to be connected with.”

The subject of collaboration between teams has become a hot topic again in F1 with Mercedes interested in taking a financial stake in the Alpine squad.

While Brown’s criticisms of the situation are not aimed directly at Mercedes, he has made clear that his stance against closer ties between squads counts for all parties.

Speaking at the McLaren factory recently, Brown said: "It applies to anybody and everybody. So A/B teams, co-ownership, regardless of who it is, I frown upon it.

"I don't think it's healthy for the sport. But it's not personal or towards any one team or individual."

Now Brown has made his stance more formal in writing a lengthy letter to Ben Sulayem asking him to take action to protect the integrity of F1.

In the six-page letter, a copy of which has been seen by The Race, Brown argues that the financial health of F1 now means that single entities owning multiple squads is not necessary and is unfair on independents.

The letter makes no direct reference to Mercedes and Alpine, and is instead focused entirely on the concept of team partnerships.

"There is a real concern that the sport risks taking a step backwards in terms of integrity and fairness, at a time when the regulatory framework has been designed – with significant collective effort – to move in the opposite direction," wrote Brown.

He cited several examples of circumstances where he believes sporting integrity has been damaged by teams working in alliance – such as Daniel Ricciardo taking the fastest lap for Racing Bulls at the 2024 Singapore Grand Prix to deny McLaren a point there when its driver Lando Norris was fighting Red Bull’s Max Verstappen for the title, and Racing Bulls’ Liam Lawson being asked to move aside for Verstappen in the recent Miami GP.

There are also arguments put forward that shared resources, including windtunnels and software, can provide benefits if used across teams that are not available to those working alone.

Furthermore, he questions why McLaren had to wait nine months, and pay compensation for Rob Marshall to move from Red Bull in 2024, while Laurent Mekies was able to switch being team boss from Racing Bulls to Red Bull in a matter of days.

He also says that Andrea Landi’s move from Racing Bulls to Red Bull that will take place on July 1, having been announced on April 17, "reinforces" perception that internal firewalls are not operating in a way that would be accepted between "genuinely independent competitors."

Brown argued that it was a matter of "fairness" that teams had no formal ties.

He wrote: "We need to eliminate any further alliances, whether through ownership, strategic participation or any other equivalent form of control or influence, and we need to work together quickly to start the process of unwinding those already established to ensure that the future integrity of the sport is not compromised."

Brown said in the letter that he would welcome the opportunity to discuss the matter with Ben Sulayem and that McLaren will start working on recommendations for how governance can address issues through changes in the regulations.

The letter finished: "I think the work that the FIA and Liberty have done to create 11 healthy teams, in a cost-controlled environment, has created the most competitive era of Formula 1 ever.

"We believe that, by addressing this remaining structural issue, Formula 1 will be set on an even stronger course, will continue to thrive and be the best the sport has ever been, we just need to make sure we bring total parity and integrity to the sport in every aspect. I am confident we can achieve that together."

Ben Sulayem has already been aware of the concerns expressed by Brown about co-operation between teams. Speaking to media at the Miami Grand Prix he made clear that it was a matter he was looking into.

"I do believe that owning two [teams] is not the right way – this is my personal point of view – but we are looking into that because it’s a complicated area," he was quoted as saying by Reuters.

"We put our people to see, is it possible? Is it allowed? Is it the right thing? There is something called a sporting side. If we lose the sporting spirit, I believe that there will not be any more support [from F1 fans]. So to me, I’m not with it 100%."

A unique and complex qualifying set-up for the Nurburgring 24 Hours means the lead grid positions will be decided on Friday across three 'top qualifying' sessions, but the first of two Thursday qualifying sessions has given some early hints of the pecking order.

Verstappen had driving duties of the #3 Team Verstappen Mercedes for the first two-thirds of the two-hour session.

He was quickly onto the pace and set the early benchmark with an 8m18.539s.

Verstappen was beaten with just over 25 minutes on the clock as 28-year-old Fabian Schiller sent the #80 Mercedes to the top of the timesheet with an 8m14.957s, just shy of 3.6s quicker than the Verstappen entry, which Dani Juncadella, Jules Gounon and Lucas Auer all had brief turns at driving at the end of the session.

BMW factory driver Raffaele Marciello - part of the #1 Rowe Racing entry that won last year's race - also beat Team Verstappen to go second.

A late-session downpour denied anybody else the chance to join them at the front, leaving Team Verstappen third.

The top five was completed by second Rowe Racing BMW, the #99 car, and the #911 Porsche.

First qualifying also featured the first hair-raising incident of the weekend as Alexander Hardt's halted, on-fire #900 Porsche GT3 Cup car was struck by the all-female #146 WS Racing entry with Carrie Schreiner at the wheel.

Porsche  Porsche

Q1  https://t.co/HmPGqAUV4C#IGTC | #24hNBR pic.twitter.com/vp9BJZ2OCj

— Intercontinental GT Challenge (@IntercontGTC) May 14, 2026

Hardt was inspecting his car from the grass to the side of the circuit and narrowly avoided being collected.

1 #80 Mercedes
2 #1 Rowe BMW
3 #3 Team Verstappen Mercedes
4 #99 Rowe BMW
5 #911 Manthey Porsche
6 #130 Team ABT Lamborghini
7 #77 Schubert BMW
8 #64 HRT Ford
9 #16 Scherer Sport PHX Audi
10 #17 Dunlop Porsche

The limited-edition collaboration, announced today, includes two different Crocs designs that can be paired with a set of team-themed Jibbitz charms

At the core of the collection is the Crocband Clog which has found inspiration from the team’s Formula One car. The shoe features a front and rear-wing, a raised halo with a helmet, soft tire detailing and finished off with classic Red Bull branding.

The Classic Runner however has been designed more for function, with cushioned comfort, and a gum rubber outsole built for extra grip.

In true Crocs style, fans can also adorn their own pair with Red Bull-themed Jibbitz charms to add an extra layer of personalisation. 

The Red Bull Racing x Crocs Collection will be available for purchase starting May 21st, ahead of the Canadian Grand Prix.

Circumstances meant Verstappen’s first taste of driving the Nurburgring Nordschleife in the dark was Thursday’s second qualifying session.

Qualifying isn’t really important for the GT3 cars until Friday in terms of grid positions - Friday's three ‘top qualifying’ sessions will decide those - but Verstappen had an important mission to sample night-time driving. 

Watch the rest of Nurburgring 24 Hours qualifying live on The Race YouTube channel on Friday

Not only would it be an important experience gained, but it would prevent any uncomfortable questions of whether Verstappen would be allowed to make his night-time debut during the 24 hour race - given the uniquely strict licence requirements the Nordschleife has. 

It was one that rain threatened to ruin, though, as hail and rain intensified just as it was Verstappen’s turn to take to the wheel of the Mercedes GT3 car he’s sharing with Lucas Auer, Jules Gounon and Daniel Juncadella.

Most teams - including Verstappen’s - chose to return to the garage during the worst of the weather. Rain that ensured the fastest times of the day would remain those set in qualifying one, where Verstappen was third quickest. 

But the rain did ease enough for Verstappen to take to the wheel to complete his first lap of the Nurburgring Nordschleife in night-time conditions - a truly one-of-a-kind ‘supersonic’ experience, made all the harder by the wet track.

And don’t forget that the Nurburgring Nordschleife at night is unlike any other circuit. At around 25 kilometres long, and only a slim minority of that is covered by floodlights. 

So drivers only really have their headlights and lights from spectators to guide the way - it means a lot is based on feel.

Kelvin van der Linde - part of the 2025 Nurburgring 24 Hours winning BMW crew - told The Race it was “definitely” the toughest circuit to drive in the night. 

“Especially with the mixed conditions we have here,” he added.

“We have a new asphalt which is very dark, and so when the track is drying up, you don't typically see the wet and dry patches as easily.” 

What the simulations miss 

The simulator has been a big tool for Verstappen (and many other Nurburgring novices) to learn the circuit, but it has its limitations when replicating night-time conditions. 

“What is it missing? It's the characteristics, the senses, the lights from outside, from the camping place, has a big effect on the light in the track. You wouldn't believe it, but it does. It distorts your vision a bit, you distort your peripheral vision a little bit,” van der Linde explained.

“Whereas on a simulator, I find that the darker spots of the track, you don't have this tunnel vision or this 3D vision that you would have in reality. So it's just a very, very different experience.” 

Timo Glock - racing a McLaren with a livery inspired by Michael Schumacher’s 1995 Formula 1 title-winning Benetton this weekend - had a similar baptism of fire to Verstappen when he made his Nurburgring 24 Hours debut in 2024.

He said he “felt like a rookie” at 42 years old despite extensive experience across F1 and the DTM.

“You can prepare to a certain amount on the sim in terms of sort of multi-class driving, knowing where you are able to overtake on the Nordschleife,” Glock told The Race.

“But at the end, it's just the reality is different when you are here for the first time with all those cars, because you see with all the guys who have less experience, you never know what they are really doing and you need to sort of know or try to find a way. 

“So to try to read them and predict what they are doing is super difficult and on top in the night, even more difficult, so you just need to find a rhythm, don't take super or not too much risk because it can so quickly happen that you have a crash and you're out of the race. So take it easy, let's say.” 

Having said that, Glock pointed out that the race has become so competitive that it’s essentially become a 24-hour sprint race. 

“There's a reason why the manufacturers pull up with three to five cars because there's maybe one which survives,” he said. 

“But you need to go at that sort of all-in pace from the beginning on. And if you're lucky, you get through; if not, you're out. But that's how it is.

“A couple of years ago, it was more like you know take it easy in the night, you survive the night and then from the morning on it's full send to the end. But it turned into a different race now.” 

'His brain is 100 metres in front of the car' 

It might be a tough challenge, but it’s not an insurmountable one for any top-line driver, not least Verstappen.

“As drivers, we're very adaptive creatures. We tend to get something and within a couple of laps, your mind, your eyes, everything tends to adapt,” van der Linde explained.

“But for sure, those first two laps, all your senses are like working overtime. Like everything feels in supersonic speed. 

“After the first two laps, you kind of get into your flow and stuff and I think that is just what makes the difference of having professional drivers here, they are able to adapt. 

“But still, when you're trying to find the last bit of laptime, trying to be fast, trying to make no mistakes, it's still very, very difficult.” 

Rival drivers have been blown away by what Verstappen’s been able to achieve thus far. 

“To me it's absolutely insane what he did,” Glock said.

“The way he raced against Christopher Haase [in previous Nurburgring races] was like the best show for motorsport you can have.

“And it was super impressive to see how quickly he adapted to it, he's reading the traffic and everything like that.

“The most impressive [moment] was last year when he drove in the Ferrari and he overtook on the grass, and he didn't even blink.

“He was just like totally normal for him. 

“It feels every time he's like 100 metres in front of the car with his brain. So he knows already 100 metres in front what's going to happen and when he arrives there, it's already happening automatically, and he's already again 100 metres ahead.

“So the way he predicts stuff, the way he's handling that is super impressive.” 

You only have to look at the way Verstappen previewed his night-time challenge to know how much he was relishing this - and the longer night-time experience that awaits on the weekend.

"It’s probably going to be the best feeling," Verstappen said.

"You’re by yourself, pushing in the night. The car is normally fastest in the night, so I'm looking forward to it..." 

Have you caught your breath yet? Don’t worry, we haven’t either! What an incredible weekend we’ve just had at the Michelin® Grand Prix of France with Jorge Martin (Aprilia Racing) storming to an emotional victory. Marco Bezzecchi (Aprilia Racing) was unable to hold off his fast-charging teammate in the closing laps, claiming second and a further 20 points. Ai Ogura (Trackhouse MotoGP Team) completed the podium, securing Aprilia its first MotoGP podium lockout. In a weekend full of tense fights, shock moments and historic outcomes, catch up on the hottest talking points from Le Mans!

Emotions, sacrifices and a change of manufacturers. Jorge Martin completed a stunning comeback in Le Mans, winning his first GP in 588 days. It was a special occasion for the #89, who completed the double following a superb Saturday Sprint. Martin continues to impress in 2026, showing incredible late race pace – eventually striking with three laps remaining. Speaking in the post-GP Press Conference, Martin described his emotions following his triumph.

Martin: "I never thought that I could fight for victory, but for sure, I never gave up! I was catching riders step by step, and I was even losing time with some of them. But I think it was with eight laps to go when I first thought about the victory. I saw Marco was struggling with the rear, and I just gave it everything I had. I had faith until the end, and it paid off. I’m super happy. Aprilia is helping me a lot to fight for victory. The bike is fantastic.

"I always say that I am grateful for the bad things that happened to me because if you take it as something to improve, something to learn from, that just makes you a better man. So, all the bad things that happened to me have made me the man that I am today."

Marco Bezzecchi was unable to stand on the top step of the podium this weekend, finishing as runner-up on Sunday. It was still a solid result for the Italian star, who admitted to not feeling completely comfortable this weekend. After Le Mans, Bezzecchi holds a one-point advantage in the World Championship standings – leaving us with sky-high anticipation for Barcelona. Although it wasn’t the P1 he’d hoped for, Bezzecchi has plenty of positives and was a part of a historic podium for the Noale factory.

Bezzecchi: "I’m very, very happy. I'm super grateful to be part of it. It’s an amazing group of people, talking about the people in Noale in the factory, but also the engineers here at the tracks. It's amazing to stay with them, to see how much effort they put into their job. To be part of this is super nice and super cool. I'm very, very happy to also be able to develop the bike in the past month. Let’s keep working."

"I'm so happy to see everyone working together" - Massimo Rivola

After a historic all-Aprilia podium, the Aprilia Racing CEO spoke with the MotoGP microphones about the French GP and the marque's project

Ai Ogura added his name to the history books on Sunday afternoon, standing on the podium after incredible late race pace from the third row of the grid. Ogura became the first Japanese rider to stand on the MotoGP podium in 14 years and the first ever MotoGP podium finisher to come through the Asia Talent Cup. After an unforgettable weekend, Ogura is already searching for the next step, with the hope of improving the early laps.

Ogura: "After the likes of Thailand, Brazil and Austin, we really wanted to have one podium at least. I’m super, super happy about the race. There’s not much to say. Thank you to all the Trackhouse team.

"Our weak point is qualifying or the first part of the race, so for sure we are not just setting up the bike for the end of the race. But I don't know. It’s like this right now. We will just keep working."

Pedro Acosta (Red Bull KTM Factory Racing) and Fabio Di Giannantonio (Pertamina Enduro VR46 Racing Team) put on an incredible show for the French fans – trading blows until the end. The #49 pipped Acosta in the closing moments, finishing 0.140s ahead at the chequered flag – moving Di Giannantonio to P3 in the Championship. After the battle, Acosta admitted to defending more than he should have and is left with some unfinished business ahead of Barcelona.

Acosta: "I was a little too defensive. I thought I was closer than I actually was, but I’ll keep that in mind for next time. Nobody gets past me while looking at me. We’ll see each other again in the next race"

Di Giannantonio: "I wanted to pass him at Turn 9. I prepared the attack there because on the lap before, I exited Turn 8 really well, but on that lap, I had a really bad exit. So after that, I said, 'OK, invent, invent, fast!' I remember one of my best overtakes in 2018 was there in Moto3, where I did it on Bez, and I just tried to repeat it."

French GP: Best moments from a Le Mans cracker!

A lightning start from Bezzecchi, fierce battles throughout the pack, and Martin overtaking his teammate to wrap up a perfect weekend at Le Mans. Here's a recap of the best moments from the French GP!

Francesco Bagnaia (Ducati Lenovo Team) suffered a difficult end to his weekend in France, suffering a crash on Lap 16. Bagnaia crashed out of second place, ending what was an overall positive weekend after the #63 qualified on pole position and added another Sprint podium to his collection. Bagnaia was the sole Ducati Lenovo rider on circuit following Marc Marquez’ Sprint crash, resulting in the #93 being declared unfit. Reflecting on the weekend, Bagnaia remains positive about the hard work that both he and the team are putting in.

Bagnaia: "Honestly, after the weekend we've had, it's clear that there are many positives. We worked well. I'm very happy and proud of the work done, also after the test, because everything I was asking the team for, we worked on and we improved."

"Today, the pace was very good. I made a terrible start again, but I managed to come back and overtake riders, so there are many positives. I was thinking about catching Bez, because I think I had a better pace, but unfortunately, with seven laps to go, I started to lose a bit of confidence, and I was limited by a little issue on the bike that slowed us down. I just tried to keep the same pace, and I lost the front. So the crash was a consequence, but we clearly know what happened, and the team is already working on it to try to improve."

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Maybe this isn’t for you. Think it is? Prove us wrong.

Honda Racing Corporation have announced that Alberto Puig will take up a key advisory role for Honda HRC from 2027. They will continue to utilise Puig’s four decades of Grand Prix racing experience, as the 59-year-old Barcelona-native transitions to a new role.

Appointed Team Manager of Honda HRC’s factory team in 2018, Puig guided the squad to back-to-back Triple Crowns. The new role will see Puig continue to assist Honda HRC management and staff with a number of tasks across all of Honda’s two-wheeled racing activities.

As HRC Advisor, Puig will continue to help shape HRC’s youth development programmes while simultaneously bolstering Honda’s efforts in the MotoGP and WorldSBK championships by supporting management staff and riders, assessing the overall picture of Honda HRC’s two-wheeled activities.

Alberto Puig explains his decision to become an HRC advisor, looks back on the highs and lows of a long relationship with Honda, and discusses supporting the next generation moving forward

Alberto Puig: "I first stepped into the World Championship paddock in 1987 and since then I have been a racer, worked with young riders, a rider manager and a team manager – always with Honda. During this time, I have experienced many moments, positive and negative, all of which have given me valuable knowledge on how to work with riders, people and different situations. It’s been a life of leading from the front and now I feel my skills are best suited to look at the overall picture. I am looking forward to using my experience in this new opportunity to help Honda HRC, its riders and its staff to grow and face all the challenges and successes which racing presents."

Maybe this isn’t for you. Think it is? Prove us wrong.

We’ve landed trackside at the Circuit de Barcelona-Catalunya, ready for what lies in store ahead of Round 6. It marks the first quarter of the season and with just a point splitting our top two in the Championship standings and the reigning World Champion out through injury, it’s a weekend that will inflict big stories moving into the remainder of the first half of 2026.

The Ducati Lenovo Team Manager shares an update on Marc Marquez’s surgery, recovery timeline and the physical struggle behind his performances

After almost a decade as Team Manager for Honda HRC’s factory MotoGP team, Alberto Puig will take up a key advisory role for Honda HRC from 2027

The #12 is ready to race this weekend as he returns with Red Bull KTM Tech3

Fabio Di Giannantonio laughs off the reaction to his last-corner lookback at Le Mans and insists there’re no issues with Acosta, who admits fighting for P4 isn’t where he wants to be

From historic results to injury updates and returning faces, catch up on the latest headlines ahead of this weekend’s Catalan GP!

Join the Championship leaders and home hero Alex Marquez as we get set for sixth round of the 2026 MotoGP World Championship

Mercedes Team Principal Toto Wolff has emphasised that Kimi Antonelli will have to play the “long game” by remaining calm in the battle for the Drivers' Championship, after the 19-year-old won three consecutive Grands Prix in China, Japan and Miami.

Following an intense rookie season for Antonelli, the initial expectation ahead of the 2026 season was that the more experienced George Russell would outperform his younger Mercedes team mate, but the Italian has gone on to convert three pole positions – his first coming in China to become the youngest-ever Grand Prix polesitter – into an equal number of victories.

Wolff previously admitted that no one at the team expected such a successful run from Antonelli, as he currently leads the standings with 100 points from the opening four rounds, 20 clear of Russell.

Although Mercedes are eager to celebrate the teenager’s achievements, they also remain acutely aware that it would be easy for him to give into the pressure that comes with finding himself as the one to beat.

“I think all of us collectively that are close to him, we need to keep re-emphasising and repeating the message: this is a long game,” Wolff said after Antonelli’s victory at the Miami Grand Prix. “He has a killer of a team mate that is extremely fast.

“The others are catching up in performance, and we want to play the long game. He can hopefully win many Championships over 10 years, 15 years. We don't want to stumble now with these huge expectations that will sit on him because the moment he has a bad race – which will happen, where he makes a mistake – people will say maybe Kimi is not the one superstar that we thought.

“Let's keep that trajectory. It's a share price that's going up. He's 19 years old. I don't think I was able to take my own flight when I was 19 and slide my way to the terminal of the airport, so it's incredible what he's doing.”

Wolff praised Antonelli for his mature drive to victory in Miami

He also recognised Antonelli’s significant progress since his first campaign in F1, even though none of the youngster’s victories have been entirely straightforward amid tight competition – he has had to recover lost positions throughout several races, and has experienced near-misses such as running deep whilst leading the Chinese Grand Prix.

Wolff explained: “When you think about what we said last year, it's exactly how his performance, how his development happened. We had these great ups and moments of brilliance and then moments where he was allowed to make mistakes.

“We needed to calibrate and continue to mentor him whilst having pressure on him. He's able to analyse it, but then don't overthink it. He compartmentalises it – okay, I made a mistake, I put it away.

“This year we start the season, he's done Grands Prix, he's worked with the team, he knows the pressure that the media puts upon him. Nevertheless, we just really need to stay kind here because such a success for such a young man at that stage, all of Italy will be on him.

"The family and us, we are really the first ones actually to calm [him] down. Marco [Antonelli's father] is pretty good at keeping his son grounded, even when he's winning.”

Formula 1 is many things – the pinnacle of motorsport, a worldwide travelling circus, and even a technological arms race. But every so often, a surprise guest wanders onto the circuit and reminds us that we’re just guests in the natural world.

May is 'Be Kind to Animals Month', so we've rounded up some of the most memorable animal encounters in F1 over the years. From lizards with a strong affinity for the Marina Bay Circuit to the groundhogs that have become the unofficial mascot for the Canadian Grand Prix, here are some of our favourite animals who stole the show during race weekend...

The Canadian groundhogs

Canada's groundhogs have made themselves very much at home at the Circuit Gilles-Villeneuve, with dozens of the furry locals regularly popping up in the grass areas surrounding the track, getting even closer to the action than the ticketholders!

It's quite the lifestyle upgrade for groundhogs over the race weekend. For the other 51 weeks of the year, Ile Notre-Dame – a man-made island – is one of the more peaceful corners of Montreal, a quiet stretch of parkland frequented by joggers, cyclists... and apparently plenty of groundhogs with a taste for motorsport!

The Singapore lizards

Where better to start than with the most famous track invaders of them all – the Singapore lizards. These scaly circuit-crashers have become such a fixture on the Marina Bay street track that drivers have gifted them the nickname 'Godzilla'. Frankly, it's well earned.

The 2024 race weekend provided one of the most memorable moments of them all. With the track marshals in hot pursuit, one particularly rapid lizard put in a shift to set purple sectors of their own.

The Bahrain dog

F1 drivers are a famously dog-loving bunch – walk through any paddock during the season and you're likely to come across one of the drivers’ beloved furry companions. But these devoted dog dads wouldn't hope to find one on a live race circuit...

During the 2020 Bahrain Grand Prix weekend, a stray dog managed to find its way onto the track during FP2, bringing the session to a halt with a red flag.

The drivers, however, were rather less panicked, with Sebastian Vettel even breaking into a rendition of Who Let the Dogs Out. Hamilton was understandably a touch more concerned – when his engineer Bono informed him over the radio that there was a dog on track, Hamilton's immediate reply was: "Hope it's not Roscoe" – referring to his beloved late companion.

The Baku cats

If you've ever visited Azerbaijan, you'll know that cats are cherished residents, particularly in Baku – and the F1 paddock is no exception. The furry creatures are often seen roaming around like VIPs, to the delight of drivers – although maybe not track staff!

During the 2023 Azerbaijan Grand Prix, however, there was one particularly adventurous feline that decided the track looked inviting and gave Charles Leclerc a brief scare as it darted out in front of his car. Fortunately, it had the good sense (and speed) to bolt straight back off the circuit again.

And in the 2025 edition of the Grand Prix, another resident stole the show as the Paddock Cat became a social media star in its own right.

The Zandvoort fox

It seems Leclerc has a bit of a habit of attracting unexpected company on track. At the 2025 Dutch Grand Prix, the Ferrari driver had another close encounter during Qualifying, but this time with a fox casually crossing the circuit before disappearing down the escape road.

The dunes surrounding the Zandvoort circuit are natural fox territory, and with the noise and spectacle of an F1 Qualifying session right on their doorstep, who could really blame it for wanting to get up close for a look?

Brave birds

Birds, perhaps unsurprisingly, have very little respect for a Qualifying lap. Over the years, a number of fearless feathered friends have made their presence felt in and around the circuit – and it’s clear that the drivers haven't always known quite what to make of their stunts.

At Zandvoort in 2022, a group of pigeons set up camp on the apex of Turn 7, and despite F1 cars flying past them at close range, they appeared entirely unbothered – George Russell and Alex Albon were less so.

A few years earlier at the 2016 Canadian Grand Prix, Vettel had his reactions tested when some seagulls decided the track was an acceptable place to relax, avoiding the birds with a flick of the steering wheel.

Perhaps the boldest bird of the lot was a francolin bird during Bahrain testing in 2025, who squared up to Esteban Ocon's car in what seemed to be a game of chicken. Spoiler – the bird blinked first...

The Styrian deer

It seems that not every driver needs a moment to compose themselves after a wildlife encounter on track. At the 2001 Austrian Grand Prix, when Juan Pablo Montoya's engineer warned the Colombian over the radio that a deer was on the circuit, his response came with a giggle as he remarked: "Oh deer."

Whether the pit wall appreciated the wordplay quite as much as Montoya did is up for debate, but at least he found himself funny...

The Hungary hare

It's not just F1 that has had its share of unexpected guests either. During a 2022 F2 session at the Hungaroring, a hare found its way onto the circuit – and if there was any doubt about just how quick these animals are, the footage puts that to bed immediately.

The little sprinter kept pace with the cars before eventually diving to safety off track, not before registering what we can only assume was a purple sector. Considering the competition, that's no mean feat.

It's time for Round 8 of the 2026 F1 Sim Racing World Championship as the drivers prepare to battle for glory in Qualifying for the Dutch Grand Prix.

After yesterday's exhilarating event saw the sim racers compete around the Circuit de Spa-Francorchamps in Belgium, they've had a short period of time to reset ahead of the next challenge at the Circuit Zandvoort.

With reigning Drivers' Champion Jarno Opmeer tackling his home race with Red Bull, fans can expect another close-fought session as he and his rivals set their sights on pole position.

Click on the video player above to watch all of the action from Qualifying.

But any fears of being so slow that they wouldn’t reach the 107% cut-off time to make Qualifying, or get lapped several times in a Grand Prix, evaporated quickly. Instead Cadillac hit the ground running in testing and have never looked back to the point that, after just four Grands Prix, the black and white machines have proved strong enough to get in the fight at the back of the midfield.

Their cars have seen the chequered flag seven times in eight attempts – only Mercedes and Ferrari have a better record – and they have started all four Grands Prix with both cars (McLaren, Williams and Audi can't say the same). There have been a fair few little reliability niggles but that is to be expected for a team doing everything from tightening a bolt to running a software system to building a car made up of millions of components for the first time.

Catch all the action from Round 8 of the 2026 F1 Sim Racing World Championship.

May 14, 2026 12:31pm UTC

Round 8 of the 2026 F1 Sim Racing World Championship gets underway on Thursday with drivers set to race at the Circuit Zandvoort.

The best sim racers from across the globe will compete against each other over 50% race distance in the Dutch Grand Prix, with reigning Drivers' Champion Jarno Opmeer chasing down victory at his home track.

Representing teams like Red Bull, Ferrari and Mercedes, he and his rivals are spending the season racing on state-of-the-art simulators to secure the acclaimed title, as well as a share of the $750,000 prize pool.

To watch the livestream of Round 8, click on the video player above.

The 2026 F1 Sim Racing World Championship continues with Round 9, where the racers will take on the United States Grand Prix.

May 14, 2026 3:32pm UTC

An entertaining two-day event at the 2026 F1 Sim Racing World Championship reaches its conclusion today as the sim racers embark on Round 9, the United States Grand Prix.

After taking on the challenges of Belgium and the Netherlands, the drivers now face the technical layout of the Circuit of The Americas as they bid to finish Event 3 on a high by netting as many points as possible.

They must tackle Qualifying before completing 50% race distance later on Thursday, bringing Round 9 to a close. The next event will take place across May 27-28 at the F1 Media & Technology Centre in Biggin Hill, where this season's champion will be crowned.

To follow along with the action from Qualifying for Round 9, click go on the video player above.

Catch all the action from Round 9 of the 2026 F1 Sim Racing World Championship.

May 13, 2026 12:51pm UTC

The ninth round of the 2026 F1 Sim Racing World Championship gets underway on Thursday with drivers set to race at the Circuit of The Americas.

After competing in two blockbuster races in Belgium and the Netherlands, the best sim racers from around the world must switch their focus to the United States Grand Prix, marking the conclusion of Event 3.

With the Championship and a share of the $750,000 prize pool on the line, Event 4 – the last of the season – is scheduled to take place from May 27-28.

Click on the video player above to follow the action from Round 9.

In a post on X, the Driver and Vehicle Licensing Agency (DVLA) said: "Set up your Driver and vehicles account on GOV.UK and you can choose to receive vehicle tax reminders by text or email. Do it today - it only takes five minutes."

Drivers can register for the free service here and choose to receive updates via text or email as their renewal date approaches. There are also options to receive reminders when your MOT and photocard licence are due to expire, meaning drivers have no excuse for missing a deadline.

To access this free service, you must hold either a driving licence issued in England, Scotland or Wales, or a vehicle log book (V5C) registered in your name. The DVLA notes that drivers "cannot set up vehicle tax reminders if [they] pay by direct debit".

Those paying in monthly instalments via direct debit have their tax automatically renewed each year. The DVLA does not issue reminders for these vehicles to avoid drivers accidentally taxing their vehicles twice and being charged double, the Express reports.

What happens if I do not tax my vehicle in the UK?

In the UK, almost all vehicles driven on public roads require vehicle tax, covering cars, vans, motorbikes and HGVs. Even if your vehicle falls within a £0 tax band, you are still legally obliged to register and apply for vehicle tax.

A number of exemptions are available on the GOV.UK website. Outside of tax-exempt vehicles, any driver found using a vehicle could face a fine of up to £2,500.

When purchasing from a car dealer or showroom, VED should be arranged on your behalf. However, you'll need your own car insurance in place before driving off the forecourt. If you're buying privately, you'll need to sort out your road tax yourself and ensure it's active before taking the vehicle on the road.

People can easily find out if their vehicle has up-to-date vehicle tax or has been registered as off the road (SORN). Use the free GOV.UK checker tool here, which requires the vehicle’s registration number.

The DVLA is responsible for cracking down on vehicle tax non-payment, and the authority holds the power to clamp your vehicle until the outstanding tax is settled. According to the RAC, drivers who refuse to pay could end up forking out hundreds of pounds in penalties.

They said: "If the DVLA system flags up a vehicle as being untaxed and not declared SORN, an automated late licensing penalty letter is issued and a fine of £80 will be sent to the registered keeper. You won't get any points on your licence, and if you pay the fine within 33 days you should receive a 50% discount.

"Failure to pay may result in the case being referred to a debt collection agency, which will add further costs. If you are caught using an untaxed vehicle on a public road without a SORN then an out of court settlement letter will be issued.

"The fine is £30 plus one and a half times the outstanding vehicle tax. If not paid, as a criminal offence. the case may be followed through the magistrates' court where the penalty is either £1,000 or five times the amount of tax chargeable, whichever is greater.

"Driving an untaxed vehicle on a public road with a SORN in force will result in an out of court letter and a £30 fine plus twice the value of the outstanding vehicle tax. If unpaid, the case may be pursued through the magistrates' court where the maximum penalty is £2,500."

The latter category is one of the most potentially compelling options because it allows you to charge up your hybrid car rather than just have the car charge itself.

As petrol prices continue to remain high as the Strait of Hormuz remains shut, many more people may consider buying a plug-in hybrid.

With that in mind, a group of journalists from Auto Express have decided which is the best plug-in hybrid on sale in the UK.

They have decided it is the £32,495 MG HS Plug-In Hybrid, a car that comes with a 1.5 litre turbocharged four-cylinder engine attached to a 23.2kWh battery and a combined power output of 295bhp.

Speaking about why they had chosen the MG as their winner ahead of cars from rivals such as BMW and Toyota, the reviewers said people shouldn’t be surprised the winner is Chinese.

They explained: “This shouldn’t be a surprise, given that the country’s pro-electric industrial policy has made it the global epicentre of ‘new-energy vehicles’.”

The MG was praised for being able to go the furthest on pure electric power, 68 miles, and for being easy to drive, even more so than rivals from BYD and Chery.

However, the car lost marks for a lane assist that the reviewers said “can induce sticky steering” and that “pings mercilessly” if the driver gets too close to the white lines.

Despite this, they said the MG was “a decent car, at a terrific price” and “the best plug-in hybrid you can buy right now”.

Coming in behind the MG in second was the £45,360 Volkswagen Tayron that shares its platform with fellow VW group car the Audi Q3.

Although they reviewers said the car’s steering felt “detached” they said the 201bhp powertrain gave drivers a “proper surge” and that the SUV was a “consistent high performer” in their tests.

Completing the podium behind the VW and the MG was the £50,675 Honda CR-V that was praised for being efficient and having a good interior.

Although they said the handling was quite “nose heavy” they said that as long as it was driven smoothly its comfort was “rather enjoyable”.

Furthermore, the reviewers were also pleased with the fact that the key functions of the car were handled through physical controls rather than through a touchscreen.

Auto Express’ verdict on the best plug-in hybrids comes as manufacturers hope they will grow in popularity because of the recent Middle East crisis.

As of recent SMMT (Society of Motor Manufacturers and Traders) figures they were the fourth best selling fuel variant in the UK behind battery electric vehicles, hybrid electric vehicles, and petrol cars.

In a statement on new car registrations for April, SMMT said: “Plug-in hybrid (PHEV) registrations rose 46.4 percent to take a 13.8 percent market share.”

The gadget then monitors driving behaviour, including factors such as speed and braking patterns, before issuing a weekly score. Motability, which enables eligible disabled individuals to lease a new car using a portion of their benefit payments, maintains it is designed to 'keep prices down and keep people safe'.

The organisation revealed that 300 motorists were removed following an assessment of their driving during a trial programme which launched in 2025. Opponents argue the initiative is excessively intrusive.

Following a review of customer responses, Motability has confirmed it is now 'pausing' Drive Smart. In a statement on social media and its website, the organisation acknowledged the concerns raised, and confirmed the scheme will be suspended from today (Thursday, 14 May) onwards.

It stated: "From Thursday 14 May, we're pausing Drive Smart for all customers on the Motability Scheme.⁣ We introduced Drive Smart to support safer driving and help bring insurance costs down for everyone. But we need to make sure it feels fair, clear, and right for our customers.⁣"

"We recognise Drive Smart has caused some concern. We will not re-introduce it until we're confident the experience better meets your needs.⁣"

On its website, it continued:

• Build safer driving habits
• Reduce the risk of accidents
• Help keep insurance costs down for everyone

"Insurance is one of the biggest costs on the Scheme. By encouraging safer driving, Drive Smart can help lower insurance costs and make the roads safer for everyone."

By driving safely, people could earn rewards to spend at top brands like Asda and M&S, but more than four red ratings over 12 months could see drivers removed from the Motability scheme. It had been mandatory for drivers under 30, first-time customers, or if you have a history of multiple insurance claims - even if all drivers are over 30.

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The statement added: "We recognise that for some customers, the experience of using the app has not been as it should be and has caused concern. That was never our aim.

"That's why we're pausing Drive Smart from Thursday 14 May 2026 while we look again at how we can improve the app experience.

"Drive Smart helps customers see their driving habits to encourage safer driving and reduce accidents, and that will not change. But we need to make sure this feels fair, clear and right for our customers. We want Drive Smart to support you on the road, and we know we need to get the experience right.

"Insurance is one of the biggest costs in every lease. And a rising number of insurance claims means it has increased significantly in recent years. Telematics helps to reduce accidents, and we've already seen this with Drive Smart, which keeps the roads safer and costs down for everyone."

What this means for motorists

The announcement continued: "From Friday, May 22, 2026, we'll begin removing customers from Drive Smart unless you choose to keep using it.

"If you do not want to continue, you do not need to do anything. We'll remove you from the Drive Smart system. Any journey data we currently have is stored in line with our data and privacy policy."

You can also:

• Remove the Drive Smart wedge from your vehicle and keep it safe

• Redeem and spend any rewards before 22 May 2026

• Delete the Drive Smart app

• Ignore any app notifications while we complete this process

What happens now?

Those who wish to continue using Drive Smart are able to do so, but must notify Motability by 21 May via email. Motability says it will work alongside customers to 'understand what needs to change so it works better for you and supports affordable, independent mobility.'

Customers who have previously used Drive Smart will be invited to join a new research group within the Headlight Community, unless they have opted out of research emails. This new group will help Motability better understand customer needs and identify areas for improvement.

"We'll only bring Drive Smart back when we're confident the experience better meets your needs. When it does return, we'll give you plenty of notice if it will still apply to your lease," Motability says.

Although electric cars are gaining popularity across the UK at a remarkable pace — something that could be further boosted by the ongoing tensions in the Strait of Hormuz — uptake is still not as swift as many would like.

One of the primary reasons consumers remain reluctant to purchase an electric car is the time required to charge them. While a petrol or diesel vehicle can be refuelled from nearly empty in just a few minutes, electric cars take considerably longer.

Now, however, Chinese manufacturer BYD claims to have developed what it calls a "flash-charger" that could enable electric vehicles to be topped up from 10 percent to 70 percent in around five minutes.

The company also stated that the system, which utilises a 1,000 volt battery architecture, could charge an electric car from 10 percent to 97 percent in just nine minutes. While still slower than a traditional petrol or diesel forecourt, it represents a dramatic improvement on current charging speeds, reports the Express.

The announcement comes as BYD's presence in the UK market surges, with the brand's sales rocketing by 485 percent in the past year alone, giving them 3.3 percent of the total UK market.

Speaking about the breakthrough to the i newspaper, BYD's executive vice president Stella Li said: "With the flash-charge technology we can equally compete with the gas car.

"Before, in places like the UK, 70 percent of the market was untouchable to us...This tech removes the final barrier for people to jump into an electric car."

BYD's technological advancement comes on the back of figures from the SMMT (Society of Motor Manufacturers and Traders) revealing a surge in electric car popularity across the UK.

Statistics released at the beginning of this month confirmed that two million electric vehicles had been registered in the UK, representing a 59 percent increase compared to April last year. Electric cars now command roughly a 26 percent share of the UK market.

In a statement, the SMMT noted this still fell short of what was required ahead of the government's ZEV mandate: "BEV uptake reached a robust 26.2% share of registrations in the month - an impressive performance albeit in a typically low volume month.

"Year to date, BEVs comprise 23.1 percent of the overall new car market, significantly short of the 33 percent required by the Zero Emission Vehicle Mandate, despite billions in manufacturer discounts and the introduction of the Electric Car Grant last year."

SMMT chief executive Mike Hawes commented: "Two million electric car registrations is a considerable milestone to celebrate, although natural demand is still well below the level demanded by the mandate."

The boxes were intended solely for drivers under 30, first-time customers, or those with a history of multiple insurance claims — even if all drivers in the household are over 30. The scheme aimed to lower insurance costs for Motability users — a UK charity-led initiative that assists people remaining mobile by swapping their government-funded mobility allowance for a lease on a brand-new car.

However, on Thursday, 14th May, Motability confirmed the scheme would be 'paused' following considerable backlash from its customers. Motability CEO Andrew Miller said: "Drive Smart was introduced to help reduce accidents, improve driving and, in turn, manage insurance costs, while keeping all the scheme's insurance features in place.

"But we have listened carefully to customer feedback and recognise that the experience was not where it needed to be. That is why we have decided to pause Drive Smart while we work with customers to understand how it can be improved."

West Cornwall MP Andrew George, who had opposed the rollout of the black boxes, commented: "I must congratulate Motability CEOs for listening and being prepared to change policy when confronted with the impact this scheme has had on thousands of disabled people.

"Keron (Day - the Sex Education actor who has campaigned against the compulsory black boxes) and I are keen that they make some major changes before deciding how they will better manage the difficult insurance challenges faced by the scheme."

The announcement was warmly received on social media. One person replied to Motability's post, saying: "Finally!!!! Just gleefully went and collected the box from my car!!!"

Another wrote: "Hoping suspension becomes abandonment," while a third urged: "Just get rid of it!"

Motability's full statement read: "We recognise that for some customers, the experience of using the app has not been as it should be and has caused concern. That was never our aim.

"That's why we're pausing Drive Smart from Thursday 14 May 2026 while we look again at how we can improve the app experience.

"Drive Smart helps customers see their driving habits to encourage safer driving and reduce accidents, and that will not change. But we need to make sure this feels fair, clear and right for our customers. We want Drive Smart to support you on the road, and we know we need to get the experience right.

"Insurance is one of the biggest costs in every lease. And a rising number of insurance claims means it has increased significantly in recent years. Telematics helps to reduce accidents, and we've already seen this with Drive Smart, which keeps the roads safer and costs down for everyone."

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The statement went on to say: "From Friday, May 22, 2026, we'll begin removing customers from Drive Smart unless you choose to keep using it.

"If you do not want to continue, you do not need to do anything. We'll remove you from the Drive Smart system. Any journey data we currently have is stored in line with our data and privacy policy."

You can also:

• Remove the Drive Smart wedge from your vehicle and keep it safe
• Redeem and spend any rewards before 22 May 2026
• Delete the Drive Smart app
• Ignore any app notifications while we complete this process

Those wishing to carry on using Drive Smart are able to do so, but must notify Motability by 21 May via email. Motability says it will work alongside customers to 'understand what needs to change so it works better for you and supports affordable, independent mobility'.

Customers who have previously used Drive Smart will be invited to join a new research group within the Headlight Community, unless they have opted out of research emails. This new group aims to gain a better understanding of customer needs and identify areas for improvement. The announcement prompted a wave of queries from the public. One user asked: "How do you join the headlight community? The link on your website doesn't work, it just shows 404 not found error."

Another enquired: "Can you also pause the increase in mileage?" while a further commenter questioned: "Will the insurance go up if we don't continue to use it?"

It marks Verstappen’s first attempt at a gruelling 24-hour endurance event, although he has previously entered shorter races at the Nordschleife circuit.

The Dutch driver has frequently expressed his unhappiness with the latest Formula 1 regulations, so racing a GT3-specification car is perhaps a welcome escape from the F1 circus. 

His eponymous Verstappen Racing team will use a Red Bull-sponsored Mercedes-AMG GT3 for the event, and features a team packed with experienced sports car drivers. 

Joining Verstappen for the race around the clock will be Lucas Auer, Jules Gounon and Dani Juncadella, all of whom have forged successful motorsport careers in their own right.

Already breaking records, and rules

Verstappen’s interest in the Nurburgring began last year, when he drove an Emil Frey Racing Ferrari 296 GT3 – and used the pseudonym ‘Franz Hermann’ to avoid attention – during a test session.

Incredibly, the F1 star promptly managed to break the Nordschleife lap record for GT3 cars.

As part of his preparation for the Nurburgring 24 Hours, Verstappen took part in the second round of the 2026 Nurburgring Langstrecken Series.

The result was his maiden pole position for a Nurburgring race, and he embarked on a spectacular battle with Audi Sport driver Christopher Haase during his opening stint. 

Verstappen, Gounon and Juncadella eventually won the NLS2 race by over a minute. However, they were subsequently disqualified for exceeding the number of tyres permitted for a race weekend. 

Nonetheless, it acted as a clear reminder that the four-time F1 champion is not racing at the Nurburgring just for fun, but with a genuine desire to win.

Aiming for outright N24 glory

Ahead of this weekend’s event, Verstappen commented: “Success is winning. That’s why we’re here. I know it’s not going to be easy, but that’s the target for everyone.”

The challenge of racing in darkness will also be a novel experience for the F1 star, who said: “It’s probably going to be the best feeling. “You’re by yourself, pushing in the night. The car is normally fastest in the night, so I’m looking forward to it.”

Mercedes-AMG Team Verstappen driver Dani Juncadella, who has twice reached the overall podium at the Nurburgring 24 Hours, added: “Somehow, this track is always intimidating, no matter what, especially when the conditions change so much. Even on a sunny, dry day, this track is just a bit different. Especially when you’re pushing and going to the limit.”

Such has been the level of interest in Verstappen’s Nurburgring entry, Sky Sports F1 will be airing the race in the UK during Saturday 16 May and Sunday 17 May 2026.

In addition, you can also watch the entire race for free via the ADAC Ravenol Nurburgring 24 Hour YouTube channel.

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Best motoring events for car fans in 2026

• This modded Nissan Frontier Pro-4X is Overland Expo’s ‘Ultimate Build’ for 2026.
• It features a bed-mounted pop-up camper, additional lighting, and NISMO rock sliders.  
• The truck has Bilstein shocks, Hankook Dynapro AT2 all-terrain tires, and an electronic locking rear differential.  

For the last five years, Overland Expo has created an "Ultimate Build" to flex its off-road muscle. Previous builds include a Lexus LX600, a Toyota 4Runner, and a GMC Sierra 2500 ATX4. This year, Overland Expo teamed up with Nissan for a rugged Frontier Pro-4X.

The 2026 Frontier features Nismo rock sliders, a heavy-duty winch system, auxiliary lighting, and a Tune Outdoor M1L bed-mounted pop-up camper. The Pro-4X trim comes with a raised suspension thanks to Bilstein shocks, 17-inch satin gray alloy wheels wrapped in Hankook Dynapro AT2 all-terrain tires, and an electronic rear differential.  

Under the hood is Nissan’s naturally aspirated 3.8-liter V6 engine paired with the nine-speed automatic. The powertrain produces 310 horsepower and 281 pound-feet of torque. Anthony Sicola, the expo’s Ultimate Vehicle Build project manager, said:  

'The Frontier PRO-4X is one of the most honest overland platforms on the market. It doesn’t pretend to be something it’s not—and that’s exactly why it works so well.'

The rugged Nissan will make its debut this weekend at Overland Expo West in Flagstaff, Arizona. 

Motor1’s Take: The Nissan Frontier stands out for its simplicity, making it a compelling companion for those off-road adventures with tons of available parts and upgrades available. The Overland Expo is the perfect place to exhibit what's possible with the pickup.