"Guys, I'm just following my friends back to my house."

Officers then administered a series of standardised field sobriety tests. The footage released on Friday shows what happened next. Timberlake stumbled multiple times on the heel-to-toe walk. During the one-leg balance test, in which he was required to lift one foot six inches off the ground and count aloud, he stopped and said:

"Sorry, my heart is racing. These are like, really hard tests."

He took more heel-to-toe steps than instructed, apologising as he went. When officers asked what had brought him to Sag Harbor, he said: "I'm on a world tour." Then, clarifying: "World tour." He was polite throughout. When placed in handcuffs, a female friend who had been out with Timberlake and her husband that night arrived and appealed to the officers directly, telling them: "You love Bye Bye Bye, you're on SexyBack — one favour," and asking if she could drive his car home instead. The officers declined. Timberlake was processed and held overnight. When told he would be kept in custody until morning he responded: "I'm going to be here all night? You guys are wild, man." He then asked officers to leave the cell light on.

He refused to take a breathalyser test, which triggers an automatic one-year licence suspension in New York State. He was charged with driving while intoxicated, a misdemeanor.

Three months later, in September 2024, Timberlake pleaded guilty to a reduced charge of driving while ability impaired, a noncriminal traffic infraction. He was fined $500, ordered to complete 25 hours of community service, and had his licence suspended for 90 days. As a condition of the plea deal he also recorded a public service announcement warning against drink driving, stating on camera:

"Even if you've had one drink, don't get behind the wheel of a car."

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The legal battle over the footage

The case was resolved in September 2024. The footage existed from the night of the arrest. Multiple media organisations, including the Associated Press and the Sag Harbor Express, filed public records requests under New York's Freedom of Information Law seeking its release. On 2 March 2026, with the requests still unresolved, Timberlake's lawyers filed a petition to block release entirely, arguing the footage depicted him in an "acutely vulnerable state" and that public dissemination would cause "severe and irreparable harm" to his personal and professional reputation. A Long Island judge granted a temporary restraining order.

On 20 March 2026, the Village of Sag Harbor and Timberlake's legal team reached a settlement. The village agreed to release a redacted version. In the settlement documents, Timberlake's lawyers acknowledged the edited footage "does not constitute an unwarranted invasion of personal privacy." The footage was published the same day by the Sag Harbor Express and distributed to waiting news organisations.

The village's statement was measured.

"From the beginning of this matter, after Mr Timberlake's arrest, the village has attempted to comply with the mandates of the Freedom of Information Law. As would be true in any case involving records or video footage from our police department, such material is reviewed and redacted to address public and officer safety concerns as well as personal privacy considerations."

The footage runs approximately eight hours in total. The released version is redacted. It contains what it contains.

The FOIL request, the lawsuit to block it, the settlement, the redaction negotiations, the careful legal language about privacy — all of it to prevent the public from seeing a man who had pleaded guilty to impaired driving failing sobriety tests on a public road. The charge was not disputed. The plea was entered. The fine was paid. The community service was completed. The public service announcement was recorded and released. And still, the footage of the actual night had to be extracted through a legal process that ran for nearly two years after the arrest and three months after the case was resolved.

Drink driving kills people. It maims them. It destroys families. The MotorBuzz Drivers Revenge section covers enforcement issues extensively, including cases where enforcement is disproportionate, revenue-driven, or applied unequally. This is not one of those cases. A man was pulled over, failed his sobriety tests, and pleaded guilty. The footage confirms it. The only question the legal battle raised is whether fame entitles someone to a privacy right that ordinary people who plead guilty to the same offence do not enjoy. The settlement suggests the answer is no.

Sources: Rolling Stone, 20 March 2026 | Billboard, 20 March 2026 | Variety, 20 March 2026 | ABC News, 21 March 2026 | TMZ, 20 March 2026 | Fox News, 21 March 2026 | Detroit News / AP, 21 March 2026 | Newsweek, 21 March 2026 | Sag Harbor Village Police Department body camera footage, released 20 March 2026

There are proper crazies out there on the road. You never know what you're going to run into.

Road rage incidents. Insurance fraudsters who brake-check you. Hit-and-runs in car parks. That driver who swears *you* ran the red light. 

Without proof, it's your word against theirs.

A dashcam changes everything. Crystal-clear evidence that protects you when things go sideways. No arguments, no disputes—just the truth, recorded.

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Subscribe to our Substack (it's free) and you're automatically in the draw. No catch, no spam—just helpful content and your chance to win peace of mind on every drive.

Because the best time to get a dashcam was before that incident happened. The second best time is right now.

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'The Brataroo is hands down the craziest Gymkhana car we’ve ever built. Every part of this car was designed to take the abuse we threw at it while making this film.'

The video review by CAR magazine, hosted by James Dennison, presents a comprehensive take on the new 992.2 Porsche 911 Turbo S, which notably shaved 14 seconds off the Nürburgring lap time compared to its predecessor. Despite being the heaviest and most complex Turbo S to date, the car achieves remarkable performance gains. The review questions whether Porsche has compromised the road usability of the Turbo S in pursuit of track prowess or if they have managed to strike a balance.

Key updates include subtle but distinctive design tweaks like refreshed headlights, active front bumper slats borrowed from the GTS, new typography, and turbine-finished interior elements. The twin turbo setup now uses smaller, faster-spinning electric turbos and an upgraded hybrid system to deliver 71 bhp and 590 lb-ft of torque available across a broad RPM range. These enhancements yield 0-62 mph in about 2.5 seconds and a top speed of 200 mph, with a responsiveness that mimics a naturally aspirated engine due to nearly instant turbo spool-up.

Tech features like the electro-hydraulic Porsche Dynamic Chassis Control (ehPDCC) improve handling and ride comfort, masking the 80+ kg weight increase that brings the car to 1,740 kg. The review highlights how the car manages to feel agile and lighter on track, supported by upgraded brakes and tires, with improved comfort and refinement on road thanks to the chassis tech.

While the car's exhaust note is described as very turbocharged and less appealing than previous models, the overall driving experience balances track capability and road usability impressively. The interior retains its classic 911 feel with comfortable seats, a digital dash, and increased dimensions that still allow the car to feel compact and confident on tight roads. Ultimately, the Turbo S is portrayed as a car with a wide performance bandwidth, offering thrills near GT levels but with more comfort and road manners, making it an ultimate fast and usable 911 for most drivers.

Toyota Motor Corporation has unveiled the new Land Cruiser FJ, with plans to launch the model in Japan around mid-2026. The Land Cruiser FJ is a rugged, compact off-roader built on a refined version of Toyota’s IMV ladder-frame platform, offering improved agility and off-road capability comparable to the iconic Land Cruiser 70 Series. It features a retro design with boxy styling, removable front and rear corner bumpers for easy replacement after trail use, and a utilitarian, well-equipped interior with digital instruments and an infotainment system.

Powering the FJ is a 2.7-liter four-cylinder gasoline engine producing 161 horsepower, paired with a part-time four-wheel-drive system and a six-speed automatic transmission. With a shorter wheelbase of 2,580 mm (approximately 101.6 inches), the vehicle boasts a tight 5.5-meter turning radius, enhancing maneuverability on tight trails. The prototype debuted at the Japan Mobility Show 2025 and represents Toyota's effort to offer a new dimension of "Freedom & Joy" while maintaining the Land Cruiser's legendary reliability, durability, and off-road performance.

While the initial launch is focused on the Japanese market, Toyota is expected to roll out the Land Cruiser FJ to other regions over time, continuing the legacy of the Land Cruiser family with a focus on versatile, trustworthy off-road vehicles.

It all started with a 2009 AM General Humvee shell left behind in a Wisconsin yard. In just 10 weeks, and under the creative direction of Danton and his crew, a vision of a six-wheeled, wide-body Humvee roared to life. The team shortened the doors, chopped the roof by about four inches, and built a custom chassis to support the transformation from a humble military machine to a road-going colossus. For the mechanical heart, they didn’t hold back: a supercharged 6.2-liter Hellcat V8, producing 717 horsepower, was mounted in the middle and paired with a 4L80E automatic transmission for maximum drama and tire-shredding potential.

It's not all about brute force either. The builders pulled out all the stops with a starlight roof, custom LCD instrument cluster, Wilwood brakes, and suspension and front end from a Dodge Ram 1500 for daily usability. Touches of military and race inspiration pop up everywhere: the vehicle sits on custom off-road wheels (with 245/40/20s up front and 305/35/24s at the rear), sports an actual aircraft wing as a rear spoiler, and features two Porsche Cayenne subframes. Matte military green paint and DuraLiner graphics provide a fitting finish, while a Porsche-derived exhaust completes the rolling riot.

Pushed by raw showmanship and relentless buzz on social media, with hundreds of million sof views in a matter of hours. The unique build managed to score a coveted Saturday night spot at Barrett-Jackson Scottsdale 2024. Gas Monkey’s own Richard Rawlings, never one to pass up the spotlight, hustled to get the wild Humvee onto prime-time TV, a feat he’d never accomplished before. The gamble paid off at auction, the custom 6x6 commanded a staggering $750,000 hammer price (over $825,000 with fees), cementing its place as one of the most outrageous and valuable custom Humvees in history.

James May took a nostalgic trip to Jay Leno’s garage to reconnect with a car that defined his youth—the striking red Lamborghini Countach LP 500 Quattrovalvole. Known for its dramatic wedge shape and scissor doors, the Countach was a poster icon for many teenagers longing for speed and style in the 1970s and eighties.

James reflected on the car’s complex history, noting that production spanned from 1974 to 1990, with numerous iterations evolving the original pure 70s design. Early models featured unique touches like a periscope to aid the notoriously poor rear visibility. Over time, flared wheel arches and other styling flourishes gave the Countach a more aggressive presence.

However, James was candid about the driving experience. The Countach feels cramped, with little headroom and tight foot space drivers often need to remove shoes to fit comfortably. The steering wheel sits uncomfortably low, nearly at knee level. Controls remain primitive, with manual window winders and notoriously tricky door mechanisms that can leave occupants trapped if the engine stalls.

Maintenance reveals the car’s Italian heritage. James shared stories of an electrical fault that required factory-level expertise to fix, highlighting the challenges of ownership. Still, the Countach’s mechanical robustness shines through, with many owners racking up tens of thousands of miles if driven properly.

James noted the car’s accelerating rarity and soaring value, now worth hundreds of thousands of pounds, turning it from a youthful fantasy to a prized collector’s artifact. Its iconic styling contrasts with the Ferrari F40 and Lamborghini Miura, where May saw the Miura’s aesthetic as more timeless.

Despite its flaws, the Countach’s bold and unmistakable design continues to captivate enthusiasts. For James, it remains a dream car symbolizing a golden era of supercar mythology unforgiving but utterly compelling.

The visit ended with reflections on Jay Leno’s extensive garage and a lighthearted moment remembering how to open the Countach’s famously awkward doors.

The new 2025 Lucid Gravity challenges convention as an electric luxury vehicle that defies easy classification. By blending minivan-like space with SUV styling and presence, it offers a unique proposition for families and tech enthusiasts alike.

Measuring lower in height than traditional large SUVs and even shorter than minivans like the Honda Odyssey the Gravity embraces a sleek teardrop shape with styling cues reminiscent of the Lucid Air sedan. Yet its proportions and expansive glass roof echo minivan practicality, creating a spacious cabin designed for comfort and connectivity.

Inside, luxury is paramount. High-quality perforated leather and premium materials envelop occupants, while an innovative dual touchscreen setup places a large screen above the dashboard and another below for independent driver and passenger control. Physical buttons supplement the touchscreens for common functions, balancing modern interface design with intuitive usability.

The Gravity seats up to seven passengers across two or three rows, with exceptionally roomy second and third rows boasting thoughtful features including USB-C ports, adjustable climate controls, heated rear seats, and fold-flat power second-row seats. The third row folds manually but is surprisingly spacious, making it a genuinely practical family hauler.

High on technology, the Lucid offers advanced driver aids, a dynamic range visualizer mapping accessible roads in real time, and distinctive amenities like adjustable ride height air suspension that lifts the vehicle to SUV ground clearance or lowers it for aerodynamic efficiency.

Performance lives up to the brand’s luxury pedigree. Grand Touring versions deliver 830 horsepower, while the high-end Dream Edition pushes output toward 1,100 horsepower, propelling the vehicle with electric torque and refined handling that outperforms many traditional SUVs. The lower centre of gravity and dynamic suspension provide sharp, athletic cornering with minimal body roll.

Driving the Gravity reveals a sophisticated balance between athletic engagement and comfort. The steering is precise and responsive, encouraging confidence, and the ride quality comfortably absorbs road imperfections without sacrificing poise.

Lucid’s minivan-sized SUV opens new possibilities for buyers seeking spacious electric luxury without the bulk or stodginess of conventional SUVs. Its inventive interior space design, advanced tech, and strong performance make it an alluring package that challenges how an electric family vehicle can look and feel.

The Lucid Gravity stakes its claim as a new frontier in luxury electric vehicles, marrying the urban practicality of a minivan with the commanding style and capability of an SUV, all wrapped in elegant, futuristic design with uncompromised craftsmanship.

Tesla’s new 2026 Model Y Standard aims to broaden the electric SUV market by offering a notably lower price point while keeping strong performance and range. The stripped-back version removes several premium features to cut costs, yet the range remains competitive with up to 321 miles on the 18-inch wheels, using a smaller 69 kWh battery pack.

Externally, the Model Y Standard features updated design elements including sleek light bars instead of matrix headlights and a revised front bumper that differs from the sportier trim levels. The rear has a new plastic spoiler and lacks the iconic full-width light bar, giving it a more basic aesthetic. Tesla also removed the traditional Tesla badge from the front.

Inside, the changes are more apparent. The frunk loses space and features a cheaper finish without a drain plug, meaning water may accumulate inside. The power adjustment buttons for seats are gone, replaced by controls on the infotainment screen, which maintains Tesla’s large central display but removes some user-friendly hardware. The rear seats are manually adjustable without heating, and certain premium trim details like carpeted door cards have been simplified.

Despite these reductions, Tesla maintains many core technologies. Safety systems like autopilot remain, though the Standard lacks auto steer and only includes dynamic cruise control. The sound system offers decent quality with seven speakers despite losing the subwoofer. The Model Y Standard weighs less than the premium model by about 123 pounds, improving efficiency.

Performance figures include a 0-60 mph time of 6.8 seconds, somewhat slower than the Model 3 standard but still respectable for daily driving. Ground clearance is slightly lower than the premium model but remains sufficient for typical use.

Tesla focused on retaining the essentials that make its vehicles popular while hitting a competitive price below 40,000 US dollars. This approach targets first-time electric vehicle buyers, offering them a practical and efficient SUV without the bells and whistles of top trims.

With these changes, the new Model Y Standard redefines affordability for a Tesla without sacrificing core range and safety, though buyers will need to accept fewer luxuries and simplified interior features. It is a decisive move by Tesla to capture a larger market segment while preparing customers potentially for higher-end models in the future.

The Isuzu D-Max Blade is a serious pick-up designed for those who need rugged capability combined with everyday usability. Developed in Australia, it builds on the proven D-Max platform but adds significant off-road enhancements to stand out in the competitive dual cab ute segment.

The Blade’s most notable upgrades start with a lifted ride height and new suspension tuning, aimed at improving clearance and handling rough terrain with confidence. Steel underbody protection shields key components from damage, while heavy-duty light truck tyres with a wider 275mm tread give better grip and stability. These chunky tyres, paired with twin-tube dampers and revised coil springs, help absorb bumps while maintaining composure at speed.

Visually, the Blade gets distinct styling touches including a bold black grille, flared wheel arches, and a sports bar in the tray. The exterior is finished with conspicuous stripes and blade badges that give it a muscular presence on the road and off it. Practical recover points and rock sliders underline its off-road readiness.

Inside, the cabin is familiar D-Max, centered on functionality rather than flair. An updated infotainment system reinstates physical knobs for easier use, alongside a digital driver display and dual-zone climate control. Rear-seat passengers benefit from reasonable space and comfort, with USB ports and air vents included. Yet some features like wireless charging feel dated compared to rivals, highlighting room for future improvement in interiors.

Powering the Blade is the familiar 3.0-litre turbo diesel four-cylinder delivering 140kW and 450Nm. Although adequate, the extra weight from additions means the Blade feels a little less eager than the standard D-Max, with a six-speed automatic that can sometimes lag in responsiveness. Fuel economy is respectable, hovering around nine litres per hundred kilometres under mixed driving.

On the road, the Blade strikes a fine balance. Suspension tuning delivers improved body control and comfort, reducing the float and bounce typical of leaf-sprung utes. Noise intrusion from the all-terrain tyres is noticeable on rough surfaces, but not excessive. The tyres show their true merit off-road, where they provide confident grip in dry conditions but require caution in wet weather due to reduced traction.

Off-road, the Blade’s package shines. With selectable two-wheel and four-wheel drive, low range gearing, a rear differential lock, and rough terrain mode, it negotiated mud, rocks, and water crossings with composure. Traction control systems and hill descent control further enhance stability and driver confidence. Modest ground clearance is enough for typical Australian off-road conditions, supported by underbody protection to avoid damage.

In braking and acceleration tests, the Blade is a bit slower than the standard D-Max, owing to its extra weight and tire choice. Braking distances, especially in wet conditions, are longer, necessitating greater stopping distances for safety.

Overall, Isuzu has crafted a dual cab ute that meets the expectations for a tough, off-road capable vehicle without sacrificing everyday usability. The Blade does exactly what it promises with no gimmicks. It is a premium package at just under seventy seven thousand Australian dollars, offering serious off-road equipment that has been thoroughly tested to ensure durability and reliability. For buyers seeking a rugged and versatile ute with proven credentials, the D-Max Blade deserves strong consideration.

Built on the same chassis as the Chiron, the Mistral features a bespoke carbon fibre body with distinct styling cues. The classic horseshoe grille is wider and deeper, framed by 3D-printed vents that optimize airflow into the radiators and intercoolers. The front bonnet carries traditional Bugatti creases, while the side profile boasts large air intakes ahead of the rear wheels alongside signature C-shaped scoops, redesigned for the open-top layout. At the rear, new V-shaped LED taillights, a massive diffuser, and six exhaust outlets underline its aggressive posture and aerodynamic sophistication. Exclusive alloy wheels measuring 20 inches upfront and 21 inches at the rear complement the aesthetics.

Interior Experience

Inside, the Mistral shares much with the Chiron but with a focus on simplicity and driver engagement. The cabin is awash with high-quality leather and carbon fibre trim. Although lacking a central infotainment screen, digital dials provide essential information with clarity, accompanied by physical climate controls. Special touches include intricate leather stitching, Mistral logos on the seats and sill plates, and the striking air intakes integrated into the rollover hoops a unique feature enhancing the auditory experience by channeling the engine’s intake sounds straight into the cockpit.

Powertrain and Performance

At the heart of the Mistral lies the legendary 8.0-litre W16 engine, generating an astonishing 1,600 horsepower and 1,600 Nm of torque. Power is transmitted through a 7-speed dual-clutch gearbox to all four wheels, enabling a staggering top speed of 270 mph. This engine lineage began with the Veyron in 2005, evolved through various iterations including the Super Sport 300+, and now concludes with this final W16 application. The Mistral also features sequential turbocharging, shifting from two to four turbos around 3,000 rpm, generating a distinctive and ruthless intake roar unique to Bugatti.

Driving Impressions

Mat Watson experienced the Mistral on less-than-ideal weather, with the roof off during rain showers, which underscored the car's usability as well as its thrill factor. Even in wet and chilly conditions, the Mistral remained impressively composed, though grip was noted as extremely limited due to cold tyres and road surface. The unique wind deflector system smooths airflow over the cabin to reduce buffeting and drag, enhancing comfort and stability at high speeds.

Despite its ferocious power, the car is reported to feel remarkably manageable and comfortable for everyday driving, carrying forward Ferdinand Piëch’s vision for the Veyron a hypercar combining mind-boggling speed with usability akin to a luxury sedan. The driving experience stresses the contrast between serene cruising and explosive acceleration, accompanied by immersive engine sounds that the open-top design amplifies dramatically.

Legacy and Future

The Mistral is capped at a production run of just 99 units, making it a coveted collector's piece and a fitting tribute to the W16’s lineage. Bugatti’s future is set to continue with the Turbion, powered by a naturally aspirated 8.3-litre V16 hybrid engine developed with Rimac technology, marking a shift toward electrification and new performance.

Pros and Cons

For diehard fans of classic GM muscle cars, there’s a mecca in Edmonton, Alberta like nothing else on earth. David T’s Camaro & Firebird Auto Center is a legendary 8.5-acre property jam-packed with more than 1,500 Chevrolet Camaros, Pontiac Firebirds, and Trans Ams. Now, in a move that’s shaking up the car world, the entire stash is on the market.

Not your every day “barn find”—it’s an car bazaar decades in the making. For over forty years, David T’s has been a go-to for anyone restoring, driving, or simply dreaming about GM’s most iconic pony cars. It’s a place equal parts living museum and parts goldmine, with everything from well-kept, road-ready beauties to wild custom projects like a four-door 1980 Trans Am limousine and a lifted 2002 Trans Am WS6 sitting atop a truck frame.

Every generation from 1967 to the early 2000s is represented, whether you’re after a solid driver, a major restoration project, or the rare piece to finish an old build. Inventory includes operational cars, restoration candidates, and an endless sea of donor vehicles a dream scenario if you need parts that have vanished everywhere else.

Local and global buyers alike have relied on David T’s not just for cars, but for the ability to source rare parts, ask expert advice, and even sign up for a VIP membership offering discounts and access to “lay-a-way” payment plans. Their reputation stretches far beyond Canada, drawing in YouTubers, collectors, and car clubs intent on exploring the rows of metal, glass, and tire.

The sale of the collection and the business means a unique shot for someone with the passion (and perhaps a bit of madness) to become the new caretaker of this unmatched GM archive. Whether you’re after a collector-grade Camaro, a budget Firebird barn find, or rare aftermarket components, David T’s is a once-in-a-generation destination.

For muscle car fans, the end of an era could also be a thrilling new beginning. If you ever dreamed of owning, restoring, or just wandering through acres of classic American V8 history, now’s your chance.

The classic car market is shaking up—and for many, it’s the best news in years. While icons like the Jaguar E-Type, Ferrari 308, and the Porsche 911 once seemed untouchable in value, prices are dropping sharply. And it’s not just isolated models; entire categories of these beloved classics are seeing rapid declines.

Take the Jaguar E-Type Series 2 and 3, for example. Values have plunged 20-30% in just the last 18 months. The pricetag for some models has sunk to as low as £19,400 at auction—a far cry from the “blue-chip” status these cars once commanded. The main culprit? Maintenance costs that balloon beyond the car’s market value and a generational shift where younger buyers lack the same nostalgic connection to these ‘60s British icons.

Ferrari 308s and 328s have taken a similar hit. While these models are forever beautiful, buyers now lean toward newer Ferraris like the F355 or 360, leaving the earlier cars to correct to their true values. Running costs on these older models are sky-high and part of why prices have adjusted.

Even air-cooled Porsches, once seen as bulletproof investments, are not immune. Prices are softening outside special variants like the Turbo or Carrera RS. Enthusiasts increasingly prefer newer, more user-friendly models like the 996 and 997, making the purer classics more accessible than ever.

The BMW 8 Series from the ‘90s has also cooled off after a price surge. V8 automatics and less sought-after versions are dropping, while premium manual and V12 versions hold firm. This means beautiful and capable GT cars are within reach for those savvy enough to act.

And then there’s the Aston Martin DB series. The legendary DB4, DB5, and DB6 models—excluding the few with Bond fame—are falling up to £100,000. Younger enthusiasts find performance and running costs tough to justify, fueling the drop.

So, is the classic car market crashing? More like correcting—and quickly. Nostalgia marches forward, and tastes evolve. But this shakeup offers opportunity: more cars on roads, more petrolheads behind the wheels of their dream machines, and a market that’s opening up beyond wealthy collectors.

For anyone waiting on the sidelines, this change means doors open wider. The classics that once felt out of reach might become the keys to your next great adventure. So what’s your dream classic to add as values soften? The market is listening.

The Ford Capri ... an iconic name steeped in memories of leather jackets, roaring engines, and quarter-mile chases. But the world has changed, and so has the Capri. Richard Hammond, recalling the glamour of the classic coupe he once drove on The Grand Tour, gets behind the wheel of the brand-new electric Capri, a midsize SUV with sporty ambitions.

First impressions? It’s got a few nods to the original, like the curved rear window and a single plastic metal spoke on the steering wheel. But that’s where the nostalgia stops. This Capri is a fully electric family car, built on a platform shared with VW—hardly the racy two-door that made the name famous.

Hammond likes the uncluttered interior, especially the clever central screen that adjusts angle to avoid glare and reveals a secret cubby space with central locking—perfect for modern-day essentials like weight-loss jabs and vitamin tablets. The car doesn’t need turning on; with the key in the fob and doors unlocked, it’s ready to roll.

Driving it, Hammond finds a car that handles surprisingly well. Body control is impressive for an electric vehicle packed with battery weight, and the steering is a pleasure. Braking is solid, but the lack of independent regen adjustment is a small annoyance—forcing drivers to switch between preset modes rather than customising one-pedal driving fully.

Ultimately, Hammond admits the new Capri feels sporty in its own way, controlling its heft with poise. It’s nothing like the original sporty coupe, but it’s clear this car competes in the modern electric SUV world with competence and style.

Pricing starts in the early 40s (thousands), scaling near 60 grand for higher specs with big wheels. Ford’s new Capri may not be the classic muscle icon of yore, but it’s a sharp, well-executed electric family ride with a sporty edge—a revival for a new era of drivers.

And for those worried about the dirt and grime? The video features the Nilfisk Excellent 160 High-Pressure Washer—top-notch kit to keep your Capri spotless.

Formula 1 is expensive, no shock there. But did you know a single wheel nut on an F1 car can set a team back nearly £1,000? Multiply that by four wheels, multiple sets per race, and suddenly teams are pouring upwards of £50,000 just into these small parts every race weekend.

The story starts in the early days when pit crews hammered on wheel nuts to swap tires. Impact guns hadn’t turned up yet, and teams struggled with multiple studs that took ages to change. Cars used single centrelock nuts with wings to prevent the wheels spinning on the hub a mallet swung by hand signaled when the nut was tight enough.

Ferrari even equipped their road cars, like the 365 GTB Daytona, with mallets in the toolkit because that’s how they secured wheels back then.

Over time, engineers faced a serious problem: wheels under heavy load during braking and acceleration cause twisting forces that slowly worked nuts loose. To combat this, they reversed thread directions left and right side, so braking tightened rather than loosened nuts. But on driven rear wheels, this created its own headaches.

That ushered in an evolution: hexagonal wheel nuts with retention systems preventing them from flying off mid-race. Teams developed splined nuts that seated faster and allowed quicker pit stops. Captive nuts meant crews didn’t have to remove and replace nuts manually, streamlining the swap.

The nuts became part of the car’s aero story, too. Ferrari’s ingenious brake duct shrouds integrated into the wheel nuts cut drag but were banned for moving device concerns only to return as fixed shrouds that revolutionized airflow.

Today’s nuts feature twelve splines for perfect socket alignment, coarse threading for speed, and color-coding for quick pit recognition. Despite this, human error and tight pit lanes still cause dramas like Mercedes’ infamous stripped nut in Monaco.

Manufactured in-house with aerospace-level precision, every nut is x-rayed for cracks, anodized for durability, and made of lightweight aluminum that’s strong but wears quickly. The high wear plus limited reuse drives costs sky-high.

With 13 sets of tires handed out per race, teams burn through wheel nuts like candy. Even with some remachining, the weekend bill for a single car’s nuts tips over the £50,000 mark.

It's incredible to think such a small part carries so much engineering, innovation, and cost. But in a sport where tenths of a second matter, wheel nuts are one of many tiny details that add up to glory or disaster.

So next time you see a pit stop blitz, remember: that nut snapping on just right is worth more than most road cars. 

With the Ugandan army troops on standby for backup, James and Jeremy find themselves stuck in the thick stuff. Neither of their bargain-bin cars wants to quit, but it’s proving tough. James’s bash plate takes quite a beating while trying to claw his way out. Meanwhile, Jeremy’s vehicle has walls closing in fast—mud, trees, and broken bits flying off with every twist of the wheel.

Thankfully, a helping hand arrives just in time. After some maneuvering and a bit of tugging from the locals, James gets free. But the scuffle isn’t over. The boys soon realize that speed and power alone don’t solve every problem in the wild. Jeremy’s wise mantra of ‘power and speed solves many things’ is put to the test as the mud gets deeper.

Despite a little lighthearted sabotage between the two, the duo presses on into even rougher terrain, where steering turns to mush and every inch forward is a battle. The cars start to groan, clutches strain, and the fear of an expensive mechanical meltdown looms.

A tree branch even comes smashing against Jeremy’s windscreen—a solid reminder that these aren’t showroom adventures. The boys are out of their element but determined to carve a path back to dry ground.

With some quick thinking, roadside repairs, and a dash of luck, the army comes to the rescue again. It’s a messy, scrappy journey full of grit and frustration—with a healthy dose of Top Gear humor sprinkled in.

In the end, the muddy ordeal is a brutal backdrop for what really matters: horsepower isn’t everything off-road. Tactics, teamwork, and sometimes just sheer luck make the difference. The boys prove that even the best cars aren’t invincible when the African mud grabs hold.

The answer isn’t simple. In sim racing, screwing up means a quick reset. On track, mistakes happen at 120 mph with real consequences. And critics aren’t shy to doubt whether a sim champ can cut it behind a metal wheel with a foot on the pedal.

Sebastian’s day kicks off at Snetterton with coach James Wallis, a pro GT racer who knows the car inside out. The two swap notes, dialing in setups, chasing lap times bleedingly close to what Sebastian hits on the sim—1:53 was the benchmark, and he’s hitting it.

From the first session, adrenaline pumps hard. “Feels natural,” Sebastian says, but the G-forces push him into the seat like a rocket, reminding him the real car talks a different language through every vibration, every slip on the tires.

Early laps bring lessons: locked brakes, loops off corners, and mental notes scribbled in sweat that pushing too hard isn’t always smart. But he adapts fast, shaving his time lap after lap, and by the end, sits just a second shy of race pace.

Data dumps after every run teach him more than hours on sim tracks ever could. How hard to brake, when to trust the grip, how the weight shifts through corners—it’s a whole new world layered on top of what his hands and eyes have trained for virtually.

The real danger? Physical strain. Sim racing demands endurance of the fingers and brain. Racing cars demands every muscle, every nerve, floodlight sharp. The brutal forces will test Sebastian’s body as much as his skill.

This is just the first chapter. Next comes formula cars—smaller, faster, meaner machines where mistakes aren’t forgiven. Can a sim racer turned rookie rise? Time and laps will tell.

What’s certain is that the gap between virtual and real racing is shrinking. 

Christian rolls up with the Koenigsegg CC850, a technical tour de force with a gearbox so clever, it makes other cars blush. Mate brings the Bugatti Mistral—the last hurrah for the ferocious W16—and the Rimac Nevera R, an electric monster that's breaking records for fun. Rob comes packing the Singer DLS, a love letter to vintage Porsche 911s, all analog savagery and carbon fiber.

First up, Mate launches the CC850. Everybody geeks out over the shifting, the blend of analog feel and digital wizardry, and the easy way insanity becomes muscle memory. Then the tables turn and Christian gets his shot in the Mistral—Bugatti magic with a dash of drag-race growl. Surprising everyone, it's comfortable, roomy, deathly fast, and weirdly friendly. Rob jumps in, soaking up the dragon-like turbo whine, and finds the Bugatti balances brutality and refinement as if it’s designed for billionaires and track-day heroes alike.

Rob’s turn in the Singer brings ooohs and ahhhs. It’s delicate, brutal, and feeds back every millimeter of steering and throttle. Christian and Mate rave about the feel—old-school but alive with new tricks. Everyone falls a little in love. Even Mate, waiting for his own Singer Turbo, sounds totally smitten.

Then the Rimac Nevera R arrives, all 2,100 horsepower and teleportation-grade acceleration. Everyone tries launch control. Everyone leaves a bit of themselves behind in the seat. Rob drifts, spins, and comes away giggling. The car bleeds power through all four active motors, but feels infinitely usable—not a wild beast, just pure, fast joy.

What comes through loudest isn’t just horsepower or carbon fiber—it's respect and collaboration. These guys swap tech secrets, joke about broken records, and share notes on suppliers and design headaches. The future of speed is being cooked up in every candid moment.

By the end, the brakes are smoking, the tires are toasted, and even the bosses are nearly speechless. You could call it the world’s greatest track day. We just call it the best kind of chaos—passion, rivalry, art, and just enough lunacy to make the automotive world spin a little faster.

RM Sotheby's

Harris kicks off with memories at Leeds Airport and the ear-bending Huayra R. That’s just the start. Parked alongside sits the LaFerrari Aperta, a car that hasn’t aged a day, followed by the F12 TDF—a machine so angry, Harris needed a heart-rate monitor to feel safe wrangling it on the street. The Bugatti Chiron nearly looks sedate in this lineup, until its carbon fiber and surprise road manners remind you why it’s a legend.

Move deeper and you hit Ferrari’s wild heart: 599 GTO in Scottish blue, no shields, pure attitude. Harris recalls the tales of handling like a Eurofighter—engineered for instability, kept sane by electronics. Custom specs abound; Indy-inspired GTO wheels, riotous interiors, factory paperwork lining every detail.

Then the convertibles arrive: Aperta box ticked for rarity, beauty, last-of-an-era design. The Pista Aperta taunts with turbocharged thrills and blue Alcantara, while the Pista Pilot sits quietly—exclusive, only for Ferrari racers, swathed in racing history.

For the Ferrari nerds, the FXXK Evo and 812 Competizione mark the lineage of madness—no rear window, just pure competition. In the “old folks’ corner,” forgotten classics like the 400i and 365 GT2+2 prove that elegant lines never go out of style, and you could host a dinner party on their spotless bodywork.

The main event? SP1 and SP3, dripping in Rosso Deborah. The SP3, Harris claims, might be the best design Ferrari’s done lately—a pure-bred V12, no hybrid complications, shaped for danger and thrill.

Even the Bentley GT3-R and Lamborghini Cyan sneak in. Carbon everywhere, weight everywhere, devil-may-care attitude everywhere. The Pagani Utopia stands out for detail, a sci-fi meets art-deco interior with exposed red carbon and gears that look designed for a NASA lunar rover.

Every car here brags a pedigree: championship wins, factory quirks, museum-worthy condition. If you called these cars art, nobody would argue. It’s exactly what makes Tailored for Speed the event of the season—an auction that’s not just for wealthy bidders, but for dreamers and lovers of mechanical beauty. If you ever wanted a taste of Formula 1, endurance racing, and bonkers Italian style rolled into one experience, this Swiss collection is the place to live it.

Built for Detonation, Not Longevity

At the NHRA Finals in 2022, Brittany Force cracked 338 mph in just 3.5 seconds. Top Fuel dragsters pull over 8 Gs at launch, beating any rollercoaster, and ramp up faster than the speed junkies of Formula 1 ever dreamt. All this violence comes from an 8.2-liter V8 that’s barely changed since the ‘50s—except everything’s been dialed up to eleven.

These engines are limited to 500 cubic inches by the rules and rely on pushrod two-valve heads, a world away from the cam-crazy, high-tech powerplants you see in F1 or Le Mans. Here, simplicity is the trick; complicated systems don’t stand a chance. There’s no water cooling—nitromethane fuel carries its own oxygen and helps keep things from melting.

Nitromethane: Rocket Fuel for the Road

Forget gasoline. Top Fuel engines burn nitromethane—a solvent that usually powers explosives, not hotrods. Nitro’s magic? It holds its own oxygen, so you can pump nearly ten times more of it into an engine compared to petrol. You wind up with volcanic combustion and angry, yellow fireballs streaming from the pipes.

A Top Fuel mill can chug 11 gallons of nitro per second, more than a 747 at takeoff. Fuel is forced in with a massive 2.5-inch line at 500 psi, feeding 34 individual injectors. You need a spark hot enough to weld with, so the twin magnetos blast 160,000 volts into each cylinder.

Indestructible Isn’t the Point

Inside, the hardware is honed for shock and awe. The crankshaft? Solid billet steel, built to punch through a wall. Connecting rods? Giant forged aluminum hunks, because they handle monster shocks better than titanium. Everything is replaceable and disposable—the typical rod is only good for a dozen runs if you’re lucky, and every bearing, gasket, and piston takes the walk of shame after each race.

Running at 9,500 rpm, they turn a maximum of 900 revolutions under load. Bearings disintegrate, spark plugs lose their tips halfway through a run, and the heat—over 1,400°F—means exhaust valves are made from heatproof Inconel like you’d find in a Saturn V rocket.

Supercharging, Air, and Sheer Explosiveness

Topping the engine is a monstrous supercharger, originally designed for big rigs, now run with a 65 psi output thanks to a Kevlar-belt drive. The blower itself can eat 800 horsepower just to function, and it’s shielded by a Kevlar blanket because sometimes, well, things go bang.

Combustion spits so much torque and force that just the exhaust pipes shoot a thousand pounds of downforce into the chassis, helping glue the fat, wrinkly slicks to the pavement. All that force means there’s no fancy gearbox—just a massive clutch system that locks up at 280 mph, finally sending full power to the wheels.

Sacrificial Power

This muscle doesn’t last: every power stroke tries to rip the engine in half. Pistons crack, rods bend, bearings disappear, sometimes the fuel floods and nearly seizes the thing solid. The engine “lives” for three seconds, then the crew tears it apart, resets everything, and gets ready for another go. If nothing blows up, it gets a new set of parts anyway, because the next run could be the one where that rod decides it’s had enough.

Engineering, Chaos, and Art

Why chase an engine that explodes after one race? Because that’s where the thrill is. Safety tech and design improvements might get you a few more seconds of mayhem—and a bigger run at the trophy. But reliability is always just good enough to make it to the finish, never more. The rest is all about making music at the ragged edge of science.

Top Fuel dragster engines are the ultimate expression of “live fast, die young.” They are monsters designed to survive just long enough to spit fire and drop jaws. It’s chaos, it’s skill, and it’s utterly addictive. For three seconds at a time, nothing else on wheels comes close.

Why go for 1000 mph? Simple. Because it’s impossible. The current land speed record, set by the Thrust SSC back in ’97, tops out at 763 mph. That’s blistering, but it’s not a round number that commands awe. Rosco isn’t interested in almost. He wants the holy grail of speed—the sound barrier broken on four wheels, and beyond.

This is no regular car. We’re talking 200,000 horsepower, 6.5 tons of fury, and rocket fuel pushing you harder than any jet. The engineering here makes fighter jets look tame. The body measures 55 feet long and has been shaped with care to slice through supersonic shockwaves without folding under pressure. Every inch of this beast has to endure forces intense enough to tear apart conventional vehicles—and even humans.

The wheels alone are a marvel. They’re giant blocks of aluminum, one solid piece, spinning at 10,000 RPM with no tires because tires would simply explode. Survival at speeds like this means a constant battle with physics—shockwaves, lift, and shifting weight as fuel burns away and the car’s balance changes. It’s a juggling act with no room for error.

Stopping is as much of a nightmare as going fast. Conventional brakes won't cut it. Instead, the team turned to aviation tricks: air brakes inspired by fighter jets and parachutes designed to slow the Invader from mind-bending speeds down to a safe crawl.

Rosco’s no stranger to risk or speed. He’s pushed motorcycles and cars harder than most dare. Yet even he says this project has thrown curveballs no one could truly plan for. There is no blueprint for the world’s fastest car. It’s an engineering experiment daring to face the unknown.

Why does he keep at it? Because sometimes the best answer to “Why?” is “Why the hell not?” This is a story about stubbornness, guts, and obsession. Rosco hopes not just to break records but to shatter barriers—literal and metaphorical.

Still, this is about human will meeting physics head-on—and firing a rocket car into history that no one thought possible. And if he succeeds, the 1000 mph club will be a blasted reality.

Prepare to see some wild guesses and maybe find yourself second-guessing your physics instincts. Students argue over whether the steepness at the end, the slow and steady acceleration, or the longest stretch of speed makes the difference. What’s fascinating is how confident all of these guesses are, even though they clash completely.

This video throws out the mystery and gets you questioning what really drives speed when gravity takes control. It’s a neat look at energy in action that will make you rethink how momentum builds and what truly matters when racing down a hill.

Ready to test what you think you know?

The Gravity mixes familiar Lucid traits with new ideas. That massive clamshell front trunk swallows groceries and gear, while the interior blends comfort with tech smarts. Heated massaging seats include a rare butt massage feature. The cabin feels quiet and spacious. The LED-lit displays don’t overwhelm. Instead, they guide you through giant touchscreens that stay separate so you’re never fighting menus.

Driving the Gravity brings surprise. It sits low, giving a driver’s position closer to a sports car than an SUV that tips the scales at nearly 7,000 pounds. Cornering doesn’t punish. The suspension smooths rough roads better than expected. Zero to 60 comes in about 3.5 seconds. Not blistering, but respectable for a family hauler with such heft.

Some quirks hang around, like a steering wheel that took some getting used to and missing Apple CarPlay at launch. Big wheels and extra weight shave range, but nearly 400 miles on a real-world run still impresses. The third row isn’t trophy-winning space but is workable for kids or short hauls.

Lucid’s lurking challenge is profit. The Gravity won’t flip the company’s numbers alone. But it could become Lucid’s bestseller, especially if pricing drops slightly or trims get more affordable. In a market flooded with electric SUVs, the Gravity stands apart by blending performance and practicality rarely seen in one package.

For now, the Gravity feels like a statement: Lucid isn’t about to fade away quietly. This is a gutsy shot. If it clicks with buyers, the company might find footing—and keep pushing the electric car game forward.

The Tuscan S stands out with a fiberglass body weighing in at just 2,300 lb. This featherweight shell paired with a four-liter engine means explosive power-to-weight, not just numbers for spec sheet arguments but seat-of-the-pants reality. Jay’s grin widens every time his foot hits the accelerator. Horsepower fixes plenty of bad days.

TVR built about 1,600 Tuscans, and this one came to America thanks to the 25-year import rule. Owner Mike Welling bought his Tuscan S sight unseen, drawn by its restoration and pristine engine. No badge snobbery here. Mike’s love for TVR started with a purple Cerbera and only grew. He knows these cars are unusual, even in England—quirky enough to turn heads and start arguments.

Peter Wheeler, TVR’s boss through the 1990s, pushed for bespoke engineering. The Speed Six wasn’t just an off-the-shelf lump; it was designed with inspiration from Suzuki GSX bike motors, complete with wide heads and finger followers on the cams. TVR’s stubbornness meant solid performance but a struggle for longevity. Fragile build quality and wild business moves left the brand teetering in tough times. Value for money was strong. Drive one and you’ll see why enthusiasts still chase TVRs—lightweight, sharp handling, and more fun than the competition.

Hand-built quirks define the car. The tach sits at 7,000 rpm redline. The dry sump system keeps the oil under control. Everything feels tactile, old-school, mechanical. Four-wheel AP Racing disc brakes dig in hard. The roof pops off and stows in the trunk. Little design touches make you smile, sometimes scratch your head.

Jay Leno takes Mike’s Tuscan S out and comes back grinning. The car pulls hard and feels tight. No shudder, no drama; just raw, connected driving. Despite its age, the Tuscan feels contemporary. It’s the same weight as a McLaren F1 but costs a fraction—then and now. Zero to sixty in under four seconds, with handling to match the power.

TVR’s legacy may be patchy, but Wheeler’s passion lives in every wild curve and boisterous exhaust note. This isn’t a car for quiet types or badge-chasers. It’s aimed squarely at enthusiasts who believe real driving comes from honest engineering and irreverent attitude. A Tuscan S doesn’t just go fast—it gives you stories.

Jay Leno tips his hat to TVR Garage for bringing these oddball legends to the States. He dreams the company might revive someday, but for now, the Tuscan S remains a trophy for anyone lucky enough to join its tiny club. If you ever get a chance to drive one, take it. You won’t leave disappointed.

Forget the design legends with teams and digital renderings. Millyard works alone, using intuition and sheer willpower. No computers. The Flying Millyard catches the eye first—a motorcycle powered by two massive cylinders from a Pratt & Whitney aircraft engine, normally found in Dakota planes. The cylinder head’s finning gleams like art in metal form.

Every bike in Allen’s shed tells a story that starts and ends with pure handcraft. Ministry of Defense skills anchor his engineering, but the magic comes from a restless mind. Allen skips drawings and sketches, preferring to build straight from imagination. Six months to make a crankshaft. Another handful to finish the whole bike. Days filled with tinkering for the thrill of the ride.

On the other side of the garage sits a Honda SS50 that, despite its classic lines, hides a beastly 250cc motocross engine. Even his Kawasaki H2 wears extra cylinders and looks stock at first glance until you twist the throttle.

The main event rolls in—a V10-powered monster built around a genuine Dodge Viper engine. Chrysler’s Tomahawk concept looked insane, but Allen’s creation actually hits the pavement and proves its mettle. Instead of a traditional frame, the engine itself handles the stress, with only subframes at either end. The forks alone dwarf most bikes, beefed up to scale. Everything from the handlebars to the geometry works in harmony to handle the absurd power.

This thing throws down gauntlets to supercars. A Bugatti Veyron pushes 500 horsepower; Allen’s Viper V10 gives you more brake horsepower and twice the attitude. It crushed 207 mph at half throttle during early tests. On Elvington Airfield, the bike clocks a solid 182 mph and still hints at more. When racing, life blurs at 185 mph and above. Tunnel vision kicks in, and every flaw gets exposed in seconds.

Setbacks crop up, like crankshaft sensors calling it quits. Allen shrugs off embarrassment and keeps wrenching till the beast runs strong. For him, these machines beg for hard use, not cozy displays. The workshop is no museum. It’s a launchpad for speed—and real proof that mad ideas and elbow grease still matter.

Petrolheads might dream big, but Allen Millyard shows what happens if you dare to chase those dreams and build something nobody else would. The results roar, fly, and sometimes break records. Forget leaving it in the lounge. If it’s built to go fast, let it loose and hang on tight.

This powertrain integrates two electric turbos alongside an electric motor placed between the engine and the 8-speed PDK transmission, boosting both peak output and expanding the torque curve significantly to 800 Nm available from 2,300 to 6,000 rpm.

Compared to its predecessor, the new Turbo S gains 61 additional horsepower and achieves faster acceleration times with a 0-100 km/h sprint in 2.5 seconds and 0-200 km/h in just 8.4 seconds, topping out at 322 km/h. The electric turbos reduce lag by spinning up to 145,000 rpm—faster than previous models—and eliminate the need for traditional wastegates by actively braking the turbine as needed, allowing precise boost control and energy regeneration.

The engine shares technology with the 911 Carrera GTS but is more advanced with twin e-turbos instead of one, redesigned intake and exhaust systems, and pistons optimized for a lower compression ratio to handle increased boost pressures. Porsche's innovative electrification also simplifies engine complexity by removing components like the belt-driven alternator and traditional starter motor and replaces them with electric systems.

Aerodynamics have been enhanced with active cooling flaps and an adjustable front splitter plus rear wing, reducing drag by 10% compared to the previous model. The chassis benefits from electro-hydraulically controlled Porsche Dynamic Chassis Control (ehPDCC), improving agility and stability by reducing body roll in corners.

Emissions compliance is achieved by running the engine at the ideal air-fuel ratio (lambda = 1), maximizing catalytic converter efficiency while the electric turbo enables the use of larger turbochargers without the typical compromises in throttle response or heat management.

This new 911 Turbo S embodies the cutting edge of performance and technology, combining traditional internal combustion engineering with advanced electrification for superior power delivery, drivability, and efficiency. The vehicle also boasts a distinctive titanium exhaust system shedding weight and enhancing sound, carbon-fiber options for further weight savings, and a luxurious yet understated interior featuring digital displays with unique touches like an 80s-style boost gauge.

Audi's Quattro, developed from a military 4WD vehicle, transformed rally racing with superior grip and power, but faced initial rule bans until the regulation was changed in Audi's favor. The Quattro dominated rallies with its turbocharged four-wheel-drive system and a strong, well-funded German team supported by Volkswagen.

Lancia countered with the nimble, two-wheel-drive 037, backed by a shoestring Italian team led by a playboy manager and driven by Walter Röhrl, who focused on selected key events rather than the full championship. Despite the Quattro’s superior power and traction and multiple championship wins, Lancia showcased cunning strategies like salt-spreading on icy stages, tire changes mid-race, and clever tactics to neutralize Audi's advantage.

The season’s battles played out across diverse and challenging rallies, from snow and ice in Monte Carlo and Sweden to tarmac in Corsica and rough roads in Greece. Audi’s dominance was challenged late in the season when Walter Röhrl’s refusal to race in Finland handed Audi an easy victory, but Lancia’s spectacular win in San Remo, characterized by driver skill in dusty and tricky conditions, finally secured them the championship.

The battle remains a classic example of contrasting philosophies, technology, and team styles in rally history—the powerful, well-funded German engineering against the passionate, resourceful Italian underdog spirit. It redefined rally racing, making four-wheel drive the essential standard for future rally success.

Set in Colorado, this grueling 12.42-mile course climbs over 4,700 feet with 156 hairpin turns and sheer drop-offs, stretching up to a summit of 14,115 feet above sea level. Founded by Spencer Penrose to publicize the newly constructed Pikes Peak Highway, it remains the second-oldest motorsport event in the U.S., second only to the Indianapolis 500.

The race has evolved from rough gravel roads to a fully paved course by 2012, challenging generations of drivers and riders alike. Iconic racing families like the Unsers and legendary figures such as Sebastien Loeb have left their marks on this demanding mountain track. Hill climbing there tests not only driving skill but also endurance and bravery, as racers confront the effects of extreme altitude, including significant power loss for internal combustion engines and physiological challenges for the drivers.

Guy Martin’s journey to conquer this mountain involves custom-building a turbocharged motorcycle to compensate for the thin mountain air that can sap up to 30% of engine power. He trains in a hypoxic chamber to adapt his body to the harsh high-altitude conditions, while documenting the intricate challenges of learning the 156 corners, managing the temperamental bike, and navigating the perilous, cliff-bordered switchbacks. Against a backdrop of iconic racers and natural beauty, Guy’s story is one of determination, passion, and the pursuit of mastering one of motorsport’s toughest tests.

This documentary-style episode offers an in-depth look at the history, technical demands, and human drama of the Pikes Peak Hill Climb, portraying it as an ultimate racing challenge where man and machine must harmonize to succeed.Guy Martin takes on the legendary Pikes Peak International Hill Climb, a race with over a century of history that started in 1916 as a publicity stunt for the newly built Pikes Peak Highway by Spencer Penrose. Rising from 9,402 to 14,115 feet over 12.42 miles, the course features 156 hairpin turns and dangerous cliffs without guardrails, making it one of America’s oldest and most perilous motorsport events, second only to the Indianapolis 500 in age.

Originally a gravel and dirt road, Pikes Peak was fully paved by 2012 to mitigate environmental damage, but maintained its daunting character. The hill climb has been home to racing dynasties like the Unsers, and record holders such as Sebastien Loeb, whose blistering 8:13.878 minute ascent in 2013 remains unsurpassed.

The extreme altitude dramatically affects both man and machine, reducing oxygen levels and cutting engine power by about 30%. Racers must overcome these physical and mechanical challenges while navigating the mountain’s treacherous switchbacks. Guy builds a custom turbocharged motorcycle to compensate for power loss and trains in a hypoxic chamber to boost his own performance at altitude.

This episode delves into the race’s rich history, the legendary drivers and riders who’ve tackled it, and the extraordinary preparation required to compete, offering viewers a comprehensive understanding of why Pikes Peak is dubbed “The Race to the Clouds.” It’s a story of skill, endurance, and human spirit set against breathtaking Rocky Mountain scenery and intense competition.

Featuring a wide range of vehicles and incidents, it highlights the risks and real consequences involved in motorsports and vintage car rallies. The video serves as a powerful reminder of safety advancements over the years and the unpredictable nature of racing and historic car events. Fans of classic cars and motorsport history will find this collection both intense and captivating.

The car features aggressive design updates like larger intakes, active aerodynamics, and the biggest brakes ever fitted to a 911, with carbon-ceramic discs matching those on a heavy Bentley Flying Spur. The titanium exhaust system reduces weight, while sophisticated engine internals and electric turbo blowers enhance power delivery and combustion efficiency, cutting CO2 emissions despite the boost.

Despite weighing over 1,700 kg with carbon fiber options, the Turbo S delivers sharp handling with all-wheel drive and rear-engine traction, shaving 14 seconds off its Nürburgring lap compared to its predecessor. Porsche opted against a plug-in hybrid version to preserve boot space and dynamic purity, focusing on a powerful and street-friendly engine.

Inside, the model features updated digital displays and luxurious carbon trim, though some contend its cabin feels less special compared to the price tag. Still, the new 911 Turbo S combines hypercar-level power with daily drivability and cutting-edge tech, setting a new benchmark for Porsche’s iconic sports car.

Set in South Africa, where the Polo is currently produced, the film reunites legendary racing models like the Polo WRX, Polo R WRC, and RX1e for a celebration of speed and style. World champion Johan Kristoffersson showcases the Polo’s racing credentials, drifting through iconic landscapes and connecting past triumphs to today’s innovation.

The story culminates with a look ahead to the all-electric ID. Polo, arriving in 2026, promising best-in-class practicality, advanced safety, and an innovative use of space. More versatile and accessible than ever, the new Polo embodies continuity and fresh excitement within Volkswagen’s lineup, ensuring the legacy thrives for generations of drivers and motorsport fans.

This unique collaboration blends classic dune buggy heritage with cutting-edge performance specs, including a flat-shift sequential six-speed gearbox and twin dampers on all corners. The LFG is designed to be a luxury adventure vehicle capable of serious off-road performance while maintaining a fun, open-top driving experience.

The prototype weighs under 1,300 kilograms and produces around 300 to 400 horsepower. Its FIA cross-country roll cage clad in carbon fiber ensures safety without compromising weight. The vehicle features removable Goldwing-style doors and a boot lid, enabling an open buggy setup in minutes.

Originally intended as a show car, the LFG has proven itself capable on dirt roads and gravel, impressing with its nimble handling and enjoyable driving dynamics. The name "LFG" reflects the energetic spirit of the vehicle, an acronym popular in American slang for "Let's Freaking Go," inviting owners to both hit the pubs and explore off-road trails.

The project aims to build around 100 units, positioning the LFG in a higher-priced, luxury niche far from the original budget-friendly dune buggies it’s inspired by. With plans to compete in events like the Baja 1000 and continued development on related projects such as the Tuthill GT One, the LFG marks a bold step in blending heritage with modern rally-spec engineering for enthusiasts seeking an exceptional off-road adventure machine.

The Tasman features full LED lighting, 360-degree cameras, and a clever tray system with a power outlet. Inside, dual 12.3-inch screens, wireless Apple CarPlay/Android Auto, and a Harman Kardon sound system elevate the cabin, which feels more car-like than traditional utes. The 2.2L diesel generates 154 kW and 440 Nm, paired with an 8-speed auto that has an aggressive shifting pattern which some may find tiring during normal driving.

On-road, the Tasman shows competent ride and handling with noticeable body roll but good steering feel. Safety tech includes parking sensors and a driver attention monitor, though lane keep assist could be better calibrated. The ute also excels off-road with a capable AWD system, rear differential lock, hill descent control, and useful off-road display screens. It conquered obstacles with ease, showing off its traction control and stability features.

Performance figures were respectable with a 0-100 km/h sprint in about 9.4 seconds and strong braking performance - stopping from 100 km/h in just over 38 meters. While some may find styling divisive and price a consideration, the Kia Tasman X-Pro offers a well-rounded package that challenges the established dual-cab truck market. Whether it can dethrone long-time leaders remains to be seen, but it certainly makes a compelling case with comfort, tech, and off-road capability.

Travis Pastrana set a new record of 5 minutes 28.67 seconds at the 2021 Mt. Washington Hillclimb, achieving overall victory driving the Airslayer STI, his 862-horsepower 2020 Subaru WRX STI. This time shaved more than sixteen seconds from his 2017 winning time on the steep, narrow, and challenging 7.6-mile Mt. Washington Auto Road. His run was over 45 seconds faster than the second-place competitor.

The Mt. Washington Hillclimb, held traditionally every three years, is the oldest hillclimb in North America and one of the most demanding motorsport events in the United States. The course is renowned for its notoriously unpredictable weather and a mixed surface that shifts from tarmac to gravel unexpectedly. It features an average grade of 12% with treacherous drops above the treeline, requiring exceptional courage, skill, and precise equipment.

The Airslayer STI boasts a highly developed aerodynamic package that provides significant downforce, a considerable power increase from Pastrana’s previous 600-horsepower WRX STI used to set the 2017 record, major suspension upgrades, and an ultra-light curb weight. These factors made the car tailor-made for the demanding nature of hillclimbs. Pastrana’s intense focus and commitment during his record run provided thrilling entertainment for the thousands who lined the roadside to watch.

Pastrana described the car as “the perfect machine” for this challenge and expressed excitement for future runs. His record-breaking performance cements both his skill and Subaru’s engineering prowess on one of the most formidable motorsport stages.nrsubaru+1youtube

Filmed at Brands Hatch, the production team recreated the high-intensity accident using real stunts, including launching a car with a catapult system designed to propel the vehicle at speeds around 120 mph onto a tire wall, simulating a severe crash. The launch even overshot the target, sending the car over 100 meters into the trees, a deviation embraced by the filmmakers for its dramatic effect.

Damson Idris, performing his own stunts, was strapped into a rig capable of rotating 360 degrees to authentically simulate the violent spins of a car crash. The actor completed five full rotations during filming, capturing the physicality and danger of such an incident.

Brad Pitt, portraying Sonny Hayes, is featured in a fiery wreckage scene where his character is nearly trapped in the flames. The filmmakers used a controlled mixture of propane and other fuels to create a realistic and intense fire with thick smoke. Safety was paramount, with fire experts on set and rehearsed procedures to ensure the actors' wellbeing.

The crash sequence drew inspiration from real Formula 1 incidents, including insights from driver Romain Grosjean’s crash experience, emphasizing authenticity in portraying the mind-set and physical stress during such critical moments.

Overall, the behind-the-scenes reveals the painstaking effort to combine practical effects, stunts, and emotional storytelling to bring a visceral and believable racing accident to the screen. F1® The Movie is now available digitally, offering fans a thrilling glimpse into the highs and lows of professional motorsport racing.

The video starts with a lineup and quick introduction of the cars, each iconic in their own right and beloved by car enthusiasts. The race kicks off with strong launches from the cars, showcasing their power and speed. The Mitsubishi Evo VI nails the standing 1/4-mile in 13.0 seconds, leading the pack, followed by the Nissan Skyline GTR at 13.5 seconds. The Nissan Silvia S15 and the Toyota Supra Mk4 both clock in around 13.8-13.9 seconds, with the Toyota Chaser and Honda NSX rounding out the times.

Next is the rolling race from 50 mph in third gear, where the Nissan Skyline R34 shines again with its smooth gear changes and exhaust pops. Finally, a brake test from 70 mph to a complete stop puts the cars to the ultimate test of control. The Nissan Skyline GTR edges ahead in this final challenge, followed closely by the Toyota Chaser and other contenders.

The race highlights the distinct strengths of each JDM legend, with the Evo mastering acceleration, the Skyline excelling in gear changes and braking, and close competition among the rest. This showdown pits timeless Japanese performance models against each other, thrilling fans with their raw power and classic appeal. The video offers a deep dive into how these beloved cars perform in muscle-based challenges beyond just their virtual Gran Turismo fame.

The development of the car was a large-scale effort involving the team and the Toyota network globally, with a particular challenge posed by integrating the engine, requiring extensive design work to meet targets and timelines.

The launch event highlighted the pride and excitement of the team, with the new car representing not just Toyota, but also the prestigious GR brand in the sport. This addition brings fresh pressure but also motivation, as the team aims to win races and the championship while carrying the Toyota flag.

The entry of Toyota and its GR brand into the Supercars scene signifies the category’s stature as one of the world’s premier touring car championships and reflects the sport’s growing appeal and manufacturer involvement. The connection with Toyota's 86 model as a development pathway for emerging drivers was also highlighted, indicating a long-term plan within the brand’s motorsport strategy.

Overall, the launch underlines a renewed competitive spirit and ambition within the Repco Supercars Championship, with Toyota’s presence expected to elevate the competition level and fan engagement.

This momentous reveal points to an exciting season ahead as Toyota takes its place among the elite racing teams in Australia’s top motorsport category.

The Slayground series has become known for its daring stunts and high-level moto performances, and this latest installment continues that legacy with fresh tricks and jaw-dropping maneuvers. Axell — a celebrated figure in freestyle motocross — blends technical skill with fearless athleticism to master the custom track. His flair for innovative stunts and flawless execution captivates audiences and motorsports fans worldwide.

The video immerses viewers in the excitement of motocross freestyle, combining high-energy music and on-the-spot monster energy drink moments, adding an authentic, behind-the-scenes vibe to the action. Fans following Axell’s journey can also catch up on earlier installments, Slayground 1 and 2, which laid the foundation for this progressive stunt showcase.

Aside from the adrenaline-fueled rides, the video reflects the culture around professional motocross, emphasizing camaraderie, boldness, and the dedication required to excel at such a high-risk sport. The San Diego setting provides an ideal backdrop, with a dedicated track engineered for this high-precision sport.

For those interested in following Axell Hodges or the extended Slayground series, social media channels and websites offer updates, behind-the-scenes content, and community engagement to celebrate the vibrant world of freestyle motocross.

Josh pilots a Ford Puma WRC Rally1 car, an all-wheel-drive rally beast engineered for grip and stability. Conor counters with a wild 1000-horsepower Toyota GT86 drift car, rear-wheel drive, tuned for spectacular sideways slides and style.

The trio of challenges tests precision and style: a tight parking maneuver contest measuring clean handbrake skills, a fastest-lap drift circle demanding control and speed, and a final time attack around a drift pursuit course that blends technical corners with flashy donut spins.

Rallying’s grip-focused, tactical precision takes on drifting’s flamboyant, smoke-filled showmanship. Each driver showcases their strengths, improvising on the fly and adapting to unique obstacles. Josh’s WRC car impresses with speed and composure around tight corners, while Conor’s toy delivers thrilling sideways slides and expert throttle control.

The video delights motorsport fans with vivid close-up shots, expert commentary, and palpable competitive tension. It celebrates two distinct disciplines of car control—rally’s calculated grip versus drifting’s expressive flair—without an obvious winner, leaving viewers to judge who reigns as king of car control.

Overall, this Red Bull Motorsport production offers an electrifying mix of automotive skill, personality, and entertainment that honors the unique expertise each discipline demands.

The program showcased a prototype vehicle equipped with a large digital dashboard screen and an onboard computer using bubble memory to store digital maps and calculate navigational directions based on distance traveled and heading.

The report features Maggie Philbin visiting the Transport and Road Research Laboratory in Crowthorne, where two innovative in-car navigation systems were being tested. The first system was limited—it relied on static maps that quickly became outdated as new roads or traffic conditions changed, and it lacked rerouting capabilities. The second system, installed in a Range Rover, was far more sophisticated: it communicated with roadside computers embedded in loops under the road surface. These roadside units tracked traffic flow and fed real-time information back to the vehicle, allowing dynamic route updates and rerouting around congestion, accidents, or roadworks.

The range of technologies covered the early ideas about wireless communication between car and infrastructure, voice-guided directions, and the integration of onboard computers with external traffic management. Despite technical limitations and high implementation costs, the episode heralded a future where cars would interact with smart roads to reduce travel time and hassle.

This BBC archive footage provides a remarkable time capsule of early car navigation technology, showing how pioneering efforts in the 1980s laid groundwork for the GPS and real-time navigation systems common today. It highlights the challenges faced by early engineers and the ambition to make driving safer, simpler, and more efficient—goals that remain central to automotive innovation today.

Zachary Yager has been a pit crew member at the NASCAR ranks since 2014. He was a former Daytona 500 winning crew member.

Yager has died at an early age. The news was first reported by Toby Christie.

This season, he’s worked on the No. 39 RSS Racing team via the NASCAR Xfinity Series. In addition, he’s been working on the No. 88 for ThorSport Racing via the NASCAR Craftsman Truck Series.

He has been the Jack Man for both teams. In years past, he’s served many duties of the over-the-wall crew.

As of now, there is currently very little information on his death. This post will be updated if more information becomes available.

Yager was 35 years old.

On Monday, ThorSport Racing issued the following statement.

“We are deeply saddened by the unexpected passing of our friend and teammate, Zachary Yager,” ThorSport opened.

They added, “He was an important part of our family, and our hearts are with his loved ones and community as we grieve this loss together.”

Yager was not at the track over the weekend at Daytona International Speedway for the Xfinity Series race.

At the end of last season, 23XI Racing and Front Row Motorsports each owned two charters. Then, each team purchased an additional charter, bringing each team’s total to three charters.

Recent sale prices estimate charter values north of $40M.

23XI and FRM elected not to sign the most recent charter agreement. Instead, they opened an antitrust lawsuit against NASCAR as they were seeking a more favorable agreement. A line in the new agreement would have prevented the teams from opening a lawsuit so they elected not to sign.

NASCAR lawsuit opened by 23XI Racing and Front Row Motorsports

The teams initially filed a preliminary injunction with the courts. And they won, the teams were allowed to race with charter benefits while the lawsuit was ongoing.

NASCAR appealed the ruling and very recently, they won the appeal.

With the win, they were able to remove all charter benefits from 23XI and FRM. The teams are now racing as if they are Open entries while the antitrust lawsuit continues.

NASCAR wins court appeal to claim charters from 23XI / FRM

Now, things are progressing and it’s getting dark.

NASCAR has stated they already have an agreement to transfer one of the charters previously held by 23XI / FRM to another team for the 2026 season.

They noted that it’s one of the original charters held by 23Xi or FRM. It’s not one of the additional two charters purchased from Stewart-Haas Racing at the start of this season.

The teams and NASCAR are heading to a court hearing on Thursday. NASCAR is looking for the courts approval to transfer the charter. The teams are looking for the opposite, to have their charter status returned until the end of the trial.

If a sale is approved, this could be the end for both teams.

NASCAR has an agreement to transfer a charter amid lawsuit

“Plaintiffs will indisputably suffer irreparable harm if NASCAR is allowed to carry out its plan to immediately sell their charters to other entities before trial, because that would put 23XI and Front Row out of business following the 2025 Cup Series season,” a filing on Monday from the teams read.

“This Court has already found that it is not economically viable to race as open teams on a long-term basis, and NASCAR did not challenge that finding on appeal.”

“Plaintiffs will also suffer irreparable harm if they do not have charter rights for the rest of this season, because it will cause their drivers and sponsors to seek to leave.”

23XI Racing has already stated that Tyler Reddick gave the team a breach of contract notice. A note in Reddick’s contract requires the team to provide a car with charter status for him to race.

“This Court has the authority to preserve the status quo and prevent NASCAR from selling the charters before the December 1 trial. Otherwise, Plaintiffs will face the imminent destruction of their businesses regardless of how the jury rules.”

“NASCAR’s Opposition is a brazen effort to deny reality. It is striking in its failure to even address most of the smoking-gun documents that admit NASCAR viewed competitive entry as a threat.”

Brad Keselowski says the NASCAR lawsuit is a threat to the sport

23XI Racing Driver Lineup:

– Bubba Wallace (No. 23)

– Tyler Reddick (No. 45)

– Riley Herbst (No. 35)

Front Row Motorsports Driver Lineup:

– Noah Gragson (No. 4)

– Todd Gilliland (No. 34)

– Zane Smith (No. 38)

Ryan Blaney drove to victory lane in a thrilling ending. They were four wide at the finish line.

3.297 million viewers tuned in on average with a rating of 1.76. The numbers were first reported by Adam Stern.

The race was the second most-watched sporting event of the weekend. The Tour Championship took the top spot.

Daytona Results: August 23, 2025 (NASCAR Cup Series)

August 23, 2025
Viewers: 3.29M
Rating: 1.76
NBC

August 24, 2024
Viewers: 3.5M
Rating: 1.9
NBC

August 26, 2023
Viewers: 3.26M
Rating: 1.8
NBC

August 28, 2022 (Rain)
Viewers: 1.4M
Rating: 0.88
CNBC

August 28, 2021
Viewers: 3.92M
Rating: 2.25
NBC

August 29, 2020
Viewers: 3.86M
Rating: 2.41
NBC

July 7, 2019 (Rain)
Viewers: 3.28M
Rating: 2.12
NBC

July 7, 2018
Viewers: 4.43M
Rating: 2.72
NBC

Click here to view the 2025 NASCAR playoff grid

The more recent charter sales are estimated over $40M.

23XI Racing and Front Row Motorsports are suing NASCAR alleging antitrust. They elected not to sign the charter agreement for 2025 and instead went to court. The trial for that case is expected later this year.

NASCAR lawsuit opened by 23XI Racing and Front Row Motorsports

And there’s been a lot of big rulings leading up to that trial…

In December, the teams won a preliminary injunction forcing NASCAR to recognize 23XI Racing and Front Row Motorsports as charter teams. They received race earnings, as if they were charter holders.

NASCAR appealed that ruling. In April, NASCAR won the appeal and they have since revoked charter benefits from both teams.

Related: NASCAR wins court appeal to claim charters from 23XI / FRM

NASCAR has claimed three charters from 23XI Racing and Front Row Motorsports. Now, NASCAR already has an agreement to transfer ownership of one of those charters to another team.

That’s according to a new filing on Monday. The wording noted, “plans to issue a charter.”

The team name was redacted from the document. Additionally, it’s unclear if NASCAR is selling that charter or giving it away.

NASCAR is stating they will suffer irreparable harm if they are not allowed to transfer the charter.

23XI Racing and Front Row Motorsports are saying they will suffer irreparable harm if they are not given their charters back. They noted that Tyler Reddick has already handed them a breach of contract notice as his contract requires the team to provide a charter entry.

NASCAR and both teams will be in court on Thursday. The teams are looking for the courts to return their charter status and prevent NASCAR from transferring the charter.

Brad Keselowski says the NASCAR lawsuit is a threat to the sport

“NASCAR’s Opposition is a brazen effort to deny reality. It is striking in its failure to even address most of the smoking-gun documents that admit NASCAR viewed competitive entry as a threat.”

The teams are saying they would be out of business in 2026 if the transfer of the charter goes through.

“This Court has already found that it is not economically viable to race as open teams on a long-term basis. And NASCAR did not challenge that finding on appeal.”

23XI Racing Driver Lineup:

– Bubba Wallace (No. 23)

– Tyler Reddick (No. 45)

– Riley Herbst (No. 35)

Front Row Motorsports Driver Lineup:

– Noah Gragson (No. 4)

– Todd Gilliland (No. 34)

– Zane Smith (No. 38)

NASCAR commissioner speaks on the antitrust lawsuit

On Friday, qualifying was canceled due to lightning strikes. However, William Byron would have been starting at the back of the field regardless…

The No. 24 car driven by Byron actually cleared inspection on his second attempt through the line. After passing inspection, car adjustments become limited per the rules book.

Actions by the crew after clearing inspection have resulted in a penalty.

NASCAR officials said the team made unapproved splitter adjustments to the car, after clearing inspection. The car was pulled off the grid and told to go through inspection again.

NASCAR stated, “On their second attempt through inspections after passing all stations the No. 24 Hendrick Motorsports Chevrolet was observed making an unapproved adjustment to the splitter. The struts were reinstalled, and the car was rerun over the underbody scanning station and failed due to the adjustment.”

As the car ran through inspection, it failed due to the adjustment. NASCAR has issued a penalty to the Hendrick Motorsports team.

Byron will be forced to start at the back of the field on Saturday. He’ll also have to serve a stop-and-go penalty at the start of the race. The team has also lost pit selection.

Rudy Fugle, crew chief for the No. 24 has been ejected from the speedway. Brandon McSwain will fill-in as the crew chief for the race.

Byron has already clinched the 2025 regular-season championship.

Additionally, the No. 78 car driven by BJ McLeod failed inspection twice. Car chief Lee Lesile has been ejected for the rest of the weekend. The team has also lost pit selection.

NASCAR starting grid and TV schedule for Daytona International Speedway

The following includes various levels of inspection penalties:

1 Failure
No Penalty

2 Failures
Crew member of NASCAR’s choosing ejected. Additionally, the team loses pit selection.

3 Failures
Not permitted to qualify plus above penalty. They also have to serve a pass-through penalty at the start of the race.

The green flag is set to drop on Saturday night in Daytona Beach, FL.

View Daytona results for the NASCAR Cup Series below.

Daytona Menu
Xfinity: Prac/Qual | Race
Cup: Prac/Qual | Race

Daytona TV Schedule

Ryan Blaney and Alex Bowman set the front row. 160 laps of stock car racing are up next…

Laps: 35 (1-35 / 160)

Green flag, Logano shoves Blaney clear off turn two. Larson shoves Bowman back even on the inside lane. Laps later, Blaney is finally clear via the outside lane.

Lap 11, Casey Mears spins, caution. William Byron will get the free pass after serving a pass-through penalty at the start of the race.

Green, Blaney leads the outside lane as Suarez leads the inside lane.

Lap 18, Tyler Reddick and Todd Gilliland rub fenders off turn four. Reddick slams the inside wall and the caution is out.

Green, Bubba Wallace clears Blaney via the inside lane! Wallace pulls up and catches the bumper of Blaney. Wallace is blocking runs from both lanes.

Lap 25, Suarez to the lead on the inside.

Lap 28, they run three wide through the tri-oval. Bubba Wallace comes across the nose of Logano. Kyle Busch and Wallace spin in front of the field. Alex Bowman, Austin Cindric and others are collected.

Green with 2 to go in stage one, Blaney leads the outside lane as McDowell leads the inside lane. Blaney is clear into turn three.

1 to go, Blaney blocks a run from McDowell. Larson pulls even on the outside.

Kyle Larson wins stage one at Daytona International Speedway!

Daytona Results (Stage 1) : 1. Kyle Larson; 2. Ross Chastain; 3. Ryan Blaney; 4. Michael McDowell; 5. Justin Haley; 6. Joey Logano; 7. Todd Gilliland; 8. Ryan Preece; 9. Chase Briscoe; 10. Christopher Bell

Laps: 60 (36-95 / 160)

Larson leads the field to the pit lane. Brad Keselowski wins the race to the pit exit. Cody Ware stays out.

Green flag on stage two, John Hunter Nemechek clears Ware off turn two.

Lap 43, Keselowski shoves Ware to the race lead.

Lap 57, Ty Dillon to the lead with a push from Justin Haley. Dillon begins blocking runs from both lanes.

Lap 65, they form three wide for the race lead. Ross Chastain to the race lead!

Shane van Gisbergen works the outside lane and he takes the lead away. Laps later, he’s shuffled out of line and Ross Chastain reclaims the lead.

Chase Briscoe shoves Cody Ware back to the front. Ware can’t make it to the end of this stage on fuel.

Lap 79, Briscoe works inside of Ware into turn three. Ware drops through the middle and falls outside the top 10. Custer to the lead on the outside lane.

Lap 83, Carson Hocevar blows an engine and the caution is out.

Custer leads the field to the pit lane. Logano wins the race to the pit exit on a strategy call. Byron, Elliott and others stay out.

Green with 8 to go in stage two, Larson shoves Byron to the lead. Larson dives inside into turn three. Byron holds the lead.

6 to go, Briscoe shoves Logano to the lead. Briscoe dives inside, Briscoe to the lead.

2 to go, Byron and Logano split Briscoe. Briscoe drops through the field. Chastain shoves Logano to the lead.

1 to go, Christopher Bell shoves Ross Chastain into turn three. Chastain pulls even with Logano.

They run side by side to the line, Ross Chastain wins stage two!

Daytona Results (Stage 2) : 1. Ross Chastain; 2. Christopher Bell; 3. Joey Logano; 4. William Byron; 5. John Hunter Nemechek; 6. Chase Briscoe; 7. Ryan Blaney; 8. Ryan Preece; 9. Ty Gibbs; 10. Kyle Larson

Laps: 65 (95-160 / 160)

Penalty: Chase Elliott pits as the pit lane is closed due to low fuel. Elliott will drop to the rear of the field.

Chastain leads the field to the pit lane. Christopher Bell wins the race to the pit exit. It’s a slow stop for Blaney and Chastain.

Green flag on stage three, Bell and Nemechek run side by side into turn one.

Lap 108, Denny Hamlin slows with a flat tire. The caution is out.

Nemechek pits from the lead with the entire field. Many cars dives back to the pit lane with 1 to go to top off fuel.

Green, Logano and Dillon run side by side. Dillon is clear and he blocks Logano into turn one.

42 to go, Erik Jones shoves Joey Logano to the lead.

20 to go, Logano is blocking runs from both lanes.

18 to go, Logano misses a block. Erik Jones works to his outside and he takes the lead away.

13 to go, Logano spins off the bumper of Erik Jones! The caution is out.

Green with 8 to go, Jones and Haley run side by side into turn one.

6 to go, Haley is clear on the inside lane. Erik Jones is shoved out of line. Ryan Preecei pulls even with Haley.

2 to go, Larson splits Preece and he pulls even with Haley at the front of the field. Custer Custer makes it three wide for 2nd.

1 to go, Blaney shoves Custer to the lead! Haley is back to the lead off turn two.

They form three wide for the win into turn three.

Blaney and Custer run side by side off turn four. Blaney clears him and he’s blocking three lanes behind him.

View NASCAR points after Daytona International Speedway below.

The 16 driver playoff grid is now set. Kyle Larson and William Byron are currently tied in the playoff bracket after earning 26 playoff points throughout the regular season.

The opening round of the playoffs begin next weekend at Darlington Raceway. After three races, four more drivers will be eliminated from the playoffs.

Daytona Results: August 23, 2025 (NASCAR Cup Series)

August 31, 2025
Darlington Raceway

September 7, 2025
World Wide Technology Raceway

September 13, 2025
Bristol Motor Speedway

— Round of 16 concludes (Four drivers eliminated) —

September 21, 2025
New Hampshire Motor Speedway

September 28, 2025
Kansas Speedway

October 5, 2025
Charlotte Motor Speedway (Roval)

— Round of 12 concludes (Four drivers eliminated) —

October 12, 2025
Las Vegas Motor Speedway

October 19, 2025
Talladega Superspeedway

October 26, 2025
Martinsville Speedway

— Round of 8 concludes (Four drivers eliminated) —

The highest finisher of the 4 drivers will be crowned the season champion.

November 2, 2025
Phoenix Raceway

Watch the NASCAR crash video below.

Bubba Wallace, Joey Logano and Kyle Busch formed three wide exiting turn four. They ran out of room in a hurry.

It appeared that Wallace came down after a push from Kyle Larson. Logano held his ground.

As they met in the middle, Wallace was hooked across the nose of Logano. With Logano in the middle, Kyle Busch was was turned.

Austin Cindric, Alex Bowman, Ricky Stenhouse Jr, Zane Smith and many others were collected in the crash. NASCAR dropped the red flag for extensive clean up.

All drivers were released from the care center.

Daytona Results: August 23, 2025 (NASCAR Cup Series)

On the TV broadcast, Wallace took blame for the incident after one look at the crash. However, moments later, he circled back and said it a little different…

“I need to take another look at it. It looked like the No. 5 hit me and got me down there,” Bubba Wallace told Matt Weaver.

“I hate that we tore up a bunch of cars. So, I think that I looked and it was ‘Blame Bubba Wallace National Day’ today so I’ll take the blame for it.”

“I didn’t think the aggression level was too high at that point. I thought everyone was playing nice.”

He added, “I hate it. We got to the lead fairly quick. It was setting up to be a good day.”

“All kinda just came together. It was very unexpected. The No. 12 moved up and the No. 22 was trying to, not really bully his way up, just to take the line away. I kinda held my ground. And the next thing I knew we were three wide.”