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Nissan's quietly prepping a mid-cycle refresh for the Z—the 2027 model year will reportedly dig deeper into its S30 DNA with visual tweaks meant to satisfy purists who've already made up their minds. Don't expect power bumps from the 3.0L twin-turbo; this is cosmetics and infotainment shuffling masquerading as evolution. The Z's already seen values stabilize after the initial hype cycle, and a facelift rarely moves the needle for a niche car that knows exactly what it is.

A BHPian pushes back on complaints about middle and rear row legroom in Toyota's three-row family hauler. Photos reveal thigh support and leg space that contradict online griping—the kind of real-world data that matters more than spec sheets.

Mugen—Honda's factory tuner arm—dropped a limited run of BB6 Prelude upgrades capped at just 16 examples worldwide. This wasn't mall crawler stuff: we're talking suspension geometry work, engine management, and the kind of restraint that separates actual engineers from parts-bin poseurs. If you didn't know about it last week, the allocation's already distributed.

Mazda's promised new EV platform, originally due in 2025, has slipped again. The company still hasn't detailed specs, pricing, or which model leads the charge. For a maker that built its reputation on driving dynamics, the silence is getting louder than the electric motors they're not shipping.

Mazda's dropping the CX-6e as its EV counterpart to the CX-60, signaling a harder design pivot than the brand's typical playbook. The tech-forward cabin—anchored by a 26-inch display—hints at where Mazda wants to position itself in the crowded electric SUV space. UK launch this year puts it squarely against Audi's Q6 e-tron.

The Chevrolet Corvair (1960-1969) beat the 911 to market with a rear-mounted flat-six, but Chevy's engineering gamble came with a steering behavior that made it genuinely dangerous in untrained hands. While Porsche refined the concept into something manageable, the Corvair became a cautionary tale about how good ideas can get weaponized by poor execution.

Renault is retrofitting its next mid-sized EV platform to accept a small petrol range-extender—essentially admitting that pure battery architecture still has range anxiety problems the market won't accept. The move mirrors BMW's i3 strategy from a decade ago, except this time it's not about being clever, it's about hedging bets on charging infrastructure that still doesn't exist at scale.

KTM's recycling its 160cc Duke engine into the RC 200's fairing—a smart move that undercuts the R15 on price while borrowing chassis DNA from its larger sibling. The rider triangle gets sharper, the bodywork gets sportier, and the entry fee to KTM's RC family drops accordingly. Indian market street bike buyers now have a legitimate alternative to Yamaha's long-standing playbook.

Buick's Nailhead V8 earned its name from a specific technical detail, not marketing fluff or folk wisdom. Understanding the naming reveals how mid-century Buick engineers thought about valve train design—and why the engine became a staple in hot rods and custom builds for decades.

Toyota's dropping a 1.6L turbo four-cylinder hatchback so dialed it requires a lottery to own one. The Morizo RR gets a forged crank, revised turbo, and suspension tuning that makes the standard GR feel like a practice car. This is what happens when a manufacturer gives engineers rope instead than marketing committees.

McLaren doesn't hand out the GTR badge—they've only done it three times in 30 years, starting with the F1 GTR that won Le Mans outright. The Senna GTR is track-focused obsession: active aerodynamics, motorsport-derived suspension, and a 4.0L twin-turbo that doesn't need marketing speak. This is what happens when McLaren stops worrying about road manners and builds purely for the circuit.

Toyota's building exactly 200 of these—100 for Europe, 100 for Japan—and each one carries actual track DNA from the Nordschleife. The Morizo RR isn't marketing spin; it's what happens when a 1.6L turbo four gets serious suspension geometry and a chassis that knows a racetrack. Scarcity by design means values will do the obvious thing.

Toyota's finally given the GR Yaris the track-focused variant it deserved. The Morizo RR strips weight, sharpens the 1.6L turbo's edge, and comes with the kind of detail work that says someone who actually races cars had input. This isn't marketing—it's what happens when the old man still signs off on the engineering.

A BHPian took their BMW GS1300 on an impromptu 1150km run to Goa via NH66, chasing an event that fell through. Real-world distance on a proper tourer reveals what dealers never mention: these things just work. The GS platform has spent three decades proving that accessible capability beats exotic engineering.

Kia's throwing the GT nameplate at three EVs—the EV3, EV4, and EV5—betting that tuned suspension, sportier styling, and actual driving dynamics can salvage the EV-as-appliance problem. It's a credible move from a brand that actually understands how to make a hot hatch feel alive. The question isn't whether they'll sell; it's whether anyone shopping this segment actually cares about handling over charging networks.

Kia's playing the volume game with the EV2, a supermini-sized electric crossover that slots below the EV6 and actually delivers real range numbers instead of marketing fiction. At sub-£25k with 278 miles claimed, it's the first time a mass-market EV in this class isn't asking you to pretend range anxiety doesn't exist. Renault and VW are watching this one closely.

Kia is launching three new GT variants across its EV lineup, turning the EV3, EV4, and EV5 into proper performance entries rather than just efficiency boxes with more power dialed in. The specs matter less than the signal: Kia's finally willing to let its EVs be fun instead of virtuous.

Italdesign dusted off the second-gen NSX for a Tokyo Auto Salon one-off that's equal parts tribute and middle finger to Honda's current direction. The build hints at what passionate designers think the supercar should've been—but the real story is that independent shops are doing Honda's creative work for them.

Hyundai's betting on the Staria Electric as a proper family hauler with 248 miles of range and genuine three-row seating—no clever packaging tricks. It's spaceship styling on a practical platform, which means it either signals where Korean EV design is headed or it's a one-off curiosity depending on how UK buyers respond.

Sanjay Takale's 57-year-old HDJ100 Land Cruiser gave up in Stage 3 of Dakar Classic, even though the 100-series was leading its H3 class. The mechanical failure is a reminder that vintage iron—no matter how storied—is still vintage iron when you're crossing continents at rally pace.