SAVANNAH, Georgia—Hyundai's massive new Metaplant factory in Georgia is actually painted a subtle shade of green, not white, but you'd need someone to point that out to you. It's a shining example of the latest in car manufacturing—bright lights and white walls inside, knee-saving wooden floors on the production line, recaptured waste energy and solar—you name it. Hyundai even uses dog-like robots to check some welds. The vast facility is responsible for North American production of the electric Ioniq 5 and, now, the all-new Ioniq 9 SUV as well.

That Hyundai would make a three-row SUV with its class-leading electric powertrain was a no-brainer. The E-GMP platform, with its 800 V powertrain, was designed for medium to large EVs, after all. In 2021 it debuted the Seven concept, which explored the idea of a living room on wheels. I'm not sure why the nameplate skipped a couple of digits, but the production Ioniq 9 tries to keep as true to that theme as possible within the confines of real life.

Although they look quite different from one another, a common design language called "parametric pixels" ties together the Ioniq 9 with its smaller siblings the Ioniq 5 SUV and Ioniq 6 sedan. Creases catch the light even with the matte-gold paint of our test car, like the line ahead of the rear wheels that calls back to the collar on a traditional Korean garment. As ever, there are some other wonderful names for the design language: my favorite is "aerosthetic lounge," but when you look at the images, also think of words like "teutonic," "boat tail," and "integrated." When you hear the shape was inspired by a pebble, it makes sense that the drag coefficient is a slippery 0.27.

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Formula 1's busy 2025 schedule saw the sport return to its European heartland this past weekend. Italy has two races on the calendar this year, and this was the first, the (deep breath) "Formula 1 AWS Gran Premio Del Made in Italy e Dell'Emilia-Romagna," which took place at the scenic and historic (another deep breath) Autodromo Enzo e Dino Ferrari, better known as Imola. It's another of F1's old-school circuits where overtaking is far from easy, particularly when the grid is as closely matched as it is. But Sunday's race was no snoozer, and for a couple of teams, there was a welcome change in form.

Red Bull was one. The team has looked a bit shambolic at times this season, with some wondering whether this change in form was the result of a number of high-profile staff departures toward the end of last season. Things looked pretty bleak during the first of three qualifying sessions, when Yuki Tsunoda got too aggressive with a curb and, rather than finding lap time, found himself in a violent crash that tore all four corners off the car and relegated him to starting the race last from the pit lane.

2025 has also been trying for Ferrari. Italy expects a lot from the red team, and the replacement of Mattia Binotto with Frédéric Vasseur as team principal was supposed to result in Maranello challenging for championships. Signing Lewis Hamilton, a bona fide superstar with seven titles already on his CV, hasn't exactly reduced the amount of pressure on Scuderia Ferrari, either.

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As we often like to remind people, beware buying any car in its first model year. It takes a little while for any OEM to find its feet with a new model, and now there's half-baked software that can need frequent updating to worry about in addition to any mechanical woes. I bring this up because various bugs meant that an electric car we were supposed to review had to be repeatedly postponed, as it was away being fixed, and as a result our week with the 2025 Volvo V60 Cross Country turned into two. And what a pleasant two weeks they were.

The Volvo station wagon is not in its first production year. Any criticism of its onboard electronics would focus more on the fact that they are now increasingly vintage, but that also means the bugs have mostly been squashed by now. Sadly, Volvo killed off the regular V60 station wagon earlier this year, but you can still buy the Cross Country version, which starts at $51,495, including the delivery charge.

As the name probably implies, the V60 Cross Country has some adaptations for unpaved roads: it rides a little higher and on softer suspension, and there's protective cladding here and there that gives this wagon a bit of a bold stance.

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Tesla has raised the ire of some of its customers, who are accusing the carmaker of misleading them. Until recently, it would not allow customers who leased its EVs to purchase them at the end of the lease. Instead, the leases stated that it "plan[s] to use those vehicles in the Tesla ride-hailing network."

Tesla instituted that policy for Model 3 leases starting in 2019 and later expanded it to the Model Y until changing the policy last November. But Tesla is not currently sitting on a fleet of several hundred thousand ex-lease autonomous Models 3 and Y, and as of today there exists no actual Tesla ride-hailing network.

Instead, it has been spiffing up the ex-lease cars with software updates and then selling them to new customers, according to Reuters. And that has made some former leasers a little unhappy that their old EVs weren't pressed into service making money for Tesla on an ongoing basis but rather just as a one-time transaction.

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It's a few years later than we were promised, but an advanced new version of Apple CarPlay is finally here. CarPlay is Apple's way of casting a phone's video and audio to a car's infotainment system, but with CarPlay Ultra it gets a big upgrade. Now, in addition to displaying compatible iPhone apps on the car's center infotainment screen, CarPlay Ultra will also take over the main instrument panel in front of the driver, replacing the OEM-designed dials like the speedometer and tachometer with a number of different Apple designs instead.

"iPhone users love CarPlay and it has changed the way people interact with their vehicles. With CarPlay Ultra, together with automakers we are reimagining the in-car experience and making it even more unified and consistent," said Bob Borchers, vice president of worldwide marketing at Apple.

However, to misquote William Gibson, CarPlay Ultra is unevenly distributed. In fact, if you want it today, you're going to have to head over to the nearest Aston Martin dealership. Because to begin with, it's only rolling out in North America with Aston Martin, inside the DBX SUV, as well as the DB12, Vantage, and Vanquish sports cars. It's standard on all new orders, the automaker says, and will be available as a dealer-performed update for existing Aston Martins with the company's in-house 10.25-inch infotainment system in the coming weeks.

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The new Bentley Continental GT was already an imposing figure before this one left the factory in Crewe clad in dark satin paint and devoid of the usual chrome. And under the bonnet—or hood, if you prefer—you'll no longer find 12 cylinders. Instead, there's now an all-new twin-turbo V8 plug-in hybrid powertrain that offers both continent-crushing amounts of power and torque, but also a big enough battery for a day's driving around town.

We covered the details of the new hybrid a bit after our brief drive in the prototype this time last year. At the time, we also shared that the new PHEV bits have been brought over from Porsche. There's quite a lot of Panamera DNA in the new Continental GT, as well as some recent Audi ancestry. Bentley is quite good at the engineering remix, though: Little more than a decade after it was founded by W.O., the brand belonged to Rolls-Royce, and so started a long history of parts-sharing.

Mind if I use that?

Rolls-Royce and Bentley went their separate ways in 2003. The unraveling started a few years earlier when the aerospace company that owned them decided to rationalize and get itself out of the car business. In 1997, it sold the rights to Rolls-Royce to BMW, or at least the rights to the name and logos. Volkswagen Group got the rest, including the factory in Crewe, and got to work on a new generation of Bentleys for a new century.

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The British car industry got a big break from US President Donald Trump yesterday afternoon. Trump and UK Prime Minister Kier Starmer have agreed to a bilateral trade agreement that cuts tariffs on a range of imports from the UK, including pharmaceuticals, aluminum and steel, and cars.

Now, the first 100,000 cars that come to the US from the UK will only be subject to a 10 percent tariff rather than the 27.5 percent they have been under since the start of this trade war in April.

"The car industry is vital to the UK’s economic prosperity, sustaining 250,000 jobs," said Jaguar Land Rover CEO Adrian Mardell. "We warmly welcome this deal which secures greater certainty for our sector and the communities it supports. We would like to thank the UK and US Governments for agreeing this deal at pace and look forward to continued engagement over the coming months," Mardell said.

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"We are an AI, robotics company," Tesla CEO Elon Musk announced last April. Despite the fact that the company's revenues are overwhelmingly derived from selling new electric vehicles, such prosaic activities hold no luster for the boss. Instead, Tesla's future, according to Musk, depends upon a (claimed) sub-$30,000 driverless two-seater, revealed to the world last October in a staged demonstration on a film set. But Musk's plans just hit a snag: The company must find some new names.

As spotted by Sean O'Kane at TechCrunch, the United States Patent and Trademark Office has informed Tesla that it will not be allowed to trademark the word "robotaxi" to describe the vehicle. According to the USPTO, the term is far too generic. Indeed, a Google n-gram search shows a steady growth in the use of "robotaxi" starting more than a decade ago.

According to the USPTO, the term is merely descriptive. The agency cites evidence from Wikipedia, The Verge, and the Amazon-backed autonomous vehicle startup Zoox in its denial of Tesla's trademark application.

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Price rises are coming to some Mexican-made Ford vehicles this summer as a result of President Trump's decision to launch an international trade war. According to Reuters, which saw a memo that Ford sent to dealers, the price increase will affect the Mustang Mach-E electric crossover, the Bronco Sport crossover, and the Maverick pickup truck, which cost as much as an extra $2,000.

The Trump auto tariffs went into effect at the beginning of April, adding a 25 percent charge to any imported vehicle. When challenged on the fact that this would cause significant price rises for US consumers, Trump told NBC that he "couldn't care less if they raise prices." And now that's happening.

Ford told Ars that the price increases are part of its "usual mid-year pricing actions combined with tariffs we are facing" and that the price bumps do not cover the full costs of the tariff. Additionally, the move only affects vehicles that have been imported since May 2, which should only appear in dealerships in late June—any cars already in inventory are not subject to the price rise.

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Tesla is in deep trouble in Europe. The electric vehicle maker, which once dominated EV sales in the region, is facing sales declines of more than 50 percent in France, the Netherlands, Sweden, Denmark, and the UK. Sales in Germany weren't quite as bad—they fell by 46 percent in April, with slightly smaller decreases in Portugal and Spain. Only Italy and Norway saw any kind of sales growth.

The headwinds were already looking unfavorable for Tesla even before CEO Elon Musk threw his lot in with Donald Trump and his authoritarian makeover of the US government. A small and outdated product portfolio was already looking stale compared to the influx of EVs from Chinese brands and European automakers, but Musk's hard-right turn and the US government's ongoing antagonism toward the rest of the world has soured the brand entirely. And a recent styling refresh for the Model Y has failed to arrest the slide.

The UK has been one of Tesla's biggest markets in Europe, and it's seeing something of an EV boom, with 8.1 percent more BEVs registered in April 2025 than the year before, even as overall car sales have dropped by 10.4 percent year on year. But Tesla's sales fell by 62 percent—the automaker registered just 512 cars all month. For context, 120,331 new cars were registered in the UK last month, of which 24,558 were BEVs.

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After a brief reprieve, Formula 1's teams were back at it this past weekend at the Miami Grand Prix. It was the first of three stops in the US and five in North America as F1 capitalizes on its current wave of popularity here. The sport evidently believes something is going right—it just announced a contract extension that will see the event remain on the calendar for another 16 years.

The Miami race is among the latest of F1's new breed of Grands Prix. It was originally supposed to be more of a true street circuit like Baku or Singapore or Las Vegas, with a route that crossed over a bridge into South Beach. But the track is laid out around the various parking lots of Miami's Hard Rock Stadium, like a 21st-century version of the early '80s Caesars Palace Grands Prix or the now-defunct Sochi race that wound its way around Vladimir Putin's favorite sea-side theme park.

Ticket prices appear to have come down a little now that the race is in its third year, but the "beach club" and Potemkin marina remain, even if they didn't look particularly busy on any of the overhead shots. Despite what looked like sparse attendance on Friday and Saturday, we're told that 275,000 people attended across the weekend.

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CONCORD, N.C.—We weren't allowed cameras past the lobby of General Motors' shiny new Charlotte Technical Center. It's the automaker's new motorsport hub in the heart of NASCAR country, but the 130,000-square-foot (12,000 m2) facility is for much more than just stock cars. There are cutting-edge driver-in-the-loop simulators, shaker rigs for punishing suspension, and even an entire gym for drivers to work on their fitness.

It's also home to GM's racing command centers—conference rooms with walls of monitors where engineers and strategists provide remote support for GM's teams at their respective racetracks. It's pretty busy most weekends; this Saturday and Sunday, Chevrolet is racing in both IndyCar (in Alabama) and NASCAR (in Texas), next week, it's Chevrolet and Cadillac in Belgium for the World Endurance Championship and Northern California for IMSA, plus NASCAR in Kansas. Starting next year, F1's 24 races a year will be added to the mix as well.

The technical center had been sanitized before our group of journalists arrived, perhaps rendering the camera ban moot anyway. The smells, on the other hand, were intriguing—solvents, 3D printers, some other rapid prototyping, or maybe all of it all at once. If only websites were scratch and sniff.

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I'm not sure I can remember another car that took as long to get comfortable with as the 2025 Aston Martin Vantage. It's an achingly beautiful machine, from the outside at least. And by the week's end, I had my first glimpses into how it can deliver driver engagement with the best of them. By then I'd also gotten over my disappointment with the interior and, sadly yet again, had the "British cars with crap electronics" stereotype confirmed once more.

Painted the same striking shade of Podium Green as one of Formula 1's safety cars, the Vantage is one of the most eye-catching cars we've tested in a while. In person, that giant front grille dominates things, but all around the car you see the influence of the aerodynamicists and engineers who want to bend the airflow to their needs; cutting drag here, adding downforce there, feeding a cooling duct or venting waste heat. The way the wheel arches stretch out from the doors reminds me of the One-77 supercar from a few years ago, but it's all a thoroughly modern shape here.

That sculpted and vented hood contains the Vantage's 4.0 L twin-turbo V8. With 656 hp (490 kW) and 590 lb-ft (800 Nm), it's the most powerful Vantage to date, eclipsing the time the company bolted some Eaton superchargers to a 2-ton Chesterfield sofa on wheels. ZF's excellent 8HP automatic transmission sends that power and torque to the rear wheels, which arrived wearing Vantage-specific versions of Michelin's latest Pilot Sport 5 tires.

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WASHINGTON, DC—The House Transportation and Infrastructure Committee will meet today to discuss its proposed budget legislation, and there's a doozy in there for drivers of electric vehicles and hybrids. As part of the Republican Party's ongoing war against science and the environment under President Trump, committee chairperson Sam Graves (R-Mo.) has included some new annual fees that will cost all drivers some, but some drivers more.

Republicans plan to use the budget reconciliation process to pass this legislation, which is an expedited process that removes some of the US Senate's ability to stall. They're proposing a new annual federal motor vehicle registration fee, which state DMVs would have to collect and pass back to the federal government.

If it passes, all battery EVs would be subject to a new $200 tax. Hybrids—defined as vehicles that are propelled by both an electric motor and an internal combustion engine or other power source (which would include fuel cell EVs)—will pay $100. But someone who commutes 90 miles a day in a particulate-belching Ford F-350 Duramax diesel pickup truck gets away with a mere $20 a year, and only from October 1, 2030; until then they get to drive for free.

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President Donald Trump is set to ease up slightly on the automotive industry this week. After being warned that his trade war will result in hiked prices and fewer vehicles being built, government officials over the past two days have signaled that Trump will sign an executive order today that will mitigate some of the pain the 25 percent import tariffs will inflict.

Trump's approach to tariffs has been nothing if not inconsistent. In this case, the White House is not dropping the 25 percent tariff on all imported vehicles, but the other tariffs imposed by the Trump administration—like the 25 percent tariff on steel and aluminum that went into effect in February—won't stack up on top.

The potential for multiple tariffs to have an additive effect on prices could have seen new car prices soar in the coming weeks; now, they are likely to just rise a lot instead. According to The Wall Street Journal, the move will be retroactive, and automakers who have (for example) paid aluminum or steel tariffs on top of the car import tariff can seek a refund for the former.

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I remain perpetually wrong-footed by the Volkswagen Golf R, the more powerful all-wheel drive upgrade to the venerable VW Golf GTI. I always expect I'm in for a driving experience that is as measured and calm as it is fast. I don't know why I continually underestimate the R—Ars has driven a few of them now, and you'd think I'd remember that maybe the R should stand for "raucous."

VW has been making hot Golfs for as long as I've been on the planet—next year will be the GTI's 50th anniversary. The super-GTI is a little newer. In 1986, the GTI was joined by a more powerful version with a 16-valve engine—here in the US, they also got a capacity bump from 1.8 to 2 L. Later, the much rarer Rallye Golf emerged as a homologation special. Five thousand all-wheel drive, supercharged Golfs were built to make the car eligible for Group A rallying, and then VW Motorsport built a small number of G60 Limiteds—essentially the Rallye with some added luxury like leather, ABS, and power steering.

The Mk2's straight lines gave way to the Mk3's curves, and by then, VW had developed its VR6 engine. Most engines with two banks of cylinders have a V angle of 60 or perhaps 90 degrees; with a V angle of just 15 degrees, the VR6 engine was able to fit in the tight confines of the Golf's engine bay. For the Mk4 and Mk5, this morphed into the Golf R32, where the VR6's power and torque were better harnessed by all-wheel drive.

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The US Department of Transportation issued revised rules for autonomous and partially automated vehicles on Thursday. Despite fears that the Trump administration would roll back safety regulations as it has for air and water standards, crashes involving autonomous or partially automated vehicles must still be reported to the government. And now, domestic autonomous vehicle developers will be able to benefit from exemptions previously only offered to foreign companies.

"This administration understands that we're in a race with China to out-innovate, and the stakes couldn’t be higher," said US Transportation Secretary Sean Duffy in a statement. "As part of DOT's innovation agenda, our new framework will slash red tape and move us closer to a single national standard that spurs innovation and prioritizes safety," Duffy said.

The National Highway Traffic Safety Administration is keeping its Standing General Order, which requires manufacturers of autonomous or partially automated vehicles to report crashes that occur with such systems on public roads. Crashes using either autonomous driving systems or a partially automated system like GM's Super Cruise or Tesla's Autopilot must be reported within 10 days if anyone involved was killed or taken to hospital, if a vulnerable road user was hit, if the airbags deployed, or if the vehicle had to be towed away from the crash.

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Even in an alternate timeline in which the average new car didn't cost more than $50,000 and weigh well more than two tons, Volkswagen's Golf GTI would stand above the norm. Here on Earth Prime, nine years after a weasel met a particle accelerator and everything started to get weird, the GTI shines as almost the perfect blend of performance and everyday practicality while keeping the footprint small and the sticker price affordable.

The GTI has just had its midlife facelift, making this generation the Mk8.5 if you speak Golfnerd. Even if you don't, you're probably familiar with the idea. But to recap, in 1976, someone at VW had the bright idea of giving the Golf hatchback a more powerful engine and better handling. The original GTI wasn't the first hot hatch, but it was the most influential, giving VW's humble Golf a halo that shone brightly when seized upon by that most 1980s of species, the yuppie.

The GTI has been a constant in the Golf range ever since. Here in America, it is the Golf range, along with the all-wheel drive Golf R, but more on that car another day. Americans used to buy regular Golfs—I have not one but two neighbors with Golf Alltrack station wagons, in case anecdote will suffice in place of sales data—but no longer in numbers that make importing the other cars economical. On the other hand, the US is now one of the largest markets for the GTI, VW told me, and last year, it saw sales grow by almost 50 percent.

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Tesla managed to hold onto profitability in the first quarter of 2025—but only just. Earlier this month, the automaker reported double-digit declines in both production and delivery numbers thanks to the impact of CEO Elon Musk's central role in the Trump administration, a global trade war, and an increasingly outdated and tiny product lineup. Yesterday, we saw the true cost of those factors when Tesla published its profit and loss statement for Q1 2025.

Total revenues fell by 9 percent year over year to $19.3 billion in Q1. Selling cars accounts for 72 percent of Tesla's revenue, but these automotive revenues fell by 20 percent year over year. Strong growth (67 percent) in Tesla's storage battery and solar division helped the bottom line, as did a modest 15 percent increase in revenue from services, which includes its Supercharger stations, which are now opening to other car brands.

But Tesla's expenses grew slightly in Q1 2025, and more importantly, its profitability shrank. Income from operations fell by two-thirds to $399 million, and its operating margin—once as high as 20 percent—has fallen to just 2.1 percent. After the third successive fall in a row, the company will start to lose money on every car it sells if this trend continues.

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CHARLOTTE, North Carolina — Before letting us loose on the freshly laid tarmac of Ten Tenths Motor Club, Chevrolet was at pains to tell us that the new Blazer SS "is not a track car." Sure, there's a "competitive mode" to the suite of electronic settings and the fastest 0–60 mph time of any SS-badged Chevy to date. The upgrades have been focused on making the Blazer EV "stop, go, and turn" better, and you don't need to be driving hard to appreciate the benefits.

The Blazer EV had a rocky start. When we first drove it at the end of 2023, it felt a little unfinished, and a few days later unreliable software stranded another journalist and led to a nationwide stop-sale on the then-new EV. By last March, the software was fixed and the Blazer EV was back on sale, now cheaper than before.

Watts new?

While other Blazer EVs are available with front- or rear-wheel powertrains or with a smaller battery pack, the SS only comes with all-wheel drive and the larger 102 kWh battery pack. Nominal power output is 515 hp (384 kW) and 450 lb-ft (610 Nm), which jumps to 615 hp (458 kW) and 650 lb-ft (880 Nm) if you engage the "Wide Open Watts" mode.

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