Tag Archives: featured

The automotive phenomenon known as Radwood SoCal returns for another meetup celebrating retro cars and culture from the 1980s and ‘90s. Many of the enthusiasts passionate about all things beige and boxy, turbo’d and neon, might have loved the long-overlooked misfits that find a home at Radwood. But since the first iteration way back in 2017, the collectible car market’s upward swing in values attracted enough attention that Hagerty, the insurance company turned lifestyle brand, decided to spend big money and bring Radwood under its overarching umbrella.

Somehow, the timing never worked out for me to actually visit a Rad gathering previously, so I drove down to the Port of Los Angeles that played host to this year’s event, very curious to see how the enthusiast community might embrace a by-now established event under relatively recent corporate governance. But I also looked forward to partaking in the so-called “Rad Rally” afterward led by former Porsche driver Patrick Long, since the joys of park-and-show meets tend to fade in comparison to actually driving—and watching others drive—what I’ve always called some of the coolest cars on the road.

Wake up for load-in

My Radwood started early, with a cruise down to Long Beach in my Mitsubishi Pajero Evolution, as the sun just started brightening. There was only a short wait to show credentials, mostly for a couple of toy haulers loaded to the brim with immaculate Benzes by CMS Motorsports and Restoration, and I pointed the PajEvo into a nice spot at the back of the “Royalty” section. Through roll-up doors, I heard the port canals splashing occasionally on pillars holding up the docks—at least when the burbling exhaust echoing throughout the building began to tone down.

The large parking lots surrounding the Royalty warehouse opened up for standard-ticket show cars half an hour later. Bright contrasting light glinted off the angular forms of Toyota Tacomas, crested the rolled fenders of a handful of BMW 3-Series, and glared off the stainless body panels of a cozy-looking DeLorean. All the while, drivers got out to fist-bump friends decked out in the brightest outfits anyone could get their hands on.

The homologation specials

I parked the Evo at the very far end of the show, where organizers waving flags assured me it would best attract spectators through to the rear of the massive building. A friend in his Escort Cosworth parked nose-to-nose, just below hilariously accurate tagging that read “You’re on thin ice” in a messy scrawled font. Two homologation specials to round out the Radtasticness, without a doubt, the two best cars in attendance (in my entirely unbiased opinion).

Figuring I might find a few other homologation specials to test my ‘80s and ‘90s nerdiness, I started wandering—the true art form of any automotive journalist. The first car that popped out from the crowd ended up being a 1981 Toyota Starlet, obviously refinished in bright blue, a BEAMS 3S-GE motor bedecked with independent throttle bodies nestled into the engine bay and fun custom mirrors matching a shift knob, all built by Mr Grip. The little hatch puts down 200 horsepower to the rear wheels and weighs only 1,800 pounds, making the nickname Starlet Johansson about as apropos as possible. Even if not a true homologation special, the Starlet stood out for me after I saw a stripped and caged example racing in the Olympus Rally early this year.

By the time I meandered outside, where the harsh sun had created dark shadows that made my holographic eyeball sunglasses almost blindfolds, the lines for food trucks had already looked far too long. I figured I might swing by for coffee and maybe a donut after the rush died down. 

Guess again! I chatted with a few friends, checked in with Hagerty reps, and kept strolling. But when the general public gates opened at 10:15 am, the prospect of brunch started to fade. Good thing I always bring snacks.

Rounding a corner built out of shipping containers—again, about as apropos as possible for the scene—I stumbled onto a row of motorcycles. Having recently gotten my M1 endorsement, I stopped to take a closer look at these primitive pieces of rolling stock while remembering advice from many riding friends to always buy old cars and new bikes. Point taken, as proven by ratty exposed hosing, nearly hidden carburetors, kick-starts, and minimalist gauges galore. Sign me up for fuel injection and electronic starter motors, I thought. Then again… How about a 1976 Honda CB750K cafe racer? Not quite officially Rad, but I guess rules are meant to be broken.

Back inside the warehouse to shoot the growing crowds from elevation, I bumped into a “Baja Monkey” motorcycle build looking absolutely sick, brah, with a titanium exhaust and full suspension bolted onto the tiny frame. Right next to a scooter finished in art deco graphics over two-tone white. Totally on board, without a doubt.

Another Pajero Evo joined the throng by now, in matching silver but with yellow mudflaps held up by straps to prevent problems in the sand, also known as quintessential Dakar style. And a Galant VR-4 with an absolutely awful white respray and hilarious roof rack also caught my eye. Okay, fine, I’ll stop talking about Mitsubishis. I also saw a sweet, bright red Dodge Conquest… Wait, nevermind.

Staying on target

Even if snapping pics made up most of my official “job” at Radwood, I also got an offer from Hagerty to take a Maserati Shamal out for a spin. Yes sir, where do I sign? Sure enough, right at the entrance awaited a slightly darker-black Shamal than I imagined, with tinted windows and what looked like OEM five-spoke three-piece wheels. I feared the prospect of no air conditioning in the increasingly hot sunlight, so I figured I’d better get the hard work out of the way early. Either that or I just wanted to drive an absolute 1990s-style icon.

Inside, the Shamal sports plush leather seats closer to a lazy boy than most sports car seats, with an upwardly canted steering wheel that I couldn’t figure out how to move for the life of me. Eh, all good. Since the A/C worked, my feet reached the clutch pedal just fine. My head never got close to the ceiling. Less educated spectators probably thought they passed a Biturbo, but guess again suckers! The Shamal rocked a twin-turbo V8 all the way back in 1990! Throw in a Gandini exterior clearly reminiscent of Countaches, Panteras, and maybe a few Alfas. Now add a real roll bar integrated into the roof, a gated shifter for the six-speed shared with BMW’s 850CSi, and adaptive suspension from Koni. 

Let me tell you, the little thing rips. I wanted to let the engine get warm before throwing in too much boost, but the turbos started spooling up around 2,500 RPM, and by 3,000, I heard all kinds of good noises, rollicking forward on a surprisingly tight chassis as the shove began pushing me back into those soft seats. With a punch of the pleasingly firm clutch pedal, slap the shifter over through another gate and give the throttle more goose. 

On a couple of tighter turns, I even felt (or imagined I felt) the suspension working to keep this moderately light grand tourer, with a lower-than-expected curb weight of just 3,184 pounds, planted and confident. Maybe the heavy steering contributed to the sensation, but then I unwound and creeped up higher toward redline with the engine temps rising. Such a good thing, this Shamal. And apparently, despite a production total of only 369, it’s somewhat affordable, according to my Hagerty guy. Or at least affordable for millionaires. Not so much compared to most of the other good stuff at Radwood.

Back to the Radwood show at hand

All good things must pass, including the 1990s turning into a horrid new millennium and my brief time with the Maserati Shamal. But I needed to get back to Radwood ASAP and find some snacks before I got hangry. By now, the sun just baked the parking lot, and almost everybody had made the wise choice to huddle inside the Royalty warehouse. On the second pass, I spotted some fun Porsches, a perfectly specced E34 BMW M5, and the undeniable king of the show that I had somehow missed the first time around.

Yes, you guessed it. An Isuzu Impulse RS. You know the one with Handling by Lotus? That turbo-four, manual trans, and all-wheel drive pocket rocket with cloth seats, hilarious gauges, and space shuttle-era switchgear? I’ll admit that maybe only seven people I spoke with shared my excitement about the little Impulse, but I knew all about this car because I follow the owner, Paul Kramer of AutoKennel, religiously on Instagram. Talk about serious royalty.

Then I dipped back outside to brave the scorching heat once more to check on the food truck lines, but another lap seemed important. Beetlejuice chilled next to his matching Autozam AZ-1, the Toyota tax on display with some built four-wheelers and BMWs from proud piles to concours perfection in the same line. Nothing’s more 1980s or 90s than a sunburn and Pit Vipers, I figured, but the setting began to make even more sense to me all of a sudden. After all, most of the imports here probably passed through the Port of LA on their journey to the United States from Japan, Europe, or beyond.

Accessorize, accesorize, accesorize!

One of the fun sides of car collecting that Radwood emphasizes, if most concours d’elegances scorn, is the glories of accessorizing with pure ‘80s and ‘90s trash. Car phones here, cassette tapes there, and a period-perfect Air Jordan jacket. One guy even towed in a boat complete with ancient water skis, a BMX bike, the de rigeuer boombox, and beach chairs. So lit, so fun! But awards from other car shows also dotted the crowd, along with original window stickers, explanations of rarity (read: documented Radness), and even a lei or two. 

Despite my clear inclinations to award the PajEvo (mine or my friend’s, honestly) as Raddest in Show, or at least the Impulse RS, the official panel of judges semi-officiously handed out a series of trophies at the end of the day that entirely overlooked my personal preferences and predilections. Heresy! The top award was a one-of-12 Rinspeed Porsche “969” finished in crispy white metallic. At the very least, a Renault 5 Turbo 1 that I spent some serious time lusting over took Raddest Import. And luckily for me, the Renault ended up on the Rad Rally as well.

The Rad Rally itself

By 3:30 pm, I felt baked, parched, hungry, and ornery. My PajEvo needed gas before any real rally might begin, so I tried to beg off early, but alas, to no avail. What else to do but chat up Patrick Long, former Porsche factory racer, current brand ambassador, real-life Hot Wheels car builder, and one of the brains behind the air-cooled Porsche gathering, Luftgekühlt? I figured Long might look forward to doing some actual driving just as much as I, a matching duo of jaded (read: spoiled) automotive aficionados such as ourselves. His own impressions sounded slightly cheerier—maybe he’d had lunch.

“I love the part of load-out because everybody’s had a great day, they’re stoked, they’ve made new connections,” Long told me, “You get to hear the cars, you get to smell the cars. That is fun.”

And what might the heretofore mysterious Rad Rally have in store for us, Mister Long?

“I don’t know what tonight’s gonna hold,” he admitted mysteriously. “It’ll be fun when we get on the 110 and head north. Maybe we’ll go over Palos Verdes.”

In a baffling turn of events, the eventual route ended up starting in Santa Monica, akin to the Lamborghini Bull Run Rally I had just attended. So first, every Rad Rally participant needed to battle 45 minutes of holiday traffic to meet at a coffee shop where, more bafflingly, we were not given time to grab coffee. On a tight schedule to catch some sunset shots in Malibu, we regrouped and jumped on the 10 West, then hit gobs of PCH traffic that split the group almost immediately. By the time we turned up Las Flores Canyon, I waited about seven minutes for everyone else to catch up (home-field advantage matters, it turns out) and then followed three Porsches and the Cossie in my body-on-frame homologation race car, er, truck. 

Sound like a showdown is coming? Not so much, since a minivan with photographers harnessed into the trunk led the pack. We wound our way up Las Flores and up past the summit onto Piuma, where the last rays of sunlight provided a picturesque backdrop for oodles more, you guessed it, photo ops. Once the stars began to poke through that violet sky, we turned on our headlights before ripping back down to the PCH in just about the seven minutes of real driving I experienced that day. Long had warned me:

“I never push that hard in the canyons. Rule number one is to stay within your lane and not cross a yellow. So I’ll push as hard as it lets me to that point, keeping an eye on gauges and rattlesnakes crossing the road.”

But he snuck out of the overlook well ahead of me, so I enjoyed a chance to chase the pro down. Of course, in his “Dirtmeister” 944 on Pirelli Scorpion knobbies, he stood no chance against the sheer might of the winningest Dakar race vehicle of all time, itself on oversized Yokohama knobbies and with an absolute amateur behind the wheel. Suffice it to say, the Cossie and Renault simply couldn’t keep up, which I once again attribute to homefield advantage.

The sun sets over Radwood SoCal

Back in stop-and-go traffic on the PCH, I let the Renault slip in front of me to appreciate those squared-off haunches and the growling exhaust note, but the wait also gave me a chance to reminisce on my first Radwood experience. Call it my first Raddening. It’s hard to go wrong visiting with friends and checking out my favorite era of cars—guess that makes me a millennial with disposable income (guess again, to all my aspiring journalists out there). The setting and scene came out perfectly, with the cars and culture of the era on full display. 

Radwood undoubtedly takes the dubious fun of average Cars and Coffees, Concours judgings, and any other park-and-show meets to the next level. I definitely enjoyed the day, and with just a bit more planning for foodstuff and more avoidance of traffic on the rally, all would truly be Rad in the world once more.

Anyone stuck in beach traffic on the Pacific Coast Highway this past weekend found themselves in for a treat. Or really just about anyone on the beach or the boardwalk, too, as a fleet of over 200 Lamborghinis makes for quite a rumbling traffic jam that roars hundreds of yards in every direction. 

Welcome to the third annual Bull Run, a series of global rallies that Lamborghini and the charity Movember put on to raise awareness for men’s issues during the month, also known as “No Shave November.” This year, a Bull Run started in a large parking lot below the Santa Monica Pier, then rallied up the coast through the hills of Topanga and Malibu. 

Just in case I wouldn’t hear the echoes from my nearby apartment, Lamborghini kindly offered me a Huracán Tecnica to join the morning’s revelries, so I arrived curious to see what kind of crowd the Bull Run draws—and, of course, how everyone piloting hardcore supercars in a group rally on public roads actually drives.

Welcome to the Bull Run

I arrived about 15 minutes late, figuring the event might run on Italian time. And sure enough, a group of about 30 Lambos already occupied a few spots just off the boardwalk—nowhere near the expected total. I parked the Tecnica and hopped out, noticing the number of mustaches already in attendance, a figure that rose steadily, if not quite as quickly as the number of actual Lamborghinis rolling up in bunches.

Movember’s efforts as an organization center around raising awareness for men’s health issues, with a focus on prostate cancer, testicular cancer, and mental health. The charity has invested over $350 million in biomedical research projects, supports interventions, provides guidance for cancer treatments, and reframed discussions of mental health and gender norms. Previous iterations of the Lambo Bull Run have drawn 92 dealers in 22 states, with over 1,500 cars worldwide joining the cause. But as the largest single market for Lamborghinis worldwide, LA’s potential turnout this year attracted enough attention to even entice CEO Stephan Winkelmann out for a weekend on the West Coast.

Setting records with Movember

I almost didn’t recognize Winkelmann in his Saturday casual attire as opposed to his unvarying array of absolutely immaculate suits. He also arrived sporting a beard for the first time since his Bugatti days. Why the beard, I asked him, rather than the Movember mustache gracing so many Lambos around us? He laughed and pointed at my own beard.

“I look older with a mustache, so I said if I were going to do it, then I’d do a beard,” Winkelmann joked before turning serious. “We are doing a thing for a good cause, and to have this as also the biggest gathering in the history of Lamborghini in connection with a movement like Movember is a good thing.”

Winkelmann arrived in the United States fresh off Lamborghini, reporting official sales figures for the first three quarters of 2023. As usual, the US market dominated world deliveries, with 2,342 cars sold. For context, Germany notched second place with 709 units sold. So, as we stood there surrounded by classic and modern Lamborghinis alike, I asked Winkelmann what he thought made customers in America so attracted to the Italian supercars coming out of Sant’Agata Bolognese in recent years.

“People love ‘Made in Italy,’ they love super sports cars,” he replied. “They look at us, and they see that we are consistent with the brand, with the products, with technology, design, and performance. And therefore, it’s a growing curve in terms of awareness, in terms of image, and also in terms of popularity.” 

We watched more cars pulling into the lot, and then perhaps the highlight of the day rumbled past: the so-called “Rambo Lambo” LM002 SUV. Crowds swarmed, pulling out smartphones to record this most beastly of raging bulls in motion. Then the owner hopped out and popped the hood. I stuck with Winkelmann and brought up my surprise at how many brand-new examples of the Sterrato showed up, the Huracán’s off-roading variant that best delivers the modern style of that LM002. In fact, the Sterrato might just be my favorite car of the year. Completely absurd in every way but done right from conception through R&D to production. Winkelmann agreed.

“Lambos are created to be dream cars,” he posited, “To be objects you might dream of since your childhood. And this is something we have to keep alive, and we always have to surprise people. The LM002 back in time was a big surprise for the customers. So is also the Sterrato. This is a car, which is part of our thinking out of the box now; it’s a car, which is very special, and the reception has been incredible. And it’s even more fun on the racetrack than off-road because you can just slide it.”

I declined to share my own tale of sliding a Sterrato enough to wind up fully sideways on a rally course at the official press debut earlier this year but nodded with appreciation for the incredible job that Lambo’s CTO Rouven Mohr manages to do with traction control and ESC programming. This guy drives a Lancer Evo, drifts a Nissan 350Z, and came up with the idea for a Sterrato in the first place. Then he decided that media should off-road the Urus Performante, set up a stage rally day at Chuckwalla for the Sterrato launch, and programmed the 1,000-horsepower Revuelto hybrid’s all-wheel-drive system well enough that I even drifted one at Vallelunga. Not bad, to say the least.

A sense of surprise

And my Tecnica loaner wasn’t bad, either. Compared to other Huracan variants, including the Sterrato but also the aggressively aerodynamicized STO, the Tecnica nails a certain level of stylistic restraint. Call it more in line with Winkelmann’s more typical visage than on a Movember rally, where the Sterrato is the bearded CEO in cargo pants at the beach on a Saturday morning. And this particular Sterrato looks extra svelte in a matte grey, officially called Grigio Acheso, with carbon fiber interior door cards and even racing-inspired pull straps instead of handles. 

Don’t forget the 5.2-liter V10 that revs to 8,500 RPM and puts 640 horsepower through a lightspeed seven-speed DCT to the rear wheels only. Perfect for a road rally, a racetrack, or tooling around town—whether anyone shelling out $300,000 for their daily driver might want to keep the Movember mustache decals on after the rally remained another question entirely.

Huracans made up most of the crowd by the time SM Pier’s lot began to fill up, heartily outnumbering even the Urus, Lambo’s best-selling model that contributed mightily to steadily growing sales stats since debuting for model year 2018. And yet, the Lamborghini crowd that gathers at a rally clearly prefers the company’s supercar persona rather than the do-anything SUV. Not too surprising, I suppose, given how many commuters I regularly see in Uruses (Urii) here in Los Angeles. Maybe the Lanzador could change that in the near future.

Sprinkled between the modern Lambos, a few Diablos, Murcielagos, and Aventadors also arrived to great fanfare. Even a lone Lamborghini Jalpa caught my eye, with an absurd yellow interior unveiled on full display. And it’s not often that anyone on hand can see the details that made these cars so super, from the Rambo Lambo’s wider-than-wide dash and peculiar Pirelli tires to the Jalpa’s gated shifter and three-spoke steering wheel or even the Diablo’s massive rear air intakes. Then, comparing older cars to newer ones, the evolution of aero and design, not to mention materials and craftsmanship under Volkswagen ownership—the whole history of Sant’Agata Bolognese played out in the pier parking lot.

Then came the time to drive after a few words of warning to prevent any shenanigans. Luckily—or not—beach traffic piled up on the PCH immediately, so as I slunk forward at a few miles an hour with the Tecnica set to softest Strada mode and AC blasting, a bunch of Aventadors lurched around at low speeds, automated manuals slapping audibly and 6.5-liter V12 engines revving to prevent stalls. We passed Jerry Seinfeld in a bright orange IROC Porsche, thinking it’s not often that Jerry gets upstaged in the car biz, but it’s pretty hard to beat a line of 200 Lamborghinis in public.

Once past a blinking red traffic light that caused the holdup, speeds increased but never to the point of irresponsibility. Even up Las Flores Canyon, then down Stunt and across Mulholland, the line of Lambos barely cracked the speed limit. And it’s a good thing, too, because the sheriff’s department definitely got the memo, as proven by about 15 cop cars passing in under an hour on mountain roads.

On Las Flores, a bit of water spray contrasted the Tecnica’s matte finish. On the rough road surfaces that took a beating this past winter, I again found myself entirely happy to have drawn the “short” straw with the Tecnica rather than the more “desirable” STO. Sure, on a track, the STO’s stiffer suspension and aero package may allow for better lap times, but here on public roads, the Tecnica’s more approachable setup kept me swaddled in much more comfort. I can admit to wishing for a bit more time actually ripping around, throwing that low-slung weight into corners, and punching the brake pedal to chomp down on massive carbon-ceramic brake discs. Oh well, maybe next time. If I ever get a next time.

Welcome to Calamigos Ranch

The rally ended at Calamigos Ranch, right off Kanan Dume in the heart of Malibu. A popular wedding venue, Calamigos Ranch also rents out to automakers regularly for sneak previews, official launches, and lunches during test drives. In this case, Lambo parked a brand-new Revuelto at the entrance for guests to check out. The bright orange Arancio Apodis launch color certainly caught eyes, though, in my opinion, it only highlights certain unflattering comparisons to the C8 Corvette in photos. Those impressions come through less in person, but the angular body still looks best in dark and matte tones.

Then, another orange Lambo absolutely stole my gaze: a sparkling Miura that guarded the entrance to the main field where lunch trucks, picnic tables, cornhole, and a Ferris wheel all dotted the lawn packed with more Lamborghinis, of course. Here, I got to check out more Diablos and Murcielagos that I must have missed earlier in the rush to chat with Winkelmann and grab a cup of coffee before the rally started. The crowd grew steadily, some dealers wearing official garb, plenty of father-son duos out for a Saturday cruise, solo owners, and more Lambo executives. I grabbed a Mediterranean salad with shaved ribeye, chugged another coffee, then moseyed over to take a closer look at sweet rims, quilted leather, and even more sparkling paint jobs.

And to think, all this for a good cause in an era when Cars and Coffee meets often devolve into donuts and drifting, prompting police shutdowns and ticketing. By contrast, the Bull Run stayed surprisingly classy. We all know the stereotypes, but the Mustang and Hellcat hooligans stayed away on this day of fundraising. Each dealership involved contributes to Movember’s purse, the final tallies of which will be announced at the end of the full month’s efforts. 

But in the meantime, I spent the rest of the afternoon ripping my Tecnica home through the tight curves of Latigo Canyon Road, simply one of the best 10 miles of asphalt the world over for driving one of the best supercars ever. Suffice it to say, it’s a great way to give my own mental health a boost with a healthy dose of automotive therapy.

Well, that was interesting. In case you missed it, early this morning, we East Coasters witnessed Carlos Sainz’s car spark into oblivion after hitting an unsecured drain cover in the first free practice on a freshly constructed track. The Vegas Grand Prix could very well be a total disaster. With 3-day passes dropping to as low as $1,000 days before the race and frequent backlash and criticism from city locals, this experiment might have been a major miscalculation for Formula 1.

With free practice three later today/tomorrow morning, who knows what this race will have to offer? I certainly hope they figure out all the mishaps to keep drivers and fans safe. It might still be fantastic, but things at the moment do not look good. And people make fun of me for turning down the opportunity to go. Time might be on my side for this one.

With some hotel rates plummeting to 70% off what they were when the race was announced, inspiration was sparked. We decided to have some fun and give our readers a primer for this absolute debacle and spectacle. Here are a few Formula 1 drivers as iconic Vegas hotels.

“But Sheilah, what do they have in common?”

Honestly, a lot more than you’d think. This article practically wrote itself. Almost.

Lewis Hamilton / The Flamingo

The Flamingo is the oldest operating casino still on the Strip, so this seemed an obvious place to start. As Gabe stated in our group chat, “Lewis is The Flamingo, because he’s old, and I’ve heard of him.” The overall vibe is just pink, and if any driver can pull off pink and pastels, it’s Lewis. While the hotel has been updated and remodeled, the retro and classy feel remains. Lewis, being the second oldest driver on the grid, exudes the same energy. Lots of history, but still very much relevant and cherished. Plus, the gardens with all the exotic birds, wildlife, and pools are so zen. Tell me that’s not Sir Lewis.

Pierre Gasly / The Cromwell

The Cromwell is newer but a bit weird. It’s drenched in velvet to give the illusion of something much more sensuous than it is. It’s also vaguely French-themed. This is 100% Pierre Gasly. He’s always mere seconds away from a dick joke or raunchy frat boy comment. But we will give credit where it’s due. Sometimes, they do land. The mirrors in the showers give off major sex party vibes. Of all the drivers, he seems the most likely to visit a strip club or brothel while here, it’s Pierre. Overall, The Cromwell is trying so hard to be sultry and ultimately translating into something a little weird and off-putting.

Lando Norris / The Luxor

To the tune of Avril Lavigne: “He was a gamer boy…”

The Luxor is very recognizable, and we’d agree so is little Lando Norris. His quintessential curls, dashing smile, and papaya gear make him easy to spot. Both debuting in the 90s (early & late, respectively), each is a spectacle to behold. While on opposite ends of the size scale, they do have one very big thing in common: Esports. The Luxor is home to the HyperX Arena, the first permanent Esports venue on the Strip. The state-of-the-art gaming and broadcast center is available to both pros and amateurs who want to check out the 50-foot LED video wall.

And that’s something we love about Lando too. With his Quadrant brand, he’s brought gamers from all walks of life and levels together for exhilarating and wacky competitions. We want more and hope to see him in his bright orange race suit on the podium soon, even if it is virtual.

Logan Sargent / The Tropicana

“Florida man drives car 200 mph on Vegas Strip.”

The lone American and Miami boy himself, Logan Sargent, had to be the Tropicana. Everything in this hotel feels and looks like Miami. A bright and vibrant hotel, it feels more like a South Beach airport than a high-end casino. And that’s ok. It’s not trying to be anything other than a vintage touristy spot that is quite endearing. Just let it be Floridian and tropical.

Valtteri Bottas / The Excalibur

Valtteri Bottas is a legend and mythical. If that isn’t The Excalibur, I’m not sure what is. From his knightly mullet to his stately mustache, Valtteri is a man who isn’t afraid to be himself. Affectionally dubbed “Medieval Times on crack,” The Excalibur is a treasure trove of entertainment. Outside of the main attraction of the Tournament of Kings, you also get Thunder From Down Under.

This is fitting in two ways. A) Bottas has always been joked as being the most Aussie non-Aussie on the grid. And B) If there is any driver most likely to get naked at the drop of a hat, it’s him. He literally just made a calendar of his bearing his, well, his BottASS.

Fernando Alonso / The Sahara

A Vegas mainstay, the Sahara is one of the oldest independently operated hotels on the Strip. With over 20 years in Formula 1, we’d argue Fernando is also a beloved classic. The Sahara is modern, even if its age shows in a few places. It’s also a bit on the small size compared to the other hotels on the famous boulevard. But what it lacks in size, it more than makes up for in flash and allure. Spanish Celebrity Chef José Andrés has his Bazaar Meat restaurant here, which is full of wacky experimental meals and cocktails. All of which are very expensive but ultimately well worth the experience.

Lance Stroll / The Four Seasons

Nice, clean, and expensive. That’s as Canadian and as Lance Stroll as it gets. A room can set you back $1,000 for a one-night stay. The Four Seasons is giving generic luxury, and sometimes so does Aston Martin. There is nothing very stylized or sensational about it, but it does smell like a refreshing spa.

George Russell / The Waldorf Astoria

Posh. That’s all you need to know. Sleek and chic. George Russell serves swanky if the memes made in his honor are any indication. One of the few hotels without a casino, it’s meant to pull you off of the Strip and take your mind off the Vegas craziness. While the rooms aren’t cheap, you do feel like you’re living your best penthouse life, even in the lobby. The hallways feel upscale as well, with marble and stately fixtures. Tasteful, ritzy, and non-offensive.

Danny Ricciardo / The Venetian

When I pitched this idea our Editor-in-Chief, Jeric Jaleco, chimed in with this, “Daniel Riccardo as the Venetian because it’s nice, and I like it.” And he’s not wrong to make that connection. Everyone loves the Venetian, and it’s a huge draw on the Strip for good reason. It’s a little silly but pretty and kind of Italian. The last time I was here, I did, in fact, do a gondola ride, which is kind of goofy but overall a charming encounter. Sometimes, you just do things for the plot.

Sidenote: We hear the Bellagio got a “Shoey” Bar in honor of Danny Ricc, so we would like to formally make this our plea to make that a permanent establishment.

Team Haas / The Mirage

Haas is The Mirage for one very obvious reason. Me thinking Nico will ever end up on the podium is an illusion. No matter how many practices or qualifying sessions we are teased by both of these guys, we know it’s all for not. It’s not real. It was all a dream. It was a… Mirage.

If you are interested in catching the Vegas GP, it will be on Sunday at 1 a.m. (EST) on ESPN in North America and, as always, on F1TV.

Say what you want about Liberty Media’s handling of the Formula 1 races in the US, but they kind of get it. I was at the Miami Grand Prix, and it was cringe as hell at times. Overall, though, incredibly fun. Something Liberty does very well is connecting with the right audience, even if there are missteps. Formula 1 is blessed with so many drivers with charismatic personalities that shine for the press.

Watching Danny Ricciardo command the late-night and podcast circuits with ease and charm for the Vegas Grand Prix is a dream for the Red Bull social and marketing teams. So how did NASCAR fumble the bag so spectacularly with the NYC media tour of their newest champion, Ryan Blaney? They literally had a playbook in front of them. They had exactly how F1 captured the hearts of America through a carefree Australian dripping in allure.

NASCAR crowns a new champion!

NASCAR couldn’t have asked for a better champion to emerge as their season winner a week ago in Phoenix. Ryan Blaney is funny, young, personable, and pedigreed. He is a likable nerd who is a fan favorite and beloved in the garage. He is the ideal bridge between all fans. NASCAR is very much suffering from an identity crisis and has been for years. This year, it felt like the tide was changing.

The success of the inaugural Chicago race, having Formula 1 legends like Jenson Button and Kimi Räikkönen make track appearances, and mixing old traditions with new ideas, all had to have interests peaked. Full disclosure: I am a Trackhouse girlie. But watching owners like Pitbull come in and fully support drivers such as Ross Chastain, Daniel Suarez, and, come the next season, Shane van Gisbergen breathes life into this entire series. It gives you hope that this product can’t just be good but great.

Growing up loving NASCAR, there was only ever a brief moment when it felt so vibrant. The country, as a whole, knew who Jeff Gordan and Dale Earnhardt were. Motorsports was cool and lucrative. Perhaps the untimely and tragic passing of Earnhardt halted the sport’s growth. Perhaps. Then, Dale Earnhardt Jr. seemed poised to be the face of the brand and bring a younger audience in. The addition of an easy-on-the-eyes newcomer named Kasey Kane ticked female viewership up as well. But again, NASCAR just couldn’t fully capitalize long term.

Now, in 2023, after a rather good season (please hold your feelings about the playoff structure), with a very marketable champion, the stars aligned for NASCAR, and they couldn’t get it together. They fumbled on Ryan Blaney’s New York City Championship unveiling.

Here’s how.

1) Sending him to the Empire State Building.

Fine. Totally untestable, it is one of the most recognizable NYC landmarks. But for the love of whatever deity you believe, why was he in a blazer and dress pants? The man was still rocking his full playoff beard. And I get it to some degree. His girlfriend looked lovely as well. But if your sport is trying to target a new demographic, why not lean into what you are? I ask you, why was he not in his fire suit? The photo opportunity of him in his iconic yellow and black hoisting the trophy would be worth it alone. It’s just good business to be displaying your team name and sponsors to a wider audience because we always have to be making money. Also, it just looks dope. Do you know how many 20-something-year-old guys I saw dressed as Ricky Bobby and Cal Naughton, Jr. on Halloween this year? That movie is almost 20 years old. That is your audience. This is who you should be appealing to.

2) Every sports champion pays homage and makes the talk show/podcast rounds now.

Danny Ric goes on Jimmy Kimmel and slays. Hell, even Christian Horner was a fantastic guest for Dax Shepard. He’s effervescent, lively, and dashing. Everyone falls in love or more in love. Ryan Blaney goes on (checks notes) Kelly and Mark. You know who watches Kelly and Mark? My mom, who ironically does know who Ryan Blaney is by way of his father. Why on earth would you put this man in front of an audience you are not aiming to convince to watch your sport? Ryan should’ve been in the Barstool office. He is absolutely the kind of guy who could vibe with Caleb and make a great viral video. Put this man in front of an engaged viewership that is under 50. He’s not a nobody. There was no reason you couldn’t get him in front of the right crowd. He drives for Team Penske, the family who literally owns almost all media news outlets. Do better.

3) No fun fan engagement.

Sure, they sent him to Times Square to stand there with the trophy and look at the Nasdaq building. Spectacular. Riveting. Insert sad face emoji. They so easily could have had the car and trophy downtown at the Seaport for photos and a meet and greet. Small things like this expand who could be interested in your sport. Formula 1 does popups and public events for their teams and drivers each race that are fun, fluffy, and inviting. It’s such a low lift. It’s the end of the season. Where is that car going after? What’s the risk? None.

It’s so disheartening to watch a sport I’ve loved for so long continually miss every opportunity to improve it and bring in new fans. I hope some of the F1 shine trickles down to NASCAR as it does for IndyCar. But if they continue with tactics like this, I have little to no hope. Regardless, I’ll be there next season in a Melon Man shirt, cheering on Mr. Worldwide’s team. At least he knows how to draw a crowd.

It’s that time of the year for merriness, camaraderie, and caving into the materialistic desires of a highly capitalistic culture! It’s the holiday season, and now is the time to snag some hot gifts for the car enthusiast in your life while the egg nog is fresh and Mariah Carey is still thawing from her stasis.

Are you considering surprising your gearhead (or yourself) with some trick new car parts? How about some unique and fashionable apparel? Or how about bits and bobs to make their average commute a little more forgiving? Because God forbid, they dare take their battered project car to work. Everything and more, tailored specifically for the geekier of hobbyists, can be found in our lovely little holiday gift guide at your disposal. 

Car parts

MBRP exhausts

MBRP is a budget-friendly exhaust manufacturer that makes just about any exhaust for nearly any vehicle, on or off-road. How can I be so sure of their worth? Because I rock them. My friends rock them. My old gig at an aftermarket retailer rocked them on shop cars. And they’re a strong value proposition, undercutting some rivals by hundreds of dollars. Although some consumers and a few friends reported some tinny raspiness on the most aggressive exhausts, the muffled systems my colleagues and I use are fairly civil and drone-free, with enough bark to remind us we have something special. Most retailers will sell some lineup of MBRP systems, including domestic-centric American Muscle or import-centric Speed Industry, for example. However, we’ve linked their site above to let you pinpoint exactly what car you’re looking for.

SEE THE MBRP STORE

Powerstop brakes

Once again, harping on budget-friendly yet highly effective options, we have Powerstop brakes, the perfect upgrade for your street or canyon car that you can buy on Amazon, believe it or not. Among their hottest sellers and brakes I personally stand by as a fantastic budget performance option is their Extreme Z26 pad lineup, which includes carbon and ceramic in its composition to provide long-lasting performance that’s never let me down in spirited canyon runs. Those looking for even more capability under harsher driving conditions can opt for their Track Day pads, but note that they’re quite aggressive, as track pads often are, and will decimate any rotors that aren’t up to snuff with such performance levels.

SEE POWERSTOP BRAKES ON AMAZON

Type-S lighting kits

Just because Halloween is over doesn’t mean you still can’t rock that Spooky Shreds aesthetic. A longtime sponsor of Formula D and a big player in reviving interest in underglow, you can grab a set online or at nearly any Autozone. The Formula DRIFT full car kit linked above comes complete with light strips for all sides, plus app connectivity for setting your mood lighting on the fly. Customers frequently commend the sheer brightness and numerous lighting modes at a fairly decent value, but some concerns have been raised over hardware quality and waterproofing. And their universal application may require modification for installation on some cars. But, I mean, come on. Does this not look awesome, or what? Get a little goofy and have some fun with something like this. 

SEE TYPE S UNDERGLOW KIT FOR $330

Car enthusiast accessories

GT//Rotors 4-keychain set

Behold, the cheapest thing on this guide by a sizable margin and one you can hand out to all your car buddies. This keychain set includes a gunmetal wheel, a brake caliper with an actual spinning rotor that tragically has no ventilation for Stuart Little’s upcoming GP race, an adjustable wrench, and one of those trendy turbo whistle keychains. Yes, it reportedly functions as advertised. You blow into it, the impeller spins and generates what a few reviewers described as an obnoxious, high-pitched whine. Did anyone expect anything different? Come on, now. Enjoy this cheap and cheerful gift idea, but be wary of products reportedly getting damaged or missing during shipping or transit.  

SEE GT KEYCHAINS FOR $11

BRIDE JDM bi-fold wallet

Here’s another affordable option and one for the JDM merch fans! I actually own this BRIDE wallet after purchasing it weeks ago at GRIDLIFE Laguna, and it proved to be a surprisingly robust and accommodating successor to my janky, old leather wallet, with plenty of space for cards and IDs while still having leftover pockets. And while it’s no Ridge wallet, it’s slim enough to be far less intrusive in my pants pockets than any wallet I’ve had. Any fan of the brand or JDM car culture will be quite pleased with this offering for the $15 or so that it costs. Just know that while it’s not as thick, it is “taller.” It’s better for concealing cards and cash with nothing sticking out, but smaller pants pockets may find it hard to get along with.

SEE BRIDE WALLET FOR $15

Samsonite lumbar support pillow

Don’t look at me like I’m some geriatric weenie. This is as handy to office drones and 9-to-5 commuters as it is to those who took “fuck it, we ball” to heart when purchasing those racing buckets. Fill the void in your project car’s lackluster comfort with this portable lumbar pillow by Samsonite. The memory foam and mesh construction make it light, plush, and breathable, while the wrap-around strap enables its use in nearly any seat, whether in-office or in-car. It can also be paired with various Samsonite comfort accessories like neck pillows or bottom cushions. Perfect for when the regret of snagging those eBay bucket seats finally hits.

SEE SAMSONITE LUMBAR PILLOW FOR $20

Car enthusiast apparel

Simply Carbon Fiber fashion accessories

If you’re the type of person to check every carbon option box on the BMW or Porsche configurator, this is the brand for you. Cave into your addiction with Simply Carbon Fiber lifestyle and fashion accessories, ranging from a broad selection of – you guessed it – carbon goods, from wallets and sunglasses to watches. Yes, watches. And they actually look quite nice for a great price, with three different styles ranging from 40mm to 42mm dials. And while we have them listed here under apparel for their impressive selection of tastefully styled goods, they also provide plenty of other goods that’d be right at home under accessories like car phone mounts, phone cases, and chargers. 

SEE SIMPLY CARBON FIBER STORE

Blipshift t-shirts

Here’s a kickass offering that’s been slinging apparel for car enthusiasts of all calibers for many years. Blipshift is a collection of various art submissions brought to life through your choice of shirts, sweaters, and more. And when I say car enthusiasts of all calibers, I mean it. This is a brand for all, regardless of your taste or age. It’s not brand-centric or JDM-centric or domestic-centric. It’s just gearhead stuff for nearly any gearhead. Want a cutesy Miata shirt? Or one with old F1 cars? Or how about a Ram pickup, if that’s your jam? If it’s on Blipshift’s calendar of constantly-circulating designs, then there you go. Their print quality is fairly robust and long-lasting, as my BMW M shirt from Blipshift has lasted roughly 11 years with minimal wear and tear. 

SEE BLIPSHIFT STORE

Hoonigan t-shirts

Can’t talk car merch without the OGs, whose name is now as synonymous with gear and apparel as it is with their racing team. Nothing too extravagant. Nothing too outlandish. Just plain, simple shirt designs like this censor bar logo listed on Amazon. Of the various bits of merch I’ve acquired from many different brands, these are among the handful that actually fit true to size with no second-guessing on whether a medium may run smaller or larger than anticipated. One complaint I do have is that their colored logos on other shirts may fade easier in the washer than similar shirts from different brands, but that could just be solved with extra care and attention come laundry day.

SEE HOONIGAN CENSOR BAR SHIRT FOR $32

Tuned In Tokyo t-shirts

Tuned In Tokyo seems to have stormed onto the car scene with great success, constantly rolling out new designs and becoming increasingly common at auto shows and car meets. For those who love far more elaborate designs, especially those heavily influenced by JDM car culture and Asian-American streetwear, there’s plenty to like about this brand. Just take their reportedly top-notch shirts and prints with a big fat asterisk, as many customers in prior years have reported delays in shipping with minimal updates on when items will be shipped or restocked if backordered. The items have been well-received for quality and aesthetic appeal but are offset by the company’s shaky customer service. However, if you’re willing to play the gamble, know it’d be far-fetching to find other apparel like this elsewhere.

SEE TUNED IN TOKYO STORE

Donut Media t-shirts

In tandem with Hoonigan, Donut Media is now a top-shelf competitor for car merch, catering to dedicated fans of the media brand with self-referencing shirt designs and project car tributes. Suppose you ever wanted shirts and other apparel with catchphrases from that loud dude who taught us about our favorite childhood icons in 10-to-15-minute bursts. In that case, this is your move. An interesting observation with Donut apparel is that my colored Boost Creeps shirt appears to have faded significantly less than my Hoonigan censor bar shirt, so props to whatever materials go in every product. I will say that with Donut merch being self-referential, appeal to non-fans may be limited aside from a few car-specific items, like this EJ boxer engine shirt.

SEE DONUT MEDIA STORE

Car enthusiast gaming

Logitech G923 racing wheel and pedals

The Logitech G923 frequently finds itself on numerous buying guides and “best items” lists for a good reason, likely the same reasons it’s now mentioned here. It’s a damn fine sim wheel setup at a reasonable price, enabling you to get a jump on an eSports career without totally breaking the bank. It’s not specific to a console, enabling its use for both Xbox and Playstation and can be purchased by itself or paired with a manual shifter for added involvement beyond the standard paddle shifters. Other neat tidbits include leather upholstery and metal pedals, a gear-type steering system with force feedback, and programmable launch control. At roughly $350, it’s frequently praised for its strong value, featureful standard equipment list, and robust build quality, even for an alleged “beginner’s” sim wheel setup. 

SEE LOGITECH G923 FOR $350

Playseat Trophy Logitech G Edition sim racing cockpit

This Playseat Trophy Logitech G Edition aims to deliver a proper experience compared to the simpler, cookie-cutter designs. Yes, it sits at a fairly lofty price point when the more generic setups can ring in at less than half the price. But I’d argue the Playseat Trophy proves its worth through its side bolstering, contoured seat shape, and angled seat bottom, which would better convey the sensation of an actual racing bucket. The adjustable pedal plate allows you to place your legs and feet right where you want them, while its slim profile and small size make it easier to store. Customers acclaim this product for its sturdy build and little-to-no perceivable shake or play, although a few have wished for quicker adjustment methods instead of the standard screw-type adjustments. Users over six feet tall may also find themselves pushing the limits of a comfortable driving position. 

SEE PLAYSEAT TROPHY LOGITECH EDITION FOR $600

Car enthusiast literature

Go Like Hell by A.J. Baime

You’ve probably heard this title tossed around since Ford V. Ferrari dropped in theaters a few years ago. Well, here’s the book that inspired it, based on the same true story of Carroll and Ken versus the world. As expected for having influenced the movie, Go Like Hell has been acclaimed for taking what can easily appear to be an all-business affair between automakers and telling its tale in a way that truly highlights the heroes and villains, bringing to light the motivations, trials, and tribulations behind those involved in one of automotive history’s most iconic legends. 

SEE GO LIKE HELL FOR $36

How To Build A Car by Adrian Newey

A star highlight from Sheilah’s guide to Formula 1 literature, How To Build A Car is a worthwhile read that has seen its fair share of public exposure and discussion. While it does delve into the individuals involved, like Go Like Hell, this book focuses more on the technical know-how that goes into building one of the fastest, most fiercely competitive race cars on the planet. Spoiler alert: it’s not easy. The behind-the-scenes tech dives are often noted as a little hard to digest for those who aren’t as mechanically inclined, but it still makes for a riveting book. And do yourself a favor and buy the physical hardcover copy. It’d look fan-freaking-tastic on your coffee table or desk. 

SEE HOW TO BUILD A CAR FOR $31

Road & Track Crew’s Big & Fast Cars by Dan Bova, R&T editorial team

So. Uh. They say this is for kids. But you bet your ass I want a copy for myself. In keeping with Road & Track’s transition into a glitzier lifestyle magazine in recent years comes some gearhead geekery that the youngins can clamor over. Keep them occupied this winter with over 700 facts and countless photos of the latest and greatest cars, teaching them various facts from how cars have four wheels to what horsepower and engine configurations mean (yes, I’m serious). And it all comes slapped together in a chic manner evocative of the magazine it hails from. Heck, you might even want to borrow it when your kids aren’t looking.

SEE ROAD & TRACK CREW'S BIG & FAST CARS FOR $19

A good coffee table book can elevate the décor of your entire room. If you have frequent visitors, they are excellent conversation starters, especially if they are fans of the material. Keeping a neat and well-designed stack on a table in the living room, placed by a bed, or lovingly nestled on a prominent shelf tells your guests, “Yes, I am a car nerd.” Each book can serve as a beautiful centerpiece and elevate you beyond a casual fan to an elite gearhead, serving as a testament to your nerdery. Any of these would make a fantastic gift for the garage guru in your life, too. Especially now, we made sure to get all the motorsports enthusiasts in on this, not just the Formula 1 die-hards! Just some food for thought with the holidays fast approaching.

1) Owners’ Workshop Manuals

These Owners’ Workshop Manuals are such a nice touch to have out in your home. Instance cool points. This McLaren M23 book is currently on my coffee table. These are great because you can build your own set, as there are many out there from different decades and constructors. Each book is a comprehensive guide to the history of the car and its era within F1.

Outside of just being very well put together, each of these manuals has an encyclopedic look into builds and tales of both the liveries and the teams. There are quite of few floating around, so start your pile today. Buy the McLaren one above, or try out the Lotus, Ferrari, Red Bull, and/or Brabham editions! You’ll definitely get a complete view of where car tech was at each of the timeframes of the books, as well as where F1 was in motorsports history.

2) NASCAR 75 Years

This has certainly been a year of anniversaries for motorsports, and NASCAR hit its 75th birthday. I grew up a huge NASCAR fan (there are serval Polaroids of me in Dale Jarret gear). I was so excited when they announced this book. If you know anything about NASCAR, its origin is interesting, to say the least. If you’re a ’90s baby, there is no way you didn’t remember the rise of Jeff Gordon with the dominance of Dale Earnhardt. You didn’t have to watch to know who they were and their impact on American culture.

The alluring archived photos are meticulously placed amongst some of the most thrilling stories from the last 75 years. Given the growing interest in motorsports and IndyCar within the US, this is a lovely representation of an organization that I hope is on the upswing again.

3) Schumacher: The Official Inside Story of the Formula One Icon

Another entry plucked straight from my coffee table. No matter who you are a fan of, there is no doubt Schumacher is the greatest driver to step into a Formula One car. Given his current health, having a book of his history in his own words and memories is something to covet. Schumacher was the undisputed king of F1 and broke almost every record in his time in the sport. Seeing his life within motorsports through his eyes is special, especially for newer fans.

This book takes you right up to the tale end of his World Championship supremacy, for time reference. And if you are a Mick supporter, there are plenty of adorable snapshots of the blonde-haired babe growing up. A dynamic career marvelously preserved, the legacy Schumacher is leaving behind makes for the perfect book for any F1 fan’s coffee table.

4) Porsche at Le Mans: 70 Years

Le Mans hit its centennial race this year back in June, and Porsche is well a part of that story. With over 19 Le Man wins, Porsche’s prominence in France made perfect sense for an all-encompassing coffee table book. Earlier in the year, I was lucky enough to attend the screening of the documentary Racing With Giants: Porsche at Le Mans. I even interviewed Le Mans and Porsche veteran Patrick Long there.

Psst, give my interview a peep!

The history of this race and this team is rich and deep. Hundreds of photos were foraged from the very beginning in 1951 all the way to 2021. This coffee table book is a rich, sweeping history of Porsche’s victories and exploits at La Sarthe. Spyders, GTs, hybrids, oh my! Get first-hand stories from Le Mans legends like Jacky Ickx, Mario Andretti, and Helio Castroneves, to name a few. I highly recommend checking out the documentary and our article before getting cozy with this enticing book.

5) IMSA 1969 to 1989

And now for something completely different! If you’re newer to motorsports and want to look at the history of different racing series, IMSA is a great one. The International Motor Sports Association was founded in 1969 and is the North American sanctioning body for all things sports car racing. If the name sounds familiar, that would be because they are actually a division of NASCAR.

This coffee table book covers the first 20 years and was compiled by the founders’ son. The prestige in that first-hand perspective presents such a magical look at one of the most accessible forms of racing in the US. If you’ve ever wanted to see racing in the States, this is a gateway, for sure. Flipping through, you’ll get a compelling visual story of design, politics, and how the management of this GT series’ lessons are still in practice today in motor racing worldwide.

6) RACEWKND World Champions

While technically less of a book and more of a photo collage, you can still add it to any coffee table for heaps of extra personality! These look dope, and you don’t even need to be a fan. Just have working eyes! This large-scale issue is one of many from the publisher, and they are all fabulous. In the first series, the magazine focuses on legends of F1 (past and present). In collection two, they focus on our favorite constructors of Formula 1.

This issue centers around World Champions like Michael Schumacher and Lewis Hamilton. Rainer Schlegelmilch opened up his archives to feature never-before-seen photos. Read about the evolution of the FIA from the ’50s to the present day. If you want one of these, I would suggest purchasing it as soon as possible, as these are not being reprinted.

7) Formula 1 Circuits: Maps and statistics from every Grand Prix track

If you’ve ever been curious about the statistics and records of each of the circuits in the history of F1, this is the coffee table book for you. Featuring all 77 circuits used in the many, many years of Formula One, discover hidden trivia and lesser-known tales from each. The book is laid out chronologically, starting with the first Grand Prix in Monza.

Keep an eye on 1978. That’s when my favorite track opens. The Circuit Gilles Villeneuve in Montreal has quite the history and is one of the best races on the calendar. You also get bespoke digital maps of every course. A very nice touch, indeed.

8) BMW M: 50 Years of the Ultimate Driving Machines

I see BMW M gear all over when out and about. Like, literally everywhere I go. The M-Series stands for Motorsport, which first appeared in 1972 for the historic German manufacturer. This coffee table book celebrates the 50th anniversary and deep dives into the range of famous M models that have been designed over the decades. This is an excellent gift to surprise a Bimmer fan with.

Or just that one poser kid who really likes the M clothes to go with their 335i M Sport.

9) Le Mans 100: A Century at the World’s Greatest Endurance Race

As aforementioned, we celebrated 100 years of Le Mans this year. The world-renowned race of 24 Hours at Circuit de la Sarthe is a sight and experience to behold. The fact that we have preserved a century’s worth of races, personalities, triumphs, and heartbreaks is nothing short of mesmerizing. We know you’ll recognize the usual favorites like Porsche, Ferrari, Ford, Aston Martin, Mercedes, McLaren, to name a few. But learning about how lesser racing “brands “have contributed to not just the track’s history but the sport’s metamorphosis is just as rewarding. The innovation that comes from Le Mans is hands down my favorite element about this storied race.

What was always a bit confusing that this coffee table book does a good job of touching on is the different classes. All the classes that have run are explained, and favorites are spotlighted. So you’ll get a full breakdown of the Le Mans Prototype and GT categories. This alone is so helpful in understanding where the race standards currently are.

10) Formula Ferrari: The First Official Inside Story of the Most Successful Team in the History of Formula 1

Another fine specimen from my exhibit! This book is a superb telling of the story of the world-renowned and beloved prancing horse brand. It is a bit older than other books on the list but still full of juicy Prancing Horse tidbits. I’m a sucker for old motorsport photos, especially from the ’80s and ’90s when everything was a little grainy and the antithesis of 4K resolution. It gives a lot of oh-so-delightfully nostalgic charm to them.

This book sits atop my Schumacher one, and together, they make me look like a Ferrari superfan… which I’m really not, but even I still enjoy both of these. What sets this book apart from others about the brand is that it’s the first sanctioned telling of their story, completely blessed by the Ferrari family. And having one of the most respected Italian sports journalists compile this tale doesn’t hurt either.

Many octane-blooded enthusiasts I’ve met grew up one way or the other: they like cars, or they like motorcycles. Once in a blue moon, the two fandoms seem to cross over in their hearts and minds. When they do, there’s often a clear bias towards the one they originally began. But my old man raised me to be different. I was brought up to embrace both as one whole, tools used in the pursuit of freedom and thrills.

My dirt bike days as a tot have long passed. But now my old man has spurred me along into joining him in returning to two wheels, mentoring me in on-road riding and quietly awaiting my first street bike purchase to accompany my four-wheeled fixations. It’s the start of an exciting return to form for me, but one met with a lukewarm and even mildly negative reception from a few close car enthusiast friends and family members.

“Aren’t we all on the same side damn side,” I’d often think. Their reservations are valid for a few reasons, but it’s criminal to act so dismissively and pretend the lines between the two worlds aren’t heavily blurred.

Car people should be bike people too! We shouldn’t bar ourselves from such experiences out of fear or a mere unwillingness to learn something new. Variety is the spice of life that makes it worth savoring, especially when the two hobbies in question are actually far closer to being in the same wheelhouse than you think.

Cars and motorcycles aren’t so different beneath the skin.

Superbikes and supercars, V-twins and V8s, ricers and squids. They represent two sides of the same coin. And don’t you dare say otherwise! The Lamborghini-Ducati and Honda-Also-Honda tag-team duos will beg to differ. So why the divide between the fandoms? Sure, safety and practicality are the obvious answers, but is that all there is to argue about?

The rival kingdoms have their stark contrasts, but they’re more alike than the average cynic gives them credit for. And I mean shockingly similar, culturally and technologically. Both share deep-rooted passions for motorsports, often using competition to develop their most coveted halo models and to improve their more athletic variants. Both have their fair share of heroic superstar drivers and riders while suffering from reputation-tarnishing delinquents. And both tell vivid tales of their development over histories that culminate in the most innovative technological advancements, even if one of the factions is a bit of a late bloomer.

Guess which one.

Motorcycles and cars are technologically aligned. 

Like cars, many modern bikes have multi-way adjustable traction and stability controls, anti-lock brakes, electronic dampening, and all sorts of goodies that have been pouring into cars since the 1970s. Expectedly, these ensure maximum performance benefits for motorcycles while enhancing safety and rider comfort. In a way, the push to make bikes faster, more comfortable, and more capable has ironically made them easier and safer to ride (in the hands of the well-versed, of course).

Okay, let it be written here and now that I am not responsible for any ego-related oopsie-daisies after reading this. Please forward all motorcycle accident-related complaints to Acceleramota’s supreme emperor chancellor, Gabe Carey. 

Phew, dodged a bullet there.

While water cooling has become commonplace for performance and commuters alike, air-cooled motorcycles are still prominent in some cruisers and modern-retro bikes for cost-effectiveness and that obvious dose of nostalgia like a Volkswagen Beetle or air-cooled 911. Handlebar steering dampers, similar to vibration dampeners in steering columns, iron out harsh road impacts in a bike’s steering, further improving safety and comfort. You can even waltz into a Harley dealer and throw a leg over a fleet of baggers with enough cargo capacity to shame small hatchbacks and built-in stereos worthy of blasting “Act a Fool” as you chug down Seven Mile Bridge.

One trick bit of tech found in sports and superbikes is an inertial measurement unit or IMU. This part-mechanical, part-electronic system acts as another brain within a motorcycle, taking in telemetry from various gyroscopes and accelerometers within its casing and using the information to adjust parameters in the bike. After calculating for variables such as pitch, squat, acceleration, and lean angles, the IMU can tweak the responsiveness and behavior of traction and stability control, wheelie control, ABS, and adjustable suspension. In cars, IMUs have been used in autonomous cars to help adapt to their environments, as well as in adaptive suspension systems and data loggers.

Perhaps current BMW motorcycles are the best examples of tech sharing, as their latest models now utilize a carry-over iDrive unit from their cars as the infotainment and digital gauge display. Get that. Now we have bikes sharing head units with cars. Heck, we have bikes with head units! It’s a part-bin move in the best way possible.

Motorcycles are often technologically late to the party. 

Before we get lost in the sauce, it’s worth noting that technology seems to move at a glacial pace with motorcycles compared to cars. We’ll touch on some possible reasons why later. Bikes may pride themselves on IMUs or wheelie control, but that’s all they have to brag about now.

Proof? The first car with modern ABS was the 1978 Mercedes-Benz S-Class, versus the BMW K100, the first bike to flaunt ABS in 1988. First to fuel injection was the two-stroke Goliath GP700 Sport in 1952, while the first for four-stroke cars was the Mercedes 300SL, both beating the 1980 Kawasaki KZ1000H by longer than I’ve been breathing. As for stability control, the first cars to field this ass-saver are caught in a rough tie between the 1995 Mercedes S600 and the Toyota Crown Majesta, although the Merc technically beat the Crown Majesta to sales by a few months. However, what was the first bike to reach that finish line? The 2014 KTM 1190 Adventure. Motorcycles ventured into a new realm of safety tech roughly around the same time Top Gear went to Patagonia. Wowza. 

Here’s a biggie for you. Take variable valve timing, a staple of modern engines for its economical and performance benefits. Ubiquitous in cars, it arrived in Japanese motorcycles with Honda’s rudimentary REV system of the 1980s before evolving into the CB400’s HYPER VTEC in 1999 – “VTEC just kicked in, yo,” yes, that VTEC. As revered as its automotive counterpart, this style of valvetrain has slowly trickled into the mainstream. And like forming stalagmites, it still keeps trickling. And trickling. And trickling some more.

Today, it remains an uncommon novelty in the most advanced motorcycles. In 2017, Motorcyclist christened it “the next frontier in motorcycle engine technology,” while a Visordown feature from 2018 claimed it was “the new must-have tech.”

How cars and motorcycles forge their best metal through racing

Regardless of the rate of development, car and bike folks agree the grand crucible of motorsports always improves the breed. Or so the brochures and press reveals say. And like the tale of the second car rolling off the assembly line, racing will forever be inevitable as long as there’s a second bike. And race, they shall.

Numerous leagues have spawned over the decades to satiate hungry crowds and itching riders. From on-road or off, from the treacherous rallies to iconic road courses, the same hunt for glory, innovation, and adrenaline that spurred automakers over the years fan the flames of competition among motorcyclists, too.

MotoGP is just diet Formula 1. Four-wheel evangelists have IMSA and World Endurance Championship, while their two-wheel counterparts proudly endorse AMA Superbikes and the Superbike World Championship. Both cults share routes that snake up Pikes Peak and over the sands of Dakar and the Baja 1000. Race-ready Husqvarna Enduro 701 or Aprilia Tuareg 660, anyone?

Homologation specials exist in this realm as they do for rally fans, for motorcyclists who insist they need 230-horsepower, 400-pound rocket sleds for their errand runs. Did anyone see the recently unveiled Ducati Panigale V4R? It’s on this planet Earth for the same reason as the Toyota GR Yaris, Lancia Delta Integrale, or the BMW E30 M3. And that hypercar slayer is hardly a scratch on the surface of race-bred road bikes.

Honda stirred equal parts controversy and astonishment over its tear-jerkingly expensive RCV213-S. It was an ultra-light and razor-sharp superbike, born to be a roadgoing sibling to Marc Marquez’s championship-winning MotoGP bike. And, although not homologation specials, the BMW S 1000 RR and even rowdier M 1000 RR continue to draw inspiration from the circuit, with new front winglets and further refinement to their already impressive suite of adjustable and adaptive electronics. Bet you’ve never seen wings on a bike before, let alone motorcycles with drift modes, yet here we are. Supermotos and some naked bikes can pull the same trick, essentially disabling rear ABS to allow riders to skid the back tire and help rotate around tight bends like rally cars would.

And I don’t care who your favorite F1 driver is. You have to admit that some of this motorcycle racing stuff is badass beyond comprehension, amplified by the fact the only thing between the riders and potential disaster, afforded in spades by the Bugatti-rivaling power-to-weight ratios between their legs, is their Power Ranger cosplay. For this reason, one can argue motorcycle racing takes far more nerve than any automotive equivalent.

Bracing for an uncertain future on four wheels and two

Unfortunately, time cares not for your silly little racing pedigree or silly little brand cache. One way or another, our oversized toys must adapt to an ever-changing world. Purists can view change as heresy. Or, if you’re the sensible type, you can view it as an opportunity to see how the two factions grow together in ways that put Malaise-era engineers to shame.

First and foremost, they already face increasingly stringent emissions regulations, in case anyone somehow forgot those were a thing. Cars have always faced this challenge in the aftermath of the Clean Air Act, leading to the birth of catalytic converters in the early-to-mid 1970s. Since then, cars have been more constricted than ever before, but thankfully, the ingenuity of auto engineers outpaced this bondage, leading to today’s cars being the cleanest yet highest performing they’ve ever been.

Particulate filters be damned. The driver’s cars of today can haul! Time travel back in any recent Ford Fiesta ST and blow the doors right off bitter Old Man Enzo Ferrari’s face.

Motorcycles share in this struggle. The now-two-year-old Euro 5 emissions forced manufacturers to create greener powerplants with more catalytic converters, despite motorcycles making up a single-digit percent of registered vehicles globally. Some bikes had to undergo re-tuning to play nice with their new implants, often gaining little to no power, with the European market even dropping a few models until subsequent variants could be brought into compliance.

Ponder that. Reworking your vehicle’s powertrain outside mid-cycle refreshes or new model releases just to reel it into compliance. The only recent case I can think of on four wheels is the S550-generation Ford Mustang, which saw re-tuning for 2022 that cost its Coyote V8 ten measly ponies. Not that anyone would feel that loss in a 460-horsepower car, but the fact it happened pissed off many keyboard drag racers. 

A decades-old mission, emission strangulations have always been just another obstacle for engineers to tackle. It’s not as perplexing as the current crop of electrified motorcycles, which has taken many interesting turns in the pursuit of modernizing an entire industry of niche transportation. 

Motorcycles follow suit in electrifying their evolution.

Yes, electric bikes exist, and they take many forms, from cutesy scooters to off-road adventurers and sports bikes. If you really want to get technical, those fun and terrifyingly quick e-bikes from motorcycle and auto manufacturers are taking the market by storm with a level of everyday practicality that threatens the domain of scooters. Even Rivian is hopping aboard. Because of course they are.

Cough, I’ll take two.

The two-wheels-plus-battery combo is steadily gaining traction as the call for combustion-free metropolises grows louder, and although bikes aren’t currently affected, who’s to say they soon won’t be? A simple, eco-conscious, and practicality-minded audience encourages their development. It’s not too dissimilar from how the same demands from consumers and legislative bodies have thrust EVs and plug-in hybrids of all shapes into the spotlights of auto shows.

As of writing, the most recent entry into the fray is BMW’s fascinatingly quirky “urban mobility” bike, the CE 02. This dorky yet radical halfway house between a scooter and motorcycle harnesses the power of an 11-kW, air-cooled motor to jolt out 40.5 pound-feet of twist over 56 miles. BMW Motorrad even bullshitted its own dorky-yet-radical classification: an eParkourer. Er, on second thought, that’s just dorky. But tell me this little bean isn’t perfect for a rip beneath the city lights of Night City or through Watch Dogs: Legion-era London.

Conversely, if the CE 02 doesn’t butter your biscuits, consider the Zero SR/S, an all-electric sports bike from what is essentially two-wheeled Tesla minus the painfully overinflated brand ego. I bet a 187-mile city range and a 17.3 kWh battery feeding a 110-horsepower, 140-pound-foot motor sounds more like your speed. Literally. The SR/S is an exciting addition to Zero’s line of electric motorcycles, aimed at combining efficient urban mobility with the fun, sporting nature of the ICE bikes it both honors and contends with.

Urbanites and green freaks may find a lot to love about this wave of electrified motorcycles but know they lag far behind the EV development in cars, much like the rest of motorcycle technology. Relative to cars, electric motorcycles are a rarity, and even more so with the pretty much unheard-of hybrid bikes. Where Lucids and Rivians steal headlines from one another, electric bikes are often lost in the sea of fire-breathing superbikes and ultra-stylish modern retros whose waves crash strong at the behest of eclectic audiences who primarily view motorcycles as fashion items or toys, not commuters.

This disparity between the two industries’ progress on EVs is evident in the sluggish charge rates of such diminutive battery packs, which can take one to two hours to charge at 2.3 kW to 12 kW. Compare that to Porche Taycans and the Tesla Model S, which can fast charge their far larger battery packs to 80% or more in 30 minutes or less.

Bikes comprise a smaller industry for a smaller pool of hobbyists.

From slow charging to lagging decades behind to introduce basic safety concessions such as ABS and stability control. Why such a slow poke? It’s as if the whole industry is limping around on horse tranquilizers and Everclear.

Well. There are plenty of valid reasons.

One culprit could be the smaller profit margins of this niche segment, with roughly $75.6 billion in worldwide 2022 revenue versus the global auto industry’s $2.9 trillion that same year, possibly hampering the ability to advance their technology at the same pace. Bikes aren’t as expensive to produce, but when catering to a comparatively minuscule customer base, at least in the West, every fraction of a cent counts.

Additionally, safety legislation lags as much as the tech itself, meaning manufacturers are not always legally obliged to include such systems, even if they can afford to. For instance, you can still buy bottom-rung models without ABS or traction control, items modern cars wouldn’t be caught dead without. And ongoing efforts to mandate such basic kit on all bikes, regardless of the bike’s intended purpose or classification, have been met with resistance from the purist types.

Another reason could be, and apologies for getting anecdotal here, an apparent lack of interest and even backlash from a culture that mostly sees motorcycles as instruments of enjoyment first, semi-practical transportation second. Once again, I state that this is a niche customer base that primarily views bikes as trinkets and accessories.

It’s funny, though. As car enthusiasts, we’ve been similarly resistant to such things as electric power steering and automatic transmissions over the years, with varying degrees of validity to our annoyance, depending on how well a manufacturer executed a controversial move. All the more proof that we’re all the same breed of adrenaline-hunting, adventure-seeking, financially irresponsible, stubborn, and overgrown children called hobbyists. 

The Two Machines: a cultural peek at bikes and cars.

Once upon a time, in an elementary school far, far away, I was told a short story about two adventurous frogs who felt trapped in their home cities in Japan. They left their hometowns of Osaka and Kyoto, embarking towards each other’s city to pursue exciting and radically alien experiences. In a swift dose of revelation and character development, they were disappointed yet enlightened to see how the two concrete jungles mirrored one another, learning a lesson about how people from all over can be spitting images of each other beneath the skin.

As the technology in cars and motorcycles reflects one another, so does the culture. I can spin this section off into its own story of how the passionate participants of each group mold their experiences into something unique yet clearly connected, not only in technology or sport but in spirit. We love the same things, hate the same things, and partake in the same high-octane shenanigans with folks we wouldn’t have otherwise met if it weren’t for our shared passions.

Brutish muscle cars complement Harleys and Indians. Your typical Ferrari guy in full Prancing Horse attire at Cars N’ Coffee is no different from the knight in leather armor parking their Ducati or MV Agusta at the same Cars N’ Coffee to preach how awesome their brand is and how their new model is the fastest damn thing on Earth. Or, on second thought, maybe those folks are more like Corvette people. And the nostalgic types, in their quest for driving purity at the helm of Lotuses or Miatas, will lose their ever-living shit when they see what Triumph and Royal Enfield have been up to. 

I’ve met motorcyclists who’ve only ever cared about spec sheet drag racing and going balls to the wall everywhere they go, akin to boastful street racers I’ve encountered. There are the casual Sunday cruisers and those who simply enjoy their machines for the sensation of driving. And there are the show-offy speed freaks who think it’s their God-given right to redline everywhere they go. And don’t you raise an eyebrow at me. You know exactly what kinds of people these are, cars and bikes alike. No matter the faction, there are always those who enjoy the tranquility to be had and those who revel in chaos.

As motorsports unite the two hobbies on the twisties of Pikes Peak, Laguna Seca, and beyond, so does an all-star roster of heroes behind both machines. Car enthusiasts idolize celebrities such as Michael Schumacher, Ken Block, and Travis Pastrana, just as motorcyclists adore Valentino Rossi, Ricky Carmichael, and… oh hey, Travis Pastrana! Look at that.

If you look at the two groups long enough, you start to see their reflections of each other, no matter what they ride or drive.

Even my old boss at The Drive is entranced by all things two-wheeled, bringing motorcycle reviews to the site and using adventure bikes and dual sports to scratch his itch for touring nature’s most secluded routes. No trucks or rally cars necessary, although I’m sure he’d greatly welcome them, just as I’d invite any gearhead to cross that blurry line toward motorcycling.

How a car enthusiast can integrate motorcycles into their life

There’s not much to say here without considering how subjective this can be. Everyone’s tastes are different. Everyone’s lives are different. If you’re a gearhead looking to add two more wheels to the stable, buy the bike that best suits your needs and skill level, and be honest with yourself. None of that bullshit pretending you’ll grow into that liter-class superbike the YouTube hypebeasts insisted you buy.

If you love highway expeditions to faraway lands with the sky as your headliner and the wind in your visor, hop on a bagger or sports tourer and aim for the horizon. Perhaps you’re an adrenaline junkie. Sports bike. Bam, easy. Or maybe you’re a budding junkie with much to learn. 400 cc sports bike. Bam, even easier. If you want a more concrete and well-rounded answer, allow me to suggest middle-weight naked bikes. Often a Goldilocks choice, they can fulfill a wide spectrum of needs, from touring to sporty riding and even some mild track work, without being woefully overpowered, overweight, or uncomfortably hunched over in their riding position. 

Just as there’s a car for everyone, there’s a bike for everyone as long as you’re real with yourself and what you want or need. Who knows? That next bike may even come included with your new Bring-a-Trailer buy.

Motorists and motorcyclists: one and the same, now and always.

Yes. Motorcycles are safer and more sophisticated than ever. Some unique entrants are brilliant solutions to an urban commuter’s dilemma, while others were bred to do battle on the race track, all within a more-than-attainable price range. But I also get it. Motorcycles are still relatively impractical for many Westerners outside crowded metropolises, and their tech moves at a snail’s pace, taking decades to catch up to that of cars. Not to mention the constant threat of danger motorcyclists face every time they embark on public roads. I understand why some car enthusiasts may continue to keep their distance, whether out of worry or disdain.

At the same time, why bother missing the chance to have this new experience under your belt, especially since it’s so close to our realm of understanding? That’s all motorcycling was. It always has been. It always will be. Whatever tickles your funny bone in the automotive world, I promise there’s an equivalent on two wheels. To anyone with a keen interest in bikes but who has been on the fence, I hope I’ve pushed you to the other side. And to those who’ve never liked motorcycling, at least give it a shred of respect for all it stands for and all it accomplished.

I know some friends and family who still have their reservations about motorcycling. They often ask why I’m so enamored with it or why I wish to throw a leg over a bike of my own someday. To which I question why I haven’t done it sooner.

These EV startups aren’t the only ones to have fun with the idea of an electric truck. Ram announced its electric pickup, the Ram 1500 REV, for release in late 2024, but the automaker had another trick up its sleeve. Using its new STLA body-on-frame electric platform, Ram employs a parts-bin 3.6-liter V6 engine only as a range extender, with the gas unit never delivering power to the wheels. The result is a truck with 663 horsepower and 615 pound-feet of torque that provides 14,000 pounds of towing and a range of almost 700 miles. Get that, nearly 700 miles from an EV! Though complex, the setup may be a smart move for Ram, as consumers aren’t warming to EVs as quickly as automakers and the government had hoped. 

The truck also brings advanced driver assistance systems not seen in Ram vehicles to date. It gets a Level 2-plus autonomous driver assist function that offers hands-off driving on highways and other approved roadways. It provides predictive speed control and driver monitoring and assists with autonomous parallel and perpendicular parking functions. Fairly standard affairs for a brand-new vehicle these days.

2025 Ram 1500 Ramcharger release date and details

The Ram 1500 Ramcharger’s late 2024 release date means we don’t have pricing or trim level details yet! So there’s not much we can say, but we can take guesses based on Ram’s existing pickup line. As with the current gas trucks, we’ll see lower-level, work-ready Tradesman trims, followed by more luxurious and feature-rich mid-level Big Horn or Laramie trims. At the top end, the Limited variant will bring upscale leathers, genuine wood trim, and other features that make the truck a legitimate luxury ride. Ram trucks have long offered interiors that far outshine the competition, even from the most expensive Ford F-150 models, which bodes well for the Ramcharger’s accommodations.

Price:	TBA: $70,000 to $100,000 est.
Engine:	3.6-liter V6 range extender
Electric motors:	250 kW front, 238 kW rear
Battery capacity:	92 kWh (gross capacity), 70.8 kWh (usable capacity)
Electric range:	145 miles (EV only), 690 miles (w/ range extender)
Drivetrain:	dual-motor AWD
Power:	663 horsepower
Torque:	615 pound-feet
Weight:	TBA; >6,400 pounds
Towing:	14,000 pound
Payload:	2,625 pounds
Zero-to-60 mph:	TBA; 4.4 seconds est.
Fuel Capacity:	TBA; approx. 26 gallons

2025 Ram 1500 Ramcharger interior and tech

The Ramcharger will feature a premium interior focusing on textures, colors, and materials quality. Ram said it would use carbon fiber, metal, and leather to create a luxurious cabin with great space and tech. A 12-inch screen comes standard, and a 14.5-inch touchscreen and 12.3-inch digital gauge cluster are available, which run Ram’s excellent Uconnect 5 infotainment system. The interface offers side-by-side app functionality, simple menu structures, and responsive navigation that make it less distracting to use while driving. 

A 10.25-inch passenger screen, digital rearview mirror, a head-up display, and a Klipsch Reference Premiere audio system are available. Ram also redesigned the gear shifter with a new e-shifter unit, and the Ramcharger offers selectable regenerative braking settings. 

A new range-topping Tungsten trim brings unique interior colors like Indigo and Sea Salt. It gets a suede headliner, heated and ventilated seats with quilted leather, massaging front seats, and more. The center console features a Tungsten badge with the truck’s VIN, and the upgraded Klipsch stereo comes standard. It also brings a new dual-device wireless charging pad and metal pedals.

2025 Ram 1500 Ramcharger electric range and charging times

Ram promises a range of up to 690 miles from a liquid-cooled 92-kWh battery, a 130-kW onboard generator, and a 3.6-liter V6 engine whose only purpose in life is to charge the battery and extend the range. Think Fisker Karma, Chevrolet Volt, or BMW i3 Range Extender, but adapted to a big ol’ hunk of American utilitarianism. The driver can choose to charge the battery or preserve battery life, and there is no mechanical path from the engine to the wheels. That said, the truck still needs to be charged and can add up to 50 miles of range in ten minutes using a 400V DC fast charger with speeds of up to 145 kW. 

2025 Ram 1500 Ramcharger engine and performance

Though the Ram’s 3.6-liter Pentastar V6 does nothing to drive the wheels like it does to pretty much every other Stellantis vehicle, its electric drivetrain components are plenty. The 250kW front motor and 238kW rear unit, the latter of which can be paired with an optional locking rear differential, combine for a whopping 663 horsepower and 615 pound-feet of torque. That’s good for a 4.4-second 0-60 mph time, a 14,000-pound tow rating, and a payload rating of 2,625 pounds.

Not a Rivian, no. But that’s plenty fast enough and sure to put the pressure on some Charger and Challenger fanatics. The Ramcharger can also free-wheel its front axles under certain conditions to further enhance efficiency and range.

2025 Ram 1500 Ramcharger design

Ram’s initial electric concept trucks featured wild, futuristic styling, but the automaker backed off the funkiness with the production models. That applies to both the Ram 1500 Ramcharger and the Ram 1500 REV, as both bear striking resemblances to the brand’s current gas trucks. A crew cab body, short bed, and clean front-end styling define the Ramcharger, and it features novel lighting elements with an illuminated Ram logo in the closed grille. The charging port is located on the driver’s side front fender, and Ram smoothed the exterior body lines for better aerodynamics. Ram also fits unique taillights for the Ramcharger with an LED lightbar across the tailgate. 

2025 Ram 1500 Ramcharger review to come

Ram trucks offer fantastic ride quality, solid capability, and modern styling. With Ram claiming standard multi-link rear suspension and four-corner air suspension, we expect much of the same dynamics and comfort from the new Ramcharger, albeit with the heft of a powerful electric drivetrain. The range-extender concept is one employed by BMW with the i3 years ago, but it’s not yet been a mainstream feature in electric vehicles, with many automakers committing to either full EVs or more conventional hybrids or plug-ins. Ram created an exceedingly complex system to charge the batteries with a gas engine, so it will be interesting to see how the components work together and if the gas engine adds any meaningful amount of noise to the driving experience. 

When it arrives, the Ramcharger will be the only electrified truck on sale with such a setup. The upcoming Chevrolet Silverado EV and GMC Sierra EV are pure electrics, like the Ford F-150 Lightning and Rivian R1T. While all those trucks offer impressive range estimates and great tech features, their specs fall short of the Ram’s range and capability. Price may be the great equalizer here, as it’s hard to imagine the Ramcharger coming cheap. 

Additional FAQs

How much will the new Ramcharger cost?

We don’t have solid figures yet, but a reasonable guess would be between $70,000 and $100,000 with available add-ons and options. That should place it within the same ballpark as the F-150 Lightning and Rivian R1T.

Does the Ramcharger use gas?

Yes, the Ramcharger uses gas to power a V6 range-extender engine, contributing to its incredible range. That said, the engine doesn’t drive the wheels, so fuel usage will be interesting to observe. 

Does towing impact EV range?

Yes, to a great degree. Towing a heavy load with an electric pickup can cut the range by 50 percent or more, depending on the temperature, road conditions, and driving style. It’s important to plan adequate charging stops if you’re looking at a longer towing trip.

As I watch YouTube videos and catch up on my emails, traffic flows around me on the 10 freeway headed east toward Downtown Los Angeles. Eventually, I look up – yep, still bumper to bumper with no hope of respite. I send a few texts, then glance around at the drivers stuck next to me, most driving every bit as distracted as me. If a CHP officer passed, they’d be breaking the law. Not me, though, because I’m behind the wheel of an all-electric EQS equipped with Mercedes-Benz’s new Drive Pilot system.

Mercedes recently brought a fleet of cars out to LA hoping to show media the industry’s latest and greatest in the inevitable, yet sluggish, crawl toward self-driving vehicles on public roads. Benz also brought a team of engineers along to answer any questions we might come up with while testing the first and only Level 3 system approved for use in the United States — and yes, there were many questions worth asking and answering.

What’s the difference between Level 1, 2, and 3 autonomous driving?

Before I let a German robot pilot me around the universe’s main hub for rush-hour traffic, I spent some time giving myself a quick primer on what exactly the autonomous driving levels 1 through 5 actually mean. And the differences bear repeating to fully comprehend Mercedes-Benz’s achievement as the first automaker to earn official Level 3 approval (at least in California, but more on that later). 

Mercedes-Benz: learn more at CarGurus

Levels 1 and 2 are already commonplace: Level 1 is either adaptive cruise control or lane keep assist programs that still require a human driver’s hand on the wheel while Level 2 is able to take on multiple functions of steering, acceleration, and braking with a human’s oversight still present. Tesla’s Autopilot and GM’s Super Cruise, for example, qualify as Level 2 autonomy — though systems that can manage a lane change are now sometimes called Level 2+.

Level 3 ups the ante into a realm much nearer to true autonomous driving, albeit bounded by very tightly defined scenarios. On paper, Mercedes-Benz calls Drive Pilot “SAE Level 3 conditionally automated driving” to satisfy the requisite legalese. In short, that means the system will only work on some roads, at some speeds, and within frameworks that clearly delineate risk management and liability for the system hardware, software, and programming.

To an extent, Level 4 remains somewhat theoretical, taking the onus off the driver entirely and letting the car intervene in every scenario. A human can still override in the case of emergency, though — think robotaxis and delivery shuttles undergoing tests across the planet for the past few years. Level 4 only exists currently in certain parking garages in Germany, which are very controlled environments, to say the least. 

Level 5, meanwhile, is the full dreamboat, with no driver required and possibly not even steering wheels or pedals in the vehicle. We’re talking full robotic overlords — a new world order that will likely require separate roads with no humans to throw off the synchronized dance too much.

To clarify, the technology to enable Level 5 autonomy already exists. While Tesla led the charge (pun fully intended) toward Level 2, Elon Musk’s vision was limited (literally) by using only video-based analysis of road conditions. Level 3 so far requires more detection hardware, in Mercedes-Benz’s case a combination of stereo multipurpose camera angles to simulate three-dimensional vision, along with long-range radar that scans the road and environment using electromagnetic waves, and long-range lidar that scans with swiveling laser beams at various heights. The combined radar, lidar, video, and even audio (to detect far-off emergency sirens) includes many hardware redundancies to prevent a single failure from bricking the system or causing potential gaps in analysis that might lead to an accident.

Which Mercedes-Benz models come equipped with Drive Pilot?

Benz’s backups and redundancies run the gamut, from two separate electric steering motors to double ECUs, a rear camera dedicated to emergency vehicle overtaking, microphones inside the cabin, a new antenna for satellite positioning accurate to one centimeter, maps that take into consideration continental shift over time, and even a road moisture sensor that detects the sound of water within the front wheel arches. Model year 2024 EQS and S-Class cars will be available with the suite beginning in early 2024 — surprisingly, at no additional cost upfront.

Mercedes EQS: learn more at CarGurus

Actually using the hardware requires committing to a subscription of $2,500 per year, though, and only customers in California and Nevada get the option because Drive Pilot is only approved in those two states. To achieve that certification, Mercedes-Benz mapped out over 100,000 miles of testing in California within what engineers called Drive Pilot’s “operational design domain” (ODD), which means on freeways where stop-and-go traffic is common. Challenges included teaching the computer to recognize lane stripes versus reflective dots, mapping GPS locations for multi-level freeways, and sorting out the proper use of carpool lanes. 

The California Highway Patrol actually worked closely with Mercedes to develop the system and even requested a potentially novel turquoise light visible outside cars using Level 3 programs so that emergency responders can identify what they’re dealing with more easily. Nevada, on the other hand, only required self-certification (because of course, it’s Nevada).

Drive Pilot’s ODD requires speeds below 40 miles per hour, clear lane markings, not too much road curvature, clear weather and lighting conditions, and a high-definition map to be available in the system’s memory. Mercedes declined to confirm exactly how many miles within California and Nevada the system currently covers, though, presumably because the stat will pale in comparison to Autopilot or Super Cruise.

How to use Drive Pilot

Many fewer miles might sound less than ideal in headlines, but Drive Pilot theoretically delivers an entirely different level of capability. So how well does it work? I got assigned an EQS at random, with a quiet, knowledgeable engineer in the passenger seat. First, we watched a mandatory educational video on the large center console screen, which all customers will need to complete before being allowed to activate Drive Pilot. Then I purposefully drove us into rush-hour traffic headed towards Downtown LA from Santa Monica — exactly what I try to avoid on a Friday afternoon. As soon as we hopped on the 10, we hit a bumper-to-bumper jam. Perfect!

The EQS immediately recognized the situation and blue lights above the two buttons on the steering wheel lit up. The gauge cluster also prompted the fact that Drive Pilot was now available. I touched the button and slowly felt the steering wheel begin to shift underhand. Hesitant, of course, I hovered for a few seconds to make sure everything stayed hunky-dory. Then I laughed.

After all, at this point, we’re not too far removed from the Level 2 systems I’m used to testing. But for those, I can usually count to only 10 seconds before the cars start dinging for me to give the steering wheel a nudge with my hand and fake like I’m paying attention. Not so here. Time to mess with robots, then.

Trusting the ghost in the machine

First, I picked up my iPhone to see exactly how distracted Mercedes believes is too distracted. No problem, until I essentially buried my face in the phone to the point that the infrared eye-tracking system could no longer detect my eyes for an extended period. Ding ding, time to take over driving again. After a few seconds with my hands on the wheel, the blue lights illuminated again and I ceded control back to the car again.

Next, I reclined the EQS’s sumptuous seat, which reps had earlier said would cue a warning. Not so, I found, until my eyes once again lost sight of the infrared camera’s viewing angle. Once more I straightened out with my hands on the wheel and activated Drive Pilot. This time around, I put on sunglasses — which the Lexus RX500h I tested earlier this year struggled with during even Level 2 driving. Not the case here.

Finally, I started fiddling with YouTube and pulled up some rally racing videos as a proper distraction. Not only did the Dolby Atmos sound system blast those banshee engines screaming past, but I could click around and fully absorb in finding good vids without Drive Pilot fretting. All the while, the EQS kept a comfortable following distance from the car ahead of me and I even noticed the car almost imperceptibly shifting over in the lane a few times when motorcycles came up from behind while lane-splitting — a uniquely Californian concern for autonomous driving software.

I never pushed the limit much past 30 seconds of dinging, but Mercedes-Benz reps explained that should I have been completely derelict in my duties, videos playing on the center console would have frozen, a yellow message would have lit up, red lights and acoustic warnings would have increased, and then the seatbelt would have jerked for 10 seconds. In the off chance a driver still remains unresponsive, the car will then slow to a standstill while staying in its lane and, assuming a medical issue may be underway, turns the hazard lights on, calls emergency response automatically, and unlocks the doors.

Staying in the lane is a critical point here. But so is the top speed of 40 miles per hour (or 60 kilometers per hour in Germany, where Drive Pilot began customer sales earlier in 2023). If traffic clears up enough for the car to exceed that speed, Mercedes-Benz’s Level 2+ system can initiate, with lane keep and adaptive cruise activated and lane changes allowed up to 85 miles per hour.

Other than the physical hardware and computing power to analyze the data from all those sensors and cameras, Level 3 also requires human programmers to finetune the way Drive Pilot interacts with a human driver. And I found myself almost concerned by how quickly I developed confidence in the Level 3 system. Dropping back down to only Level 2, on the other hand, requires a bit of a mindset shift that needs to be very clearly delineated for the driver — and Benz nailed that transition, too. 

We’ve come a long way from Level 1 and 2 autonomy, largely because of the smoothness by which Drive Pilot steers and manages speed. No lurching or sudden braking, no ping-ponging off lines or cracks in the road, no random freakouts in my hour-plus of driving (or riding, I suppose, would be more accurate). I only drove the EQS, though, and no S-Class. Theoretically, an EV might be better for modulating speed and braking.

Theory in practice… and liability

You might have noticed my frequent use of the word “theoretically” to describe many of Drive Pilot’s capabilities. But this is the real world, and autonomous driving theory is now being enacted in real life. I went into this day of testing with Isaac Asimov on my mind, ready to apply the three rules of robotics to the best of my abilities. But Mercedes-Benz clearly designed Drive Pilot’s Level 3 ODD to reduce liability the best it could.

The Mercedes reps I spoke with declined to share any stats about how Drive Pilot’s debut in Germany has performed, other than to say that no major incidents have occurred so far. But we don’t even know how many customers shelled out that annual fee this year. Still, I brought up the classic conundrum: What if the Drive Pilot needs to make a split-second decision between hitting a pregnant mother or two children? 

Highly unlikely on the 10 freeway, was the answer, though I’ve seen stranger things — like when I was testing Super Cruise in a GMC Hummer EV and an E90 BMW came crawling across traffic at a full right angle. Super Cruise balked in that scenario and forced me to a full ABS stop in a 9,000-pound brick. Would Drive Pilot pick up the E90 on lidar or radar earlier and response quickly enough? I don’t know, but I do know that the EQS would not leave its lane to miss the BMW in that scenario. The ODD wouldn’t let it.

More realistically, imagine a motorcycle cuts into the lane without signaling and brakes hard. Driving 40 miles per hour, would Drive Pilot slam on the brakes and risk being hit by a hypothetical semi truck following too closely behind? Probably, because that would put liability on the semi-truck driver even if the resultant accident would be more damaging than swerving into the side of an SUV in the next lane while avoiding the motorcyclist.

But therein lies the big question: liability. Even if Drive Pilot was truly programmed with liability in mind, who exactly makes the final determination of liability in the case of an accident becomes a critical question. 

The liability question fits into the definitions of Level 2 and 3, to an extent: In Level 2, the driver is responsible but for Level 3, the vehicle is responsible. As long as the driver uses a Level 3 system as intended — which does require keeping the car well maintained so that all the hardware and software can operate as intended — then if the system fails, Benz is on the hook.

I asked whether Drive Pilot records the passenger compartment video to make sure that drivers didn’t cause problems. Apparently not. Next, I can’t help but wonder whether insurance companies will be happy sorting out the blame game when robots and massive multinational conglomerate legal teams get into the mix. Sure, California and Nevada (well, Nevada sort of) legally approved Level 3 in such strict scenarios, but we all know how these things play out when big money enters the picture.

For Benz, the next step for Drive Pilot will involve ramping up to 80 miles per hour in Level 3, exponentially increasing the following and stopping distances. Therefore video, radar, and lidar range are required. But then the system will work for real road-tripping, rather than requiring a step back down into Level 2+ (even if Level 2+ works quite well, too).

For me, the most important question only came to mind after the fact. I’m competitive with the robots that will one day take over my driving duties, so I need to know: In an EQS, does Drive Pilot improve EV range versus a smooth, conscientious human driver? Answering that question will require much more testing, but for now, the future of autonomous driving is here — in an admittedly limited, yet still very impressive, capacity.

Halloween isn’t over! Tesla’s chief designer was spotted arriving at a car show in a matte black Tesla Cybertruck. Breaking news: it was worse than anything a witch could conjure up. The Cybertruck will be released on November 30th, with the first customers receiving theirs at the Gigafactory in Austin, Texas. This truck adds to the absurd amount of Tesla vehicles either coming or already on the market.

This matte black Cybertruck, however, is nothing more than a silver model wrapped in PVC. Interestingly, it appears to be based upon the original reveal prototype rather than the current models that have been previously spotted on public roads, evident by the prototype wheels and tires, which we don’t anticipate will make it to production. And this isn’t the first elaborate marketing stunt Tesla has pulled for this monstrosity of a vehicle.

• This same design lead flung a metal ball at a Cybertruck’s “armored window,” smashing it instantly.
• The Cybertruck appeared in the “Gang Gang” music video performed by Travis Scott and his crew.
•  It made an appearance at the 2023 U.S. Grand Prix in Austin.
•  A camo-wrapped Tesla Cybertruck appeared in Palo Alto, California.
• Tesla disguised it as an F-150.

If anything, it’s been in our minds as Americans since its announcement. Luckily, the anti-brainwash serum has not worn off, as the matte black Cybertruck looks even uglier than the silver model. There is a chance that you will get your hands on this version, as Tesla did release Model 3 and Model Y colored wraps at $7,500 to $8,000.

Tesla Model 3: learn more at CarGurus

Some added context for the skepticism surrounding the Cybertruck. In a recent interview with podcaster Joe Rogan, Elon Musk mentioned that Tesla aims to produce 200,000 units yearly. Tesla claimed in its Q3 2023 financial results that production will be around 125,000. So there is a bit of a gap between those two numbers. Additionally, the Tesla Cybertruck is the company’s first consumer 800-volt architecture vehicle, which makes them cheaper to produce and more efficient to drive. But the efficiency boost may be offset by the least complex model weighing around 8,000 pounds.

Naturally, we need to thank Daniel Golson on X for starting this storm and sharing this lunacy with the world.