Ford teased a new supercharger kit for the 2024 Mustang at last year’s SEMA show in November, promising the upgrade would crank the pony car’s output to over 800 horsepower. The Blue Oval omitted important information like price and torque at the time, but now we know all the details.

Ford Performance now lists the twin-screw supercharger kit on its website, saying it’ll crank the brand’s 5.0-liter V-8 engine up to 810 hp for just $9,995. It’s compatible with the Mustang GT and the Dark Horse … but only if you live outside of California.

Ford only certifies the supercharger for use in the other 49 states. According to the product listing, the part doesn’t “have approval for use in California,” and it “can not legally be registered or used on vehicles” in the state. We presume this is thanks to the state’s strict emissions laws.

The supercharger, developed in partnership with Whipple, cranks the engine’s torque to 615 pound-feet. The kit produces 10 hp less on Mustangs without the active exhaust system, which is still plenty more than stock. The 2024 GT delivers up to 486 hp and 418 lb-ft of torque from the factory, while the Dark Horse makes 500 hp and 418 lb-ft of twist.

The kit includes the Gen 6 3.0-liter supercharger, a 92-millimeter throttle body, a dual-pass intercooler, GT500 port fuel injectors, upgraded spark plugs, and an exclusive Ford Performance calibration. It requires 91+ octane fuel and comes with a three-year, 36,000-mile warranty. A pretty solid deal, all things considered.

Skoda intends to launch six EVs by 2026, and the most affordable of the bunch will be this pretentiously named Epiq. It’s scheduled to go next year with a targeted starting price of €25,000, or roughly $27,000 at current exchange rates. Touted as being “small but epic,” the brand’s entry-level EV will be among the first models to embrace the fresh “Modern Solid” design language.

At around 4.1 meters (161.4 inches) long, you can think of it as an electric alternative to the Kamiq. However, the Skoda Epiq is destined to ride on a dedicated EV platform, likely the MEB Entry the Volkswagen Group has already announced. The architecture has been previewed by the German automotive conglomerate with last year’s ID.2all concept. While VW is going the hatchback route, Skoda is cooking up this crossover.

Even though it’s shorter than the Kamiq we mentioned earlier, it’s far more practical. The cargo capacity of 490 liters (17.3 cubic feet) is more than 20 percent higher thanks to the dedicated EV underpinnings, resulting in better packaging. The Czech marque remains tight-lipped about the other technical specifications, but it does say the unspecified battery pack is good for over 249 miles (400 kilometers) of range, presumably in the WLTP cycle.

The MEB Entry platform is intended for EVs with front-wheel drive whereas the regular MEB used by the bigger Enyaq comes with rear-wheel drive. The more expensive and powerful MEB-based models sold by the VW Group come with AWD by adding a front motor. It remains to be seen whether the MEB Entry models will get an all-paw setup at some point.

The Modern Solid design language per Skoda’s marketing jargon will toughen up the appearance of future models. This Epiq has plastic body cladding around the wheel arches and unpainted sections of the rear bumpers. We also notice a pair of nifty roof rails, an illuminated rear badge, and slim lights at both ends.

The charging port is mounted on the front fender rather than at the back as is the case with the Enyaq. Contrasting orange accents are found inside and out, along with an interrupted light bar that goes across the wide grille. Overall, the Epiq looks to be more along the lines of a near-production prototype since it’s unlikely to change all that much until 2025. Skoda calls it a design study rather than a concept.

Before the Epiq arrives in 2025, the bigger Elroq compact crossover will be officially unveiled later this year with an electric-only setup. These two will be joined by 2026 by the next-generation Enyaq and Enyaq Coupe. An Octavia-like wagon in EV flavor is also coming, along with a large three-row SUV previewed by the Vision 7S sans a combustion engine.

The promise of fully self-driving cars remains elusive. That might be a good thing, at least going by a new study from AAA that found the majority of people are actually afraid of autonomous vehicles. Even more surprising: That number has increased in recent years while public trust has fallen.

According to AAA, 66 percent of respondents said they feared self-driving vehicles. That’s up from 55 percent in 2022, but down from 68 percent last year. The share of those who trust AVs held steady from 2023 to 2024 at 9 percent, while 25 percent were unsure of them. Both numbers are down from 15 and 30 percent, respectively, in 2022.

While buyers might be weary of robot cars, they aren’t opposed to some technological assistance behind the wheel. Respondents said they were interested in some technology, with more than half open to automatic braking, reverse automatic braking, and lane keep assist. Only 42 percent were interested in active driving assist, and 49 percent were for adaptive cruise control.

Buyers should be skeptical of even those driver aids, however, as another AAA study discovered that they aren’t always reliable. The organization recently researched the effectiveness of automatic rear braking systems, and only one out of 40 test runs ended without a crash. Half of the cars failed to stop for stationary pedestrians standing behind the vehicle.

Most buyers won’t have to worry about autonomous vehicles anytime soon. General Motors’ Cruise division has faced significant safety hurdles over the last few months, and it appears that Google’s Waymo is one of the remaining outfits putting in a full effort to develop the technology. It expanded its robotaxi service to Los Angeles today, but the tech is still years away from making it into everyday passenger vehicles.

Marcello Gandini, legendary designer responsible for numerous Italian cars, has died, according to RaiNews, Italy’s state-owned news outlet. He was 85 years old.

Gandini was best-known for his work with Lamborghini, where he was responsible for designing poster cars like the Miura, the Countach, and the Diablo. He was also the designer behind icons like the Lancia Stratos, the Bugatti EB110, and the Fiat X1/9.

The Turin-born designer created his most famous designs while working at Italian design house Bertone from the mid-1960s until 1980, penning the lines for cars like the Alfa Romeo Montreal, the Maserati Khamsin, and the Ferrari 308 GT4.

Developing…

Cadillac is in the process of electrifying its lineup, but so far that has only translated into a slew of crossovers, SUVs, and one massive sedan; the $340,000 Celestiq. That seems to be changing. At least as far as concept cars are concerned.

The American brand is teasing a new concept vehicle called Opulent Velocity, which appears to be a low-slung sedan or coupe. Here’s everything Cadillac has told us about it: It’s electric with zero emissions, it’s celebrating 20 years of V-Series Cadillacs, and it has an exhaust note. 

We can hope that this car is V8-powered, but I doubt it. Despite making a bold noise as it goes by, this thing is gonna be an EV with something along the lines of Dodge’s “Fratzonic Chambered Exhaust,” if I had to bet. GM is planning more PHEVs, but there’s no indication that the Cadillac brand—which will be GM’s first to fully electrify—is a part of that scheme. 

The video above is the most telling thing about the concept vehicle, but below I’ve pulled a few of the best stills and included the one image Cadillac sent over so we can try and get a better look at this thing. It’s not a crossover, at the very least.

The only other thing Cadillac said is that we’ll learn more about the car “later this year”, which could mean several months. In any case, as soon as we know more, you’ll be the first to know.

Jody Scheckter is best known for winning the 1979 Formula One World Driver’s Championship. But he also spent time driving the six-wheeled Tyrrell P34, possibly the most bizarre F1 car of all time. Now, Scheckter is selling his personal P34, an original chassis built into a full-on, working race car in 2008.

While the P34 originally raced during the 1976 and 1977 seasons, this one’s relatively short history means it presents in excellent condition. “Chassis 8” is paired to a correct Ford-Cosworth DFV 3.0-liter V8 engine.

The P34’s odd, six-wheeled design resulted from the creative thinking of Tyrrell technical director Derek Gardner. He figured that he could package smaller wheels below the wing. The second set of rubber would make up for the tinier size’s reduced contact patch. There would also be reduced drag compared to the air flowing over the taller tires competitors used.

Gardner also guessed that having two more wheels would result in better braking. In the real world, racing drivers struggled with the layout, though. “The braking was supposed to be better: well, it was when you were braking in a straight line, but as soon as you turned in, the little wheels slid, and you had to come off the pedal, so there was no advantage there,” Scheckter told Motor Sport magazine in 2008, according to a story published on Formula1.com.

Despite the design weaknesses, the P34 found success on the track. Scheckter drove the car to its only outright victory at the 1976 Swedish Grand Prix. He and teammate Patrick Depailler had a total of 10 podium finishes that season, including coming in second and third, respectively, at the Monaco Grand Prix. Unfortunately, 1977 didn’t go as well, with only four podiums for the team.

A neat touch in the cabin is the clear panels cut into the body so drivers can see the tires. The portholes allowed the driver to better position the car while cornering and gauge tire wear. 

Scheckter’s car looks like it was built to 1976 specs, going by the brake-cooling NACA ducts on the front wing. Tweaks for the 1977 season included a revised design with large mesh panels.

Since this P34 isn’t a genuine race-used item, the new buyer has less of a reason to leave the car in the garage as a collector’s item and lots of incentive to take it to the track. It’ll go up for auction in May at RM Sotheby’s sale in Monaco, with an estimated price of $490,000 to $700,000 with no reserve.

 

There’s nothing wrong with the Porsche 911 Turbo S, unless, of course, you have a soft spot for the classic ducktail spoiler. We do, and apparently, so do the folks at Techart. The latest offering from the German-based tuning company adds one to the Turbo S, and to sweeten the deal, you can get up to 790 horsepower, too.
Feast your eyes on the Techart GTstreet R Touring. As you can see, there’s a bit more than a new rear wing happening here. Techart says its new body kit features over 40 different components, including customizable front and rear aprons. There are new carbon fenders, side skirts, air intakes, fender flares, and a hood, among other things. That’s a lot of carbon, and it can be detailed with either a gloss or matte finish.

But, the pièce de résistance is that oh-so-sweet ducktail at the back. It’s a classic look that, frankly, we’d like to see more of straight from Porsche. Techart swaps the standard Turbo S setup with this fixed spoiler, which the company says is balanced for downforce and good aerodynamics at higher speeds. It’s also 60 percent lighter than what you get from the factory, and the design gets more air to the boosted flat-six engine to help it stay cool.

That’s important, because Techart also offers power upgrades on the GTstreet R Touring. Two stages are available, with the first adding a modest 60 hp and 74 pound-feet of torque to the already potent engine. The second stage is more aggressive, swapping in new turbochargers and a tune that adjusts engine and gearbox parameters. There’s also a custom exhaust system bolted up, all resulting in 790 hp and 700 lb-ft of torque. That’s a 150-hp and 110-lb-ft increase from a stock Turbo S. Techart says the top speed is 217 mph.

To manage the extra thrust, a sport suspension upgrade drops the car approximately 1 inch. Techart adjustable coilovers are optional, supported by Techart center lock wheels measuring 20 inches in front 21 at the back. The company widens the front track by an inch, and carbon aero disc brakes are available. As for the interior, expect a plethora of leather, Alcantara, carbon fiber, aluminum, and more.

How much will an 800-hp 911 Turbo S with a ducktail spoiler cost you? Techart only mentions the cost for European buyers, starting at 98,250 Euros. That converts to approximately $107,000, but keep in mind, that’s just the cost for conversion. You still need a $230,000 911 Turbo S, and plus the cost for any additional Techart options. With the price comes exclusivity, though; the company only plans to build 25 examples.

Rivian surprised everyone today by not only revealing the hotly-anticipated R2 SUV at a starting price of just $45,000, but also showing us another car, the R3, as well as a new battery cell that underpins both cars. The cell is called the 4695 due to its diameter of 46 millimeters and height of 95 millimeters. Its specs have yet to be detailed, but it’s considerably larger than Tesla’s 4680 cells, which could mean a lot.

As battery cells get bigger their voltage does not change unless the chemistry changes, and Rivian is more likely than not using conventional lithium-ion chemistry. What does increase is the cell’s rating in amp-hours, which translates into a 4695 holding more energy than a 4680. But there’s more.

Larger cells can typically charge and discharge at higher rates. In short, this means the R2 will likely be able to charge faster and offer more peak power than if it got its juice from a slightly slimmer pack made of 4680s. The car’s regenerative braking can also be stronger, which may offer efficiency gains.

 

Rivian is not the first to get into the 4695 game. BMW recently revealed samples of a 4695 cell it plans to use in its Neue Klasse of EVs from 2025 onwards. Indeed, several battery manufacturers are now producing cells in this 46mm form factor, including Samsung SDI, Panasonic, and LG.

We don’t know the exact specs of these new 4695 cells, but we can do a little bit of guestimation about the pack’s specs based on images Rivian showed us at the reveal.

Zooming in on the pack, it appears to consist of 3 large modules separated by heavy internal frame rails. Each module is 34 cells wide by 8 deep, for a total content of 272 cells. If we’re talking lithium-ion and we assume the cells are all wired in series, we get a module voltage of 979.2V (nominal). That’s a 1000V architecture, not 800V as speculation might otherwise indicate. 

With three of these modules wires in parallel, the voltage will remain the same but the current available will go up considerably. We don’t know what the individual cell ratings are, but other 4695s are capable of pulse discharging at up to 10C, or ten times their rated capacity in amp-hours. This could mean available power as high as 900kW, or around 1,200 horsepower. The Rivian’s 4680s likely err on the side of capacity, though, so such high discharge rates are unlikely.

Once the electric automaker unveils the total capacity of the pack, that sort of information can be extrapolated. For now, just know that these new battery cells will likely enable performance on par if not greater than what Tesla is capable of in cars like the Model Y. How efficiently the rest of the drivetrain uses this energy is going to matter in terms of real-world performance, but the kilowatt-hours are there for the taking. 

We don’t get Skodas in the United States, and by “we,” I mean my fellow American colleagues and the majority of Motor1’s audience. I am fortunate enough to be living in Europe, where Skodas are a common sight on every street corner. The company’s flagship model is the Superb, but this one is no ordinary version of the Czech range-topper.

A previous-generation model in the wagon body style, this pre-facelift Superb hides an Audi secret under its hood. While Skoda sold the car exclusively with four-cylinder engines, this green machine ups the cylinder count to five. Yes, it has a 2.5 TFSI unit from an Audi RS3. The engine from Ingolstadt makes about 400 horsepower in stock form, already a healthy boost of 120 hp compared to the most potent Superb offered by Skoda during this generation.

The inline-five has been massaged to deliver a bonkers 720 hp and 830 Nm (612 lb-ft) of torque, therefore turning an otherwise mundane midsize wagon into an absolute rocket. The sleeper family estate was pushed hard on an unrestricted section of the German Autobahn where it needed just 3.32 seconds to hit 62 mph (100 km/h).

As if that wasn’t impressive enough, it completed the 62 to 124 mph (100 to 200 km/h) sprint in 6.06 seconds, achieving a 0-124 mph (0-200 km/h) run in just 9.38 seconds. The quarter-mile took 10.77 seconds. Flat out, it almost reached the magical 300 km/h (186 mph) mark. You can see the speedometer just gave up after 260 km/h (162 mph), refusing to go any higher.

Back when emissions regulations weren’t as strict, Skoda was selling the Superb with more than four cylinders. The first-generation model since the Volkswagen Group took over had V6 gasoline and diesel engines while its successor had a 3.6-liter VR6. The original Superb offered during the 1930s and 1940s had a big ol’ 4.0-liter V8 as well as a variety of inline-sixes.

In 2024, the recently launched Superb is a four-banger affair, topping out at 265 horsepower for the most potent model of the lot. Sadly, Skoda has never offered a high-performance RS version but this guy built one for himself by cramming in an RS3 engine.

It’s a perfect all-rounder since it’s fast, practical, spacious, and has decent tech, without shoving huge screens in your face. The styling won’t set your pulse racing but in the age of overdesigned cars, the typically understated Skodas are deemed as classy by some folks, yours truly included.

The Jaguar C-X75 concept originally debuted at the 2010 Paris Motor Show. It seemed like the company was close to putting the vehicle into production, but Jaguar eventually canceled the project after building a few prototypes. Now, famed designer Ian Callum’s company Callum has taken up the reigns, converting one of those models into a road-legal machine as a customer commission.

The C-X75 that Callum made road-ready was one of the four surviving stunt cars from the filming of 2015’s Spectre. Dave Bautista’s Mr. Hinx character drove it in a chase scene against Daniel Craig’s James Bond in the Aston Martin DB10.

Ian Callum led the design team for the original C-X75 concept, while Williams Advanced Engineering built the stunt cars for the film. Rather than the plan to use hybrid powertrains for the original production-spec C-X75, these cars received Jaguar 5.0-liter supercharged V8 engines.

Callum had to make hundreds of changes so their client could use the car in the UK. It has things like a has a quieter exhaust, catalytic converters, and a revised engine calibration. The body wears a fresh coat of paint, and the panel gaps have been tightened. There are also new side mirrors with integrated turn signals in place of the foam pieces on the stunt car.

 

The C-X75 was initially supposed to use an unconventional powertrain. It would have had four electric motors, each making 195 horsepower. Plus, two turbines would have been capable of running on compressed natural gas, diesel, biofuel, or LPG to charge the battery. Jaguar claimed the car could hit 62 miles per hour in 3.4 seconds and a top speed of 186 mph. The hybrid setup, according to the company, would’ve allowed for a 560-mile range.

Jaguar continued to develop the C-X75 but dropped the plan to use turbines as a range extender. The company switched to working with Cosworth to prepare a supercharged and turbocharged 1.6-liter four-cylinder engine with a 10,000 rpm redline. Plus, there would have been two electric motors – one powering each axle. The total output was approximately 850 horsepower.

The newly road-legal C-X75 will make its public debut at the Bicester Heritage Scramble on April 21.