Just in time for the summer season next year, when you’re going to begin weighing your adventure choices, you will have an excellent option in the new Volkswagen California campervan. The company has unveiled in the UK its new models of the people’s favourite campervan, which is expected to start deliveries in early 2027.

The adventurers in the UK should be able to order the new generation California campervans now, for a starting price of £54,065 (approx. $72,000). Based on its basic DNA of adventure, the campervan models are designed with all types of travelers – solo, family, or romantic couples in mind.

Designer: VolkswagenVolkswagen

The new design of the California campervan starts with the front below the bonnet. Here, the LED headlights are the new defining feature. The cabin has been uplifted with driver comfort and safety in mind. State-of-the-art technologies now find their way into the campervan setup, which complements the on-road lifestyle. Thus, new safety and comfort features have been added through software-level integration and interesting driver assistance systems.

The cosmetic changes to the shape of the California render it a sharper appearance and feature power-latching sliding doors and tailgates. Before you lose the plot, Volkswagen has narrowed the campervan range to three new specifications titled the Beach, Coast, and Ocean. The Beach is the basic and the cheapest of them all, with 17-inch alloy wheels and heated front seats. The model features a manually operated pop-up roof, awning, and a sliding door on the passenger side with a mini-kitchen to prep food on the go.

Coast model packs all the basic features and builds on it with the addition of a larger kitchen, some cabinetry, a fridge, and large battery power. The top-of-the-line California Ocean comes with 18-inch alloy wheels, an electric pop-out roof, climate control, and ambient lighting. The new models come in 19 new colors across solid, metallic and two-tone paint options. These campervan models feature a 12.9-inch infotainment system that also works as the control center for everything from media and navigation to camping monitoring.

Specific to the new Volkswagen California, eHybrid 4MOTION is an electric stationary air conditioning system that can keep the campervan heated or electrically cooled for eight hours. The two latest California Coast and Ocean modes come with two rear seats that fold into a 78 x 43-in (198 x 108-cm) lower bed. They also feature new driver assistants: the Travel Assist system for assisted lane change and an integrated Emergency Assist, which, according to the company, “guides the vehicle to the hard shoulder or outermost lane in the case of the driver suffering a medical emergency.” All the interesting comfort and safety features onboard make this new California campervan the go-to choice for summer campers.

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Tesla is pulling the plug on the Cybertruck, and the official reason involves real estate. Elon Musk posted on X on November 6 that production at Gigafactory Texas will wind down around the middle of 2027 to make room for more Cybercab production. That would be a reasonable explanation if Giga Texas were a studio apartment. The factory has more than 10 million square feet (roughly 929,000 square meters) of floor space, and the Cybertruck line has been running at a fraction of its installed capacity. Call it the most polite breakup text in automotive history.

The less polite version is that nobody’s buying it. Electrek estimates Tesla is moving around 30,000 Cybertrucks a year on a line built for 250,000, and Cox Automotive counts just 11,586 US sales through the first nine months of 2026. This is the same truck that debuted in 2019 with a promised $39,900 price tag and a pair of freshly shattered “Armor Glass” windows. Back then I called it a Toblerone on wheels, and being right seven years later brings me zero joy. Okay, maybe a little. The truck peaked on a stage in 2019, and nothing it did on the road ever topped that.

Price cuts, price hikes, and a convenient excuse

A cheaper rear-wheel-drive Cybertruck launched in 2025 and vanished within months, setting the tone for two years of Tesla trying one pricing strategy after another. A more affordable dual-motor trim reached customers this summer, then Tesla raised prices by $5,000 in August, putting that version at $74,990. Some of the most dependable demand came from inside the family, with S&P Global Mobility data showing SpaceX bought 1,279 Cybertrucks in the last quarter of 2025. Musk’s companies accounted for roughly 19% of US Cybertruck registrations that quarter. When your rocket company is one of your best customers, the truck has a demand problem.

Tesla used the same “make room” framing earlier this year, when it ended Model S and Model X production to free up its Fremont factory for Optimus humanoid robots. Retiring a product sounds a lot better when it’s framed as making space for the future. The Cybertruck’s exit also leaves plenty unanswered: no firm end date, no word on outstanding orders, and nothing yet on parts and service for existing owners. Tesla hadn’t responded to Gizmodo’s request for comment, either. The closest thing to an official goodbye came from lead engineer Wes Morrill, who posted that the truck “lives on through Cybercab.” Engineers write better eulogies than CEOs, apparently.

A mood board of movie cars met a real winter

The Cybertruck’s problems started on the mood board. A photo Walter Isaacson shared from Tesla’s design studio shows a wall of film and game vehicles, including James Bond’s submarine Lotus Esprit and the Back to the Future DeLorean, and Musk has openly credited Blade Runner as a major influence. Movie cars only have to look incredible for the length of a shot. Chief designer Franz von Holzhausen later conceded that most of the studio hated the final faceted shape, and Musk shot down every attempt to soften it, famously declaring he doesn’t do focus groups. One man’s taste beat an entire design team, and the market eventually sided with the team.

In early 2024, owners in rain-soaked California started posting photos of orange rust specks on their stainless panels after just a couple of days of driving. Morrill blamed surface contamination that cleans right off, which is technically reassuring and terrible marketing for a truck sold as indestructible. A year later, Tesla recalled 46,096 trucks because a stainless trim panel called the cant rail, bonded with structural adhesive, could delaminate and detach. Owners had reported failures in cold weather. In between, 3,878 trucks were recalled because an unapproved dab of soap during assembly let the accelerator pedal pad slip loose and get trapped in the trim. Armor, it turns out, still depends on glue.

The Cybertruck became a statement about its creator

No other Tesla carried Elon Musk’s fingerprints like the Cybertruck. The Model 3 is a mainstream sedan, while the Cybertruck was one person’s vision, pushed through over his own design studio’s objections. That made it the most personal object Tesla ever sold, and its meaning shifted with its creator’s public image. As Musk became one of the most polarizing figures in American politics, buying a Cybertruck started reading as a political statement. One Yahoo Finance commentator put it bluntly, calling it a middle finger on four wheels. Tesla even tried controlling who owned one, briefly threatening early buyers with a $50,000 penalty for flipping their trucks.

A Yale study put a number on that effect, estimating Musk’s “polarizing and partisan actions” cost Tesla between 1 million and 1.26 million US sales from October 2022 to April 2025. Rival EV and hybrid makers saw their sales rise 17% to 22% over the same stretch. CleanTechnica argued the headline figure was far too high, while agreeing that the partisan effect was real. Federal Election Commission data also shows Musk as the 2026 midterm cycle’s biggest individual donor, at roughly $446 million to Republican-aligned groups. That money came from his own pocket, and the Cybertruck got its end date three days after Election Day. A car built as a personal statement eventually gets judged as one.

The engineering lives on in Cybercab, and so does the playbook

The Cybertruck did introduce some significant engineering changes for Tesla, starting with the company’s first 800-volt architecture. Higher voltage means less current for the same power, which can allow thinner cables and faster charging. It also swapped the industry-standard 12-volt low-voltage system for a 48-volt one, reducing wiring requirements. Its steer-by-wire setup eliminated the mechanical steering connection entirely, a first for a production car and something even the Infiniti Q50 retained as a backup. Morrill’s farewell points straight at the Cybercab, the gold two-seat robotaxi with no steering wheel, pedals, or mirrors that Tesla started building in April. The truck basically served as a very large, very shiny test bench.

Last month, Tesla unveiled a new Roadster with cold-gas thrusters, asking for $50,000 deposits for the Performance version and $250,000 for the Thrust version, under a reservation agreement that says Tesla can’t guarantee when, or if, the car will be delivered. That’s nine years after Tesla first took deposits on a next-gen Roadster that never shipped. The Semi, unveiled that same year with production promised for 2019, only reached volume production this September, and the Cybercab is already facing two NHTSA reviews. Back in 2019, I wrote that the only number that would matter for the Cybertruck was its sales. I’d like to think Elon’s announcement is the proof I was looking for.

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Five layers of paint. That’s how many Norton applied to the bodywork of its new Manx R, enough that the engineers had to factor paint thickness into how the panels fit together. It’s the sort of obsessive detail you’d expect from Bentley, and a RevZilla tester floated the “Bentley of bikes” comparison after riding it. The Manx R is the 206-horsepower V4 flagship of Norton’s comeback under TVS Motor, and it’s already rolling into UK and European dealerships. It has also picked up an IDEA Bronze and a Red Dot: Best of the Best this year.

Norton’s in-house team in Solihull designed it under Head of Design Simon Skinner, with Range Rover and Defender design veteran Gerry McGovern steering the creative direction. The surfaces are free of winglets and exposed bolts, with the only visible bodywork fasteners on the front fender. Even the switchgear buttons are metal, a small luxury you can feel every time you use them. Under all that paint sits a new 1,200cc, 72-degree V4 tuned for the midrange, where most real riding happens. The base bike starts at £20,250 (about $27,600) in the UK, with US pricing still under wraps ahead of an expected early 2027 launch.

Designers: Simon Skinner & Gerry McGovern (Norton Motorcycles)

Norton’s original Manx was a racing single built from 1947 to 1962, named after the Isle of Man and its legendary TT. In 1950, it gained the Featherbed frame, designed by Belfast brothers Rex and Cromie McCandless, and riders like Geoff Duke used it to collect world championships and TT wins in the early fifties. Resurrecting that badge carries real pressure, and plenty of brands would have answered it with spoked wheels and a round headlamp. Norton went the other direction entirely, replacing the curvy, retro-tinged V4SV with something sharp and forward-looking. I think that was the right call.

Skinner builds the design around four principles he calls modernity, integration, drama, and connection, and he describes the result as reductive. His favorite explanation compares a new-build estate house with a 20-year-old glass-and-steel home that still looks like it arrived from the future. The Manx R lands firmly in the second camp. Its nose is a smooth, wingless shell with split chevron LED headlights tucked under a tall smoked screen, and the mirror stalks grow straight out of the fairing shoulders. Clean volumes, precise gaps, and reflections define the front end, rather than the winglets and vents found on rival bikes.

Carbon infill panels on each flank frame a window onto the top of the V4, its covers dressed in carbon plates, making the engine part of the display. Three angled gills on the upper fairing vent heat from the electronics, and the repeated-line motif runs across the seat and side panels. Out back, a three-bar LED taillight sits above a stack of black louvers, while the exhaust hides under the belly and the single-sided swingarm leaves the rear wheel fully on show. The fuel cap carries an embossed Manx R badge, a detail most owners will notice at the pump. If I could change one thing, I’d lose those tail louvers, which look a touch like a space heater on an otherwise clean rear end.

Norton rates the V4 at 206 hp at 11,500 rpm and 96 lb-ft at 9,000 rpm. Those peak figures trail a few rivals, which Norton says is deliberate. Its engineers logged roughly 135,000 miles of data on Ducati, Aprilia, and BMW superbikes and found riders spent 99% of their time below 8,000 rpm, so the engine’s tuning prioritizes the middle of the rev range. According to RevZilla, it can run as a 600cc twin at deep lean angles and small throttle openings, and it shuts down the rear cylinders at idle to reduce heat around the rider’s legs. The narrow V layout also helped fit everything into a 56.5-inch (1,435mm) wheelbase.

At the 2026 International Design Excellence Awards, the Manx R took Bronze in Automotive and Transportation, and Norton says it’s the first combustion-engined production motorcycle to win an IDEA. Two months later, it collected Red Dot: Best of the Best in the Design Concept competition, aimed mainly at concepts and prototypes, despite already being in dealerships. Both prizes come from design juries, not lap-time comparisons. The Ducati Panigale V4, Aprilia RSV4, and BMW M 1000 RR all wear visible aero on their fairings, and Norton is betting some superbike buyers would prefer a cleaner look.

Norton sells the Manx R in four trims. The base bike gets manually adjustable Marzocchi suspension, cast aluminum wheels, and room for a passenger, while the Apex adds semi-active Marzocchi suspension and forged wheels. The Signature goes single-seat with carbon fiber bodywork and Rotobox carbon wheels, and the First Edition piles on titanium fixings, a numbered top yoke, and a quilted leather seat. Every version gets Brembo Hypure brakes and an 8-inch TFT touchscreen. UK pricing runs from £20,250 (about $27,600) for the base bike to £38,750 (about $52,800) for the Signature, with the First Edition priced on request. US pricing hasn’t been announced ahead of an expected early 2027 arrival, so American riders have a few months to save up for all that paint. US pricing hasn’t been announced ahead of an expected early 2027 arrival, so American riders have a few months to save up for all that paint.

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Paint has one job on most vehicles, and that job is covering up the metal underneath. Bandit9 clearly doesn’t agree with that particular ideology. The Saigon-based studio’s new (RED) 800 starts out in deep Racing Red at the nose, then lets the color thin out as it sweeps back until all that’s left is raw, hand-brushed aluminum. It’s a Ducati 821 custom built with (RED), the charity co-founded by Bono and Bobby Shriver, and only nine will ever exist. Every one of them sends $14,000 to the fight against AIDS and other preventable diseases, which is a pretty great excuse to own a motorcycle this good-looking.

Each fade gets applied by hand, so no two of the nine bikes will wear their red in exactly the same spot. I love that, because the paint job becomes a fingerprint. Underneath sits the same recipe from Bandit9’s Ducati 821 build: Ducati’s 821cc Testastretta twin making 110 horsepower, wrapped in a seamless hand-shaped aluminum unibody that weighs a claimed 386 pounds dry. That earlier bike went with aluminum and carbon and skipped the red entirely, which feels almost rude for a Ducati. This one brings the red back and then lets it fade out halfway, a Ducati that only partly remembers its roots. It’s priced at $49,900 and built to order, with an 8 to 12 month wait.

Designers: Bandit9 & (RED)

How the red drains across one seamless aluminum shell

The fade works because there’s nowhere for it to stop. Bandit9’s unibody wraps the nose, tank, and flanks in one hand-shaped aluminum skin, so the red never runs into a panel gap that would force a hard edge. The color sits deepest on the tank and tail, then drains down the flanks toward the belly like it was poured on from above. By the time it reaches the engine cases, the brushed grain of the metal has taken over completely. In the close-up shots, that grain even seems to show through the red near the transition, which hints at a translucent candy coat laid straight onto bare aluminum.

That candy approach, if it is one, would explain why the bike looks lit from inside. Translucent paint lets light hit the metal underneath and bounce back through the color, so the red picks up a glow that solid paint can’t fake. Thinning the coat by hand also means the painter controls exactly how fast the red gives up, which is where the fingerprint comes in. A red LED strip tracing the tail’s edge down toward the rear suspension carries a line of color past the point where the paint stops. Basically, the red keeps going even after the bike runs out of paint.

A fade with roots in 1950s hot rods and (RED)’s aluminum gadgets

Southern California painter Larry Watson gets a lot of the credit for turning fades into a custom-culture staple. Starting in the late 1950s, Watson helped popularize panel paint, scallops, veils, and fades, shooting candy colors over silver and pearl on cars like his own 1958 Thunderbird. Those jobs were loud, flashy, and built to be seen at a drive-in. Bandit9 takes the same basic idea and strips out the flash, using a single color and letting bare metal do the rest. It’s a hot rod technique wearing a gallery outfit.

Red over bare aluminum also happens to be (RED)’s unofficial house style. One of the organization’s most famous early products was a red aluminum iPod nano in 2006, and in 2013 Jony Ive and Marc Newson designed a one-off aluminum Leica M for a (RED) auction at Sotheby’s. That camera sold for $1.8 million, and the whole sale raised $26.2 million once the Gates Foundation matched it. Bandit9’s bike slots neatly into that family of red-and-metal objects built to raise money. It’s also the only one I know of with a Ducati engine.

The same price as the regular 821, which makes the red free

Bandit9 left Ducati’s mechanical bits alone and rebuilt everything you actually look at. The 821cc Testastretta twin makes 110 horsepower and 65.8 lb-ft of torque, good for a claimed 0 to 60 mph run of 3.3 seconds and a top speed of about 125 mph (201 km/h). A custom tubular steel trellis frame holds it together, with a 43mm Sachs fork, an adjustable Sachs rear shock, and a single-sided swingarm. Dual 320mm Brembo monobloc calipers handle stopping up front. Ducati’s engineers did the hard part, and Bandit9 spent its months on the shell.

At $49,900, the (RED) 800 costs exactly what Bandit9 charges for its regular Ducati 821, which means the buyer pays nothing extra for the paint or the $14,000 donation. Sell all nine and (RED) collects $126,000. Orders go directly through Bandit9, and with only nine slots, they probably won’t hang around long. Plenty of charity editions just dip a product in red and call it a day. Bandit9 made the red the entire design, then had the good sense to let it fade out right where the metal gets interesting.

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Only a few come close to Bandit9 when it comes to avant-garde custom motorcycle creations. We’ve seen some eye-popping designs from the Vietnam-based studio that lean into a sci-fi theme, with alien-inspired forms that stay within the desirable two-wheeler limits. This time around, the custom builder is back with a hand-built motorcycle crafted in collaboration with RED, an organization helping fight AIDS and other preventable diseases.

Dubbed the (RED)800, this bike is a sight to behold with its raw form fused into a modern aesthetic, as the hand-brushed aluminum fades gradually into the sparkly red form. Only 9 units of this bike will ever be made, so that puts it firmly in the ultra-limited-edition category. More importantly, every single penny earned from the sales will go to RED’s mission for life-saving healthcare programs to communities most in need.

Designer: Bandit9 and RED

According to the makers, the bike’s bodywork is sculpted from scratch, with the attention to detail that’s worthy of a sculpture. As RED puts it, the bike is “an unexpected meeting of color and raw metal, executed by hand. It’s this kind of unconventional thinking and meticulous execution that defines a Bandit9 motorcycle.” Underneath that drool-worthy bodywork is the Ducati 821cc Testastretta V-twin producing 110 bhp. That takes the handsome machine from 0–60 mph in 3.3 seconds, and capable of hitting top speed of 201 km/h.

Coming back to that magnetic bodywork shaped in one continuous form, the hand-painted gradient transitions from the Racing Red to the raw hand-brushed aluminum with no apparent separating lines. Each one of the bikes will be hand-painted, so they’ll have a unique personality of their own. The finish of the bodywork is the talking point here, as the raw metal is turned into something organic while still feeling modern.

The mechanical components of the bike are left exposed underneath the aluminum shell for that muscular feel. Especially on the rear of the monocoque body, the metal surfaces are left exposed – showing off the steel trellis frame. The red strip light running from the saddle, all the way down to the suspension joint, gives the bike a sci-fi character. To complement the unibody design, the (RED)800 rides on spoked wheels and low-profile tires. For an aerodynamic riding posture, the bike gets rear-set foot controls and low-slung handlebars.

Bandit9 (RED)800 carries a price tag of $49,000 (plus shipping), and each one is made to order, with shipping taking anywhere from eight months to a year. So, you’ll have to be ultra-patient to get hands on one, even if you are lucky enough to order one of the only nine units.

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A solo traveler needs a compact camping solution on his bike. To satiate this adventure group, a new league of bike RVs/campers is coming of age. After having already seen the likes of a wooden camper behind a bike to this hard-walled bike camper with a slide-out component to increase the compact living space for two people, it’s time now to spare some thought for this new bike RV built from scratch (quite literally) by Attoparsec YouTube channel.

The YouTuber has put out a detailed video illustrating and talking us through the entire build. You can see the complete video embedded above. If you want an idea of what’s been done and how he has created a pedal-powered bicycle RV or camper, as you may, read on.

Designer: Attoparsec

Attoparsec starts off with getting a home and industrial cargo trike, which he wasn’t able to use right away for the base. After addressing significant design and mechanical flaws (we’ll try and detail a few of them below), the custom bike was readied, and then the living solution was installed atop.

Constructed to be taken to Burning Man, Attoparsec restructured the donor trike’s mechanical flaw of a single brake cable splitting into a Y to trigger the two rear brakes. Since this caused uneven pulling, which could have been dangerous with the eventual load onboard, the YouTuber created a dual-cable brake lever that worked as a linkage mechanism to create an ideal balance at the rear wheels to brake together. custom mechanical solution also included retrofitting a new differential in addition to the brake system.

This wasn’t the only thing that required tweaking. The cargo bed on this standard trike also needed some expansion. The bed was custom extended toward the rear using round aluminum tubing for structural rigidity and to make it spacious enough to fit one sleeping adult. The compact 8-foot-long, 4-foot-wide living compartment to go on it would ensure comfort for a solo traveler. But extending the frame without moving the rear axle caused problems. The DIYer had to fine-tune it with the use of two heavy-duty trailer jacks with wheels to safeguard the camping structure from tipping over in a wheelie.

The sleeping enclosure sits on raised, reinforced frame risers and is built with rigid foam insulation. The structure is taped together to ensure the sun and the playa dust remain outside when the bike RV is stationed at the Burning Man. The bicycle camper is provided with a solar-powered refrigerator and draws its energy from a Jackery backup battery bank. According to the DIYer, the mobile home on a bike features a transformable interior that adjusts between lounging and sleeping easily. It fared well weathering storms and rain on the dry lake bed of the Black Rock Desert in Nevada.

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Bees settled on the hexagon ages ago, and nobody has topped it since. The shape packs the most storage into the least material, which is why it turns up in honeycomb aircraft panels and in the way round battery cells get stacked together. Brisbane’s Clandestine Design Group took the hint and built an entire electric superbike around it. The Cellcius C-01 is a hypersport concept whose battery is split into eight hexagonal cells that you can pull out and swap. Those cells line the bike’s flanks like honeycomb, and the result is one of the more striking EV silhouettes I’ve seen in a while.

Neil Davidson, who founded Clandestine in 2014 after 14 years as Creative Director at CMD, has loved motorcycles since he was a three-year-old farm kid on a dirt bike. That obsession shows. The C-01 won a 2026 Australian Good Design Award in the Concept Design category. It is still a concept, so there is no price tag or showroom date yet. The studio’s pitch is that electric bikes force a choice between heavy track machines and short-range commuters, and the Hex-Core battery system lets one bike be both. Load two cells for the commute or all eight for the track, and the same machine changes its personality to match.

Designer: Clandestine Design Group

Two Cells for the Commute, Eight for the Track

Each Hex-Core cell holds 3 kWh, so the bike carries anywhere from 6 kWh to 24 kWh depending on how many you load. By the studio’s numbers, the weight swings from 353 lb (160 kg) as a commuter to 485 lb (220 kg) as a track bike. Do the math and each cell works out to roughly 22 lb (10 kg), a weight you could carry up a flight of stairs. Two cells also fit Australia’s Learner Approved Motorcycle Scheme (LAMS), a rulebook that keeps new riders on tamer bikes, according to the studio. I can’t think of another superbike that can shrink for a learner permit and then bulk up for a lap day.

Kawasaki’s Ninja e-1 launched in the US at $7,599, weighs 309 lb (140 kg), and carries two removable 1.5 kWh packs that Kawasaki rates at 41 miles in Road mode. Zero’s 2026 SR/F, the usual benchmark for a serious electric streetfighter, packs 17.3 kWh into a body listed at about 500 lb (227 kg). Fully loaded, the C-01 claims 24 kWh at 485 lb, beating the Zero on both counts. That makes the Ninja and the SR/F look like the two ends of a spectrum the C-01 wants to cover with one chassis. Kawasaki’s two-pack setup proves removable batteries work for city riders, and the C-01 keeps adding packs until it hits superbike territory.

A Honeycomb You Can Carry Home

A wall-mounted smart dock charges several cells at once, so a fresh set is always waiting for a swap, a trick the studio calls “zero-minute” hot-swapping. Apartment dwellers get an ergonomic backpack that carries cells indoors for charging at a regular wall outlet. Riders who would rather skip the hauling can plug into a flush CCS port on top of the tank, which hooks into standard street-side fast chargers. Empty bays double as mounts for hex-shaped duffel bags, which keeps luggage inside the silhouette instead of hanging panniers off it. That setup goes straight at the studio’s stated target, urban apartment dwellers who have nowhere to plug in.

Pulled out of the bike, a cell turns into a portable power station with AC and USB outlets, according to the studio. That is the power tool battery logic every contractor already lives with, where one pack format runs a drill, a saw, and a work light. DeWalt and Milwaukee built huge product families on that idea, and the C-01 wants a superbike in the club. The studio also sees room for an aftermarket of Hex-Core accessories, from luggage to those power stations. A 5G app handles keyless RFID or PIN entry, over-the-air updates, and firmware tuning based on payload.

Shaft Drive, a Venturi Tail, and the Case for Swappable Superbikes

High-pressure ram intakes feed air in at speed while a low-pressure exhaust in the tail pulls it back out, a Venturi effect the studio says passively extracts motor heat without heavy fans. Power reaches the rear wheel through a fully enclosed carbon shaft drive, which the studio calls silent and maintenance-free. BMW has been putting shafts on motorcycles since the R32 in 1923, so the idea has real pedigree. Brembo brakes and fully adjustable Öhlins suspension round out a spec sheet that reads like a track-day wish list. My one wish is for the angular flyscreen to echo the hexagons a little more, since right now it reads like it came from a different bike.

Australia’s Good Design Awards date to 1958, and the Concept Design category, new since 2025, judges early-stage ideas on form, function, feasibility, and safety. A win there rewards the thinking, and the thinking here is easy to admire. My favorite part is that the battery, usually the thing EV designers hide under a tank cover, becomes the main visual feature. Electric bikes have spent years arguing over range versus weight, and the C-01 answers by letting the rider settle it each morning. Bees figured out the hexagon without a design degree, and a Brisbane studio just reminded the motorcycle world how well it stacks.

The post This Electric Superbike Wears Its Battery Like a Honeycomb first appeared on Yanko Design.

Hyundai got everybody talking about pixels in 2019, when the 45 EV Concept showed up in Frankfurt with square-cut lights, and the Ioniq 5 carried the idea to showrooms in 2021. Hyundai even named the look Parametric Pixel and spread it across the headlights, taillights, and wheels. It was a smart move, and it gave the Ioniq 5 a face you could pick out of a parking lot from across the street. Still, Hyundai used pixels like a seasoning, a sprinkle here and a dash there. Somebody was bound to dump the whole shaker.

That somebody is Uygar, a Turkey-based designer who calls himself a professional daydreamer, and the shaker is a MINI. The headlights keep MINI’s round shape but fill the rings with squares, a dot-matrix grille owns the nose, and each wheel is a glowing mosaic disc. The Union Jack taillights are rebuilt out of red pixels, a nod to the flag lamps from MINI’s 2018 facelift. It’s a long-roof five-door with stubby overhangs, a dark roof, and satin champagne-silver paint, so the pixels do the talking. I tried counting the squares on one wheel and gave up when my coffee went cold.

Designer: Uygar (uygarspots)

Round headlights, square pixels, and a grille that glows

MINI’s round headlight is the closest thing the brand has to a signature, so Uygar leaves the circle alone and changes what it is made of. Each ring becomes a loop of little squares wrapped around a dark projector lens, like a digital eye with a very serious pupil. Below it, the closed grille is a dot-matrix field that glows brightest at the center and fades toward the edges. A thin vertical light bar drops from the bumper like a tiny exclamation mark. From a block away the face looks friendly, and up close you can count the grid.

Hyundai keeps its pixels inside the lamps, so the Ioniq 5 still reads as a car with a few digital accents. Here the whole nose becomes one display, so the face reads as a single graphic. That suits a brand whose cars have worn a cheeky expression since Alec Issigonis’s original Mini arrived in 1959. The production Cooper EV already lets owners pick from three light signatures, so a face that changes mood is hardly a leap. This one has far more dots to play with, and I suspect it would be a menace at red lights.

The wheels and taillights carry the pixel jewelry

The wheels are where the idea gets silly in the best way. Each one is a full disc covered in amber squares, arranged in a swirl that thins out toward the rim and bunches up around the MINI wings at the hub. Some squares glow bright while others sit nearly dark, so the whole disc looks caught mid-sparkle. Hyundai’s pixel wheels ask you to read the pattern in the metal, and these ask you to read it in light. Park one at night and you have a disco ball on each corner, minus the awkward dance lessons.

The rear is the cleanest trick in the set. A black glass band spans the tailgate and holds two Union Jack lamps built from red dots, with the MINI wings sitting between them. MINI introduced flag-style taillights in 2018, using the turn signals for the horizontal bars and the brake lights for the vertical ones. Then the 2022 Aceman concept drew a Union Jack across its grille in matrix LEDs. This render finishes the thought by building the flag from pixels, which is where a flag made of light was always headed.

MINI already flirted with pixels, and this is the follow-through

MINI did not wander into this blind. The Aceman concept appeared in July 2022 and made its first public showing at Gamescom in Cologne, which tells you exactly who the brand was flirting with. Its matrix LED headlights and grille drew Lite-Brite comparisons, a nod to the glowing peg toy Hasbro launched in 1967, and the right headlamp could even wink. The Cooper EV that followed took a calmer path, with round lamps, three light signatures, and a 9.4 inch (240mm) round OLED screen inside. The pixel face was the Aceman’s loudest idea, and production turned the volume down.

Uygar’s concept feels like the alternate timeline where nobody in the design review said “maybe a little less.” Hyundai sprinkled, MINI nibbled, and this render tips the whole shaker over the car. If I owned a MINI and somebody offered me these wheels, I would ask where to sign, then ask where the off switch is. The little British hatch has always been the brand most willing to act like a toy, and a toy with a glowing face is hard to argue with. Dump the whole shaker, I say, and let the pixels fall where they may.

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Porsche has unveiled the Mission S, a vision model that previews its evolving design language and introduces plans for a new mid-engine super sports car positioned above the 911. The German automaker describes the performance machine as the foundation for a permanent addition to its lineup, combining motorsport influences with a more focused approach to driving.

Revealed in Queens, New York, the Mission S also draws attention to Porsche’s history. The location recalls the 1953 appearance of the 550 Spyder on the same pier, a car that helped establish the company’s reputation in the United States. The new concept carries that legacy forward through proportions and details inspired by several of the marque’s historic sports cars.

Designer: Porsche

Its exterior centres on a low nose, rounded headlights and pronounced front fenders that recall the 911. The flat front end takes inspiration from the 911 GT1, while the roofline extending beneath the rear wing references the 959. At the back, a design treatment derived from the GT1 creates a layered, car-within-a-car effect. These references are integrated into a contemporary form rather than reproduced as retro styling.

A continuous line connects the front and rear light signatures, visually tying the body together. Above it, the sculpted surfaces emphasise the car’s muscular proportions; below, exposed technical elements reinforce its functional character. The centrally positioned engine makes the familiar Porsche roofline possible, while a cooling arrangement inspired by the 917’s radiator fan and an integrated active rear wing bring engineering details into the visual design. The wheels reinterpret the distinctive dial-like pattern of the 928, with an emphasis on lightweight construction.

On the inside, Porsche takes a less screen-dependent approach to the driving experience. The cabin draws on the 550 Spyder and 356, using flowing lines across the dashboard and doors to create a low, enclosed cockpit. Traditional switches and physical controls sit alongside digital displays, with the layout arranged around the driver. White, grey and red accents reference the brand’s racing colours.

The instrument cluster is a central feature. Five round instruments sit behind the steering wheel, with an analogue rev counter at the centre and a digital display behind it. Their arrangement can change with the selected driving mode, adapting the presentation to the driver’s needs. A redesigned Sport Chrono element combines analogue styling with digital functions, while push-pull controls provide direct access to selected vehicle settings.

Porsche has also left out a permanently installed central touchscreen and passenger display. Instead, a retractable smartphone holder compatible with MagSafe allows a personal device to serve as a navigation or information screen when needed. The My Porsche app provides access to vehicle functions and offers historically inspired designs for the digital instrument displays.

For now, Mission S remains a vision model, not a production car with confirmed performance figures or a launch date. Porsche has, however, announced development of a new mid-engine super sports car platform. Its eventual production models will show how much of this concept’s design and driver-focused philosophy makes it to the road.

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The world’s narrowest Fiat Panda caught me off guard the first time I saw it. I had to double-check if this was a vision anomaly, but it was not, and out of pure instinct had to cover it. Now we are going polar opposites with the widest street-legal car, which is the work of Tyler Fever (from the YouTube channel Prop Department), who loves his unique automotive DIY projects. After surprising everyone with the world’s thinnest car, for this one he collaborated with Bamboo Lab to bring the project to life.

This DIY project kicks off with the acquisition of three old Ford Festiva sub-compact hatchbacks for $200 each. After stripping one of the cars from the dead center with a portable fiber laser, the next step is taking both halves apart. Then the idea is to stretch the vehicle to the width of a truck, but keeping it within street-legal limits. After a bit of figuring out, Tyler went with a 10 feet width to have the best balance of structural integrity and ability to drive it on roads with some special permits.

Designer: Prop Department

To fill in the space between the two halves, he added structural bars to the floor and the roof. On top go the sheet metals – 10 gauge on the floor and 18 gauge on the roof. This makes the structure form into a single solid structure welded together while preserving the original body panels on the sides. One of the challenges was to expand the suspension and drivetrain to cope with the new form factor. For the front-wheel drive side, the CV axle is stretched five feet with precise welding and controlled cooling. He decided to add steering shafts from the other donor Festivas, so that both front seaters can steer the vehicle. Freakin awesome, don’t you think?

Next came the crafting of the car’s parts like the front grille and the stretched-up dashboard parts using the Bambu Lab H2C 3D printer. Now that the car has plenty of space inside, the modifications came in the shape of a big center console with 14 cup holders. Under the hood, there is enough space to put the engine to one side, an air conditioner with a generator (now that’s wild), and all the other mechanical components to make the machine go. The last step involved painting the sunshine yellow paint and installing the plastic windows.

The front angle of this stretched-out Ford is crazy, and so are the ignition buttons on the inside. Driving it out of the garage for the first time makes Tyler go bonkers as he tests the brakes and the limits of the wide body, grazing it against the road limits. The last surprise came in the form of an officially licensed number plate that’s equally wide. The fun part begins when the car rolls on the highway and then on dirt roads for more than two hours of driving. To check the car’s boot space, he loads it with wooden sleepers and whatnot!

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Fiat’s Multiplay concept explores a practical alternative to owning separate vehicles for family travel and outdoor activities. Unveiled ahead of the 2026 Paris Motor Show, the 4.45-meter-long concept combines the space of a multi-purpose vehicle (MPV), the styling of an SUV, and the cargo-carrying ability of a pickup. Its USP is a movable rear body section that changes the vehicle’s layout depending on what the day demands.

Called C-Pillar Metamorfosi, the transformation system allows the Multiplay to switch from a six-seat family configuration with an additional flexible seating module to a four-seat pickup with an open cargo bed. The rear section slides along dedicated guides, creating space for bicycles, sports equipment, and bulky items without eliminating the front and rear passenger seating. A rotating rear spoiler also doubles as an integrated bicycle rack capable of carrying two bikes.

Designer: Fiat

Inside, Fiat has designed the cabin around the changing needs of families. The additional unit, called the Petsenger seat, can accommodate a child seat, provide a dedicated place for a pet, or function as a small table or storage compartment. Part of its cushion can be detached and used as a leash, while a folding bowl is stored in a door compartment. Pockets, elastic straps, and other storage solutions help keep everyday essentials organized.

The concept also rethinks the conventional third row, which often offers limited comfort and space. Fiat says the Multiplay’s rear compartment can accommodate two children or an adult when necessary, while keeping younger passengers within view and reach of their parents. This arrangement wants to make the cabin more useful for family trips without requiring a larger vehicle.

Another multifunctional feature is the Sunseat. When the car is parked, the front passenger seat can turn toward the rear and use the dashboard as a backrest, creating a chaise longue beneath the panoramic roof. Large windows and generous glass surfaces bring more natural light into the cabin, reinforcing its connection to outdoor activities and leisure.

The exterior and interior follow a playful design theme inspired by watermelon. The green bodywork represents the rind, while red and pink cabin accents reference the fruit’s flesh. Inside, Fiat explores monomaterial textiles produced through a stitch-free 3D knitting process, which is intended to reduce material waste. Waterproof finishes in the children’s and pet areas address the practical demands of everyday family use.

Technology is integrated into the cabin without dominating its design. A hidden dashboard display disappears when the vehicle is switched off, leaving a cleaner surface. The dashboard’s horizontal form draws inspiration from the Mediterranean horizon, while its colors connect the exterior design with the interior.

The Multiplay continues Fiat’s longstanding interest in maximizing interior space within compact dimensions, recalling the six-seat Fiat 600 Multipla of 1956 and the original Multipla introduced in 1998. The Italian car maker describes the concept as a laboratory for future ideas, not a preview of a specific production vehicle. They’ve not announced a powertrain, performance figures, pricing, or a production timeline. So, we’ll keep our lens zoomed in on more details as they arrive.

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Looking for a motorhome that has two living areas, a private bathroom with a stand-up shower, a big bed to sleep in after a long day, and still has room to fit in a desk to work on the move? Welcome the new Wonder Series Motorhome for 2027 from Canadian builder Leisure Travel Vans.

Leisure Travel Vans is famous for packing in a lot of usable space in a Class C motorhome, which other manufacturers wouldn’t dare. Check, for instance, this new 2027 Wonder FX, which is a flexible mobile home measuring under 25 feet (24.9 ft) in length and 10 feet high. Arriving with a brand-new floor plan, the motorhome is designed to be a place where you will never miss your home. How? Let’s figure out together in detail below.

Designer: Leisure Travel Vans

An interesting display of transforming furniture, a dry bathroom, and a living room-like home theater setup, the Wonder FX comprises a floor plan that adapts to your needs. At the back of the motorhome is the nice L-shaped leather couch with a big awning-style window. A sizable TV can be mounted right in front of the sofa. Available for customization for clients, the Wonder FX comes with some premium color and material options that can be picked to personalize the interior. The option to transform the living area into a home office is my personal favorite choice on this motorhome. Desk or living area – the choice is yours!

The entire length of the motor home alley is well lit by light strips, while the ducted air conditioning and heat furnace installed maintain the temperature inside the premium finished interior. The AC and the power: USB and USB-C outlets in the living room are powered by the battery and the onboard inverter (details later). The living room is finished with pull-out drawers in the sofa, overhead curved storage space, also running in an L-shape, and a lagoon table which you can use for casual work, if you’re not going to work excessively when on the road.

The bathroom adjacent to the living room has a unique bendable door, opening up the space inside for a standing shower, sink, and a toilet. Upfront, just behind the entry door, is the galley area complete with nice deep drawers and cabinetry for storage, a two-burner induction cooktop, concrete countertop, stainless steel sink, and an exciting pull-out pantry. The fridge and microwave go on the opposite side of the kitchen prep area. When you have a group of people over, you get two additional lounge seats on the front alongside the fridge side of the galley, behind the driver. The two separate seats can also be used together as a chaise lounge or as a little dining space with a table in between.

The best part is reserved for last. At night, you can flat-fold these lounge seats and pull down the Murphy bed from the wall, and your walk-around bedroom with a 65-inch-wide bed is ready. Wonder FX is based on a Ford Transit Cutaway Chassis. It features an on-demand water heater and runs on a 270-Ah lithium battery. You also have a 3,000-W inverter and a 4-kW generator to keep the remotely controlled lighting powered up at all times. Options for Starlink and a solar array are not included in the starting price of approximately $200,000.

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Have you been wanting to live out of an all-wooden camper? Driving solo to the pastures you visited with your father as a child but never had the opportunity to spend a night under the stars there, then brace up. You can follow the new 90-odd-minute detailed video from ambitious YouTuber Quiet Nerd, and build yourself an 8-wheel-drive electric tank-style steering wooden camper from scratch.

All you will need is tools and supplies. The brain is already applied. So even blindly following the instructions can confidently give you a near replica. That’s how elaborately detailed this entire DIY video is. When you’re ready with your cabin on eight wheels, you can, like the modder, steer it into the jungle for a fun-filled night in the wild. He had a night that belonged to him. A night with home-cooked sushi and some flat tires, and a subsequent morning with freshly-made pancakes and a broken front axle rod.

Designer: Quiet Nerd

Hopefully, your experience will be much better, coz you know when too many donuts in this guy are too many. The DIYer didn’t. Anyway! That’s for the fluff; let’s now get the real creation. “This is the most ambitious, complicated, and technically challenging build I have ever attempted,” the creator reveals at the beginning of the video. If you think that’s just said for the sake of it, you can spend some time reading about his previous DIY electric camper created around a wooden bed with tank treads for wheels.

Yes, Quiet Nerd is a genius when it comes to building these electric camping rigs from scratch. He has done it in the past, this time though, this fully electric, 8-wheel-drive micro camper that steers exactly like a tank is way different and above board than what he has created. In fact, I wouldn’t be kidding if I said this camper is definitely one of the most interesting DIY projects in the recent past. If not the camper itself, the video definitely deserves appreciation for its depth.

The build starts with a frame made of square punch tubing, which rests on eight separate 48-volt, 1000-watt brushless differential motors. To ensure a tank-steering mechanism for the cabin, the modder welded the differential gears in all eight gearboxes separately so they didn’t move. This meant the drivetrain on the left and right of the cabin could then work independently, which, when throttled in opposite directions, would allow the camper to perform perfect 360-degree donuts at one place.

Once the frame and the drivetrain were ready, suspensions were added to each of the eight wheels, and the modder then constructed the frame of the camper’s cabin using marine-grade wood. Interlocking pine wood panels were specially created for the siding, and the door was placed at the back. The floor was laid out with interlocking gym foam puzzle mats for comfort, and for ventilation, porthole windows are mounted on each side. On the front, vinyl sheets are used for the windscreen.

The batteries onboard are hooked up to a pair of 200-watt flexible solar panels mounted on the roof, which power the camper when its running or when stationary at the camp. When everything was checked and created, Quiet Nerd took the camper for a ride in the green pastures. Besides a few flat tires and a broken axle rod, most of the time in the woods was awesome, the modder notes in the video. Nighttime donuts are my favorite, but I still believe maybe he can get welded some cutters in the square punch tubing frame and this guy can be an awesome lawn mower. Or get a few ploughs in there and while doing donuts, it can help with ploughing the area.

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You know that little rounded square Xiaomi uses as its logo? The one a Japanese design legend spent actual months tuning with a math equation just to get the curve right? Lucas Angelo looked at that shape and thought, sure, why not build a car out of it. The result is the Xiaomi Horizon, and I mean that almost literally. The tailgate is one giant glowing squircle. The wheels are squircles. The whole rear end reads like someone blew up an app icon to the size of a minivan.

It sounds like a gimmick until you remember Xiaomi’s entire EV strategy is basically “make our products feel like they all came from the same brain,” and a car shaped logo is honestly not the dumbest way to pull that off. Whether it should be a Multi Purpose Vehicle or something else entirely is a separate question, and we will get to it. But credit where it is due, this thing has more brand DNA baked into its sheet metal than most concepts manage with an entire mood board of heritage references.

Designer: Lucas Angelo

That squircle obsession is not Angelo inventing a bit for fun. Back in 2021, Xiaomi hired Kenya Hara, the design legend behind MUJI’s whole visual identity, to redraw its logo. He landed on a superellipse formula, dialed to a value called n equals 3, which is the mathematically precise sweet spot between a perfect square and a perfect circle. People online mocked it as three hundred grand for rounded corners. Angelo apparently took it a lot more seriously than the internet did, because Horizon’s entire rear fascia is basically that formula rendered at automotive scale, ringed in individually lit LEDs so it glows like a screensaver whenever the car is parked.

The front end plays a similar game with something Xiaomi calls the Cascade Grille, a full width lattice of tiny illuminated squares that fade in a stepped pattern across the nose. It is not a functional intake so much as a light show, which tracks for a brand that made its name on phones and smart speakers before it ever touched a chassis. Xiaomi’s actual head of automotive design, Li Tianyuan, cut his teeth on the BMW iX and the i Vision Circular, a concept that turned BMW’s kidney grille into a digital display. Angelo landing in almost the same conceptual neighborhood, independently, says his instincts are pointed in a direction the real design team already validated once.

Here is where things get spicy. China’s premium electric MPV segment has a body count, and the most famous casualty is the Li Auto Mega, a smooth, curvy one box people mover that the internet immediately nicknamed the hearse. One owner slapped high speed train decals on his because the jokes wrote themselves, and Li Auto’s own design chief was still publicly defending the car more than two years later. A big blank slab of a rear end on an MPV is basically an invitation for the internet to decide what it looks like for you, and it is never flattering.

This is exactly the trap Horizon’s illuminated tailgate sidesteps. Instead of a flat dark void back there, you get a glowing signature the size of a barn door, something to actually look at instead of squint at. Whether Xiaomi ever builds anything like this is unlikely, especially now that the real Xiaomi has already picked its answer to the family hauler question with the SkyNomad, an EREV SUV with a fridge and a bed mode rather than a sliding door MPV. But Horizon is a fun reminder that sometimes the best way to honor a brand is to take its smallest, most mocked design decision and blow it up until everyone has to take it seriously.

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There is a tool called an English wheel that has been shaping aluminum car panels since roughly the 1930s. It is a big metal hoop with a roller in the middle, and you push sheet metal through it by hand until it curves the way you want. It sounds like something you would find in a blacksmith’s shed, not in the workshop of a car aiming for 1,200 horsepower. Yet that is exactly the tool Coventry Metalcraft used to hand-form the body of the new Jensen Interceptor GTX, alongside laptops running computational fluid dynamics software. Old-world muscle meets new-world math, and somehow both sides showed up to the same car without arguing.

Jensen International Automotive unveiled the GTX in early September, and it is a strange beast by design. It is Jensen’s first ever clean-sheet car, built to preview a whole new Interceptor lineup, and it gets there using ten English wheels worked by more than 30 artisans, alongside digital design data from studio Avant Design and mixed-reality checks nobody in 1966 could have dreamed of. The result is a 960 bhp supercharged V8 grand tourer wearing hand-beaten aluminum panels shaped partly by algorithms. Britain’s oldest car-forming trick just got a very modern wingman.

Designer: Avant Design

Avant Design, based out of Royal Leamington Spa, is the studio responsible for translating the original 1966 Interceptor’s proportions into something that reads as contemporary rather than costume. The long bonnet survives, the tightly drawn greenhouse survives, and the wraparound rear glass that made the original such a distinctive shape is still there, even if a towering rear wing now partially blocks the view of it. What is new is the front end, with slim horizontal LED lighting and enormous carbon intakes replacing the old car’s chrome-heavy face. Interestingly, this is not Avant’s first crack at reimagining this exact silhouette. Back in 2023, the studio quietly published a concept called the E-Ceptor, an electric take on the Interceptor with reworked rear glazing and a fresh grille graphic. The GTX effectively took that speculative sketch and gave it a supercharged V8 instead of a battery pack.

The aluminum decision, both for the chassis and the body, was not driven by sentiment. David Duerden, Jensen International’s managing director, put it plainly when explaining why the GTX skipped carbon fiber entirely. He does not want the car riding like “a skateboard,” which is a fair concern given how punishing a stiff carbon tub can feel on a road built for a Sixties grand tourer, not a modern track special. Aluminum chassis structures are also considerably cheaper to produce in small batches, since they avoid the expensive tooling that carbon fiber demands before a single panel gets made. For a car expected to sell in the dozens rather than the thousands, that economic math matters more than bragging rights about carbon weave.

That economic logic is exactly why the English wheel earns its keep here. Hand-forming panels sidesteps the tooling costs that would sink a low-volume carbon fiber program before it ever reached a customer. Coventry Metalcraft’s artisans still shape every piece the old-fashioned way, but they are working from digital surfaces that Avant Design refined using CFD modeling, chasing the 350 kilograms of downforce the GTX needs to behave itself at speed. It is a genuinely odd combination of a seventy-year-old forming technique and simulation software that did not exist when the original Interceptor left the Kelvin Way factory. Jensen is betting its entire comeback on that combination holding together, and so far, from what we have seen, it seems to be working rather beautifully.

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Aston Martin has finally put its name on a road-ready motorcycle. Developed with Brough Superior, the AMB 002 Roadster is the first street-legal bike from the partnership, fusing Aston Martin’s sculptural design language and Brough Superior’s highly specialized approach into motorcycle engineering. Limited to just 300 individually built examples, it is intended for collectors and street riders alike.

Unlike the earlier AMB 001 and AMB 001 Pro bikes, which were created exclusively for track use, the AMB 002 has been developed from the ground up for road riding. Aston Martin’s design studio has given it a compact, forward-biased silhouette, with smooth carbon-fiber surfaces broken up by crescent-shaped cooling vents along the sides. The bodywork rises around the rider, while slim, stalk-like mirrors and an exposed mechanical structure keep the motorcycle visually light.

Designer: Aston Martin

There are also deliberate references to Aston Martin’s cars. The brand’s signature side-strake has been reinterpreted around the headlamp, while the twin oval exhausts feature ribbed heat sinks inspired by the exhaust finishers used on models including the Vanquish, DB12 S and DBX S. At the rear, thin light blades borrow their visual character from the Aston Martin Vulcan, Valkyrie and Valhalla. Even smaller details, including the backlit ignition button, keyless operation and hand-crafted saddle leather seat pads, reinforce the connection between the motorcycle and Aston Martin’s road cars.

Underneath that carefully shaped bodywork is an all-new 1,083cc water-cooled V-twin producing 130 hp and 110 Nm of torque. Rather than chasing an extreme peak-power figure, the engine has been tuned around strong low- and mid-range torque, giving the roadster a more usable character for winding roads. The engine is CNC-machined from billet and built in-house at Brough Superior’s Toulouse facility, where the motorcycle is also machined and assembled.

The engineering gets particularly interesting around the chassis. A titanium structural frame is milled from a solid billet and weighs only 5 kg. It forms the backbone of the motorcycle while helping achieve a 50:50 weight distribution. Carbon-fiber body panels and the fuel tank help keep the center of gravity low, contributing to a total weight of 190 kg. Up front, the AMB 002 uses Brough Superior’s Fior fork, a double-wishbone system evolved from the setup used on the AMB 001 Pro. By separating steering and braking forces, the arrangement is designed to maintain front-end geometry under hard braking while improving steering precision. Its anti-dive characteristics are particularly useful when braking while leaned into a corner.

The result is an unusually focused road motorcycle where materials and mechanical architecture are as important to the experience as outright performance. Brough Superior will build each AMB 002 by hand in Toulouse, with first deliveries scheduled for the third quarter of 2027. Orders are already being accepted, making this less a conventional new motorcycle launch and more a limited production exercise in Aston Martin’s design language beyond four wheels.

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What happens when a Porsche 911 stops worrying about staying low to the ground? Tangent Design Group has an answer. Lift it three inches, widen its stance, add chunky off-road tires, and turn one of Stuttgart’s most recognizable sports cars into something that looks ready to escape the city rather than attack a racetrack. Built in Chicago, the Urban Safari 911 is an unusual exercise in rethinking what a modern Porsche can be.

The project began in 2019, when the Chicago-based industrial design studio decided to build a Porsche without the constraints of a conventional client brief. Tangent eventually started with a 2021 Porsche 911 Carrera 4, chosen for its all-wheel-drive platform. Finished in Porsche’s Paint-to-Sample Black Olive with a tan interior, the car already had a distinctive character before the transformation began.

Designer: Tangent Design Group

Tangent approached it like a product-development exercise. The original 992 was digitally scanned, including its bumpers, fenders, wheel wells, rocker panels, and rear engine cover. That data became the foundation for developing new components that could properly integrate with the factory body and its increasingly complex electronics. Full-scale parts were then 3D-printed and physically fitted to the car to refine proportions and attachment points before final production.

The most significant change sits underneath the body. Tangent developed a bespoke three-inch lift system while retaining the Porsche’s stock suspension architecture and avoiding software errors. The additional clearance makes room for larger off-road tires and fundamentally changes the stance of the 911. On a truck, three inches might be unremarkable; on a low-slung sports car, it transforms the proportions completely. Something similar to what Vagabund Moto did in collaboration with NINE ELEVEN OUTLAW and DakarGarage to transform a Porsche 924 S into an off-road-worthy ride.

The wheels received the same level of attention. Tangent designed them in-house and worked with Brixton Forged to produce bespoke forged aluminum wheels. Full-scale printed versions were used during development to judge how the design sat against the widened body before the final wheels were manufactured. Visually, the Urban Safari combines wide fender extensions, revised rocker panels, a custom front bull bar and a pronounced ducktail-style rear wing. Auxiliary lighting and roof-mounted adventure equipment reinforce its rally-inspired character, while the graphics package borrows from historic Porsche rally liveries without simply recreating one.

That distinction is important. Tangent’s project predates Porsche’s factory 911 Dakar, having been conceived in 2019, but it draws from the same broader history of Porsche competition cars built for surfaces far removed from a racetrack. Instead of copying a classic rally car or dressing the 992 in retro cues, Tangent has created something that feels contemporary and purpose-built.

The result is currently a one-off, but Tangent is accepting inquiries about the Urban Safari kit, leaving open the possibility that its design language could eventually find its way onto other 992-generation cars.

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The Audi A8 died in early 2026, quietly, the way flagships die now. Order books shut in Germany, production wound down, and the Q9 SUV inherited the crown after the A8 managed 1,406 US sales in a year the Q8 did 10,881. Audi swears a fifth generation arrives around 2030. Luca Serafini apparently decided four years is a long time to sit around, so he built one himself. His version borrows the Concept C’s monolithic surfacing and four-element light signature, then quietly refuses the vertical Singleframe, running a full-width horizontal bar with the four rings lit at center instead, plus twin exhausts in the diffuser.

Everything else on the car is doing less on purpose. Six-spoke wheels with cross-drilled discs behind them, blacked-out pillars, flush glass, a shoulder line so soft you have to hunt for it, and a titanium-silver finish borrowed straight from Concept C’s anodized aluminum look. Those illuminated rings front and rear go dark the second any regulator sees them, and the front overhang is shorter than crash structure would ever allow. Neither problem makes the renders less convincing. They just mark exactly where a designer stopped negotiating with reality.

Designer: Luca Serafini, LS Design

The vertical Singleframe remains the most argued-about thing Audi has done in a decade, and Serafini declines it outright. Massimo Frascella built that upright slab for the Concept C by reaching back to the 1936 Auto Union Type C and the 2004 A6, and when we spent forty minutes with the car in Munich it absolutely worked at roadster scale. Stretch the same face across five-plus meters of limousine, though, and authority starts sliding toward novelty toothpaste tube. What replaces it is a wide horizontal aperture with the rings glowing dead center, flanked by the four-element light graphic Audi now uses front and rear. Autoevolution called the result tame. I’d call it a designer knowing what a big car’s face has to do.

Audi built the slipperiest sedan on the planet in 1982 by bonding the side glass flush with the bodywork, hitting a drag coefficient of 0.30 and calling itself the aerodynamics world champion. Forty-four years later the same instinct gets rebranded as radical simplicity. Serafini’s A8 runs the C3 playbook almost literally, with flush glazing, no visible door handles, blacked-out pillars, and a body carrying zero character lines. The whole surface works on volume and reflection alone, which is the hardest thing to pull off in car design and the easiest to botch. Broad rear haunches and a near-vertical Kamm tail keep it from reading as a bar of soap.

Twin oval outlets sit in the black rear diffuser, which rules out any A8 e-tron reading immediately. That looks prophetic rather than backward-facing, given Audi scrapped its 2033 combustion cutoff and then dropped the 987-hp Nuvolari, a 4.0-liter twin-turbo V8 with three axial-flux motors and a 10,000 rpm redline, in the exact year it once promised to go electric-only. A green vertical accent in the lower intake muddles the story slightly, since it reads like a charge-status indicator on a car with tailpipes. Serafini has been running Concept C surfacing across an imaginary Audi lineup since last September, covering an SUV, a hot hatch, an A2 revival and an R8 Spyder. This flagship is his second run at the A8.

Frascella’s rule now is that Audi shows nothing it cannot build, which makes independent work like this the only place ambition still runs unsupervised. Serafini works in Blender, 3DS Max and Unreal with AI in the pipeline, so the images are staged rather than surfaced from production CAD, and a few details fall apart under close reading. His Ferrari single seater from yesterday had the same quality, gorgeous and structurally impossible in roughly equal measure. What this A8 proves is that the segment’s problem was never the shape. Audi walked away from the sedan because buyers did, and a car this composed makes that math feel like a shame.

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McLaren just hit 1,000 Grands Prix, which in Formula 1 years is basically ancient royalty status. Only Ferrari has been around longer in this sport, and Ferrari acts like it too. So when a team crosses a milestone like that, you throw a party, you paint a special livery on the car, and apparently, you also get LEGO to build you a commemorative brick helmet with your driver’s face on the box.

That is exactly what happened with Lando Norris’s set, a 793 piece build that packs his signature yellow and black “blob” design (his words, not mine) onto one side of a papaya orange helmet shell. It is McLaren history and Norris’s personal branding smashed together into a display piece, and somehow LEGO made that combination look genuinely good instead of like a marketing fever dream.

Designer: LEGO Design Team, co-created with Lando Norris

What makes this one different from your average licensed tie in set is that Norris was actually in the room for it. This was not LEGO grabbing some reference photos and calling it a day. The drivers worked directly with LEGO’s design team to shape both the Norris helmet and its companion piece for teammate Oscar Piastri, and the real helmets both drivers wore trackside at Monaco were based on the LEGO designs, not the other way around. That is a genuinely rare flex for a toy company. Daniel Meehan, LEGO’s Creative Lead for F1, put it well when he said building organic helmet curves at this scale “presents exciting opportunities for exploring new building techniques and creative parts usage,” which is design speak for “yeah, this was hard and we are proud we pulled it off.”

And they did pull it off. The papaya orange half and the neon yellow squiggle half meet along a seam that somehow still reads as one continuous helmet, not two mismatched shells taped together. Printed tiles handle every sponsor logo along the brow, McLaren, Mastercard, Dropbox, OKX, all sitting exactly where they would on the real thing. The back of the helmet is where the emotional weight lives though. LEGO printed “1.000 GP” and “1963” across the rear in bold anniversary numerals, with a small nod to “Bruce / Mal Est. 1963,” a reference to Bruce McLaren founding the team over sixty years ago. “NEVER STOP RACING” runs along the base of the visor. It is a lot of history packed into a helmet the size of a grapefruit.

My favorite detail, though, is buried in the yellow side paneling where LEGO snuck in a tiny printed minifig head, smiling face and all, hidden right inside Norris’s own design pattern. It is such a small thing, but it is basically LEGO signing its own work, and it tells you the people building this actually cared about more than just slapping a logo on a shelf piece.

The set comes mounted on a black display stand with Norris’s number 1 and a printed signature plaque, plus a minifigure of Norris himself in off track team gear, reportedly the first time he has been rendered as a LEGO minifig. It also plugs into the LEGO Builder app so you can rotate and zoom your progress mid build, which is a nice touch if you like tracking your pit stops digitally.

This helmet drops right after LEGO built ten full size, actually driveable F1 cars for a stunt at last year’s Miami Grand Prix, so the brand’s relationship with the sport is clearly only ramping up. The Lando Norris McLaren Mastercard F1 Team Helmet (set 43023) is available now for $89.99 on LEGO.com and through McLaren’s official store, alongside the matching Oscar Piastri edition if you want the full garage set.

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Electric aviation has reached a milestone that once seemed reserved for much smaller aircraft. Heart Aerospace’s X1 demonstrator has completed its first flight, becoming the largest battery-electric aircraft ever to take to the skies. The aircraft flew from Plattsburgh International Airport in upstate New York on August 12, marking a significant step toward bringing electric propulsion to the scale of regional air travel.

The X1 is not intended to become a passenger aircraft itself. Instead, it is a full-scale technology demonstrator for Heart Aerospace’s ES-30, a 30-seat hybrid-electric regional aircraft currently under development. Its purpose is to validate the propulsion system, aerodynamics, flight performance, and other technologies that will eventually be carried into the production aircraft.

Designer: Heart Aerospace

For a prototype, the X1 is quite substantial. It has a 106-foot wingspan, measures 76 feet from nose to tail, and weighs more than 25,000 pounds at takeoff. Four electric motors provide propulsion, drawing their energy entirely from onboard batteries during the test flight. The maiden flight lasted 27 minutes and included taxiing, takeoff, climb, maneuvering, and landing. The aircraft reached 1,100 feet above ground while its electric propulsion system delivered more than one megawatt of power. The test was conducted under an FAA Special Airworthiness Certificate in the Experimental Category, with the flight kept within a controlled test envelope.

Perhaps the most striking detail is the reported energy cost. Heart Aerospace says the flight used approximately $5 worth of electricity. That figure covers the battery-powered flight operation, while some reporting notes that electricity consumed during ground taxiing would need to be considered separately. Even with that distinction, the demonstration offers a tangible illustration of the potential operating-cost advantage of electric propulsion over conventional aircraft fuel.

The limitations, though, have still to be kept in mind, as batteries still cannot provide the energy density required for longer regional flights. That is why the production ES-30 will use a hybrid-electric architecture rather than relying entirely on batteries. Heart Aerospace is targeting an all-electric range of about 124–125 miles, while hybrid operation is expected to extend the range to roughly 497–500 miles. The aircraft is designed to carry 30 passengers and has a battery recharge time of around 30 minutes.

Heart expects the ES-30 to reduce operating costs by more than 40 percent compared with legacy regional aircraft, combining lower energy costs with simpler electric propulsion, reduced maintenance requirements, and potentially greater reliability and aircraft availability. Airlines including United Airlines and Air Canada have committed to the program, with total customer commitments reported at $9.4 billion.

The first pre-production ES-30 is already being developed at Heart Aerospace’s Los Angeles pilot manufacturing plant, with flight testing scheduled for 2028 and entry into service targeted for 2031. The X1’s 27-minute flight does not make electric commercial aviation a finished proposition, but it unearths something more fundamental. Battery-powered propulsion can now lift an aircraft approaching regional-airliner scale off a runway and enable a controlled flight. That is a feat in itself!

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