American Rezvani Motors introduced the second generation of the Beast two years ago (it has 811 hp), and now the even more powerful Beast X has arrived, which the press release describes as "the ultimate American hypercar".
The Beast X was created around one uncompromising goal: to provide stunning performance, visceral emotions and cutting-edge engineering in a machine that feels alive every time the driver presses the gas.
The Chevrolet Corvette served as the base, while the power is provided by a "customized" 6.2-liter twin-turbo V8 engine with 1582 hp and 1735 Nm. The announcement also mentions a 0 to 60 mph (96 km/h) acceleration of 1.9 seconds.
Rezvani also confirmed that the 482 cm long Beast X has an eight-speed dual-clutch transmission, all-wheel drive, 20- and 21-inch wheels, 275/30 ZR20 and 345/25 ZR21 tires, a lightweight carbon fiber body, an aero body kit (air vents, side skirts, two separate rear spoilers, a rear diffuser...), a central exhaust with three pipes, doors that open upwards, as well as a "thunderous engine sound".
In addition, the company describes this model as "an unforgettable fusion of raw power, stunning sound and relentless performance".
Production is limited to just five units, with each costing $ 115,000 more than the regular Rezvani Beast (which has a price of $ 385,000).
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MITSUBISHI
Mitsubishi ASX VR-e
The model is the result of a partnership established between Mitsubishi and the Taiwanese company Foxtron in 2025. At that time, the companies signed a contract for the supply of the vehicle and spare parts, enabling Mitsubishi to sell an electric car in Australia and New Zealand.
The ASX VR-e shares all its components with the Foxtron Bria; the only differences lie in the badging, headlight details, and wheel design. The exterior design is identical and was created by the Italian studio Pininfarina.
Mitsubishi has added a new electric vehicle to its lineup, but it won't be sold globally. Launched in Australia as the Mitsubishi ASX VR-e, the electric hatchback is actually a rebadged Foxtron Bria (designed by Pininfarina), and will arrive in local dealerships in the fourth quarter of this year.
The ASX VR-e looks almost identical to the Bria, save for the Mitsubishi badging.
The interior design reflects the style typical of Asian-made electric cars, embracing minimalism. Key highlights of the cabin include a generously sized infotainment screen and an LED light strip that runs across the entire interior. Once again, the design is entirely Foxtron's and bears no resemblance to other Mitsubishi models. The interior includes a large infotainment display in the center of the dashboard, a digital instrument cluster, a four-spoke steering wheel, and a curved dashboard identical to the Foxtron Bria.
Mitsubishi Australia says it will sell the ASX VR in LS, Aspire, Exceed, and GSR trim levels, though it hasn't revealed the specs for these models yet.
All versions of the Foxtron Bria use a 57.5 kWh lithium-iron-phosphate battery, which is offered in a rear-engined 229 PS configuration, as well as a 400 PS twin-motor all-wheel drive model. The ASX VR-e will use the same powertrain, and power figures are likely to remain unchanged.
“The ASX VR-e marks a significant milestone in our refreshed Mitsubishi range,” said Mitsubishi Motors Australia CEO Shunichi Kihara. “The new ASX VR-e continues the path of innovation with an impressive infotainment system, bold design and excellent electric driving performance.”
The model will be sold in four trim levels in Australia (LS, Aspire, Exceed, and GSR), though power output and standard equipment details have not yet been released. It is likely to feature the same specifications as the Foxtron Bria, which offers a 57 kWh battery and a choice between a 229 hp rear-wheel-drive setup or a 400 hp all-wheel-drive configuration.
Pricing details are expected to be announced along with detailed specifications in the coming months.
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BMW
The electric BMW i3 is already a hit before even arriving
The i3 sedan is BMW's latest electric vehicle; production has already begun at the Munich plant—a facility that, after focusing on aircraft engines and motorcycles since 1922, had produced only internal combustion engine cars since 1952. Now, following a €650 million investment, the plant is equipped to produce exclusively electric vehicles from the *Neue Klasse* family. However, the most interesting development for the German manufacturer is that, even before customers could drive (or even see) the i3 sedan, orders piled up faster than expected—surpassing even the figures recorded for the also-new iX3 SUV, which went on sale in late 2025.
With an aesthetic that might not appeal to everyone immediately, the i3 generally showcases the design language of the new *Neue Klasse* family, sharing obvious styling cues with the iX3. Yet, given that the SUV was the first to hit the market—and reactions to it were not universally positive—the sedan’s lines appear more attractive. This explains the reception both models have received, with the sedan leading in orders, despite SUVs being the most sought-after body style in Europe and Portugal.
When iX3 production was relocated to Debrecen—the brand's new Hungarian plant designed specifically for battery-electric vehicles—it seemed likely that the remaining *Neue Klasse* models would follow suit. There were plenty of reasons for this, but the primary driver was lower production costs; costs in Debrecen are about 70% lower, largely due to labor expenses—specifically, R$ 15.60 in Hungary versus R$ 49.50 in Germany. However, the brand's strategy involves producing the i3 in Munich, alongside some of its upcoming "siblings."
Determined to have the i3 debut the brand's first manufacturing plant designed specifically for battery-electric vehicles, BMW completely overhauled its Munich factory—located next to the company's headquarters and central offices within the German manufacturer's historic facilities. Currently, only one version of the electric sedan is known: the i3 50 xDrive. It features dual motors (one on each axle) delivering a combined 469 hp, allowing it to accelerate from 0 to 100 km/h in 4.7 seconds, with a top speed limited to 200 km/h.
Interestingly, these are not the i3 50 xDrive's main selling points, as potential customers are likely to prioritize charging speed. This new model utilizes an 800V architecture, enabling 400 kW charging and providing enough energy for an additional 423 km of range in just 10 minutes. Another key factor is range—as expected—given that the iX3, which uses the same battery (108.7 kWh usable capacity) but is less aerodynamic (drag coefficient of 0.24 vs. 0.22) and heavier (by 80 kg), already achieves 805 km on a full charge; the i3 improves upon this, offering 906 km between charges.
Orders for the new BMW i3 50 xDrive opened in June, with the market launch scheduled for October. The launch version in Portugal, known as the "First Edition," is priced at €74,000, while the base model starts at €65,500. The new i3 will enter a particularly fiercely competitive segment, where it will face the Tesla Model 3 Premium Long Range (€48,990)—the segment's long-standing sales leader—as well as promising newcomers like the Mercedes C400 4Matic (€70,600), another model to watch.
Early Success For The New BMW i3 Sedan...As you probably remember, BMW brought forward the start of pre-sales to meet strong demand. The order books opened across Europe in mid-June, when the luxury automaker launched a First Edition. It’s a well-equipped specification with plenty of standard kit and a €75,340 price tag in Germany. If you’d rather configure the i3 yourself, the order books for the standard €65,900 model open at the end of September.
BMW builds the standard-wheelbase model in Munich, as the stretched version manufactured in China sadly won’t make it to Europe or North America for that matter. The regular i3 will begin reaching early adopters in Europe this fall, with the First Edition taking precedence. The first shipments to the United States won’t happen until later in 2027.
The historic Munich plant won’t be the only factory in the BMW Group network to build the standard-wheelbase i3. Codenamed NA0, the electric sedan will also be assembled in Mexico at the San Luis Potosí plant from 2027, alongside the iX3. BMW’s oldest plant won’t build combustion-engine cars for much longer, as the site is switching entirely to EVs next year.
A More Practical i3 Is Coming Soon...Another Neue Klasse model confirmed for Munich is the i3 Touring (NA1). It was spotted undergoing testing earlier this week ahead of a highly likely launch next year. Like the sedan, it will get a diversified lineup, and we wouldn’t rule out a purely electric M3 Touring. It even has a codename, ZA1, or so we’ve heard.
If you’re wondering what’s happening to the conventionally powered 3 Series, BMW is moving production to Dingolfing. Only the G50 sedan has been confirmed so far, but we believe a long-roof G51 is also planned. The new 3er premieres before the end of the year, complete with a six-cylinder M Performance model. Another gas-fed M3 (G84) will follow sometime in 2028.
Autonews
domingo, 9 de agosto de 2026
HONDA
HONDA X-ADV (2027): the new model refreshes its lineup with expanded color options while maintaining its status as a model without rivals
Long a benchmark for style, versatility, and high technology, the X-ADV refreshes its lineup with expanded color options while maintaining its status as a model without rivals.
The Honda X-ADV has successfully garnered universal acclaim among motorcyclists worldwide. Since its launch, it was immediately recognized as a bold innovation, thanks to its unique concept and—above all—its creative design and advanced technology.
The X-ADV truly took the world by storm by blending two distinct segments: adventure bikes and scooters. What once seemed unlikely—or even impossible—was skillfully realized by Honda. It is in the company's DNA to encourage its designers to offer fans models they hadn't even imagined, yet which become essential once released.
Honda CB750 Four, Gold Wing, Africa Twin, Fireblade... the brand's history is marked by incredible examples of "thinking outside the box," and the X-ADV rightfully belongs in this gallery. Dynamically efficient, technologically advanced, and aesthetically well-executed, the 2027 Honda X-ADV retains its core technical characteristics while introducing two brand-new color options—Mat Pearl Glare White and Graphite Black. These radically contrasting shades highlight the dual-purpose nature that a true adventure machine like this can offer.
A standout feature of the X-ADV is its engine: a liquid-cooled, 8-valve, parallel-twin OHC unit that combines impressive power with excellent torque at low and mid-range RPMs. Equipped with a Throttle By Wire (TBW) system, it offers a choice of four preset riding modes—Sport, Standard, Gravel, and Rain—plus two customizable modes (User 1 and 2) to suit the rider's needs, alongside the peace of mind provided by Honda Selectable Torque Control (HSTC). The Dual Clutch Transmission (DCT) system allows the rider to choose between automatic and manual gear shifting, ensuring optimal performance whether for sporty riding or daily use in urban and highway environments.
The X-ADV 2027’s chassis and suspension setup features proven technical solutions that reflect Honda’s expertise in creating models capable of tackling rough terrain while offering agility for sporty riding: a tubular steel frame, 41mm inverted front forks, and a Pro-Link rear suspension with an aluminum swingarm—all adjustable—along with spoked wheels (17-inch front, 15-inch rear). Safety is also a highlight, featuring a 2-channel ABS system configured for both on- and off-road use, radial-mount four-piston front brake calipers, and a single-piston rear caliper.
The X-ADV’s innovative, aggressive look—accentuated by two all-new color options—is defined by its dual LED headlights with integrated daytime running lights (DRL) that also serve as turn signals. The spacious two-level seat is complemented by a 22-liter storage compartment equipped with a USB-C port. Practicality is further enhanced by a handy storage compartment located on the back of the front fairing.
The 5-inch color TFT display offers excellent readability and allows the rider to choose from three different display layouts. A backlit four-way switch on the left handlebar provides intuitive control of the information shown on the dashboard. Cruise control—an essential feature for a scooter with strong touring capabilities—is seamlessly integrated with the Dual Clutch Transmission (DCT). Given the modern nature of a scooter like the X-ADV, sustainability could not be overlooked; consequently, eco-friendly materials such as DURABIO, along with other recycled plastics and rubbers, have been used for the bodywork and various components of the 2027 X-ADV.
The refined ergonomics of the 2027 X-ADV design are also noteworthy; the seat height of 820 mm and wide handlebars ensure excellent control and comfort—a feature further enhanced by a three-position adjustable windshield that can be operated with one hand. Robust handguards provide protection during off-road riding and in rainy weather.
The 2027 X-ADV is well-equipped with safety and convenience features, including a courtesy light in the under-seat storage compartment, a parking brake located on the right handlebar, a convenient Smart Key system, and the ESS (Emergency Stop Signal), which activates the rear turn signals during emergency braking.
The Honda X-ADV 2027 will be available at dealerships starting in August. It comes with a 3-year unlimited-mileage warranty, plus Honda Assistance service provided free of charge throughout the warranty period. Coverage extends to Brazil, Chile, Argentina, Uruguay, Paraguay, and Bolivia. Maintenance intervals are set at 6,000 kilometers or 6 months following the initial service, which must be performed at 1,000 kilometers or 6 months.
Autonews
MOTO GP
Fernandez wins British GP
MotoGP wrapped up its visit to Silverstone with a British GP marked by numerous crashes, resulting in a total of six retirements. Aprilia lived up to expectations and swept the podium, led by a dominant performance from Raúl Fernández, followed by Jorge Martín and Marco Bezzecchi.
Meanwhile, Diogo Moreira faced issues at the start but recovered to finish 10th.
The Spanish driver Raul Fernandez of the Trekhaus team is the winner of today's race in the Moto GP Championship for Great Britain at the Silverstone circuit.
Fernandez achieved his first victory this season in the royal class, and the second in his career, with a result of 39:45.93.
Second place at the Great Britain Grand Prix was won by Spanish Aprilia driver Jorge Martin, who was 2.538 seconds behind the winner. Another Aprilia driver, Italian Marco Beceki, was third, 3.393 seconds behind Fernandez.
Martin holds the first place in the overall ranking of drivers with 240 points, while Beceki is second with 209.
However, the Spaniard bounced back on Sunday, taking the lead right off the line before pulling away from the rest of the pack to beat Jorge Martín’s factory Aprilia by more than 2.5 seconds. This marked the second victory of Fernández's premier-class career and his first of 2026, reigniting his hopes for a potential title challenge.
Speaking after the race, Fernández admitted he had been blaming himself following a difficult Saturday but managed to regain his composure: "What did I tell myself [after the crash]? That I’m an idiot."
"Because we had talked with [Trackhouse team principal] David [Brivio] about not making mistakes, and I made a stupid one. Of course, it all started with a bad start, but after that, I didn't handle the situation well, and that’s why I was so frustrated with myself."
Fernández used Sunday morning's warm-up session to regroup; the extra track time allowed him to explore the limits of the Michelin tires and calm down after his sprint race crash.
"Today, I was really focused, because what I can control is what depends on me; so, I focused on myself. As I’ve said many times, when something makes me angry, I’m able to channel that anger into positive energy." “This morning, I went out [in the warm-up] to let off some steam so I wouldn't make mistakes in the race. I was pretty annoyed with myself and maybe pushed too hard. That’s when I realized the tire’s limit was probably around 1:58.4 or 1:58.5, so I immediately tried to stay in the low 1:59s [during the race].
“So, I learned what the rear tire’s limit was. That’s why I didn’t worry about tire performance in the final part of the race.”
Fernández stated that the decision to use the soft rear tire—despite the expectation of high degradation—contributed to his crash in the sprint race. However, he thanked his boss, Brivio, for helping him bounce back from Saturday’s disappointment and return to the top step of the podium.
“Yesterday, I was considering [using] the medium rear tire right up until the last moment. So, it was a compromise; I wasn't fully convinced by that decision." "So, during the sprint, I was frustrated, and perhaps that’s also why I crashed yesterday." Unlike on Saturday, Fernández got a better start than Martín and shot into the lead, while the championship leader ran into trouble at Turn 1, with his bike throwing sparks. By the second sector, yellow flags were out for Mir and Rins.
At the end of the first of 20 laps, Raúl Fernández held a lead of over a second over Bezzecchi, who was a second ahead of Martín. Marc Márquez, Ai Ogura, Pedro Acosta, and Álex Márquez followed, while Moreira dropped to 17th.
Ogura was experiencing issues with his bike during the opening laps; it was shaking excessively. This caused the Japanese rider to lose pace and positions, dropping to seventh by the start of the third lap.
By lap five, Fernández was cruising comfortably at the front, opening a gap of nearly three seconds over Bezzecchi, who kept Martín a second behind. Marc Márquez was fourth, 1.2 seconds back, under pressure from Álex, Acosta, and Ogura. Moreira moved up to 16th, one spot outside the points.
Shortly after, two consecutive yellow flags—caused by crashes involving Bastianini and Lecuona—promoted Moreira to 14th place. Further up the field, Marc struggled to maintain a strong pace, just as he had in the sprint; he dropped to sixth, losing places to Álex and Acosta.
Further back, two more crashes—involving Crutchlow and Bagnaia—added to the race's long list of retirements as early as lap 8, before the event had even reached the halfway mark.
At the halfway point, Fernández remained comfortably in the lead with a 4.4-second advantage—now over Martín, who had overtaken Bezzecchi. Shaking up the championship standings, another crash occurred—this time involving Ogura at Club, the circuit's final sequence of corners.
At this stage, Fernández led Martín by 4.4 seconds, while Martín had opened up a 0.8-second gap over... Bezzecchi. Acosta was fourth, 1.1 seconds back, followed by Álex and Marc Márquez. Moreira was 13th, 0.4 seconds behind Miller.
Martín showed better pace than Fernández, but not enough to mount a real challenge for the win, cutting the gap to 3.4 seconds with four laps to go. Bezzecchi was third, 1.6 seconds back and under heavy pressure from Álex Márquez, with Acosta in fifth. Moreira continued to make progress, holding 11th place, 1.5 seconds behind Marini.
“But I’m happy because the team—or, at this moment—gave me something. When I feel that kind of frustration, the team gives me something that turns into positive energy. I use that frustration to go faster, so maybe that helped.”...said Martín
The next race in the Moto GP championship will be held on August 30 for the Aragon Grand Prix.
Autonews
PORSCHE
Porsche 944 Turbo: sports performance, elegant design, and accessibility for its time
The 1989 Porsche 944 Turbo is a milestone in Porsche's history, representing the pinnacle of the 944's evolution—a model that combined sports performance, elegant design, and accessibility compared to the iconic 911. Initially launched in 1985 as a turbocharged version of the 944, the 1989 Turbo Coupé—also known as the 944 Turbo S in international markets—established itself as one of the most advanced cars of its era, offering a unique blend of technology, power, and practicality. This model not only raised the bar for front-engine sports cars but also earned a special place among the brand's enthusiasts.
History of the 1988- 1989 944 Turbo S...In 1988, Porsche introduced the 944 Turbo S with a more powerful engine (designation number M44/52) rated at a maximum power output of 250 PS (184 kW) at 6,000 rpm and 350 N⋅m (258 lb⋅ft) of torque at 4,000 rpm (the engine in the standard 944 Turbo generated 223 PS (164 kW) and 243 lb⋅ft (329 N⋅m)). This higher output was achieved by using a larger KKK K26-8 turbocharger housing and revised engine mapping which allowed maintaining maximum boost until 5,800 rpm, compared to the standard 944 Turbo, the boost would decrease from 0.75 bar (10.9 psi) at 3,000 rpm to 0.52 bar (7.5 psi) at 5,800 rpm. In June 1988, Car and Driver tested the 944 Turbo S (with the advantage of shorter final drive gear) and achieved a 0–97 km/h (0–60 mph) acceleration time of 5.5 seconds and a quarter-mile time of 13.9 seconds at 163 km/h (101 mph). The top speed was factory rated at 261 km/h (162 mph).
The 944 Turbo S' suspension had the "M030" option consisting of Koni adjustable shocks at the front and rear, with ride height adjusting threaded collars on the front struts, progressive rate springs, larger hollow rear anti-roll/torsion bars, harder durometer suspension bushings, larger 26.8 mm (1.055 in) hollow anti-roll/torsion bars at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines were routed so as to clear the front frame brace on the driver's side. The 944 Turbo S wheels, known as the Club Sport design, were 16-inch Fuchs forged and flat-dished, similar to the Design 90 wheel. Wheel widths were 7 inches (178 mm) at the front, and 9 inches (229 mm) at the rear with a 52 mm (2.047 in) offset; sizes of the Z-rated tires were 225/50 in the front and 245/45 in the rear. The front and rear fender edges were rolled to accommodate the larger wheels. The manual transmission (case code designation: AOR) featured a higher friction clutch disc setup, an external cooler, and a limited-slip differential with a 40% lockup setting. The Turbo S' front brakes were borrowed from the 928 S4, with larger Brembo GT 4-piston fixed calipers and 12-inch discs; rear Brembo brakes remained the same as a standard Turbo. ABS also came standard.
The 944 Turbo S interior featured power seats for both driver and passenger and a 10-speaker sound system and equalizer + amp was a common option with the Turbo S.
In 1989 and later production years, the 'S' designation was dropped from the 944 Turbo S, and all of the turbocharged iterations of the 944 featured the Turbo S enhancements as standard, however, the "M030" suspension and the Club Sport wheels were not part of that standard. The 944 Turbo S was the fastest production four-cylinder car of its time.
The Porsche 944 was introduced in 1982 as the spiritual successor to the 924, designed to appeal to a broader audience seeking a more accessible Porsche that still embodied the brand's performance DNA. With an inline-4 engine, a transaxle layout (front engine and rear-mounted transmission), and an aerodynamic design, the 944 was already a success. However, the arrival of the 944 Turbo in 1985 took the model to the next level, meeting the growing demand for powerful sports cars in the 1980s within a competitive market that included rivals such as the Mazda RX-7, Nissan 300ZX, and Toyota Supra.
The 1989 944 Turbo Coupé—particularly the Turbo S version (or simply the 944 Turbo in some markets, featuring Turbo S specifications)—represented the peak of the lineup, incorporating significant improvements over earlier models with a focus on power, suspension, and trim.
Performance and specifications...The heart of the 1989 944 Turbo Coupé was its 2.5-liter, inline-4 engine, equipped with a KKK K26-8 turbocharger and intercooler. In the Turbo S version, the engine delivered 250 hp at 6,000 rpm and 350 Nm of torque at 4,000 rpm—a notable jump from the 220 hp of the standard Turbo from previous years. This power increase was achieved through adjustments to the electronic management system, higher boost pressure (1.82 bar), and improvements to the cooling system.
Featuring a 5-speed manual transmission and rear-wheel drive, the 1989 944 Turbo S accelerated from 0 to 100 km/h in about 5.5 seconds and reached a top speed of approximately 260 km/h—impressive figures for a car in its class at the time. The transaxle layout provided near-perfect weight distribution (51:49), ensuring exceptional balance in corners and handling characteristics that rivaled more expensive cars.
The suspension of the 1989 944 Turbo S was another highlight, featuring stiffer springs, adjustable anti-roll bars, and Koni shock absorbers (which were optionally adjustable). The brakes—utilizing 298 mm ventilated discs at the front and 299 mm at the rear—were sourced from the 928 S4, ensuring robust stopping power. The 16-inch wheels, featuring the ‘Club Sport’ design (7J front and 9J rear), were fitted with 225/50 VR16 and 245/45 VR16 tires, respectively—specifications exclusive to the Turbo S.
Design and interior...The design of the 1989 944 Turbo Coupé was an evolution of the original 944, styled by Harm Lagaay. Its smooth lines, pop-up headlights, and integrated bumpers maintained the classic 1980s aesthetic, while the larger rear spoiler and side skirts reinforced its aggressive stance. The bodywork, made of galvanized steel, offered corrosion resistance, contributing to the longevity of many examples to this day.
The interior was functional yet luxurious by the standards of the time, featuring leather sports seats (or optional cloth/leather), a four-spoke steering wheel, and a clear instrument cluster with a centrally positioned speedometer and tachometer. The model offered comfort for long journeys, with optional air conditioning, power windows, and a Blaupunkt sound system. Build quality was exceptional, reflecting Porsche's commitment to positioning the 944 as a premium car, despite it being more accessible than the 911.
Innovations and Highlights...The 1989 944 Turbo S introduced several improvements over previous models, many of which became standard across the Turbo lineup starting in 1989. Key highlights included:
Refined Turbo: The upgraded turbocharger reduced lag, offering more linear power delivery—crucial for a 4-cylinder sports car competing against V6 and rotary-engined rivals.
M030 Suspension: The M030 sports package, standard on the Turbo S, included stiffer suspension, larger sway bars, and tuning adjustments that improved track handling.
Limited-Slip Differential (LSD): A 40% LSD came standard, improving traction in corners and upon corner exit.
Airbag: Starting in 1987, the 944 Turbo offered an optional driver's airbag—a safety innovation for the era that became more common by 1989.
The 944 Turbo also shone on the racetrack, particularly in the Porsche Turbo Cup series—a one-make competition that highlighted the car's racing capabilities. The competition model, known as the 944 Turbo Cup, was stripped down and tuned, featuring a roll cage and optimized suspension, and it secured victories in various regional series. Furthermore, the 944 Turbo inspired the development of the limited-production 944 Turbo Cabriolet and paved the way for the 968, its 1992 successor.
In automotive culture, the 1989 944 Turbo Coupé is remembered as a car that democratized Porsche performance. While the 911 was the untouchable icon, the 944 Turbo offered a more accessible alternative, with a starting price of around $43,350 in the US (equivalent to approximately $100,000 in today's inflation-adjusted dollars). Its blend of style, performance, and practicality made it a favorite among enthusiasts seeking a Porsche for daily driving that still possessed the soul of a race car.
Impact and collectibility...Today, the 1989 Porsche 944 Turbo Coupé is highly prized in the classic car market—especially the Turbo S version—due to its rarity (only about 1,600 Turbo S units were produced in 1988, and its specifications were incorporated into the 1989 Turbo). Well-preserved models with low mileage and documented maintenance histories can command prices between $50,000 and $100,000, depending on condition and options. The durability of the engine and bodywork, combined with ease of maintenance (compared to the 911 of that era), makes the 944 Turbo a popular choice for collectors and track-day enthusiasts alike. The 1989 Porsche 944 Turbo Coupé represents the pinnacle of an era when Porsche dared to innovate, introducing a four-cylinder sports car that defied the brand's conventions. With its powerful turbo engine, timeless design, and dynamic balance, it earned a special place in automotive history. Whether on the track, on the open road, or in collections, the 1989 944 Turbo continues to be celebrated as a classic that blended performance, style, and accessibility—proving that Porsche could shine beyond the 911.
Autonews
sábado, 8 de agosto de 2026
AUTONEWS
New Model Shows Small NY Mobility Hubs Are Cutting Car Trips and Boosting Transit, Even With Sparse Data
But the same model suggests these demonstration hubs aren't necessarily located where they’d do the most good.
The hubs, one near UAlbany's downtown campus and the other in downtown Cohoes, work like transfer points, providing a bus stop paired with a shared bike dock that lets riders switch modes mid-trip instead of driving door to door. The Cohoes hub also offers car-share parking, a service not available at the UAlbany site.
Two pilot mobility hubs in New York's Capital District are nudging commuters out of their cars and onto buses, bikes, and car-share vehicles, according to a new analysis from NYU Tandon's C2SMART transportation research center.
But the same model suggests these demonstration hubs aren't necessarily located where they’d do the most good.
The hubs, one near UAlbany's downtown campus and the other in downtown Cohoes, work like transfer points, providing a bus stop paired with a shared bike dock that lets riders switch modes mid-trip instead of driving door to door. The Cohoes hub also offers car-share parking, a service not available at the UAlbany site.
Map indicating two pilot mobility hub locations(image above). Image credit: CDTA
The Tandon researchers estimate the hubs are cutting more than 75 vehicle miles driven each day and about 11 metric tons of carbon a year, roughly what two households produce annually. Riders pair two modes per trip, often combining a bus, bike-share, or walking leg with another mode, rather than driving or carpooling the whole way.
The hubs generate more than $5,000 a day in added value across both sites, a way of measuring how much better off travelers are with the extra option available, even if they never use it themselves, according to the researchers. It's not money changing hands, but a dollar figure economists use to capture things like time saved or an easier trip.
Chow and Ren started with an existing model that predicts how New Yorkers get around, built from more than 50 million simulated trips across the state. That model can guess whether someone will drive, take transit, bike, or walk for a given trip. Mobility hubs were not reflected in the simulation because they did not exist when the underlying data was put together.
The researchers then taught the model something new: that hub trips, like driving to a bus stop then biking the rest of the way, are also an option. To make that addition realistic rather than a guess, they tuned it using real information, a 40-response survey of hub users and actual ridership numbers from the Capital District Transportation Authority (CDTA), the region's public transit agency.
They then reran that tuning process a thousand times on slightly different versions of the same small dataset, a standard statistical check to make sure their results weren't just a fluke of having so little real-world data to work with.
"You don't have enough real-world data to evaluate a pilot like this, but you also can't wait years to find out if it's working," Chow said. "Our approach borrows strength from a much larger travel model and uses the small amount of real data we have to calibrate it."
The team used the model to estimate outcomes at 1,100 locations across the region, using existing CDTA bus stops as hypothetical hub sites, not real pilots. Among all 1,100, the two actual hubs CDTA built, as part of a demonstration project that ran from April 2022 to June 2024, ranked only in the middle, roughly the 20th to 40th percentile, on measures like how many drivers they'd pull off the road and how much value riders would get.
The model suggests, in other words, that the two pilot sites weren't necessarily where a hub would have the biggest impact, likely because they were chosen for practical reasons, such as available land or existing partnerships, rather than for maximum benefit.
"You don't have enough real-world data to evaluate a pilot like this, but you also can't wait years to find out if it's working," Chow said. "Our approach borrows strength from a much larger travel model and uses the small amount of real data we have to calibrate it."
The team used the model to estimate outcomes at 1,100 locations across the region, using existing CDTA bus stops as hypothetical hub sites, not real pilots. Among all 1,100, the two actual hubs CDTA built, as part of a demonstration project that ran from April 2022 to June 2024, ranked only in the middle, roughly the 20th to 40th percentile, on measures like how many drivers they'd pull off the road and how much value riders would get.
The model suggests, in other words, that the two pilot sites weren't necessarily where a hub would have the biggest impact, likely because they were chosen for practical reasons, such as available land or existing partnerships, rather than for maximum benefit.
"It was a little surprising the two hubs CDTA built landed in the middle of the pack," Ren said. "That's not a criticism; pilots get chosen for practical reasons. But it suggests real value in running this kind of analysis before committing to a location."
The authors say the same approach, pairing a small on-site sample with a large behavioral model, could extend to other emerging services, such as autonomous shuttles or microtransit, before enough ridership data accumulates to build a model from scratch. Chow said the underlying statewide model isn't specific to mobility hubs, the team has previously used it to evaluate other mobility service programs, and since it draws on data available nationwide, the same approach could extend beyond New York.
Support for the research was provided by the New York State Energy Research and Development Authority (NYSERDA).
