As the war in Iran drives gas prices skyward, some U.S. consumers are considering electric vehicles as a cost-saving measure. The national average gas price is now over $4 per gallon (and in some states over $5), according to AAA, which means many Americans are understandably looking for less expensive transportation modes. But not all experts believe this sudden spike in gas prices will automatically lead to a surge in the EV market.

What did the commentators say?

Many drivers look to electric vehicles because they “assume their electricity prices won’t be affected by the crises” around the world, said The Associated Press. The fickle nature of oil prices means consumers with gas-powered vehicles are “more vulnerable to fluctuating prices that result from global conflict than those who charge their cars.” Electricity prices are “regulated and much less volatile than gasoline prices,” said Erich Muehlegger, an economics professor at the University of California, Davis, to the AP.

And some may have already reached the point where they want to switch. According to a 2022 AAA survey, “$4 a gallon is the threshold at which a majority of Americans will make changes to their driving habits or lifestyles,” said Vox. This is especially true in California, where the $5-per-gallon gas price means the state has “already passed the point at which EVs are the cheaper option.”

Drivers who switch to EVs can save up to $2,000 per year on gas, while hybrid drivers still see savings of up to $1,500, according to the U.S. Department of Energy. And while Congress “eliminated a federal tax credit that could close the price gap between new electric vehicles and cars that run on gasoline,” there are still some states that “offer credits, rebates or other financial support for electric car buyers,” said The New York Times.

However, potential savings in gas could be offset by an increase in energy costs. Electricity prices have been “increasing nationally for a variety of reasons, including surging power demand from new data centers,“ said the AP. Increased natural gas prices can also “increase the cost of generating electricity,” though these costs “haven’t risen as quickly or as much as oil prices have recently.” And the upfront sticker cost of an EV is “still more than that of a gasoline-powered vehicle.”

What next?

Other factors could preclude a spike in electric vehicle sales. It’s “unclear how long high fuel prices will last,” because they are largely dependent on the war in Iran, said Vox. The limited “availability of chargers for electric vehicles is another barrier to adoption.” Rising gas prices and a general economic downswing can also “put a damper on consumer confidence more broadly.”

For now, the EV market seems to be swinging upward for many car companies. March was Subaru’s “best month ever for electric vehicle sales,” the automaker said in a press release. Toyota Motor North America, which runs the U.S. operations of Toyota and Lexus, saw EV sales in March “up 2.5% on a volume basis and up 6.6% on a daily selling rate basis,” said the company, representing more than half of its total sales volume.

Four years after its launch, the MG4 is still one of the best-value EVs out there, said Auto Express. But now we have the MG4 Urban, which is “so good” it makes the original, “which once seemed unbeatable value”, now seem rather “redundant”. Bigger and more practical than the MG4, and now with front-wheel drive, it’s nearly 4.4 metres long and has a “whopping” 557-litre boot. The kit list is impressive too, and it drives well.

MG’s “modern” family EV is great value, but there is stiff competition in the sub-£25,000 EV segment from Fiat’s new Grande Panda and Citroën’s C3 Aircross, said The Independent. The Urban is rather “old-school” on the road – the ride can feel “crashy” over uneven ground and there’s a bit of road noise. Overall, it’s “exactly what you expect it to be: a lot of car for the money”, and nothing to get wildly excited about.

Battery options are rather “small for a car of this size”, with the entry MG4 Urban carrying battery packs totalling 42.8kWh, which manages a range of just 201 miles, said Autocar. It’s not a quick car, taking about 9.5secs to reach 62mph, but that’s perfectly adequate “to dust off the occasional overtake”. Quality inside the cabin feels high, but there’s no escaping the “scratchy” plastic on the dashboard.

Most new mid-engined supercars are now plug-in hybrids, said The Telegraph, and in 2019 Ferrari launched its own: the SF90 Stradale. “Not many people loved it”, however: though it was extremely fast, it had rather a “digital feel”, and failed to deliver the “visceral analogue experience” that buyers of high-performance cars tend to want.

Ferrari evidently took note – and now it has launched the 849 Testarossa, “which shares the layout and most of the technical specification” of the SF90, but is, according to Ferrari, “much improved”.

Originally two separate words, “Testa Rossa” was first applied to Ferrari’s formidable sports racers of the mid-1950s and early 1960s, said Evo.

The styling of the 849 is “divisive, but there’s no question it puts a smile on your face when you swing open the door and drop into the driver’s seat”. Steering is “light and free”, and the ride “never feels less than firm”; the car has a “bumpy road mode”, too, which takes the edge off “lumpy” roads. And though it’s a big car, “it feels compact and wieldy”. According to Ferrari, the top speed is 205mph, and it’s quick out of the blocks, taking 2.3 seconds to hit 62mph; total power is 1036bhp.

The new Testarossa also has “the biggest turbochargers ever fitted to a Ferrari production road car”, said Top Gear Magazine, and the 4.0-litre engine is “vastly changed” from the one in the SF90, with titanium fittings used throughout, “better cooling” and various other improvements. And though it is technically a “heinously complicated” machine, it makes for an “intuitive driving experience”. It adds up to a “scintillating” car that’s a joy to drive on both road and track.

‘Don't let Gracie Mansion bomb scare obscure far-right’s danger’

Sara Pequeño at USA Today

After a bomb scare at an “anti-Muslim protest outside the home of New York City Mayor Zohran Mamdani,” the media “focused on the potential harm these IEDs could have caused,” says Sara Pequeño. But the “presence of far-right, Islamophobic protesters in New York City is also deplorable, and failing to get the attention it deserves.” The protest organizer “lives in Florida,” and it’s “pathetic that someone would come all the way from Florida because they’re outraged that New York City has a Muslim mayor.”

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‘Mojtaba Khamenei brings monarchy back to Iran’

Reuel Marc Gerecht and Ray Takeyh at The Wall Street Journal

The late Iranian ayatollah’s “son and successor, the Ayatollah Mojtaba Khamenei, 56, has neither his father’s experience nor Khomeini’s pedigree,” say Reuel Marc Gerecht and Ray Takeyh. His “ascent marks the collapse of the last egalitarian pillar of the revolution, namely that the mullahs, unlike decadent Persian shahs, don’t do dynastic succession.” The “revolution has come full circle. Even without regime change, monarchy has returned to Iran,” and Mojtaba “will continue his father’s search for foreign devils.”

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‘How many Waymos is too many Waymos?’

Allison Arieff at the San Francisco Chronicle

The number of Waymos on the street is a “critical question. And we don’t know the answer to it,” says Allison Arieff. That “needs to change, particularly as the company and others like it dramatically scale up.” Waymo has “eroded public trust in its technology,” and “offering greater data transparency would help restore it — and start needed discussions about other regulations for Waymo and the rest of the burgeoning autonomous taxi industry.”

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‘Fox News aired old footage of Trump honoring fallen troops. Was it an honest mistake or a deliberate choice?’

Tom Jones at the Poynter Institute

Some “were upset that Trump never removed his white ‘USA’ baseball cap” during a dignified troop transfer, but Fox News “actually used footage from another time Trump attended a dignified transfer at Dover Air Force Base,” says Tom Jones. As “far as the wrong video, was it an honest mistake, or was the network trying to protect Trump?” When it “comes to coverage of Trump, it’s hard to give Fox News the benefit of the doubt.”

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People looking to spend tons of money on a car will soon have a more eco-friendly option, as a variety of luxury auto companies are developing electric vehicles. High-end automakers are taking different paths to market: Companies like Ferrari are all-in on EVs; others have a more muted approach. As the jostling continues, there are concerns that the luxury car market might be the wrong platform for EVs.

What luxury companies are making EVs?

Ferrari, Lamborghini, Mercedes-Benz and Porsche are all experimenting with EV development. Ferrari has been pushing ahead at a rapid pace. The company “doesn’t have an EV on the market yet, but its first model, called Luce, is expected to be open for orders later this spring,” said CNBC. Still, there are hurdles ahead for the iconic Italian brand.

For starters, electric cars can go extremely fast just like gas-powered Ferraris, but “much of what makes an internal combustion Ferrari compelling is missing,” Karl Brauer, an executive analyst for iSeeCars, said to CNBC. People purchase Ferraris for the “way it stirs a person’s senses: the look of it, the sound and feel of the engine and the smell of the exhaust.” Experts say many of these experiences may not exist in an electric Ferrari.

Though Ferrari’s plans are in motion, the same cannot be said for Lamborghini, which has “pulled the plug on plans” for its EV in the “face of collapsing demand among its well-heeled customers,” said The Times. Instead, the company will debut a hybrid model. It admits this is a demand issue. The “acceptance curve” for EVs in Lamborghini’s market is “flattening and close to zero,” Lamborghini CEO Stephan Winkelmann said to the Times.

What does the market say?

Others in the auto industry have also noted the demand problem raised by Lamborghini executives. For “many years, many of the electric vehicles that Americans bought were luxury models, like the Tesla Model S, the GMC Hummer and the Porsche Taycan,” said The New York Times. All of these vehicles sell for more than $80,000, while Lamborghinis and Ferraris routinely sell for six figures (the Ferrari Luce EV is expected to cost at least $500,000).

Geopolitical factors, particularly tariffs implemented by President Donald Trump, are also being considered. Mercedes-Benz “had been selling electric versions of its luxury sedans and SUVs in the United States but recently said it would stop importing them,” said the Times. Volkswagen has similarly “slowed production of the ID.Buzz, an upscale electric van that’s made in Germany.” Many automakers have seen the “largest losses from luxury models. Now fewer sales will mean smaller losses.”

While luxury brands may be struggling with EVs, the “picture is very different for worldwide EV sales for brands not on the high-end,” said Wired, as this vehicle market is booming. It could also be that luxury buyers simply don’t want electric cars. For “luxury brands, which operate lower volumes and higher R&D costs,” said Philip Nothard, Cox Automotive’s insight director, to Wired, the industry’s challenges are “even more pronounced.”

Following its success with a string of electric SUVs, Kia is now hoping to showcase its talents with a more traditional hatchback, What Car? said. Built on the same underpinnings as the EV3, the EV4 has the same “Tiger Face” front, but better aerodynamics and a longer range. Two versions are available, the standard one and a “sleeker” version with a longer rear end; both have a 201bhp electric motor and can go from 0-62mph in about 7.5 seconds.

Bigger than most of its rivals, this is a “solid” family-friendly car with the option of a long-range 81.4kWh battery capable of 388 miles WLTP, said Top Gear Magazine. A max charging rate of 127kW means it takes half an hour to go from 10%-80%. It’s smooth to drive with little wind or road noise, and the soft suspension and damping make it “terrifically comfy”. Acceleration is decent, but the brakes are a little light.

It may be “an eyesore”, but the EV4 is geared for comfort, with “plush seats” and generous space, said The Times. The practical cabin has “cubbyholes galore”, plus plenty of proper buttons, dials and levers. You can forgive some of the scratchy plastic, as it incorporates eco materials including recycled fishing nets. The triple touchscreen looks “neat”, though the middle panel is obscured by the steering wheel.

The first in a line of a new generation of EVs – BMW is calling them the New Class, or Neue Klasse – the iX3 expunges “many or all of the annoyances of new-age EVs”, said Top Gear Magazine. The car doesn’t feel “heavy or numb” to drive; it’s efficient; and charging times are “staggering” – you can pick up 200 miles of range in just ten minutes. It’s no exaggeration to say that the model marks a “revolution for BMW”.

If you’re after a “big, comfortable”, premium electric SUV, this car ticks all the boxes, What Car? said. It strikes a “great balance between ride comfort and driving fun”; it disguises its heaviness remarkably well and it’s practical, with tons of room for passengers and a generous boot. There’s only one version available from next month, the “very quick” 50 xDrive, but cheaper models are on the way.

The cabin is particularly “hi-tech”, and features a digital strip that sits across the dashboard, to keep key information in the driver’s eyeline, said The Times. There’s also an 17.9-inch infotainment touchscreen that features the usual controls for air con, radio and maps, but also supports apps such as Spotify and YouTube. You can even download Zoom – though you obviously won’t be able to take video calls while actually driving.

It may be time to hit the road in pursuit of scientific research. Millions of animals are struck by vehicles every year and killed as a result. These accidents have even pushed some species to extinction. While roadkill is never pleasant, these animals could bring an opportunity to conduct scientific research more ethically.

Road to discovery

Roadkill could be a “valuable source of animals for study that does not require and could even replace the use of live wildlife,” said a study published in the journal Biology Letters. Researchers identified approximately 117 different uses for roadkill across various scientific projects. “We found examples of successfully using roadkill to map species distributions, monitor disease and environmental pollution, study diets, track invasive species, supply museum collections and even discover species previously unknown to science,” said Christa Beckmann, the lead author of the study, in a statement.

One of the most common uses for roadkill is to identify and determine the populations of species in an area. Many species are “hard to see,” Beckmann said to Science. “You don’t just trip across them as you’re walking. So finding dead animals on the road might actually be an easier way to quantify the presence of these animals in the habitat.” Several lizard and rodent species were “first discovered as roadkill, while deer carcasses have been used as bait to attract eagles at the center of research,” said AAP. In another case, a “paleontologist took photographs of animals’ remains as they were repeatedly run over to teach students about the process of fossilization.”

The road less traveled

A big advantage of using roadkill for research is that it is “highly ethical,” said the study. It could be used as an alternative to invasive sampling methods. “If you want to take a genetic sample, you don’t need to trap live animals or handle them, both of which can cause stress,” said Beckmann. “You can just drive along the road and use samples of roadkill.” It aligns with the global guidelines for animal research known as the 3Rs: refinement, replacement and reduction. These tenets aim to reduce the number of animals needed for research, along with reducing suffering and protecting population numbers.

Researchers still need permits to collect and handle dead animals from the road because of potential biohazard and traffic risks. The animals can “harbor disease that is transmissible to humans,” which requires protective gear, said the study. In addition, it could be dangerous to collect the animals and “necessary precautions should be taken when collecting roadkill on and around roads and highways, such as wearing reflective clothing and being mindful of traffic.”

In a car-centric society, roadkill is an unfortunate side effect. Some species are even being “driven toward extinction because of traffic,” said Scientific American. “Vehicles continue to be overlooked environmental forces that are likely to decimate more and more animal populations.” Despite this, said Beckmann, “using these losses wisely could help drive scientific discovery and conservation forward, rather than letting valuable information decompose by the roadside.”

The chaotic drive out of Marrakech gave little hint of what lay ahead. Just an hour later, the traffic thins and the road dissolves into the Agafay Desert. Pale, rocky and otherworldly, with the snow-capped Atlas Mountains fixed on the horizon some 20 miles to the south, it feels like another planet entirely. This was the setting for a 24-hour off-road adventure and a real-world test of the newly launched Dacia Duster Hybrid-G 150 4x4.

On paper the challenge was simple: leave the city, navigate across the desert using a pre-loaded route on the car’s infotainment system, and reach a remote camp in time for sundowners. But Agafay isn’t the Sahara of sweeping dunes and postcard views. It’s harsher and technical: hard gravel plains stretch into the distance, broken by rocky climbs, dry riverbeds and sudden drop-offs. Pick the wrong line and you’re stuck. Push too hard and you risk damage.

It’s also where the Duster began to impress. Sitting at the heart of Dacia’s new line-up, the SUV pairs a turbocharged 1.2-litre petrol engine with hybrid assistance and four-wheel drive, producing 150hp. It was my first time behind the wheel of a Dacia and, if I’m honest, I arrived with a degree of scepticism. Yet out here, crossing rock, gravel and washouts hour after hour, it proved quietly capable and entirely up to the task.

Capable, but fun

It wasn’t long before we reached our first proper test. Slowing to a crawl, we edged down a steep, boulder-strewn track, the car momentarily balancing on two wheels at angles that felt improbable from the driver’s seat. It was genuinely nerve-jangling. With blind faith in the car, there was very little driving skill involved on my part. Torque was calmly fed to where it was needed, the Duster stayed poised, and we eased smoothly back onto firmer ground.

Once we’d taken a well-earned pause for mint tea and camel-spotting, the terrain opened up and everything changed. On wide, fast gravel tracks, I could really put my foot down. My mind drifted to the World Rally Championship as the Duster skimmed across the surface with unexpected pace and stability. Despite the small engine and deliberately low kerb weight, it never felt underpowered or twitchy. More than that, it felt completely in its element, and genuinely good fun to drive.

Its confidence is helped by six drive modes: Auto, Eco, Snow, Mud, Lock and Hill Descent. These aren’t marketing add-ons. In the desert, you use them constantly. Lock mode proved invaluable on loose climbs, Hill Descent took the stress out of steep drop-offs, and Auto seamlessly shuffled between two- and four-wheel drive as conditions changed. The hybrid system itself was smooth and unobtrusive, underpinned by Renault Group engineering that inspires trust when you’re hours from help.

Design that makes sense

The Duster’s LPG model accounts for roughly one in three global sales – they’re hugely popular in mainland Europe – and the dual-fuel hybrid we drove paired unleaded and LPG tanks for a staggering range of up to 1,500km. That specific configuration won’t come to the UK, where LPG never truly caught on, but the principle remains. This is a car designed to go far and keep going, removing one of the biggest mental burdens of remote travel.

What stood out just as much as the capability was what Dacia chooses not to include. There’s no chrome or leather inside, reducing both cost and environmental impact. The bumpers are designed for durability and recyclability, while wipe-clean surfaces and all-weather tyres as standard encourage use rather than preciousness.

Even the details feel considered. The modular roof bars rotate 90 degrees to become proper crossbars when needed, while the alloy wheels are subtly recessed to sit within the line of the tyre, helping avoid scrapes from inevitable encounters with kerbs or rocks. It’s thoughtful, practical design, shaped by how people actually use their cars rather than how they photograph.

As the sun dropped and the temperature fell, Scarabeo Roches Noires emerged on the horizon, a small cluster of white tents perched on a rocky escarpment. After a day navigating Agafay’s unforgiving terrain, fires were lit and a well-earned drink under a sky full of stars marked the end of an exhilarating day in the desert.

Why the Duster works

Time spent in Agafay clarifies what the Duster is really about. It’s Dacia’s best-selling model, with one sold every few minutes globally since its launch 15 years ago. With pricing under £20,000, it remains one of the most affordable SUVs on sale, yet at this price point it’s a genuinely compelling package. A three-year warranty comes as standard, extendable to seven years via Dacia’s Zen plan for around £20 per month.

By the time we turn back towards Marrakech, dust-covered and tired, the desert feels far less intimidating than it had the day before. The Duster was the perfect companion, building confidence behind the wheel, helping turn a harsh landscape into something navigable and genuinely fun.

Back home, that same thinking makes the Duster hard to ignore. It’s a car that now sits firmly on my radar for family life in London: practical, reliable, easy to live with, and with looks that don’t feel out of place alongside the neighbours’ Volvos and Mercedes. Add in the sensible pricing, and it feels less like a compromise and more like a smart, realistic choice for everyday life, with the added bonus of being ready for the occasional escape.

From BMW to Toyota, Jeep to Porsche, here is our pick of the best cars for 2026. With practical, electric, and stylish options to choose from, this year promises to be a bumper one for the automobile industry.

BMW iX3

The new iX3 marks a “bold new era” for BMW: it is the first of its “Neue Klasse” models with totally redesigned electrics and mechanics, the result of four years of development and £17 billion investment. Sleek bodywork and bespoke tyres mean efficiency is up 20%; charging speeds are 30% quicker; and range is 30% longer – the official WLTP of 500 miles is “boundary breaking”, and makes it the UK’s longest-range EV (from £58,755).

Denza B5

BYD’s upmarket Denza brand is coming for the Land Rover Defender in 2026 with its premium SUV off-roader. The B5 has a hybrid powertrain, pairing a 1.5-litre turbocharged engine with twin electric motors, to give 677bhp. It can get from 0-62mph in 4.8 seconds; it has a top speed of 112mph; and can supposedly do 62 miles on EV power alone. What it lacks in brand heritage, the B5 makes up for with power and “gadgets galore” (from about £60,000).

Jeep Compass

Capitalising on the huge success of the smaller Avenger, Jeep has given the new Compass the same combination of “ruggedly handsome looks”, quality interior, good tech and a broad selection of hybrid and electric powertrains. It’s not the most plush or refined mid-size SUV, but it’s spacious and “perfectly practical”, with great off-road ability thanks to decent ground clearance and extra traction (from £34,520).

Toyota RAV4 PHEV

Economical and practical, this mid-size SUV is a bestseller across the pond, and you get even more bang for your buck with the 2026 model. It has a higher-capacity 22.7kWh battery to increase its all-electric range to about 60 miles, up from 46 in the old version. It feels “more refined and controllable”, with a stronger body, new suspension, updated tech and next generation plug-in hybrid systems (from about £41,000).

Renault Twingo

Renault is hoping to build on the success of its retro-style 4 and 5 EVs, with a fully electric version of the Twingo. This new four-seater city runaround takes inspiration from the 1992 original, but has been remixed for 2026 with “cute looks”, a funky interior and an 80bhp electric motor. It has been hailed as a “game-changer” by Renault, but will its handy size and adorable appearance make up for the “minuscule” 163-mile range (from about £18,000)?

Porsche Cayenne Electric

This looks “mighty promising” – it can be charged wirelessly and can take on 200 miles of range in just ten minutes at a 400kW high-speed roadside charger. Larger and heavier than the current petrol version, it has more room for passengers in the back. It’s also “stupidly fast” – even the base car gets up to 436bhp, while a turbo version has up to 1,140bhp and can do 0-62mph in 2.5 seconds (from £83,200).

President Donald Trump thinks he has found a solution to the skyrocketing price tags for vehicles: building smaller cars. These vehicles are extremely popular in Asia, where they are known as micro cars or kei cars. But many auto industry analysts say translating the success of Asia’s micro car market to the United States is an unrealistic goal.

What did the commentators say?

Trump has mused on social media that the U.S. should start producing these cars, which are “small, fuel-efficient vehicles that are roughly 30% shorter” than a Toyota Camry and the same width as a Smart car, said The Wall Street Journal. Trump’s affinity for the vehicles seemed to arise “after a recent trip to Japan to talk about trade and economic investments.”

These cars are often much cheaper than standard vehicles, and “can cost as little as $8,000 or $10,000,” said CNN, while the “average price of a new car in the United States is currently around $50,000.” Manufacturing cars that are that cheap “would be an answer to affordability issues for many car buyers — and a major political headache for Trump.” But these vehicles “don’t make sense en masse here, from existing regulations to the Trump administration’s own contradictory policies,” said Car and Driver.

Part of the reason is straightforward: these cars “aren’t adapted to U.S. regulations and sold here because the demand simply doesn’t exist,” said Car and Driver. This is partially because Americans “barely buy cars anymore,” and favor larger vehicles like trucks. The incentive for automakers to sell smaller cars has also “gone out the window” with “regulations now set to be relaxed” by the Trump administration on gas-guzzling trucks.

These vehicles also “would have to be redesigned and retested to meet U.S. standards” for safety, said Axios. Current laws say imported micro cars must be at least 25 years old as part of U.S. safety regulations. These standards are different in Asia, and approving them for the U.S. would involve “stronger, heavier chassis and larger crumple zones to withstand crashes.” Manufacturers would also need to install “U.S.-spec safety equipment and lighting systems, among other changes.” This would involve high price tags for automakers that would “defeat the cost and efficiency advantages of micro cars.”

What next?

While these micro cars are exceedingly rare in the U.S., there is another type of these vehicles, kei trucks, which are the “largest class of vehicles being individually imported to the U.S., with around 7,500 arriving last year,” said Fast Company. They are the “size of golf carts” and “can’t go 60 miles an hour,” said Jason Marks, the CEO of electric truck startup Telo, to Fast Company, but they are “still this desirable.”

But while the truck variants of these vehicles are selling well, don’t expect to see micro cars dominating the streets anytime soon. They “would be nearly impossible to sell here” on a mass scale, said Michigan Advance. Despite these concerns, Trump is seemingly pressing ahead with his micro car plan. The president has “cleared them for production and is demanding that automakers manufacture them domestically,” writing on social media that the U.S. should “START BUILDING THEM NOW!”

The sticker price alone of a car can feel like a lot. But the cost of having your own set of wheels does not stop there. If you’re trying to figure out how car ownership can fit into your budget, you will also need to factor in the myriad of maintenance and upkeep costs involved. And these costs keep on climbing.

From January 2020 to August 2025, “ownership costs surged by 41%,” said Kiplinger, citing an index from Navy Federal Credit Union. A variety of factors are to blame, including “steep increases in auto insurance premiums following the Covid-19 pandemic” and rising costs for auto repairs, in part because “tariffs of 25% on imported car parts are driving up repair costs.”

While there is not much individual drivers can do to change these factors, there are steps you can take to make the cost of car ownership feel a bit more manageable.

1. Research before you buy

Competitive pricing is top of mind for many Americans when they are evaluating car brands, said YouGov, citing its recent The Road Ahead: U.S. next-gen car outlook 2025. But sticker price alone can be misleading, which is why it’s important to broaden your considerations when buying a car.

Given how costly filling up the tank can be, “picking a vehicle with solid fuel economy rather than a gas guzzler could save you hundreds of dollars a year,” said Kiplinger. Similarly, weighing the “reliability ratings of car brands can help you determine the likelihood of a car needing frequent repairs.”

2. Keep up with routine maintenance

While it may feel like yet another item on your miles-long to-do list, staying on top of car maintenance tasks like getting your oil changed or your brakes inspected can go a long way toward avoiding a steep surprise bill later. “If you miss scheduled maintenance, you can wind up spending more than you need to on avoidable repairs or void your car’s warranty,” said GoBankingRates, a personal finance website.

Set reminders or plan to check in on your vehicle on a monthly basis. If you do end up needing a repair, “this can help you plan ahead, research auto shops and get the best quote for the work you need to have done,” said NerdWallet.

3. Find the best rate on auto insurance

Given the rapid rate at which insurance rates have increased post-pandemic, it is worth checking to ensure you are actually getting the best deal, especially if you have a great driving record. One way to get a better rate may be to switch providers — it is actually recommended that you “call around and compare quotes from auto insurance companies at least once per year,” said Experian.

But you might be able to score savings by staying with the same insurer, too. For instance, some insurance companies offer discounts if you take a defensive driving course or bundle your other insurance policies, such as homeowners, with them.

What happened

President Donald Trump Wednesday announced that the Transportation Department will roll back automotive fuel efficiency standards finalized last year. “People want the gasoline car,” he said in the Oval Office, with the CEOs of Ford and Stellantis and a GM plant manager standing behind him. The new rules would require automakers to produce cars and light trucks averaging 34.5 miles per gallon by 2031, from 50.4 mpg under the Biden-era rules.

Who said what

The White House said slashing fuel efficiency rules would cut upfront costs for a new vehicle by $930. But drivers would collectively spend $185 billion more on fuel by 2050 and emit about 5% more carbon dioxide, environmentalists and economists said, citing the same Transportation Department estimates.

Watering down fuel efficiency standards is “the second part of a one-two punch” against former President Joe Biden’s push to boost electric vehicles, The New York Times said, after Trump and the Republican-controlled Congress got rid of Biden’s EV tax credits earlier this year. Since they also eliminated fines for violating the fuel standards, automakers can already ignore them, said Dan Becker at the Center for Biological Diversity. But future administrations will now find it harder to reinstate the higher standards.

What next?

The Transportation Department will likely finalize the new rule next year. Auto executives “publicly praised” Trump’s announcement but “have privately fretted that they are being buffeted by conflicting federal policies,” the Times said. The rollback also pushes the U.S. “further out of sync with the rest of the world, where the electric vehicle market is growing.” This will “signal to the Chinese that the world market is open to you and we’re just going to abandon it,” Becker told The Washington Post.

‘Virginia’s elections are our first government shutdown referendum’

Grace Segers at The New Republic

The “outcome of the looming statewide elections in Virginia and New Jersey will be interpreted as a referendum on the newly elected president,” says Grace Segers. But “Virginia is especially well positioned to serve as an indication of voter views on the political and economic state of the union, as the commonwealth has been so deeply impacted by the second Trump administration’s actions.” Virginians “may once again be motivated by their antipathy to him and his policies.”

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‘Enjoy CarPlay while you still can’

Patrick George at The Atlantic

“Among all of Apple’s achievements, one of the most underrated has been making driving less miserable,” says Patrick George. CarPlay is “seamless, free and loved by millions of iPhone owners,” but “according to GM, the company can create an even better experience for drivers by dropping Apple and making its own software.” This “move says a lot about where the auto industry is headed.” Car companies are “moving beyond making money only when they sell you a car.”

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‘Don’t blame the left for US antisemitism’

Edward Luce at the Financial Times

A “constellation of figures — from JD Vance, the U.S. vice president, to Elon Musk, the world’s richest man — are, wittingly or otherwise, making antisemitism respectable again,” says Edward Luce. America’s “anti-Jewish threat comes largely from the right.” Vance’s “efforts to keep the MAGA movement’s swelling ranks of antisemites onside without alienating traditional Republicans are destined to be clumsy.” But there is “no elegant way to triangulate Holocaust deniers with people who grasp basic history.”

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‘In defense of American hypocrisy’

Shadi Hamid at Time

Americans “hate hypocrisy,” but “what if hypocrisy isn’t only inevitable in politics but actually necessary?” says Shadi Hamid. What if the “very thing we think makes us weak is actually what keeps us human?” Hypocrisy is “an acknowledgment of our ideals.” Where the “gap is large, there are two options for closing it: either shift the rhetoric to align with policy or shift policy to align with the rhetoric.” But the “hypocrisy never goes away entirely.”

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The government is to look into the design of cars and growing use of new LED headlights, which drivers argue is making it harder to navigate roads at night.

Four out of five drivers (82%) are concerned about being dazzled by vehicle headlights with the arrival of darker evenings after the clocks have gone back, according to new research from motoring organisation the RAC.

“Unfortunately, for a lot of drivers, the annual onset of darker evenings coincides with another unwelcome arrival – that of overly bright headlights that they believe make driving more difficult due to dazzle and discomfort,” said RAC senior policy officer Rod Dennis.

Have they actually got brighter?

The RAC attributes the increased brightness to modern bi-xenon or LED bulbs, which are becoming more common in new vehicles.

The beam from LED headlights is “whiter, more focused and brighter than the more diffuse light from halogen lamps fitted in older cars”, said the BBC.

Other factors causing problems for drivers include badly aligned headlights and the higher position of SUV lights.

Is it dangerous?

At best, headlight glare can make driving “uncomfortable and more difficult”, said the RAC, “but the consequences can be more severe”.

Half of drivers surveyed said they had been temporarily blinded, while more than a third said they felt less safe driving because of bright headlights on other vehicles. Others reported tiredness, headaches and even migraines.

The problem is worse for older people, whose eyes take longer to recover from glare. Between the ages of 15 and 65 recovery time increases from two to nine seconds, said the Royal Society for the Prevention of Accidents on its Older Drivers website. A 2018 study published in the Frontiers in Psychology journal also found that headlight glare particularly affected people with cataracts.

In all, dazzling headlights are cited as a factor in between 200 and 300 accidents in the UK each year, said the House of Lords Library, but there is no evidence that brighter lights are causing more collisions than previously.

What can be done?

As the problem has grown more pronounced in recent years, the RAC has joined with other road safety bodies including the College of Optometrists and IAM RoadSmart to campaign for the causes of headlight glare to be investigated.

A Westminster Hall debate on the issue is to be held today, with a government-commissioned report led by consultancy TRL expected to be published in the coming weeks.

The Department for Transport said the findings will help “to better understand the causes and impact of glare, which will inform new measures in the upcoming Road Safety Strategy”.

Alongside this, the Driver and Vehicle Standards Agency has “stepped up surveillance to intercept the sale of illegal retrofit headlamp bulbs”, with anyone caught facing a fine of up to £1,000.

Drivers can also help to minimise the impact of brighter headlights. The College of Optometrists recommends you ensure that your windscreen, and glasses if worn, are clean, avoid looking straight ahead but focus on the edge of the road, and do not wear night sunglasses sold for night-driving, as they reduce overall light, not glare.

While headlight glare is a problem that “needs tackling”, said the RAC, it is “important to remember that brighter headlights can give drivers a better view of the road ahead – so there’s a balance to be struck”.

So you need a new car. But which one? With hundreds of different car brands and thousands of models to choose from, you will certainly have no shortage of options when it comes to buying a car — though you may also encounter a bit of decision fatigue in the process.

By zeroing in on just a few key factors, however, you can quickly narrow down the options. Here’s how to ensure you find a car that is the right fit for you.

Decide on a realistic budget

If money is no object, skip this step and go ahead and get that convertible. For most of us, though, money is a major factor that influences the car we buy. To figure out how much you can afford to shell out, “take a few minutes to run down what you spend every month,” deducting costs like rent and groceries and contributions to savings from your total take-home pay, which will reveal “how much money you have left over and how much car you can afford,” said Edmunds, an automotive website.

Based on that amount, work backward using one of the many car affordability calculators online. These calculators take into consideration your monthly target payment, alongside added costs like sales tax and registration fees — and, if you are taking out an auto loan, interest — to give you a defined price range to shop within. Some sites will even make suggestions on specific models.

Assess your lifestyle and driving habits

When it comes to a major purchase like a car, “being honest with yourself and thinking ahead will serve you well,” said U.S. News & World Report. This means ditching images of cruising around solo on a Saturday afternoon when, in reality, you are hauling kids to and from soccer games.

Think about what you are actually going to use your car for, and who is most likely to ride in it often. For instance, “sedans are well-suited to commuting and city driving,” while “SUVs work well for families, transporting and outdoor adventurers,” said NerdWallet.

Another major factor not to overlook is where you will be primarily using your car. “While a tiny subcompact might be a great solution in the city, it might not be a good choice for snowy mountains,” said U.S. News & World Report.

Evaluate fuel costs and efficiency

Even if you stay on budget for your car purchase, those savings will be canceled out if filling up the tank each week breaks the bank. There are a couple of ways you can estimate the fuel costs of a specific vehicle: You can “track your mileage and fuel economy in your current car and compare it to the estimated mpg ratings,” or you can check out the EPA’s “detailed listing of fuel economy figures and annual fuel cost estimates for both new and used vehicles,” said Edmunds.

If you are considering an electric vehicle or a hybrid, it is important to factor in the costs associated with charging, too. For instance, with an EV, “you could have upfront costs of installing a home charger or difficulty finding a public charger,” said NerdWallet, potentially adding mileage if you take frequent road trips.

In adding electric power to the popular Ranger line-up, Ford has built Europe's first plug-in hybrid pickup. "More than just a novelty", said Car Magazine, the Ranger PHEV has a "powerful hybrid system" with a 2.3-litre petrol engine and a 75kW electric motor. At 25.5 miles, the electric-only driving range isn't much to shout about, but its lower CO2 emissions mean it qualifies for much lower benefit-in-kind tax, and it is also VAT exempt.

Ford hasn't compromised on cargo and towing capacity: the Ranger PHEV can tow 3.5 tonnes with a payload of more than a tonne. At 11.8kWh the battery isn't big, but with 277bhp the truck can do 0-62mph in 9.2secs, a fraction faster than the 3.0-litre diesel. Much like the standard model, the ride is "compliant", with a "decent powertrain", plenty of stopping power and just a bit of body roll, said Auto Express.

"Surprisingly agile", the Ranger PHEV remains a "commercial workhorse", but with lower running costs and better comfort, said The Independent. The functional interior is full of hard plastics, but the seats are comfy, visibility is great and legroom decent. There's a 12-inch central touchscreen and a driver display, but the smartest tech is the Pro Power Onboard system, which has three 230V three-pin plug sockets.

When you are upside down on your auto loan, it means you have more left to pay on the loan than the vehicle you took out the loan to purchase is actually worth. Also called negative equity, this situation can pose serious problems.

An increasing number of Americans are experiencing this. Data from car-shopping site Edmund's released in late July revealed that "26.6% of trade-ins applied toward a new-vehicle purchase had negative equity," marking a "four-year high," said The Washington Post. The amount drivers are owing is not insignificant either — on average, the "amount of these upside-down loans was $6,754 in the second quarter of the year," with over 23% owing more than $10,000, said the Post, citing Edmund's data.

What is an upside-down car loan?

A car loan is upside down when the outstanding balance on the loan exceeds the vehicle's worth — for example, if "your car's value is $12,000, but your loan balance is $15,000," which would result in a "negative equity of $3,000," said Bankrate. To trade in or sell your car, you would have to pay the lender that difference.

This circumstance can arise for a number of reasons. For one, when you overpay for a car, as many people ended up doing due to supply chain issues in 2021, "you increase the likelihood of owing more on the loan than what the vehicle is worth," said the Post. Two other common causes are "financing a car with no money down" and "picking a long repayment term," largely due to the rate of car depreciation, said Bankrate.

Is it bad to be upside down on your auto loan?

It generally "will only have an effect if you need to switch vehicles before your loan is completely paid off," said Bankrate. So if you do not switch vehicles and continue paying off your auto loan, you likely will not experience an impact.

However, if you do want a new car and trade in your vehicle, "you'll likely have to pay the difference between your car loan balance and the car's value out of pocket or add the negative equity to your new car loan," said Experian.

An upside-down auto loan can also pose a problem if your car gets totaled. That is because "after an accident, the insurer pays out the current value of your car (based on their estimate)," said NerdWallet. "But if you're upside-down, you'll owe the lender that amount, plus your negative equity — possibly several thousand dollars out of pocket."

How can you get out of an upside-down car loan?

If you are upside-down, there are several ways to get right-side-up:

• Contact your lender to see what options they might offer
• Make additional payments to start building equity faster
• Refinance to shorten your loan term, which will help you catch up quicker
• Hang onto your car until your loan is paid off

Helsinki has been hailed as the road safety capital of the world, after city officials revealed there has not been a single traffic-related fatality in the past year.

While road deaths have declined by an average of 3% across EU countries, according to recent European Commission figures, "they are still commonplace in metropolitan areas", said Politico. So, "to go a full year without one is a remarkable feat for most cities – let alone a European capital".

'Vision Zero'

The achievement is the culmination of years of work to reduce and then eliminate road deaths in Finland. The country adopted a "Vision Zero" traffic safety strategy in the early 2000s, guided by a set of principles and policies that, said The Guardian in 2020, "shifts responsibility for crashes from road users to the designers of the road system". If there is a crash, "it is up to authorities to ensure that it does not happen again".

Helsinki's traffic fatalities have been declining ever since. It recorded zero pedestrian fatalities in 2019, with the city's last fatal traffic accident occurring in early July 2024. Traffic-related injuries in the capital have also plummeted from 727 in 2023 to 14 in 2024.

For context, there were a total of 20,418 deaths on EU roads in 2023, with two countries, Lithuania and Latvia, registering an strong increase (33% and 26% respectively), according to a European Transport Safety Council report.

'A handful of small changes'

Helsinki's success does not come "from any one major policy shift but from a handful of small changes" that add up to "meaningful impact" said MSM. By focusing on safer people, safer roads, safer vehicles, safer speeds and better post-crash care, the aim is to create "multiple layers of protection, so if one fails, the others will create a safety net to lessen the impact of a crash", said Forbes

More than half the city's streets now have a speed limit of 30 kph (less than 20 mph), a decision driven by data showing the risk of pedestrian fatality is cut in half by reducing a car's speed of impact from 40 kph to to 30 kph, said Politico.

And "street design has also played a key role", said Finnish news outlet YLE. "Pedestrian and cycling infrastructure has been significantly upgraded" and "more traffic cameras and automated enforcement systems have been introduced". In many areas, "roads have been narrowed and trees have been planted with the deliberate goal of making drivers move more cautiously", said Politico.

Other measures include "improving the traffic skills of different road users", said Forbes, as well as increasing motorcycle and moped helmet-wearing rates to nearly 100%, and "allowing the police to make random alcohol and drug tests". Finland is also the only country in Europe to conduct an in-depth investigation into every single fatal collision.

The European Transport Safety Council has recognised the country's carefully co-ordinated progress in road safety. "In Finland, they say, 'Vahinko ei tule kello kaulassa'," said ETSC director Antonio Avenoso. This "roughly translates as: 'Accidents don't come with a bell around their neck'".

Customers mis-sold car financing could still be entitled to compensation, despite last week's landmark Supreme Court ruling that sided with lenders.

The Financial Conduct Authority (FCA) announced it will consult on a payout scheme later this year, just days after a "worst-case scenario for the industry" appeared to have been avoided, said The Times.

"It is the latest twist in a scandal that had caused consternation at the very top of the government over fears of the size of the hit lenders may face."

What was the controversy about?

Between 80% and 90% of cars in Britain are bought with finance: loans paid off in monthly instalments. The cost includes interest added by the brokers who sell the finance plans on behalf of the lender and receive a commission in return.

Before 2021, some car finance lenders had what was called a "discretionary commission arrangement" with brokers in which they earned a higher commission if customers were given a higher interest rate. "This incentivised sellers to maximise interest rates, which meant many were unfairly charged too much," said Sky News.

The practice was banned by the FCA in January 2021, but millions of customers claimed they had already been overcharged and were seeking compensation. Some 80,000 open cases made to the Financial Ombudsman Service were effectively on hold pending the outcome of a court ruling last Friday.

What did the courts rule?

Last October, the Court of Appeal sided with customers, ruling that some commission arrangements amounted to bribes and a breach of the obligation car dealerships had to their consumers. Those affected should be entitled to receive compensation equivalent to the commission, the court said.

City analysts estimated that car finance providers could have been liable for up to £44 billion in total, which would have made it one of the biggest compensation payouts in British history.

But lenders – and Chancellor Rachel Reeves, who had voiced concerns about the potential impact on economic growth – were handed a reprieve on Friday after the Supreme Court dismissed the two central arguments brought by customers. It effectively found that commercial relationships are based on self-interest, and thus dealers had no duty to act in customers' interest.

The ruling did not let lenders off the hook completely, leaving open the possibility of compensation claims for particularly large commissions.

Will customers get any compensation?

Following the ruling, the FCA has announced it will consult on launching a payout scheme, which will start in October with the first payments expected next year.

The regulator said those eligible will probably be entitled to a payout of no more than £950, depending on the "degree of harm suffered by the consumer and the need to ensure consumers continue to be able to access affordable loans for motor vehicles". Individuals do not need to use costly claims management companies to register their claims and those who have already registered a complaint do not need to take any further action.

While it is "hard to estimate precisely at this stage the total cost to industry", the regulator said it is likely to be between £9 billion and £18 billion, the BBC reported. The industry is "expected to cover the full costs of any potential compensation scheme, including any administrative costs".

Car finance lenders, including some of the UK's biggest banks, had already set aside billions of pounds for potential payouts.

'I'll never have a car payment. Here's my secret.'

Khalil AlHajal at USA Today

During "lean financial times in my life, avoiding a monthly car payment was key," says Khalil AlHajal. Buying a "beater at auction or directly from another owner can be surprisingly smooth and quick." For the "driver who doesn't mind a little rust around the edges, there are affordable options out there." You "might just need to dig up and dust off that old cassette tape collection to keep the cruising music playing."

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'The world cannot stand by with Gaza on the brink of famine'

José Andrés at The New York Times

People of "good conscience must now stop the starvation in Gaza," says José Andrés. There is "no excuse for the world to stand by and watch two million human beings suffer on the brink of full-blown famine." The "hunger catastrophe in Gaza is entirely caused by the men of war on both sides." We are "far beyond the blame game of who is the more guilty party." A "starving human being needs food today, not tomorrow."

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'Abraham Lincoln's empathy is what our divided nation needs'

Christi Parsons at the Chicago Tribune

For "those in office, the life of Lincoln is a guideline," says Christi Parsons. They "can reject the dogma of hatred in discussing immigration." But the "work of public compassion isn't all on their shoulders." We "can train ourselves individually for compassion." A "good first step is the one Lincoln modeled all his life," and we "can start today by using compassionate language, a practice that can lead to feeling it in the heart."

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'Hulk Hogan was a father-like hero and that includes his flaws'

Travis Bland at The Charlotte Observer

Hulk Hogan "manifested what most children feel about their dads," says Travis Bland. But "Hogan couldn't shield himself from his imperfections forever, his grandeur and legacy eroding through public disgraces over the decades." He was "exposed for his flaws as his fans aged along with him — an embodiment of many father-child relationships." To "believe the man was only his flaws would be to embody the exact, judgmental quality that Hogan exposed in degradation of himself."

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If you are planning to take out an auto loan to purchase a car, you now may get a tax break thanks to President Trump's recently passed tax cut law. One of the many provisions introduced under the wide-ranging One Big Beautiful Bill Act is a tax deduction on auto loan interest.

However, eligibility for this tax break is contingent upon meeting narrow criteria — only new cars assembled in the U.S. qualify for the credit. And while the deduction will be up to $10,000, it likely "won't do much to help car buyers facing price hikes from tariffs" that Trump is imposing, said NerdWallet.

How does the car loan interest deduction work?

The new auto loan interest tax deduction "temporarily lets car buyers write off up to $10,000 a year in interest paid on qualifying auto loans," said Kiplinger. Unlike many tax breaks, which require filers to itemize their tax returns, this deduction is "'above-the-line,' meaning it will apply to people who claim the standard deduction and those who itemize," said NerdWallet.

The tax break will start in 2025 for eligible car purchases (more on those below) and run through 2028.

Who can get the new deduction for auto loans?

Claiming the auto loan interest deduction requires meeting certain criteria, both for the vehicle purchased and the buyer's income. Specifically, the vehicle must be:

New. Only new vehicle purchases qualify. Used cars are not eligible.

For personal use. "The vehicle must be for your personal (i.e., non-business, non-commercial) use," though it can "include cars, motorcycles, minivans, vans, sport utility vehicles and pickup trucks," said CNN Business, citing David Mellem, an enrolled agent who runs Ashwaubenon Tax Professionals in Wisconsin.

Assembled in the U.S. The vehicle will only qualify if its final assembly happens in the U.S., which "some industry manufacturers say would exclude many popular imports," including "models from Honda, Hyundai, Nissan and Toyota," said Kiplinger.

Additionally, the full deduction is only available for single filers with an adjusted gross income up to $100,000 ($200,000 for joint filers). "The deduction amount decreases $200 for every $1,000 over that income threshold," said Fast Company, citing CNN.

How much is the auto loan interest deduction worth?

Given that auto loan interest rates "vary by customer," that means "the savings will, too," said The Associated Press.

But experts do not expect many buyers to get the maximum $10,000 deduction. To claim that, a person would "need to get an auto loan of more than $110,000," said NerdWallet, citing Cox Automotive Chief Economist Jonathan Smoke. However, "only about 1% of all auto loans are of that size," with the average new vehicle transaction price around $49,000. Instead, said Cox to the outlet, the "typical new loan really would only see around $500 benefit."

Despite Formula 1 being a cultural touchstone for millions across Europe, the sport has historically struggled to gain significant traction in the United States. That has been flipped upside down in recent years. The open-wheel racing organization is gaining steam in the U.S., where NASCAR has long dominated the auto racing market.

Thanks to some key marketing and business decisions, Formula 1 has finally cracked the code on getting eyeballs and market share in the U.S. Crucially, the Netflix show "Formula 1: Drive to Survive" introduced millions of Americans to the sport. But while Formula 1 has undoubtedly experienced an increase in its U.S. viewership, some industry experts say there may be nowhere left for it to go.

How popular is Formula 1 in the US?

Formula 1 fandom in the U.S. has been growing rapidly over the past few years. The 2025 Global F1 Fan Survey, performed by the organization itself, polled Formula 1 fans in 186 countries. Of all of these nations, the U.S. "accounts for the largest share of respondents of any individual country," said the survey.

Younger audiences have largely been pushing this wave of Formula 1 popularity, and in the U.S., at least 70% of Gen Z fans "engage with F1 content daily," said the survey. Many fans seem to enjoy the races not only on television, but also in person. Among all U.S. respondents to the survey, at least "73% plan to attend a US race in the future" and "37% have purchased F1 merchandise."

In all, there are about "52 million F1 fans in America, an increase of more than 10% from 2024," said Motorsport.com. On ESPN, which broadcasts races in the U.S., the network's "live race audience has doubled since 2018 and so far this year there has been a noticeable increase in viewers for the opening five rounds of the championship."

Why has Formula 1 become more popular in the US?

The Netflix series "Formula 1: Drive to Survive" certainly played a role, and has been "credited with everything from helping F1 crack the U.S. to rejuvenating the sport itself," said CNBC. But the "Netflix effect" is only part of the reason why Formula 1 has taken off stateside.

Formula 1 has made inroads in the U.S. due to a "blend of pivotal elements — strategic maneuvers that recalibrated its course, collaborative efforts that enhanced captivating broadcasts and the burgeoning emergence of American talents" in a sport still dominated by Europeans, said USA Today. One notable decision that precipitated Formula 1's rise was the "expansion of Formula 1 races going beyond the United States Grand Prix, growing from two events in 2017 to three by 2023." These circuits "played a pivotal role in enhancing the sport's appeal" and "didn't just host races; they became epicenters of electrifying events."

American companies have also been getting in on the action by partnering with Formula 1 races and teams, creating sponsorships to draw in more fans. Since "2018, the number of American-based partners has more than doubled," said Bjorn Stenbacka of Spomotion Analytics to Motorsport.com. To "see the reach of American brands, Ferrari is a great example." Ferrari's racing division, Scuderia Ferrari, is widely considered the most iconic and popular Formula 1 team in history, and Italy has been the "number one country on its partnership list" from the beginning. But in 2024, the "U.S. passed Italy — a historical switch — and this year, so far Italy and the U.S. are equal."

Today, the team is officially known as Scuderia Ferrari HP after a branding deal with American technology company HP. All of these factors combined have resulted in a major boom in U.S. viewership. The 2024 Miami Grand Prix "attracted the largest live U.S. television audience on record for F1 as an average of 3.1 million viewers watched," said ESPN. As with other races, younger people made up a majority of the viewership; the "audience in the persons ages 18-49 demographic averaged 1.3 million."

Has this popularity plateaued?

Despite Formula 1's obvious U.S. growth, there are concerns that its popularity may have reached its peak. This was especially evident after the 2023 racing season, because while "attendance at live events stayed relatively strong in 2023, American TV ratings tumbled a bit," said The Athletic. The numbers increased in 2024, but there are still viewership oddities, particularly when it comes to the Miami Grand Prix.

That race "averaged 3.1 million viewers (a record for an F1 event)" in 2024, but "this year the number was about 30% lower, though that still makes it the year's most viewed race," said Bloomberg. However, there may be a simple explanation for why Formula 1 saw a tapering off: a lack of competition on the course.

This is largely because of the on-track supremacy of Max Verstappen. The 27-year-old Dutch-Belgian phenom has become a dominant force driving for Red Bull Racing and has become the face of Formula 1. Throughout 2023 and 2024, there was "consternation within the sport that Verstappen's stranglehold on the competition could jeopardize F1's hard-fought expansion of its U.S. fan base," said Front Office Sports. Verstappen drove to victory so regularly (particularly in 2023 when he won 19 out of 22 races) that any race he is a part of is "never going to be the best to watch, and the only exciting races have been the ones that Max is not in," said McLaren driver Lando Norris.

But while Verstappen dominated in 2023 and 2024, his 2025 has been far less successful, and he has only won two Formula 1 races in the first half of the year. This means that the races are getting more competitive and as a result, viewership could rise again. Verstappen's "lack of dominance has been a positive development toward making the sport feel less formulaic," said Bloomberg. And a tapered fandom could be burst wide open if an American were to see the kind of on-track successes that Europeans do.

If "you do get a U.S. driver and they are flamboyant, loud and successful, which is the most important piece, it could unlock a new level of viewership," John Suchenski, ESPN's senior director for programming and acquisitions, told Bloomberg. "I don't think it's necessary for the sport to thrive, because it does well with these international stars and the teams' brands are so strong, but it's an opportunity for growth if it were to happen."

The odds that an American driver dominates Formula 1 are probably low. A U.S. driver has not won a Formula 1 race in nearly five decades — Mario Andretti was the last to do so in 1978. While 58 American-born drivers have participated in Formula 1 races, the sport does not currently have any drivers born in the United States.

The Rolls-Royce Ghost has long been the brand's quietly confident bestseller, blending a driver-focused experience with cutting-edge technology and timeless elegance. Since its complete revamp in 2020, the new Series II, which we took for a spin, has been given a subtle but meaningful facelift.

Design, refined

From the outside, the updates may be understated, but together they work beautifully. The reshaped front air intakes and sharper headlamp design bring a modern precision to the Ghost's otherwise classic form. At the rear, Spectre-inspired tail lights introduce vertical light panels accented by a discreet chrome flourish. Clients can also spec from two new striking 22-inch, nine-spoke wheel designs.

Inside, the new Spirit of Ecstasy clock cabinet takes centre stage on the dashboard. It houses an elegant analogue timepiece and an up-lit, mirror-polished, solid stainless steel Spirit of Ecstasy figurine – a miniature sculpture that catches and plays with ambient light. There are also more options for customisation of the textiles, allowing clients to further tailor the cabin's mood to their personal tastes.

Power and poise on the road

Let's not mince words: the Ghost is a large car. At over 5.5 metres long and just shy of 2.5 tonnes, it was particularly noticeable on tight Shropshire lanes, where its immense power and bulk needed to be handled with care. But get it on to a motorway and it transforms, devouring distance with supernatural ease and comfort.

This is thanks to Rolls-Royce's renowned "Magic Carpet Ride", an intricate system that employs air springs, adaptive dampers and a camera to literally read the road ahead, preemptively adjusting to ensure every journey is serenely smooth. The sheer quietness inside, a product of over 100kg of sound-deadening material, elevates the experience to an almost meditative state.

Under the bonnet lies Rolls-Royce's sublime 6.75-litre twin-turbocharged V12 engine, putting out 563bhp and a colossal 850Nm of torque (where's the towbar!). Despite its size and weight, the Ghost sprints from 0-60mph in just 4.6 seconds. That figure is impressive in isolation, but it's the way it delivers that speed that stuns: smooth, seamless and entirely devoid of drama. The eight-speed gearbox is so discreet you'll never notice it shifting; Rolls-Royce even replaces the traditional tachometer with a "power reserve" dial, a small but telling sign of the brand's priorities.

Official fuel economy is around 18mpg, but I averaged just over 20mpg across a few hundred miles of mixed driving – a pleasant surprise. In town, though, the throttle could feel a little twitchy. In stop-start traffic, a slightly keen press on the pedal would trigger more enthusiasm than expected, the V12 raring to go. Compared to my daily EV, which delivers power with quiet restraint, the Ghost feels like it's always limbering up for a sprint.

An interior of unrivalled luxury

Inside, it's as serene and sumptuous as you'd expect. The thick sheepskin carpets are heaven underfoot. The push-pull air vents are tactile perfection. Natural open-pore wood sweeps across the dash. Massage seats up front and in the rear ensure every journey feels like a spa day. The "Starlight Headliner" overhead – hundreds of fibre-optic lights mimicking the night sky – is still a delight, though its presence means no sunroof, leaving the cabin feeling slightly more enclosed.

The gear shifter, mounted on the steering column, cleverly frees up the centre console, which houses a large rotary controller, a few elegantly milled buttons, and cup holders. The touchscreen infotainment system is perfectly adequate: pair it with Apple CarPlay or Android Auto to access your usual phone apps. Rear entertainment screens offer independent viewing and streaming capabilities, though in our case, they stubbornly refused to cooperate, much to the dismay of my kids.

But in every other way, the Ghost's back seats are truly luxurious. Massaging, reclining chairs. Thick lambswool mats. Optional champagne fridge, with flutes and crystal tumblers nestled in the centre armrest (at the expense of the middle seat). Picnic tables fold out to reveal the rear screens. And, of course, those glorious coach doors open and close at the touch of a button. The umbrella hidden in the door cavity remains the best automotive party trick in the business.

The Ghost Series II starts at around £250,000, with the "Black Badge" version pushing £280,000. But no one buys a Rolls-Royce off the shelf. Each one is a bespoke commission. Add a few personal touches, and you'll glide past those base figures without difficulty.

The verdict

The Ghost Series II demonstrates Rolls-Royce's masterful ability to evolve without compromising its core values. It remains an incredibly capable and refined vehicle, offering a driving and passenger experience that sets it apart. This facelift cements its position as a compelling choice for those seeking the ultimate in discreet luxury and effortless performance.

Aston Martin has been on "storming" form recently, and that continues with the "fantastic" Roadster version of its new Vantage coupé, said Top Gear Magazine.

Developed in tandem with the coupé, you get the same 656bhp and 789lb-ft torque from the twinturbo V8 engine; and the Roadster's top speed is also 202mph. The 0-62mph time is a fraction slower at 3.6secs – still seriously impressive for a rear-wheel drive car. It's not perfect, but a car with this much character "is a rare treat indeed".

This "immensely competent" two-seater "oozes the same muscular presence" as its sibling, said Evo, with identical Michelin Pilot Sport S 5 tyres. The ride is on the firm side for a convertible, but this helps it retain the alertness and direct approach of the coupé, and the sharp handling makes even "the most mundane journey feel special". The boot has shrunk to 200 litres, but this is still bigger than most rivals. Aston claims the Roadster can do 23mpg, and thanks to its 73-litre fuel tank it has a 300-mile range.

It is a "fearsome" car, "as fast and exciting as it is beautiful", said Auto Express, and it has a "monstrous V8 soundtrack to match". Inside, the Roadster has the same "gorgeous cabin and fine driving position" as the new coupé. Aston has listened to its critics and increased the font sizes for the digital displays, making them easier to read, though the touchscreen is still laggy, with fiddly menus. The roof folds away in a record-breaking 6.8secs, at speeds of up to 31mph. "Boasting even more style" but no less performance, the Roadster feels just like the coupé, but with the bonus of being able to drive with the top down.

Men generally have bigger feet than women – and a bigger carbon footprint too, according to new research.

A joint UK-French study, at the LSE's Grantham Research Institute on Climate Change and the Environment, found that men cause 26% more planet-warming gas emissions than women do, mainly because of the cars they drive and the meat they eat.

The researchers analysed French survey data on food consumption and transport patterns – the two factors that, together, account for 50% of the carbon footprint of French households. They found that, for men, the average annual carbon footprint associated with food and transport was 5.3 tonnes of carbon-dioxide equivalent; for women, it was 3.9.

The difference between the sexes is mainly accounted for by men's higher consumption of red meat and greater use of cars – both "often associated with male identity", concluded the study authors in an LSE press release. "Our results suggest that traditional gender norms, particularly those linking masculinity with red-meat consumption and car use, play a significant role in shaping individual carbon footprints," said study co-author Ondine Berland, a LSE fellow in environmental economics.

'Striking' gender gap

"Research into gender gaps is often plagued by difficult decisions about which factors to control for," said The Guardian. Men need more calories than women, for example, but "they also eat disproportionately more than women". Men also tend to drive longer distances when commuting, and they also generally have higher incomes, which are themselves "correlated with higher emissions".

But, even after the study authors controlled for socioeconomic factors such as income, job type, household size and education, the emissions gap between men and women was still a significant 18%.

It is "quite striking that the difference in carbon footprint in food and transport use" between French men and women is "around the same as we estimate" globally for high-income people compared to lower-income people, study co-author Marion Leroutier, an assistant professor at Crest-Ensae Paris, told the paper.

Higher personal costs

The carbon-footprint gap the study identifies could help explain "the growing climate concern gap between men and women", said The Independent. It's possible that men are less inclined to support climate action because there are "higher personal costs" for them in doing so, such as giving up red meat and reducing car use.

Alternatively, it could be that women's lower-carbon lifestyles "might reflect and reinforce deeper values and priorities": their carbon footprints are smaller because they're more concerned about the climate.

Either way, it's clear that "public messaging and policy design" on lowering emissions needs "to take social norms and gender roles into account, not just market signals or price incentives". Strategists wanting to target "high-emission activities like driving and eating meat" need to factor in that this will "disproportionately affect men, especially those who associate consumption with identity or status".

And the rewards of successful messaging could be impressive. If all adult men adopted the average food and transport "carbon intensity of women", say the study authors, France's emissions from food and transport would fall by more than 13 million tonnes of carbon-dioxide equivalent a year. That's about triple the emissions decrease that France is targeting across those sectors, to comply with its 2030 climate targets.

'America's roads are killing us'

Andrew Rogers at The Hill

For "generations, America has approached road safety with a reactive mindset: wait for fatalities, then fix the road," says Andrew Rogers. This has "left us with roads built for speed and sprawl, not safety and sustainability." Americans "need to stop looking in the rear-view mirror when it comes to safety — and start seeing risk before it becomes tragedy." Drivers "interact with smart traffic signals, adaptive speed enforcement, telematics and digital sensors." These "patterns reveal design flaws we can fix."

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'Like Michelle Obama, I lost my mother last year. Here's what the year has taught me.'

Desiree Cooper at MSNBC

Exhausted "mothers never retire. If they live long enough, they become matriarchs," says Desiree Cooper. Michelle Obama "isn't having it." It's a "cruel twist to tell a woman she needs to become the top trad-gran after she's already dedicated the lion's share of her life to her family." If Obama "doesn't want to become her tribe's connective tissue, then she may also need to use her time in therapy to define what it means to be a matriarch."

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'Kamala Harris 2028? Hard pass.'

Liza Featherstone at The New Republic

The "most important factor in Donald Trump's win was that Kamala Harris lost," says Liza Featherstone. Harris is "not lacking in charisma," but she "embodies the stereotype of the out-of-touch political elite that Democrats should be rejecting." Her "proximity to the Silicon Valley rich kept her from embracing even a Biden-level of populism and helped her lose the 2024 election." The "next party leader should not come from the social circles of the coastal superrich."

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'I work with sex trafficking victims. Here's how Diddy's trial could help them.'

Beck Sullivan at USA Today

With "Sean 'Diddy' Combs' trial for sex trafficking charges now underway, the public will be exposed to a rare, high-profile human trafficking case," says Beck Sullivan. But there is an "invisible audience paying close attention: current victims of human trafficking who don't yet recognize their own exploitation." When "inaccurate media representations become our cultural standard for human trafficking, real victims will continue to go unseen." It's "crucial we resist the urge to fit victims into familiar molds."

Read more

Drivers could be set for a boost as recent falls in petrol prices are predicted to accelerate further.

Average petrol prices have been falling in recent months due to a drop in the cost of oil. The typical price for unleaded petrol is now 134.11p or 140.62p for diesel, according to the RAC.

It comes as oil-producing states such as Saudi Arabia and Russia have increased production of Brent crude, said the Daily Telegraph, amid fears that President Donald Trump's trade war "will cause demand for fuels to drop as the economy slows".

The RAC is "calling for further cuts at the pumps" as, despite some prices dropping, the reduction in wholesale costs isn't being fully passed on. Therefore, many people will be looking for the best ways to save money at the petrol pump.

Drive more efficiently

Your style of driving can have a "big impact" on how much fuel you use, said The Times Money Mentor.

To save money, consider keeping an eye on "when you brake and how fast you're going". Doing so can keep fuel use down and cut costs.

Check your tyre pressure

A well-maintained car can be more fuel-efficient, and therefore save money.

If your tyre pressure is too low, said MoneySavingExpert, this can "increase drag on a car" which will then use more fuel. Keeping your tyres at the correct pressure for your car means you will need "less oomph to keep it moving".

Avoid air conditioning

Air conditioning may be useful to "keep you cool and comfortable" when driving in the summer months, said KwikFit, but it can "increase your fuel usage by as much as 10%".

The effects can be "particularly noticeable" on short journeys if you are looking to cool the car down quickly. So you may be better off by switching it off, especially if you aren't driving far.

Don't get dragged down

You can reduce fuel usage if you "ditch the clutter" such as roof racks or bulky items that are weighing down your car, said The Times Money Mentor, as this will help your vehicle accelerate more easily on less fuel.

Even keeping windows open or displaying football flags that you attach to your vehicle to "show support" for your country during the World Cup can decrease your MPG, added the RAC.

Compare fuel prices

It is also possible to shop around for better fuel prices.

The RAC has a Fuel Watch webpage that regularly updates average petrol prices on forecourts and at supermarkets, while CarWow also has a tool that lets drivers enter their postcode to find "the most affordable options" in the area for fuel.

Since its launch in 2019, the Defender has been a huge hit, said Top Gear Magazine, and Land Rover has a simple aim for its new Defender Octa: "to be the world's fastest off-roader" yet. Three years in the making, it has been re-engineered to take even more punishment.

The Octa is 28mm higher and 68mm wider than previous models, "with muscular wheelarch extensions". It has a new 627bhp BMW-sourced 4.4-litre twin-turbo mild-hybrid V8 engine with an eight-speed automatic gearbox, but the "big news" is the "6D Dynamics" air-suspension tech that renders traditional anti-roll bars redundant.

Off-road, the car seems to 'float'

This "astonishing" tech is possibly "the defining piece of the Octa puzzle", said Evo, allowing for flatter, calmer cornering. The Octa is "an unexpected thrill to drive", making the regular Defender look "a touch meek".

Despite weighing 2,585kg, it can reach 60mph in 3.8 secs in launch mode, and "gathers momentum with serious pace", while remaining composed; the brakes are "suitably impressive" too. Off-road, the car seems to "float", absorbing any impact with "engineered excellence".

An 'extra-special off-roader'

Land Rover has thrown out the rulebook to create a "tough" and "phenomenally capable 4x4", said Autocar. The all-terrain tyres give an assured level of grip, even on the road; less rugged all-season tyres or Michelin Primacy road tyres are an option for those who want to go faster. The dash is simple, with an intuitive touchscreen featuring excellent off-roading cameras; and the new "body and soul" bucket seats with vibro-acoustic tech are supremely comfortable. This "extra-special off-roader" should be in a class of its own.

If you are hoping to land a deal on your next car, the last few months of the year is the time to strike. Often, carbuyers can find the best deals starting in the fall through early winter, ahead of new models hitting the lots in the new year.

But if you really want to squeeze as much savings as possible out of your next car purchase — especially amid potential price hikes due to tariffs — you can get even more granular about timing than just general seasons. Certain parts of the month and even specific days of the week can increase your odds of shaving off just a little more from the price.

When can you get the best deal on a car?

October through December is generally the best time to purchase a car. But if you "want to get the best deal, you might want to wait until December, even though you'll run the risk of having fewer cars to choose from," said Edmunds.

If you don't want to hold out until December, at least try to wait until the month's end. That's because "you're likely to find competitive car-buying deals toward the last week of any month or quarter," since "this is when car salespeople are more motivated to slash sticker prices even if it means they'll get lower commissions," said MarketWatch.

As for which day of the week to go in, "Monday is usually the best day of the week to buy a car" since "showrooms will be the least busy," said MarketWatch. However, Tuesday or Wednesday can also be a good bet, especially in areas where dealerships aren't open on Sundays, said Edmunds.

Does the same timing apply for buying a used car?

In short, yes. Fall tends to be a "good time" to buy a used car, said GOBankingRates, especially if you plan to "head to your local car dealer," as "you'll likely find that they're trying to move their current inventory off the lot as quickly as possible."

But the start of the calendar year, when the weather is colder, may be even better. If you have a high level of control over your timing, "New Year's Eve and New Year’s Day" in particular "are the best days of the year to buy a used car, because there are 47.9% more deals than average," said CNBC, citing analysis by iSeeCars, a search engine for used cars. Martin Luther King Jr. Day marks "the second-best time of year to buy a used car, with 43.3% more deals than usual."

Another "sweet spot" for used car buyers is from early April to early May, said The Wall Street Journal, because "when people get their tax refund back in the spring, a lot of them go car shopping." This can lead dealerships to "compete for customers by offering deals."

Are some years better than others for buying?

It is important not to lose sight of the forest for the trees when car shopping. While certain days of the week and periods of the year can offer better deals, the broader context of what is going on with the economy that year can have a sizable impact on prices as well.

In 2025, a major thing to watch is Trump's tariffs and how they are affecting the auto industry. This year, buying sooner than later may actually end up being less costly, since "by the end of the year, if not sooner," it is expected that tariffs "will force sticker prices to rise significantly," said The New York Times. Given added costs on imported cars and car parts, "prices could be 8% higher," effectively "pushing the average selling price of a new car above $50,000," said the Times, citing Cox Automotive. Plus, due to the added costs that automakers have been absorbing, "shoppers will see fewer options," particularly when it comes to "entry-level models" affordable to buyers on a budget, said auto industry publication Car and Driver.

For buyers planning to take out an auto loan, the trajectory of interest rates that year is also important to keep an eye on. Although personal factors like your credit score hold sway on the rate you receive, the broader interest rate environment matters too. "When the federal funds rate is up, auto loan rates typically follow suit," said Experian; "once inflation becomes more manageable and the Fed cuts its interest rate, however, that move trickles down to lenders, which often lower their interest rates as well." In August 2025, Federal Reserve Chair Jerome Powell "gave a tepid indication of possible interest rate cuts" ahead, though decisions will ultimately hinge on labor market conditions and the impact of Trump administration policies, said CNBC.

Another change this year that buyers should factor into their calculations is Trump tax bill's new auto loan interest deduction. The tax break, which "will start with purchases made in 2025 and run through 2028," allows car buyers to "write off up to $10,000 a year in interest paid on qualifying auto loans," with no need to itemize, said Kiplinger. There are several caveats to the deduction, however, including that it "doesn't work with used cars or with loans taken out before 2025," and that the car you purchase "must have its 'final assembly' in the United States," said USA Today.

How else can you score car-buying savings?

Of course, timing isn't everything when it comes to buying a car. Other tips to keep in mind include:

Get pre-approved before you start shopping. Before you enter a car dealership, get pre-approved for a car loan. This can help you understand how much you can afford to spend and whether your credit needs improvement, said NPR. You will also have more leverage to negotiate.

Do your research. It's also smart to gather lots of information, including on vehicles and their features, the fair market value and average selling price. "When car dealers know you've done your homework, they are more likely to offer their best deal first," said GoBankingRates.

Comparison shop at different dealerships. Shop around and compare what different dealerships can offer. One approach here is to "call, text or email the internet sales department of three dealerships that have the car you want" and "ask each for the total selling price, including any additional accessories that may have already been installed on the car," said Edmunds. Then, either take the best offer or bring it to the other dealerships to see if they'll do even better.

Improve your credit score. Another way to lower the rate you get on your next auto loan is by boosting your credit score, whether by lowering your credit utilization or fixing any errors on your credit report.

What happened

President Donald Trump said Wednesday he would impose a "25% tariff on all cars not made in the U.S." starting April 3. The White House said the tariffs would also apply to most auto parts, temporarily excluding those produced under the U.S.-Mexico-Canada trade agreement.

Who said what

"This is permanent," Trump told reporters in the Oval Office. "I think our automobile business will flourish like it's never flourished before." The tariffs could "increase domestic auto production," but likely not for "several years," The New York Times said. The steep import taxes "could also backfire economically, harming the U.S. auto industry by squeezing its profits and slowing its sales."

If the full tax is passed onto consumers, prices on imported vehicles "could jump by $12,500, a sum that could feed into overall inflation," The Associated Press said. Cox Automotive predicted a $6,000 increase on cars made in Mexico and Canada and an extra $3,000 for cars built in the U.S., given the tax on auto parts. "Bottom line: lower production, tighter supply and higher prices are around the corner," Cox chief economist Jonathan Smoke said Wednesday.

What next?

The auto tariffs will be on top of other import taxes Trump has imposed in his growing trade war, including "reciprocal tariffs" he plans to roll out April 2.

Car insurance costs are on the rise, but you may not pay as much if you are covering a vintage vehicle.

The average annual cost of car insurance in the final quarter of 2024 was £621, according to the Association of British Insurers.

The figure is up 15% annually "against a backdrop of total claims payouts that were 17% higher in 2024".

But when it comes to premiums in the classic car market, there is quite a difference.

When does a car become a classic?

There is no "definitive answer" on when a car becomes a classic, said CompareTheMarket, with some thinking it is based on "timeless design and technological or nostalgic value".

If you use the car tax exemption date of 1984 as a cut-off, then any car over 40 years old is classic "even if it's not very desirable," said the comparison website.

HMRC considers a car to be classic when it's over 15 years old and has a market value above £15,000, said Howden Insurance, but some insurers may require the car to be 25 or 30 years old "to qualify for classic car insurance".

A classic car "can be anything from an Aston Martin or a vintage Porsche to any make of car that's older than 15 years", said Uswitch, so it is possible you've been driving one "without even knowing it".

Most classic car policies start once a car is at least 20 years old, said Carwow, and they are "usually much cheaper than you'd expect".

How much is classic car insurance?

Classic car cover is often cheaper than a standard insurance policy, said Go.Compare as vintage vehicles are typically "well-maintained, stored safely and driven less frequently".

These policies are for drivers who use older cars "infrequently and mainly for 'leisure' purposes", said MoneySavingExpert, so they won't cover you for "doing the school run or daily commute".

As with standard car insurance, you can get third party, third party fire and theft and fully comprehensive cover.

Classic car policies will also ask for an agreed valuation, said Which? – this is a "pre-agreed sum" your insurer pays out if your car is declared a total loss.

There is also cheaper "laid-up cover" covering vintage vehicles that are no longer driven on the road but still require damage, fire and theft insurance.

How to cut the cost of classic car insurance

Like all insurance, said Howden, "there's no one-size-fits-all cost" for classic car insurance.

Premium costs will depend on value, age and your claims history.

Classic cars won't have the same security features as a modern-day vehicle, added Uswitch, so installing an alarm or immobiliser will improve security, but "check with your insurer what impact it will have on your premium".

General car insurance "hints and tips", such as keeping the car in your garage and reducing mileage, "can also be applicable to classic car insurance", said MoneySavingExpert, adding that joining a car club could "knock up to 25% off your insurance".

Car club membership is seen as evidence of your "commitment to taking good care of your car", said Go.Compare.

Some insurers may require owners to keep the car in a garage or to limit mileage, but "despite these caveats", said SlashGear, premiums can be a "bargain" compared with regular insurance.

BYD Dolphin Mini

Having made inroads into the UK with the Seal and full-size Dolphin, Chinese auto giant BYD (Build Your Dreams) is now targeting the small-electric-car market with its Dolphin Mini (pictured above). Priced to rival the UK's cheapest electric car, Dacia's Spring, the Dolphin Mini seats four, and claims a range of 175 miles. But it lacks "oomph": with a small front-mounted 74bhp motor, it takes nearly 15 seconds to get to 62mph (from £16,000).

Dacia Bigster

Due in the spring, this large family SUV (a size up from the Dacia Duster) could tempt buyers away from rivals such as the Kia Sportage, owing to its relatively bargain price, bigger than usual boot and good fuel economy (up to 50mpg). There will be two petrol engines – a mild hybrid and a 155bhp full hybrid. Inside, no-frills Dacia has stripped out excess software, and (thankfully) opted for more simple controls with physical buttons (from £25,000).

Volkswagen ID.2

Said to be an "homage to the Golf, Polo and Beetle", the ID.2 is aimed at the suburban supermini market. It's a nippy (0-62mph in about seven seconds), cheap and practical electric hot hatch; it will be front-wheel drive, with a new 223bhp motor and a choice of two batteries (38kWh and 56kWh) for a range of up to 280 miles; and there will be a GTI version too. Inside, there is a large 12.9in central touchscreen (from £21,000).

Ford Puma Gen-E

Unveiled at the end of last year, Ford's Puma electric looks set to rival family favourites the Kia EV3 and Renault 5. The Romanian-built crossover has a 43kWh battery, with a WLTP range of 233 miles, and is expected to take just 23 minutes to charge from 10-80% using a 100kW fast charger. The boot is huge, and with the frunk, there's up to 566 litres of space. Inside is a 12in touchscreen and a 12.8in digital display (from £29,995).

Range Rover Electric

Jaguar Land Rover claims its all-electric luxury Range Rover will be nearly as good off-road as the petrol version, with a wading depth of 850mm, and torque management to each wheel to help with agility. It should be smooth on motorways too. Capable of 0-62mph in 4.5 seconds, it has a claimed range of 300 miles on a charge, and with electric architecture of 800 volts, recharging is likely to be fast (from £104,000).

Renault 4 E-Tech

Following the success of the new Renault 5, there are high hopes for this larger, smart electric compact SUV. The Comfort model has a 150bhp motor and a 52kWh battery, capable of 249 miles, while the cheaper Urban Range can do 186 miles. Built for urban use, the Renault 4 is likely to strike the balance between ride and handling, with a "gloriously retro interior", plus an electronic voice assistant (from £28,000).

President-elect Donald Trump's second term in the White House is days away. With the second iteration of the Trump administration on the horizon, some are wondering how the incoming president's likely lackadaisical stance on regulations will affect the United States — with questions about auto safety high on the list.

This regulatory change, whether for good or bad, is likely to occur sooner rather than later, with legal experts noting that a shift in vehicle safety regulations could have wide-ranging impacts on the auto industry. After Trump won the 2024 election, Reuters reported that his transition team was considering dropping a mandatory crash-reporting rule for autonomous vehicles, largely at the behest of Tesla CEO and Trump ally Elon Musk. Trump advisers later told Reuters that the people making these recommendations had "no role in charting administration policy."

Even if this change is not made, regulatory shifts in the auto industry are likely to be fast-moving under Trump's new administration. While many are raising cautions flags, not everyone seems to consider this a problematic change.

What did the commentators say?

Many of the concerns revolve around self-driving cars, such as the ones manufactured by Tesla. There are currently "no federal regulations that specifically govern autonomous vehicles, and any regulation is left to states," said Tom Krisher at The Associated Press, though federal guidelines have been proposed.

Others are worried about the ability of the National Highway Traffic Safety Administration (NHTSA) to do its job. Mandated reporting for autonomous vehicle crashes has given "NHTSA an important window into what is happening on the road," Ann Carlson, the former acting administrator at NHTSA, said to NPR. If this rule were to be overturned, NHTSA would not have a view into "what is going on on the roadways with what is really novel and interesting, important technology — but technology that we really need to make sure is safe."

It is not only cars, either, as some are worried about trucking regulations under the new administration. Officials have recently "moved ahead with requiring new technologies to reduce crashes and fatalities involving large trucks," but the "incoming administration could install a red light to block their efforts," said Jonathan D. Salant at the Pittsburgh Post-Gazette. Not only did "Trump promise to reduce regulation but incoming Vice President J.D. Vance, while in the U.S. Senate, co-sponsored legislation to block the proposal requiring truckers to use speed limiters." Truckers are "very nervous that safety-oriented rulemaking will be watered down or pulled altogether," Zach Cahalan, the executive director of the Truck Safety Coalition, said to the Post-Gazette.

The "last time the Trump administration was in the White House, they did not advance safety regulations," Harry Adler, principal at the Institute for Safer Trucking, said to the Post-Gazette. However, not everyone seems to be as worried about safety issues. Autonomous vehicle executives are "excited by the prospect of Republicans using their new power to set standards that will help them expand from a handful of cities to communities across the nation," Ian Duncan said at The Washington Post.

There are also hopes by advocacy groups that Trump will help them slash drunk driving fatalities. Biden and Congress "passed a law in 2021 directing federal regulators to require anti-drunken driving technology in all new vehicles," but that "standard is not yet in place, and it's unclear whether the incoming Trump administration will follow through," Grant Schwab said at The Detroit News.

Trump "could be motivated by his personal approach to alcohol," as he abstains from alcohol due to his brother's alcohol-related death. Trump could nonetheless "wish to minimize regulatory pressure on an industry that has so far resisted widespread adoption of available, life-saving technology that can detect impaired driving and prevent vehicle operation."

What next?

Trump's nominee to lead the Department of Transportation, Sean Duffy, has said he intends to allow a federal probe into Tesla's autonomous driving system. He additionally "committed to prioritizing safety on the roadways and in the air" during his confirmation hearings, per NPR. Duffy appears likely to be confirmed by the Senate, and the "automotive industry is bracing for seismic policy change," said Automotive World.

Norway has cemented its reign as a leader in electric vehicle purchases with nine out of 10 new cars sold in Norway last year being powered by electricity.

The Scandinavian nation is "leagues ahead" in the “electric car race", said Quartz, and has "become the poster child" for the transition to EVs, said DW.

Green and robust

As far back as the 1990s, Norway set out to manufacture EVs and, although "early attempts" had "limited commercial success", they "fostered public awareness and acceptance of electromobility", said the outlet.

Norway's "remarkable commitment" to fighting climate change has been "driven by strong government policies, robust infrastructure, and a supportive public". Its "wealth and size" played a part in its "EV success" – it has a population of 5.5 million and is one of the world's richest nations, thanks to substantial oil and gas reserves, ironically.

Norway "penalises" petrol and diesel cars with "high taxes", said Reuters, and exempts EVs from import and value-added taxes to "make them more attractive", although "some levies" were reintroduced in 2023. EVs have been exempt from road tolls and parking fees and were allowed to use bus lanes in and around the capital, Oslo.

The approach has worked because it has been "consistent over time" and maintained by governments of "various political persuasion", said the outlet, in contrast to other countries where "someone puts tax incentives or exemptions and then they pull back again," said Christina Bu, head of the Norwegian EV association.

Offering incentives, rather than banning petrol and diesel cars, has also helped, said the outlet, and another advantage is that Norway "does not have an automaker lobby". Norway's power grid is "one of the greenest and most robust in the world", said DW, and usually produces a "surplus of energy", which helped ease the home charging of EVs.

Ambitious goal

Norway has set a target for all cars sold to be zero-emission vehicles by the end of 2025, a milestone that would put it a decade ahead of the European Union, of which it is not a member.

But "reaching that ambitious goal" will "likely be a difficult task", said Quartz. Øyvind Solberg Thorsen, from the Norwegian Road Federation, said that "the figures and the increase in share show that the last few percentages" to meet the 2025 target may be "difficult to achieve".

While nearly all new buyers of cars in Norway have gone electric, "some hold-outs remain", noted Reuters, particularly among rental companies, which prefer to use cars that are familiar for tourists.

'What Bourbon Street stands for'

Jordan Hirsch at Slate

New Orleans' Bourbon Street terrorist possibly "meant to lash out at a symbol of American immorality," but "instead, he attacked what has become one of America's more inclusive and genuinely democratic public spaces," says Jordan Hirsch. Bourbon Street is "America on its night off, distilled into about seven blocks," and the victims were "representative of our country as a whole — Black, brown, and white; blue-collar and white-collar, young and old; women and men."

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'Protecting culture should be a UN goal — and a human one'

Thangam Debbonaire at the Financial Times

Culture can "repair the damage of recent conflict, heal wounded countries, restore relations between nations with troubled pasts and create sustainable economies," says Thangam Debbonaire. But "protecting culture is low as a political priority," as "antiquities and sculptures of religious or cultural significance and artistic magnificence have become a commodity." It is "in everyone's interest to add culture as the 18th goal" of the U.N.'s Sustainable Development Goals and to "pursue all of them with a new urgency."

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'The new phantom menace isn't as bad as you think. Waymo rocks!'

Rick Reilly at The Washington Post

The "robotaxi Waymos can give you the willies," but "for one thing, it's cool," says Rick Reilly. For a "second thing, it's refreshing." Waymo "won't snarl at you because you made it wait" and is "happy to dally for up to five minutes." Waymos "do have a potential yuck factor," but "robotaxi is here whether you want it or not," and "this is the future, no matter how many jobs it vaporizes or human interactions we lose."

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'Biden should pardon the Jan. 6 insurrectionists'

Timothy William Waters at Politico

Trump promised to "pardon the Jan. 6 insurrectionists. To stop him — and start healing our nation — Biden should pardon them instead," says Timothy William Waters. Pardoning these "traitorous enemies of democracy is morally repellent — which is exactly why a pardon is necessary." It would "serve a higher purpose: helping heal our national trauma." For a pardon to come from the man whose election the insurrectionists tried to steal would send a powerful message of forgiveness."

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The Japanese car industry was once ascendant. Now it appears ready to consolidate in the face of challenges from Chinese EV makers like BYD: Nissan and Honda are in talks for a possible merger.

The two companies are looking to "combine resources in order to remain competitive" in the face of China's powerhouse auto industry, said CNN. But the need is particularly acute for Nissan, which saw its strategic alliance with French automaker Renault "collapse" in the wake of the COVID-19 pandemic. That left Nissan in "desperate need of a larger merger partner." How much trouble is Nissan facing? Profits for the six-month period ending in September "plunged" 94%, said CNN. Some observers suspect that left alone, Nissan "could face bankruptcy as soon as 2026."

Nissan was "once a symbol of Japan's carmaking prowess," said The Wall Street Journal. In recent years, though, it has stumbled. The company has been "slower than rivals in refreshing its lineup" and has fallen behind in the race to build electric vehicles. Nissan also "has yet to fully recover" from the 2018 arrest of former executive Carlos Ghosn for financial crimes. (He ultimately fled Japan in a private jet.) But talks of a merger have some American auto dealers hopeful. "Honda is a better-run company than Nissan," said Adam Lee, whose Maine company includes two Nissan outlets and a Honda dealership, to the Journal.

Losing ground in China

The Honda-Nissan talks are a sign of the "existential threat of Chinese EVs to Japan," Kantaro Komiya and Yoshifumi Takemoto said at Reuters. Both companies have lost ground in China as BYD and other domestic carmakers capture that rising market. That's not just bad for Honda and Nissan — it's a threat to the Japanese car industry, which is "the strongest sector in the world's fourth-largest economy," Komiya and Takemoto said. "If the auto industry doesn't improve, then the whole of Japanese manufacturing will not get better," said Takumi Tsunoda, an economist at Shinkin Central Bank Research Institute.

Keeping pace with Chinese automakers means "rolling out electric vehicles" while also selling the "petrol cars that will finance the shift," said The Economist. The problem for Nissan: Investors are "unconvinced that it has a clear strategy for EVs or hybrids." A company containing Honda and Nissan together "could invest more in technology to catch up with rivals," said The Economist.

'Egos and infighting'

The challenge? Carmaker mergers "often falter," said The New York Times. That's because the process of combining two large manufacturing companies requires "reconciling different technologies, models and approaches to doing business." The 1998 merger of Chrysler and Daimler shows that it's difficult to smooth those differences when hundreds of thousands of jobs are on the line. "You try to put two of them together and you run into a lot of egos and infighting," said Thomas Stallkamp, a consultant who was involved in that merger.

"A merger, should it take place, won't be a magic fix for either company," Rob Stumpf said at InsideEVs. The process of joining the companies together could take up to five years, according to one analyst, and "that leaves a lot of time for the competition to sprint ahead of both brands."

'Hyundai is becoming the new Tesla'

Patrick George at The Atlantic

Many "automakers are hemorrhaging money on EVs," but Hyundai "might be uniquely well-equipped to keep Americans interested in going electric," says Patrick George. Hyundai's "electric cars come with price tags, battery ranges, and high-tech features that are hard to beat," and bring "Tesla levels of technology to the 'traditional' car industry." But "ultimately, Hyundai's big EV investments in America will test this question: Are Americans still willing to go electric if they aren't heavily subsidized to do so?"

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'Appeasement or punishment: What will the US show tyrants?'

Kira Rudik at The Hill

We "don't know what this era will be called in books," but the "eyes of the whole world are focused on Ukraine," says Kira Rudik. Nobody "knows for sure what strategy the new administration will choose regarding the war." Donald Trump "should see that what is happening in Ukraine is a precedent that one country in the 21st century can simply annex the territory of another." This is "not the signal America wants to send to the world."

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'Let’s stop killing animals in shelters and get more of them adopted out'

Los Angeles Times editorial board

Life in an "animal shelter for dogs and cats and other creatures that have the misfortune to end up there is never great," but the "vast majority of dogs and cats survive in shelters from one year to the next and make it out alive," says the Los Angeles Times editorial board. A "no-kill policy is a righteous goal, but saving animals from death should not mean subjecting them to a house of horrors inside the shelters."

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'The history that Syria's new leaders will need to overcome'

Sefa Secen at Time

Assad's fall "marks a pivotal opportunity for Syrians to rebuild a social compact, create viable political alternatives, and chart a brighter future for the country," says Sefa Secen. But to "take advantage of this crossroads, Syrians need to understand their country's post-independence history." This "suggests that a successful transition to a post-Assad Syria will require efforts to foster an inclusive national identity and a political conscience that transcends the sectarian and ethnic divides."

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What happened

Honda and Nissan said Wednesday they are exploring merging their companies, deepening a collaboration between Japan's No. 2 and No. 3 automakers that started in March. Both companies are losing ground in China, the world's largest auto market, and struggling to keep up with Tesla and China's BYD in the global race to produce affordable electric vehicles.

Who said what

In a joint statement, Honda and Nissan said they were "considering various possibilities for future collaboration, but no decisions have been made." A combined Honda-Nissan would be the world's third-largest automaker by production, sales and market capitalization, after Toyota and Volkswagen.

A merger would allow Honda and Nissan to "seek synergies in purchasing and technology development, but it would also present challenges for two companies with different cultures and partly overlapping vehicle lineups," The Wall Street Journal said. Honda "has long pursued a go-it-alone approach," The New York Times said, but the high investment costs in pivoting to battery-powered vehicles has "led it to seek partnerships."

What next?

Nissan and Honda were "expected to sign a memorandum of understanding within the next week to formally begin discussions of partnership-broadening steps," the Times said, "including the details of a potential merger."

If you have a favorite automotive brand, there's a good chance it's made by Stellantis. Chrysler, Dodge and Jeep all fall under the company's umbrella, as do international lines like Fiat, Maserati and Alfa Romeo. But Stellantis is stumbling.

How bad is it? CEO Carlos Tavares resigned this month, said Fortune. That was a shock: Tavares was "once hailed as the very best manager the legacy car industry had to offer." Stellantis posted "record annual results" for 2023, but in September Tavares "shocked the market" this fall by revealing Stellantis' plans to "liquidate a bloated U.S. inventory of vehicles at bargain-basement prices." Critics said the announcement revealed that Tavares "prioritized short-term success at the cost of longer-term problems," Fortune said.

"All kinds of problems lurked" behind Stellantis' 2023 success, said CNBC. High prices and quality problems, notably in the ever-more-costly Jeep line, dogged the company's brands. As a result, "profits plummeted by nearly half" during the first six months of 2024, and U.S. sales fell 20% in the third quarter. (Industry sales are up overall.) Dealers now find themselves with a surplus of Stellantis vehicles on their lots. "That means they aren't selling," said CNBC. The company's North American brands, once a "cash cow," are faltering. "The next six to 12 months could also be quite rocky."

What did the commentators say?

"What a mess it is," Gus Carlson said for The Globe and Mail. Jeep, Dodge and Ram were once "workhorse" brands, but they have increasingly "turned away loyal buyers" with "stubbornly high luxury-level prices." Tavares was once seen as a "visionary dealmaker" for his maneuvering that combined the Peugeot and Fiat Chrysler companies to create Stellantis. But he made a misstep when it came to a basic rule of business: "Know what value means to your customers and price your products accordingly." Instead, the visionary dealmaker ended his tenure in a blaze of "tone-deaf strategy and bad leadership," said Carlson.

The problem at Stellantis "boils down to product and price" Steven Cole Smith said at Hagerty, which covers the auto industry. The company needs to find a surprise in its product pipeline to "instill confidence in the dealer network, and generate a positive buzz among customers." The company's North American forerunner, Chrysler, has been left for dead repeatedly over the decades, only to emerge with hit products like minivans in the 1980s and the Dodge Ram pickup in the 1990s. "Each represented outside-the-box thinking," said Smith, "backed by the willingness to take chances."

What next?

The dealers who sell Stellantis vehicles are "breathing a sigh of relief" at Tavares' departure, said The Detroit Free Press. And they're optimistic about the company's future. "It's like buying a house, it's got great bones," said an anonymous Michigan dealer. But they still have to move slow-selling vehicles off their lots, and price remains an issue. There are more than 100,000 Jeep Grand Wagoneers sitting unsold at the moment — but the vehicle "carries a price tag over $100,000," said the Free Press. Which means there's still trouble in the short term. If you're going to bet on Stellantis' future, another dealer said, "you wouldn't bet it on a $113,000 product, you'd bet it on a $30,000 product."

This week's announcement of plans to close a Vauxhall van factory in Luton underlines the UK's ongoing struggle with the transition to electric vehicles (EVs).

Experts say that EV uptake isn't keeping up with the government's plan for UK manufacturers to sell only zero-emission vehicles by 2030. Stellantis, which owns Vauxhall and several other car brands, blamed its decision to close the Luton factory "on the UK's 'stringent' zero-emission vehicle mandate, sparking a row over the viability of Labour targets", said Yahoo News UK.

Car manufacturers face fines if they don't comply with yearly EV sales targets, so they often offer discounts or promotions, but plateauing demand for EV vehicles has put even the most established car companies under stress.

Private motorists "are refusing to play ball with the government’s targets", said The Spectator, which means "some very large fines are looming".

What are the zero-emission targets?

In January, a government-backed pledge to switch entirely to electric vehicles by 2035 – the Zero Emission Vehicle (ZEV) mandate – was signed into law.

The mandate set incremental benchmarks, requiring car manufacturers to sell set percentages of EVs in each year leading up to the total ban.

This year, Labour leaders said it would reinstate the ZEV mandate's original goal: 100% zero-emission vehicles by 2030. "This is five years earlier than the original mandate target set by Rishi Sunak's government – and a demand car makers say they can't meet," said the Daily Mail.

To meet the current goal, 28% of new cars and 16% of new vans sold in 2025 must be zero-emission. And if makers can't meet the benchmark, they must pay a fine: £15,000 for each non-compliant car and £18,000 for each non-compliant van.

Why are car makers 'hitting the panic button'?

This year, poor demand for EVs means manufacturers have struggled to meet the government's targets. And many are now left with a difficult choice.

"To avoid fines, they say they are having to discount new vehicles heavily," said BBC News. Or they are "subsidising" rival companies which only build electric cars, and "none of which have a manufacturing base in the UK".

Stellantis and other car makers have "hit the panic button", said the Daily Mail, and "slashed the costs of some of their EVs by as much as 35%". Car firms are taking an estimated £4bn hit to make discounts, the Society of Motor Manufacturers and Traders told the paper, and "has warned that the mandate will have 'devastating impacts'" on businesses and jobs.

Ford has already announced it will cut 4,000 jobs across Europe, and Volkswagen is set to shut three of its factories in Germany "for the first time in the history of the company", said The New York Times. Jaguar, too, is undergoing a complete rebrand while it switches to 100% EV production.

"We need government-backed incentives to urgently boost the uptake of electric vehicles," Ford UK's managing director Lisa Brankin told the BBC. The company has put hundreds of millions into bolstering its electric fleet but it isn't seeing results. Without demand, Brankin said, the EV mandate "just won't work".

What's the government response?

After Vauxhall's announcement, the government seems to be paying closer attention to manufacturers' demands.

Business Secretary Jonathan Reynolds told car manufacturers he is ''profoundly concerned" about how the targets are panning out. "I don't believe the policies that we have inherited, and I mean specifically in relation to zero-emission vehicles, are operating today in a way anyone intended them to," he said, according to Yahoo News UK.

However, it seems clear that the government wants "to stick to a deadline of 2030 for phasing out the sale of new petrol and diesel-powered cars", said the news site.

Quentin Wilson, journalist and former "Top Gear" star, told the Daily Mail that the government needs to spend more on customer incentives, such as electric chargers and free parking for EVs, if it continues to impose fines on manufacturers.

"What the government must do is to make it easier for consumers to buy these cars, and that means offering incentives, like, you know, free parking in some towns and cities," he said.

The third-generation Vanquish is "the best Aston Martin full stop", said Evo. In its "fabulous" new shape, it looks "quietly aggressive", which is fitting given the competition it's facing from the new Ferrari 12 Cilindri, which has "uncannily similar" headline figures. With 824bhp, the Aston has a top speed of 214mph, and can do 0-62mph in 3.3secs, while the Ferrari has 819bhp, a top speed of 211mph and hits 62mph in 2.9secs. The Vanquish ticks a lot of boxes: it feels "well balanced and agile", it "looks wonderful", "sounds amazing" and, thanks to an all-new 5.2-litre V12 engine with twin turbochargers optimised for efficiency and power, "offers spectacular performance".

The Vanquish is designed for long distances and high speeds, said Car Magazine. The wheelbase is three inches longer, which gives better stability and weight distribution. The only choice of gearbox is an eight-speed auto, but you can have some fun with it. Switch from GT to Sport+ mode for a stronger throttle response and the Vanquish is "comfortable, stable and exceedingly rapid".

With a "penchant for speed and theatrics", the Vanquish "keeps you on your toes", said the Financial Times, and moderation is needed, particularly on the accelerator. For all its "muscular appearance", this is strictly a two-seater. The cabin is "comfortable and spacious", but there's not much room for bags, so Aston sells a bespoke luggage set designed for the space: the boot is big enough to hold a couple of suitcases. The "knockout" interior has supple leather and satin-finish carbon trims. The central touchscreen suffers from tiny graphics, but thankfully there are rotary controls too.

'Doctors should have to report medically impaired drivers'

Sandeep Jauhar at The New York Times

States "should make it mandatory for doctors to report medically impaired drivers to the Department of Motor Vehicles, while at the same time providing legal protections to those who do," says Sandeep Jauhar. This "would allow doctors to serve the public good while absolving them of the guilt and fear of sharing confidential medical information without patient consent." But doctors "should be required to report patients only when the obstacle to safe driving results from medical impairment."

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'POTUS 47 must prioritize rebuilding trust in the US health system'

Lyndon Haviland at The Hill

The "next president will confront serious public health issues affecting millions of Americans," and "unless he or she can rebuild trust and regain public confidence in our nation's health system, president 47 will face significant challenges addressing them," says Lyndon Haviland. If "our next president has the fortitude to trust America's health agencies, it will encourage Americans to respect them again, too." Leadership "will be critical in making this happen. And it must happen."

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'Election results may take time. That's a fact, not grounds for conspiracy theories'

Los Angeles Times editorial board

Election results "may take a while, and — despite what bad-faith actors might suggest — that's OK," says the Los Angeles Times editorial board. A "healthy democracy can afford to be meticulous in counting every vote and patient in waiting for accurate results." This is a "politically fraught moment," and "opportunists have already been spreading disinformation to undermine confidence in the election." That is "why it's so important to rely on facts, verifiable information and reliable sources."

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'Man vs machinima: can video games ever be art?'

Elaine Moore at the Financial Times

Video games are "relegated to the lowest of lowbrow categories," and it "can be hard to wrap your head around exactly how popular they are," says Elaine Moore. But there is "one way in which the uncanny semi-reality of video games can be used to produce works of art." Machinima is a "form of filmmaking that takes place inside video games," and it "joins the ever-increasing number of crossovers between traditional art forms, mainstream entertainment and gaming."

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The Fed's recent move to cut its benchmark interest rate offers some hope to prospective car buyers, as taking out an auto loan may soon become more affordable.

While not the only factor that influences the rate you receive (your credit, among other factors, is key), "car loans tend to track with the yield on the five-year Treasury note, which is influenced by the Fed's key rate," said The New York Times. In other words, the Fed's latest move "will help Americans who need to borrow money to buy a new car" — although it could still "take months to reach borrowers," said Kelley Blue Book.

But taking out an auto loan to purchase a car is not the only option if you are in need of a fresh set of wheels. Especially if "low monthly payments and a smaller down payment are a priority" for you, a car lease may be well worth considering, said the Times. 

How does leasing a car compare to buying? Here is a breakdown of the pros and cons. 

What are the pros of leasing a car?

When you lease a car, you basically "rent it for a specific and limited time period," said Investopedia, after which you return it to the dealership. Leasing can offer a number of advantages, including:

Your monthly payments are lower. "Since you are only paying for the depreciation that is expected during your time with the car, rather than the entire cost of the vehicle, your monthly payments are generally lower with a lease than a purchase," said U.S. News & World Report.

You can get a new car more often. "The average lease is 24 or 36 months," and once it is up, "you can return it and get your next new car," said Investopedia.

You will always have warranty protection. "Unless you get an unusually long lease agreement or go well over the contract's mileage limit, you'll likely be covered by the vehicle's factory warranty for the entire lease," said U.S. News & World Report.

You will not have to worry about resale. Because you simply return the car to the dealer at the end of your lease (unless, of course, you decide to buy it), "you don't have to worry about fluctuations in the car's trade-in value or go through the hassle of selling it when it's time to move on," said Consumer Reports.

What are the downsides of leasing?

Of course, there are drawbacks to leasing as well:

You will not own the car. Perhaps the biggest downside of leasing is that at the end of it, you will not own the car. Instead, "your monthly payments will continue when you either renew your lease or lease a new vehicle," which "means you are never without payments and never fully own the car," said Bankrate.

You will have restrictions on usage. When you lease, you will face mileage restrictions, which "can impede how much and how far you wish to drive," said Investopedia. Further, "you can't customize your ride," nor can you "get your vehicle fixed just anywhere," said U.S. News & World Report.

You could face fees and penalties. "Fees in your lease contract apply to excess mileage, modifications to the car, and excess wear and tear," said Investopedia, not to mention an early termination fee if you decide to end the contract early." On top of that, "the amount of money you owe at the end of the lease can be surprising," said U.S. News & World Report.

Is leasing or buying right for you?

Unsure whether to make the leap on leasing or hold out for lower auto loan rates to buy? Here is a simple breakdown of the two choices:

When to lease: Leasing may be a good bet if you want to avoid a "substantial financial commitment upfront" and would like lower monthly costs (just remember those monthly payments will not end in ownership), said Bankrate. Before leasing, be aware of the "mileage restrictions and potential excess wear-and-tear charges."

When to buy: Buying lets you be "in total control when it comes to your vehicle and finances," with no concerns about "mileage restrictions or possible additional charges for things like wear and tear," said Bankrate. However, you may pay a little more each month, and you will need to have a lump sum to put down. Still, at the end of the term, you will own your vehicle. 

'Who will follow Amazon back into the office?'

Heather Long at The Washington Post

The "best job market of many people's lifetime is over," but this "doesn't mean that there will be a rush to follow Amazon's lead" for five days in-office, says Heather Long. These "mandates run the risk of backfiring, because star workers will be given an excuse to look for new jobs." The "ideal scenario for most 'office jobs' is a hybrid approach that allows workers to be at home on some days and in the office on others."

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'The next GOP Senate leader must reform a broken institution'

Brian Darling at The Hill

There's a "battle brewing" over who will succeed Sen. Mitch McConnell (R-Ky.) as leader of the Senate Republicans, but it "should be less over personalities and more over how the candidates promise to run the Senate," says Brian Darling. A candidate for Republican leader "must pledge to reject bad ideas that will make the Senate less deliberative." The Senate is a "broken institution, but a victorious statesman could reform the body."

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'The car was the last bastion of the CD and the full-length album. Now they are no more.'

Tim Dowling at The Guardian

The CD "may have suffered its final, fatal blow: the last model of car to include a CD player has already been built," says Tim Dowling. CDs "were for the road only, and on the road the old rhythms of music-listening were still honored." You "didn't have to curate your choices," with CDs, and "for the duration of a journey at least, you were inclined to think that maybe the old way was better."

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'Mayor Hochul to the rescue? Here's how gov can help NYC as Adams flounders.'

Nicole Gelinas at the New York Post

No matter "what Mayor Adams decides to do in the coming days," New York Gov. Kathy Hochul "will have to start pulling double shifts: her day job, and acting as New York City's de facto mayor," says Nicole Gelinas. In "any case, New York is effectively, and indefinitely, mayor-less." The city "needs a strong governor to fill the power vacuum Hizzoner's scandals have created," and Hochul "does have powers she can wield to the city's benefit."

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America's love affair with super-sized trucks and SUVs has a downside: The giant vehicles can be a menace to pedestrians, who have died in ever-greater numbers in recent years. That may change.

The National Highway Traffic Safety Administration is proposing new rules designed to "reduce the number of pedestrians killed and seriously injured" on American roadways, NPR said. The number of pedestrians killed in vehicle accidents has risen by 75% since 2009. The reasons for that rise are "complicated," but surely include the "growing size and weight of vehicles." Another factor? Design. Those big vehicles with "higher front ends and blunt profiles" are 45% more likely to cause fatalities than smaller cars and trucks.

The proposed rules will require auto companies to test their vehicles on crash test dummies that "simulate children and adults," said The Associated Press. That testing is expected to reveal "blind spots for drivers" in vehicles that have grown in "size and hood height" over recent years. The aim is to save lives. "We have a crisis of roadway deaths," said one official, "and it's even worse among vulnerable road users like pedestrians." 

What did the commentators say?

Cars are safer than ever "for the people inside of them," Collin Woodard said at Jalopnik. That's not the case for people outside vehicles. Federal regulators have known "for over a decade" that action was needed to protect pedestrians and now it's finally happening. The proposed rules would apply to all American-made vehicles under 10,000 pounds, but "it's no secret that the Escalades and F-150s of the world are the primary targets." The rising number of pedestrian deaths makes the United States an "outlier" — in other developed countries road deaths "have been dropping instead of increasing." The rules could still be watered down, "but this is still a huge step in the right direction."

Giant passenger vehicles in America are "too much of a good thing," said The Economist. Carmakers say they're giving buyers "what they want" by increasing the size of vehicles, but the rising death rate of pedestrians is too high a price to pay for "roomier interiors and more powerful engines." Analyses show a vehicle's weight is a "critical factor" in the survivability of vehicle crashes, and that just makes sense. Despite all the safety features available on American vehicles today, "the laws of physics are cruel." Bottom line: "Reining in the heaviest vehicles would save lives."

What next?

Big trucks and SUVs "could look very different in the near future," said The Street. It's not just safety rules that will prompt the change: Automakers are also pushing — in fits and starts — to transition from gas-guzzling engines to electric vehicles, and the sheer size of many popular vehicles is an obstacle to that shift. "We have to start to get back in love with smaller vehicles," Ford CEO Jim Farley said at the Aspen Ideas Festival. 

If implemented, The Verge said, the rules could save 67 lives a year. That may just be the start. Europe has "gone much further to protect pedestrians" by enacting rules that prevent some of the largest American passenger vehicles from being sold on the market. The new rules are a "step in the right direction," said Cathy Chase, the president of Advocates for Highway and Auto Safety. "But it still falls behind what Europe has successfully done."

If environmental impact were your only consideration when car buying, the choice between an electric vehicle (EV) and a gas vehicle would be easy. But for many buyers, there is also the very important factor of cost.

The cost of gas is a frequent complaint for many drivers — but then again, the price of a gas-less electric vehicle, or EV, is not so cheap either. You may wonder if, over time, that steeper sticker price will offset those trips to the gas pump. And that is not the only factor you'll want consider in determining whether an EV or a gas car makes the most sense for your wallet.

What cost factors should you consider when deciding between an EV and a gas car?

There are a number of costs involved in purchasing and owning a car, and it is important to weigh each of those when comparing the overall affordability of an EV compared to a gas vehicle. Specifically, you will want to think about:

Sticker price: "The average consumer paid about $56,000 to buy a new EV in June 2024, relative to $49,000 for a gas-powered vehicle, according to Kelley Blue Book," said CNBC. However, that may shift in the future, as "that financial gap is narrowing."

Fueling and charging costs: "In all 50 states, it's cheaper for the everyday American to fill up with electrons — and much cheaper in some regions such as the Pacific Northwest, with low electricity rates and high gas prices," said The Washington Post. Put another way, "an American driving the average 14,000 miles per year would see annual savings of roughly $700 for an electric SUV or sedan up to $1,000 for a pickup, according to Energy Innovation."

Rebates and incentives: "A major perk promoted by car manufacturers when buying new all-electric and plug-in hybrid vehicles is the federal tax credit," which can offset the purchase price, said Bankrate. It is possible to get up to $7,500, though "the actual amount will vary depending on the battery's capacity and other stipulations."

Registration and insurance: One area an EV may cost you more is car insurance and registration. "Currently, 33 states have imposed an additional EV registration fee, with eight of those states demanding an additional $200 or more per year in fees," said CapitalOne. Further, "due to higher sticker prices and repair costs, you will also likely pay more for EV car insurance."

Maintenance and repairs: "Without oil changes or other engine maintenance, the EVs are cheaper to maintain," said Car and Driver. That said, "in the case of an accident, your EV may cost more to repair due to a need for expensive parts from the original equipment manufacturer as well as increased labor," said CapitalOne.

Resale value: Depreciation is another factor to consider when buying a car, particularly if you hope to resell it later. "Within its first year, a brand-new car's value can depreciate up to 20% or even more," said Bankrate, and "for an electric car, this can be even greater, depending on how quickly technology has improved." Resale value is also informed by "the car's make and model."

What else should you consider when weighing gas vs. electric?

Another factor that can influence the cost-effectiveness of an EV is where in the U.S. you live.

"On the West Coast where gas prices are high but electricity costs tend to be lower, an EV will nearly always be more affordable to run than a car or a hybrid, Consumer Reports found," said USA Today. Meanwhile, "in New England where gas prices are lower but electricity prices trend higher, a hybrid car may be the more affordable bet fuel-wise." There is also the reality that, at this point, some areas have more chargers than others.

And of course, emissions are worth considering as well. It is estimated that "EVs emit less than a third of the emissions per mile than their gasoline counterparts — and they're getting cleaner every year," said the Post.

'How to transform city streets — without losing your parking spot'

Amanda Shendruk at The Washington Post

More "street space for people means less space for vehicles," but "there's a way to have your park — and parking, too," says Amanda Shendruk. It's "called a superblock — an urban planning concept that is gaining traction throughout Europe." Superblocks "don't aim to eliminate cars; they just make them less important." Taking car spaces "can be a hard sell." But if "we care about the well-being of our communities," city planners "can't stick with the status quo."

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'Trump's helicopter did not crash land, but Trump did'

Bill Press at The Hill

It is "tempting to laugh off Trump's helicopter fantasy as a momentary lapse of memory," but it's "much more serious than that and should be taken more seriously for a couple of reasons," says Bill Press. His "phony helicopter tale does not stand alone. It's just the latest in a string of weird comments," so it's "time the media stopped treating Donald Trump like a normal candidate and started portraying him for what he is: An angry old man."

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'We all pay the price for protectionism'

Phil Gramm and Donald J. Boudreaux at The Wall Street Journal

"Protectionism and industrial policy misallocate resources and reduce economic efficiency," says Phil Gramm and Donald J. Boudreaux. When "firms in a free market produce outputs that consumers won't buy, the money entrepreneurs and investors lose is their own," and when "protectionists and industrial-policy planners make mistakes, they often mask them with more subsidies and tariffs — at taxpayers' expense." In "attempting to answer" the jobs question, it "becomes clear that the new mantra is the same old siren song."

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'The H1-B lottery is too easily gamed. Here's how to fix it.'

Bloomberg editorial board

H1-B visas for educated foreigners are "awarded not by merit but by lottery," but this "random allocation never made much sense," says the Bloomberg editorial board. This lottery has "imposed an inefficient and unpredictable standard that prevents employers from hiring the best candidates." A "better approach would be to scrap the lottery in favor of a merit-based system," while "another option is to prioritize higher-wage earners, who are typically more skilled."

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'Meeting the China challenge in auto supply chains'

Mick Mulvaney at Newsweek

China is "particularly relevant to the U.S. automotive industry," says former Office of Management and Budget director Mick Mulvaney. China has "become a major player in the global automotive value chain," and its "vast manufacturing capabilities, coupled with its rapidly growing domestic market, have made it an attractive partner for automakers." The U.S. should "safeguard against potential threats posed by Chinese involvement in critical sectors like automotive systems," but a "one-size-fits-all regulatory framework could do as much harm as good to American automobile manufacturers."

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'The myth of female unelectability'

Jerusalem Demsas at The Atlantic

Nothing is "more damaging to women running for office than the idea that voters simply won't pick female candidates," but "there's just one problem: It isn't true," says Jerusalem Demsas. Research "indicates that today's voters do not systematically discriminate against women." This "isn't to say that voters treat men and women the same," but "women win because even if voters hold sexist views, they also hold other views — on economic policy, abortion, immigration, and more."

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'Vance accused Walz of "stolen valor." He should thank him for his service instead.'

Marla Bautista at USA Today

Tim Walz's "service to our nation — not only as a military service member but also as a teacher, coach and elected leader — deserves our thanks," says Marla Bautista. But "because Walz did not endure a combat deployment, Republicans have mocked his service, calling it stolen valor." J.D. Vance's "remarks are not only disrespectful to Walz and all who have served but they also have far-reaching consequences for society's perception of military service."

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'The World Cup is coming to America — and heading for disaster'

Antonio De Loera-Brust at Foreign Policy

The "U.S. Men's National Team's preparations for the 2026 World Cup are in crisis mode," which "bodes poorly for the U.S. team's hopes to impress when it hosts the 2026 World Cup," says Antonio De Loera-Brust. There are also "serious questions about the United States' ability to successfully host" the World Cup following recent "chaos in Miami ahead of the Colombia-Argentina final." It is a "serious wake-up call for the United States ahead of the 2026 World Cup."

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One of the world's worst countries for car thefts is not one that you might expect. Nevertheless, Canada is dealing with an epidemic of stolen vehicles. Despite many Canadians going to extreme lengths to protect their valuables, car thefts in the land of maple leaves continue to be a widespread and pervasive problem. 

While the issue has been ongoing, recent years have seen a significant uptick in the crime. Car thefts were up 24% across the country in 2022, according to The New York Times, and in Canada's largest city, Toronto, thefts have risen 150% over the last six years. Just how many cars are stolen in Canada, and why has it become such a significant crime? 

How many cars are stolen in Canada?

The number is staggering: More than 105,000 cars have been stolen in Canada since 2022, according to the Insurance Bureau of Canada (IBC), which translates to one every five minutes. Since February 2024 alone, more than 1,500 vehicles first stolen in Canada have been detected around the world, according to Interpol. Stolen Canadian cars are currently being identified at a rate of more than 200 per week, the international policing agency said.

Most of these vehicles "are being identified in other countries, typically at ports of entry," Jalopnik said. Notably, not even "members of the Canadian government are untouched by the waves of thefts." Former Canadian Justice Minister David Lametti "had his government-issued car stolen three times over the past three years," and the same Highlander XLE that was stolen from Lametti "was stolen from his successor, Arif Virani, in November 2023."

It is true that "the U.S., Canada and the U.K. have all experienced a spike in car thefts since the Covid-19 pandemic," said the BBC. But "Canada's rate of thefts (262.5 per 100,000 people) is higher than that of England and Wales (220 per 100,000 people)."  

Why is car theft in Canada so bad? 

"The pervasiveness of car thefts in Canada is surprising given how small the country's population is compared to the U.S. and the U.K. — other countries with high rates of such crime," Alexis Piquero, the director of the U.S. Bureau of Justice Statistics, said to the BBC. 

It is true that the Covid pandemic has played a significant role in the auto theft spike, both in Canada and globally. Cars "have become a lucrative business for crime rings in recent years," and "auto parts and semiconductor shortages during the Covid-19 pandemic constrained car production and increased demand for newer-model cars already on the road,"  Bryan Gast, the vice president of investigative services at Canadian insurance fraud tracker Équité Association, said to The Wall Street Journal. 

Many stolen Canadian cars are often found in Africa, where "demand for used cars in African countries is surging" due to a growing middle class on the continent, said the Journal. Around 40% of the world's used cars are in Africa, and "newer models of cars such as the Honda CR-V sport-utility vehicle are sold at substantial markups to what they could fetch in Canada." This makes cars attractive targets for Canadian thieves looking to sell products offshore. These thieves, many associated with large crime rings, use the cars "as currency, using proceeds from selling the vehicles in foreign markets to fund drugs and arms operations as a way of avoiding the Canadian banking system," Gast said. 

And while Canada's fight against auto theft "has largely focused on ramping up inspections at shipping ports," criminals are "increasingly selling hot vehicles in Canada to unsuspecting buyers with little protection, exploiting a weakness in provincial registration systems that veteran investigators argue needs to be fixed," said the CBC. 

Car theft remains "one of the top three revenue generators for organized crime," Nick Milinovich, deputy chief of the Peel Regional Police, said to the CBC. It is "high reward, low risk and an easy crime."