A new version of Mazda's popular CX-5 SUV is on the way. Earlier today, the Japanese automaker revealed details about the third-generation CX-5, which goes on sale in Europe later this year before coming here in 2026.

The current CX-5, first introduced in 2017, marked Mazda's move upmarket, with a renewed focus on elegant interiors and keen handling without luxury automaker prices. Mazda remains committed to its core principle of "Jinba Ittai"—the horse and rider being at one—and the cars remain popular with enthusiasts, but it's fair to say that the available powertrains often leave something to be desired in terms of fuel efficiency.

At one time, Mazda readied a new diesel engine to try to improve its fleet average, although that option disappeared within a couple of years due to minimal demand. And for a while, we were teased with the clever "Skyactiv-X" compression ignition engine, which promised diesel-like efficiency on regular pump gasoline. It seems the odds of that one actually going on sale in the US are now remote, though.

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Volvo was among the very first of the global automakers to declare plans to build an all-electrified future. Note the choice of word—electrified, not electric, as it includes hybrids, both plug-in and mild. When it comes to pure electric vehicles, the Swedish automaker has something of a two-pronged strategy. At the low end, there's the diminutive EX30 and EX30 Cross Country, a pair of stripped-down crossovers whose value proposition might be entirely different in light of tariffs and the end of the clean vehicle tax credit. At the other end of the spectrum is the EX90, a big battery electric SUV with tech so cutting-edge that some of it wasn't even ready when we had our first drive last fall.

The idea of a high-end Volvo is not a new one; for decades, the company has offered a low-key luxury alternative to the flashier German brands. It's just that back then, your family doctor probably drove a Volvo station wagon, whereas these days, most people want something with a little more height. Unlike the little EX30s, the EX90 should be largely unaffected by the recent chaos—it's built in South Carolina, so it isn't subject to import tariffs (beyond any imported parts used to build it) and with a starting price of $81,290, it's just too expensive to qualify for the IRS 30D tax credit, which now goes away at the end of September.

Do Volvo's impeccable safety credentials and the EX90's emissions-free powertrain purchase it any credit in the war on cars? Probably not, but there's something wonderfully incongruous about the slab sides and beige paint (actually a solid metallic called Sand Dune) accented by the bright jewelry of the daylight running lights, although the lidar hump on the roof continues to scream "London taxi cab" at me. (Did you know that Volvo's corporate parent also owns a company that builds those?) As you approach the car and it unlocks, the "Thor's Hammer" headlights do a neat little mechanical "blink"—think that one alien that Will Smith chased around the Guggenheim in Men in Black.

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If you had asked me a few years ago, I would have told you that the review you're about to read would be one of the most-read car reviews of the year. For a while—quite a long while, in fact—the Volkswagen ID Buzz was the hottest electric vehicle you couldn't buy. Starting in 2001, VW began teasing concept after concept that called back to its various Transporters and Kombis, classic microbuses reimagined as modern minivans. When the electric Buzz was greenlit for production after wowing crowds in 2017, it caught the attention of the kind of people who don't normally care about such things. Early coverage of the Buzz showed plenty of interest, and it looked like VW might have a real hit on its hands.

At least, that's how things looked for the first couple of years. It actually took seven years for a version of the ID Buzz to go on sale in North America, two years after Europe. Much of the optimism about EV adoption has now gone. Rather than reaching price parity with regular cars as battery prices dropped, everything just got more expensive during the pandemic. Add in recent worries about import tariffs and clean vehicle tax credits (available if you lease), and you start to understand why they remain a rare sight on the roads. Expect stares, glances, and even people taking out their phones as you drive past.

Some of the wait was for VW's more powerful rear drive unit, which provides this 2025 ID Buzz Pro S Plus with 282 hp (210 kW) and 413 lb-ft (560 Nm), paired with a 91 kWh battery pack. The official EPA range is 234 miles, which sounds disappointingly low, but it's correct. It does seem like a very conservative estimate based on a week with the Buzz. 3.1 miles/kWh (20 kWh 100/km) was possible if I drove carefully, with high-twos possible when I didn't, and with 89 percent state of charge in the battery, the Buzz's onboard brain figured we had 255 miles (410 km) of range.

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It may not have escaped your attention that there's a new film about motorsport called F1: The Movie. It's a return-to-racing story with elements you'll have seen before, just maybe with other sports. A driver has been looking to slay his personal demons. There's a wise veteran, an impatient rookie, and an underdog team with its back to the wall. Except this time, the backdrop is the multicolored circus of Formula 1, seen close up at 200 mph.

Backed by Apple and made by people responsible for high-energy productions like the recent Top Gun: Maverick, the film takes advantage of some of those same ingredients. For one, the filmmakers got an all-access pass from the powers that be, filming on the actual Formula 1 grid during 2023 and some of 2024. Having seven-time champion Lewis Hamilton as a producer helped with that. And the filmmakers were able to capture remarkable footage in the process thanks to powerful cameras that are now much smaller than the versions they strapped to some US Navy fighter jets.

The movie comes with a prebuilt audience, one that's grown enormously in recent years. The Drive to Survive effect is real: Motorsport, particularly F1, hasn't been this popular in decades. More and more young people follow the sport, and it's not just among the guys, either.

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Tesla sold 384,122 electric vehicles during the months of April, May, and June of this year. That's a double-digit decline compared to the same three months of last year—itself no peach of a quarter for a car company with a stratospheric valuation based on the supposition of eternal sales growth.

The automaker faces a number of problems that are getting in the way of that perpetual growth. In some regions, CEO Elon Musk's right-wing politics have driven away customers in droves. Another issue is the company's small, infrequently updated model lineup, which is a problem even in parts of the world that care little about US politics.

Most Tesla sales are of the Model 3 midsize electric sedan and the Model Y, its electric crossover. For Q2 2025, Tesla sold 373,728 of the Models 3 and Y across North America, Europe, China, and its other markets. But that's an 11.5 percent decrease compared to the 422,405 Models 3 and Y that Tesla sold in Q2 2024, a quarter that itself saw a year-on-year decline.

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ASPEN, Colo.—The SUV might be the dominant design in the American automobile market, but it hasn't completely taken over. At Audi, there is still life in the sedan. The old A4 four-door is no more—at least for a while or until Audi redoes its nomenclature yet again. If you want a small Audi four-door, you need to step down to the A3. Five doors is where it's at, with the 2025 A5.

Like the new Q5 SUV, which you may have read about last week, the new A5 uses an all-new vehicle architecture from Audi called PPC (for premium platform combustion). PPC will give rise to a wide range of new vehicles from Audi, Porsche, and the other premium VW Group stablemates, and it takes a meaningful step into the future with advanced new electronics, making this a true software-defined vehicle.

Under the hood

There will be two versions at launch. The regular A5 features a 2.0 L four-cylinder turbocharged, direct-injection engine driving all four wheels via a seven-speed dual-clutch transmission, and generates 268 hp (200 kW) and 295 lb-ft (400 Nm). That's a pretty large power and torque bump compared to the outgoing A5 Sportback, in part thanks to a new variable geometry turbocharger that replaces the old twin-scroll blower.

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Do you remember the Pirelli Cyber Tire? No, it's not an angular nightmare clad in stainless steel. Rather, it's a sensor-equipped tire that can inform the car it's fitted to what's happening, both with the tire itself and the road it's passing over. The technology has slowly been making its way into the real world, starting with rarified stuff like the McLaren Artura. Now, Pirelli is going to put some Cyber Tires to work for everybody, not just supercar drivers, in a new pilot program with the regional government of Apulia in Italy.

The Cyber Tire has a sensor to monitor temperature and pressure, using Bluetooth Low Energy to communicate with the car. The electronics are able to withstand more than 3,500 G as part of life on the road, and a 0.3-oz (10 g) battery keeps everything running for the life of the tire.

The idea was to develop a better tire pressure monitoring system, one that could tell the car exactly what kind of tire—summer, winter, all-season, and so on—was fitted, and even its state of wear, allowing the car to adapt its settings appropriately. But other applications suggested themselves—at a recent CES, Pirelli showed how a Cyber Tire could warn other road users about aquaplaning. Then again, we've been waiting more than a decade for vehicle-to-vehicle communication to make a difference in daily driving to no avail.

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The robotaxi company Waymo has suspended service in some parts of Los Angeles after some of its vehicles were summoned and then vandalized by protesters angry with ongoing raids by US Immigration and Customs Enforcement. Five of Waymo's autonomous Jaguar I-Pace electric vehicles were summoned downtown to the site of anti-ICE protests, at which point they were vandalized with slashed tires and spray-painted messages. Three were set on fire.

The Los Angeles Police Department warned people to avoid the area due to risks from toxic gases given off by burning EVs. And Waymo told Ars that it is "in touch with law enforcement" regarding the matter.

The protesters in Los Angeles were outraged after ICE, using brutal tactics, began detaining people in raids across the city. Thousands of Angelenos took to the streets over the weekend to confront the masked federal enforcers and, in some cases, forced them away.

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This week, Republicans in Congress and the executive branch stepped up their efforts to roll back clean vehicle legislation and regulations. Antipathy toward environmental protections was a hallmark of the first Trump administration, but in his second term, the president and his congressional allies are redoubling their efforts to allow cars to pollute more and limit the adoption of electric vehicles.

Congressional republicans have been working on a budget bill that would radically transform many aspects of American life. Among the environmental protections being stripped away in the "One Big Beautiful Bill Act" (yes, that's what it's called) is a repeal of the US Environmental Protection Agency's rules on "greenhouse gas and multi-pollutant emissions standards."

These regulations are meant to limit the amount of carbon dioxide emitted by the US vehicle fleet, a major driver of climate change, as well as the noxious pollutants containing sulfur and nitrogen compounds that have more immediate and deleterious effects on human health. And if the budget bill is sent to Trump to sign, the existing Corporate Average Fuel Economy (CAFE) rules, implemented in 2022, and the future rules meant to take effect next year will be no more.

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As you might imagine, a steady stream of cars to review comes and goes from my parking spot. Some weeks, they stand out, like the bright green Aston Martin, the murdered-out Bentley, or the VW ID. Buzz you can read about soon; these cars usually spark conversations with neighbors, particularly those who don't know why there's a different vehicle in that spot each week.

At other times, the vehicles are more anonymous, and I'm not sure this ADX sparked any community discussions. Compact crossovers are a popular breed and blend into the background—particularly when they're painted an unobtrusive shade.

Which is not to say the ADX is not handsome; the Urban Gray Pearl paint looked good even in the near-constant rain (which explains the Acura-supplied images rather than my own) that coincided with our time with the tester. And from the driver's seat, the view down the hood, along those creases, is a lot more interesting than most comparable crossovers, considering the ADX's $35,000 starting price.

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Formula 1 held its annual Spanish Grand Prix this past weekend at the Catalunya circuit near Barcelona. It's a good place to test a modern F1 car, as you need great aerodynamics to be fast around here, especially now that the awkward chicanes are gone. You also need good mechanical grip. Races used to be processional here, but the re-profiled turn 10 and the flat-out nature of the last turn have changed all that.

This was to be the weekend of new front wings, the result of a "technical directive" meant to stop excessive flexing as part of the sport's ongoing antipathy toward creatively movable aerodynamics outside a tightly described domain. The competitive order would be reset, some hoped, as their rivals would be forced to give up unfair advantages. In fact, the new wings turned out to be a nothingburger. McLaren's advantage remains, and that was clear on a circuit that tests every aspect of a racing car.

But there's only one story that anyone really cares about after Spain, and it's the one about Red Bull's Max Verstappen. For much of the race, Verstappen held onto third place, behind the too-fast McLarens. This required using one more set of tires than they did, and for his last stint, all that was left for the Red Bull driver was a set of the too-hard compound, giving him little in the way of grip.

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Automaker Stellantis and retail and web services behemoth Amazon have decided to put an end to a collaboration on new in-car software. The partnership dates back to 2022, part of a wide-ranging agreement that also saw Stellantis pick Amazon Web Services as its cloud platform for new vehicles and Amazon sign on as the first customer for Ram's fully electric ProMaster EV van.

A key aspect of the Amazon-Stellantis partnership was to be a software platform for new Stellantis vehicles called STLA SmartCockpit. Meant to debut last year, SmartCockpit was supposed to "seamlessly integrate with customers’ digital lives to create personalized, intuitive in-vehicle experiences," using Alexa and other AI agents to provide better in-car entertainment but also navigation, vehicle maintenance, and in-car payments as well.

But 2024 came and went without the launch of SmartCockpit, and now the joint work has wound down, according to Reuters, although not for any particular reason the news organization could discern. Rather, the companies said in a statement that they "will allow each team to focus on solutions that provide value to our shared customers and better align with our evolving strategies."

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The extent of Tesla's meteoric decline in popularity is on vivid display in the latest new car registration numbers coming out of Europe. New car sales were essentially flat in the region last month, with just under 1,400 more cars sold this year than last. But the market is far from static; plug-in sales are booming, with battery electric vehicle registrations up by 28 percent according to the analysts at JATO Dynamics, and plug-in hybrid EV sales increased by 31 percent. Almost every automaker has capitalized on this growth, with a few exceptions—Tesla being the most significant.

As the first mainstream BEV-only brand, Tesla led the way in European EV sales and made much of the fact that its Model Y crossover was the best-selling car in Europe for some time. Those days are long gone. Model Y registrations fell by 53 percent last month to just 4,495 units, dropping it to 9th on the list of most-registered BEVs. First place went to the Skoda Elroq, followed by VW's ID.3, ID.7, ID.4, and the new Kia EV3.

When you look at sales at the brand level, things get a little worse for the American automaker. Volkswagen sold more EVs than anyone else in Europe last month, increasing by 61 percent to 23,514 units. As for Tesla? It fell to 11th place, with just 7,165 sales in total, a 49 percent decrease year on year.

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As we often like to remind people, beware buying any car in its first model year. It takes a little while for any OEM to find its feet with a new model, and now there's half-baked software that can need frequent updating to worry about in addition to any mechanical woes. I bring this up because various bugs meant that an electric car we were supposed to review had to be repeatedly postponed, as it was away being fixed, and as a result our week with the 2025 Volvo V60 Cross Country turned into two. And what a pleasant two weeks they were.

The Volvo station wagon is not in its first production year. Any criticism of its onboard electronics would focus more on the fact that they are now increasingly vintage, but that also means the bugs have mostly been squashed by now. Sadly, Volvo killed off the regular V60 station wagon earlier this year, but you can still buy the Cross Country version, which starts at $51,495, including the delivery charge.

As the name probably implies, the V60 Cross Country has some adaptations for unpaved roads: it rides a little higher and on softer suspension, and there's protective cladding here and there that gives this wagon a bit of a bold stance.

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Tesla has raised the ire of some of its customers, who are accusing the carmaker of misleading them. Until recently, it would not allow customers who leased its EVs to purchase them at the end of the lease. Instead, the leases stated that it "plan[s] to use those vehicles in the Tesla ride-hailing network."

Tesla instituted that policy for Model 3 leases starting in 2019 and later expanded it to the Model Y until changing the policy last November. But Tesla is not currently sitting on a fleet of several hundred thousand ex-lease autonomous Models 3 and Y, and as of today there exists no actual Tesla ride-hailing network.

Instead, it has been spiffing up the ex-lease cars with software updates and then selling them to new customers, according to Reuters. And that has made some former leasers a little unhappy that their old EVs weren't pressed into service making money for Tesla on an ongoing basis but rather just as a one-time transaction.

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It's a few years later than we were promised, but an advanced new version of Apple CarPlay is finally here. CarPlay is Apple's way of casting a phone's video and audio to a car's infotainment system, but with CarPlay Ultra it gets a big upgrade. Now, in addition to displaying compatible iPhone apps on the car's center infotainment screen, CarPlay Ultra will also take over the main instrument panel in front of the driver, replacing the OEM-designed dials like the speedometer and tachometer with a number of different Apple designs instead.

"iPhone users love CarPlay and it has changed the way people interact with their vehicles. With CarPlay Ultra, together with automakers we are reimagining the in-car experience and making it even more unified and consistent," said Bob Borchers, vice president of worldwide marketing at Apple.

However, to misquote William Gibson, CarPlay Ultra is unevenly distributed. In fact, if you want it today, you're going to have to head over to the nearest Aston Martin dealership. Because to begin with, it's only rolling out in North America with Aston Martin, inside the DBX SUV, as well as the DB12, Vantage, and Vanquish sports cars. It's standard on all new orders, the automaker says, and will be available as a dealer-performed update for existing Aston Martins with the company's in-house 10.25-inch infotainment system in the coming weeks.

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"We are an AI, robotics company," Tesla CEO Elon Musk announced last April. Despite the fact that the company's revenues are overwhelmingly derived from selling new electric vehicles, such prosaic activities hold no luster for the boss. Instead, Tesla's future, according to Musk, depends upon a (claimed) sub-$30,000 driverless two-seater, revealed to the world last October in a staged demonstration on a film set. But Musk's plans just hit a snag: The company must find some new names.

As spotted by Sean O'Kane at TechCrunch, the United States Patent and Trademark Office has informed Tesla that it will not be allowed to trademark the word "robotaxi" to describe the vehicle. According to the USPTO, the term is far too generic. Indeed, a Google n-gram search shows a steady growth in the use of "robotaxi" starting more than a decade ago.

According to the USPTO, the term is merely descriptive. The agency cites evidence from Wikipedia, The Verge, and the Amazon-backed autonomous vehicle startup Zoox in its denial of Tesla's trademark application.

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Tesla is in deep trouble in Europe. The electric vehicle maker, which once dominated EV sales in the region, is facing sales declines of more than 50 percent in France, the Netherlands, Sweden, Denmark, and the UK. Sales in Germany weren't quite as bad—they fell by 46 percent in April, with slightly smaller decreases in Portugal and Spain. Only Italy and Norway saw any kind of sales growth.

The headwinds were already looking unfavorable for Tesla even before CEO Elon Musk threw his lot in with Donald Trump and his authoritarian makeover of the US government. A small and outdated product portfolio was already looking stale compared to the influx of EVs from Chinese brands and European automakers, but Musk's hard-right turn and the US government's ongoing antagonism toward the rest of the world has soured the brand entirely. And a recent styling refresh for the Model Y has failed to arrest the slide.

The UK has been one of Tesla's biggest markets in Europe, and it's seeing something of an EV boom, with 8.1 percent more BEVs registered in April 2025 than the year before, even as overall car sales have dropped by 10.4 percent year on year. But Tesla's sales fell by 62 percent—the automaker registered just 512 cars all month. For context, 120,331 new cars were registered in the UK last month, of which 24,558 were BEVs.

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I remain perpetually wrong-footed by the Volkswagen Golf R, the more powerful all-wheel drive upgrade to the venerable VW Golf GTI. I always expect I'm in for a driving experience that is as measured and calm as it is fast. I don't know why I continually underestimate the R—Ars has driven a few of them now, and you'd think I'd remember that maybe the R should stand for "raucous."

VW has been making hot Golfs for as long as I've been on the planet—next year will be the GTI's 50th anniversary. The super-GTI is a little newer. In 1986, the GTI was joined by a more powerful version with a 16-valve engine—here in the US, they also got a capacity bump from 1.8 to 2 L. Later, the much rarer Rallye Golf emerged as a homologation special. Five thousand all-wheel drive, supercharged Golfs were built to make the car eligible for Group A rallying, and then VW Motorsport built a small number of G60 Limiteds—essentially the Rallye with some added luxury like leather, ABS, and power steering.

The Mk2's straight lines gave way to the Mk3's curves, and by then, VW had developed its VR6 engine. Most engines with two banks of cylinders have a V angle of 60 or perhaps 90 degrees; with a V angle of just 15 degrees, the VR6 engine was able to fit in the tight confines of the Golf's engine bay. For the Mk4 and Mk5, this morphed into the Golf R32, where the VR6's power and torque were better harnessed by all-wheel drive.

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The US Department of Transportation issued revised rules for autonomous and partially automated vehicles on Thursday. Despite fears that the Trump administration would roll back safety regulations as it has for air and water standards, crashes involving autonomous or partially automated vehicles must still be reported to the government. And now, domestic autonomous vehicle developers will be able to benefit from exemptions previously only offered to foreign companies.

"This administration understands that we're in a race with China to out-innovate, and the stakes couldn’t be higher," said US Transportation Secretary Sean Duffy in a statement. "As part of DOT's innovation agenda, our new framework will slash red tape and move us closer to a single national standard that spurs innovation and prioritizes safety," Duffy said.

The National Highway Traffic Safety Administration is keeping its Standing General Order, which requires manufacturers of autonomous or partially automated vehicles to report crashes that occur with such systems on public roads. Crashes using either autonomous driving systems or a partially automated system like GM's Super Cruise or Tesla's Autopilot must be reported within 10 days if anyone involved was killed or taken to hospital, if a vulnerable road user was hit, if the airbags deployed, or if the vehicle had to be towed away from the crash.

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