Hydrogen is also much less energy-dense by volume, and making the stuff is far from efficient, even when you use entirely renewable electricity. And of course, the vast majority of commercial hydrogen is not so-called blue hydrogen, which was made with renewables but is instead mostly produced via steam reformation from hydrocarbon stocks. That’s an energy-intensive process and one that is very far from carbon-neutral.
Finally, there’s virtually no infrastructure for hydrogen road vehicles to refuel.
The vehicles are inefficient, and the fuel is expensive, difficult to store, and hard to find. So it’s perhaps no wonder that someone at Stellantis finally saw sense. Between the high development costs and the fact that FCEVs only sell with strong incentives, the decision was made to cancel the production of hydrogen vans in France and Poland.
Stellantis says there will be no job losses at its factories and that R&D staff will be put to work on other projects.
“In a context where the Company is mobilizing to respond to demanding CO2 regulations in Europe, Stellantis has decided to discontinue its hydrogen fuel cell technology development program,” said Jean-Philippe Imparato, chief operating officer for Enlarged Europe. “The hydrogen market remains a niche segment, with no prospects of mid-term economic sustainability. We must make clear and responsible choices to ensure our competitiveness and meet the expectations of our customers with our electric and hybrid passenger and light commercial vehicles offensive.”
“Tesla has partnered with Baidu [a Chinese search and AI group] but Baidu can’t disclose all the data points to Tesla,” Duo adds. “The real-world data is definitely more valuable.”
Home field advantage
While BYD might have home turf advantage when it comes to data collection and security, Wang’s late pivot to driverless functionality has created some risks for the group.
One is question marks over financial sustainability. Price wars among Chinese carmakers are putting margins and the industry’s balance sheet under strain as Beijing demands more action to protect suppliers in the world’s largest car market.
It has also opened up some rare gaps in BYD’s otherwise formidable vertical integration. Its market leadership has also enabled it to pressure suppliers for price cuts and extended payment terms, allowing it to rigorously control costs.
But according to Chris McNally, an analyst with US investment bank Evercore, the God’s Eye platform uses software and hardware partners, including Momenta, a Chinese group backed by General Motors in the US, and some chips from Nvidia.
BYD’s executive vice-president Stella Li said competition with Tesla in EVs and autonomous technology would accelerate innovation, ultimately making BYD a “better’” company.
Credit: Joel Saget/AFP/Getty Images
BYD’s executive vice-president Stella Li said competition with Tesla in EVs and autonomous technology would accelerate innovation, ultimately making BYD a “better’” company. Credit: Joel Saget/AFP/Getty Images
For years, the risks associated with reliance on US-made chips in particular have hovered over the Chinese car sector—plans for driverless systems could be held back at any moment by US export controls or sanctions.
“Given the geopolitical environment, no one will invest in a technology with such a high risk that they’re still relying on foreign technology,” says Raymond Tsang, an automotive technology expert with Bain in Shanghai.
However, these vulnerabilities might not persist. Analysts believe BYD will soon develop most of its driverless systems in house and increasingly swap out Nvidia chips for those made by Beijing-based Horizon Robotics. “This is the BYD way to drive costs down,” McNally says.
It would also be consistent with a broader shift towards self-reliance in key technologies, in response to Washington’s steadily increasing restrictions on technology exports to China.
Yuqian Ding, a veteran Beijing-based auto analyst with HSBC, says that while BYD has not talked about developing a robotaxi service, executives have made “very clear” their plans to develop in-house all the important software and hardware needed for autonomous vehicles.
Wang, the BYD boss, has also previously indicated to analysts that the company has all the tech and know-how to develop robots, in another potential long-term challenge to Musk.
“With more than 5 million scale per annum, they can do everything,” Ding says, adding: “That’s the ultimate goal … Their target is much closer to Tesla.”
In an interview with the Financial Times this year, BYD’s executive vice-president Stella Li said competition with Tesla in EVs and autonomous technology would accelerate innovation, ultimately making BYD a “better” company.
“In the future, if you are not producing an electric car, if you’re not introducing technology in intelligence and autonomous driving, you will be out,” she warned.
Additional reporting by Gloria Li in Hong Kong
Graphic illustration byIan Bottand data visualisation by Ray Douglas
In addition to the new sound, the shape of the 6 N is obviously quite a bit different than that of the SUV-silhouette of the Ioniq 5. Being a sedan means having a trunk, and on that trunk is a mighty large wing with a dramatic curving profile to match the sculpted edges at the rear of the 6 N.
The Ioniq 6 can fast charge very quickly, but how many tracks have convenient 350 kW DC fast chargers? Credit: Tim Stevens
Not big enough? Don’t worry, Hyundai is launching a new line of N Performance parts, enabling buyers to swap on a positively massive rear wing that follows the trend of gooseneck mounting, a design popularized by modern GT racing.
Big wings and EVs don’t usually mix, since the priority is usually aerodynamics and not downforce. However, Eduardo Ramirez, Chief Designer of Hyundai Design Europe, told me that despite the extra aerodynamic volume, the bigger optional wing doesn’t create extra drag. So if you crave that low-key GT3 look but worry about a big-time range hit, follow your heart.
The final change from the 5 N is so subtle that I didn’t even notice it at first, but the division’s distinctive Performance Blue paint now shines through a white pearl coating. I’m a big fan of the N series’ blue/red/black liveries, and the extra sheen here just makes things look that much more premium.
Speaking of premiums, the big question on my mind is how much the Hyundai Ioniq 6 N will cost. Prices of everything are a bit turbulent, with shifting tariffs and credit situations, but right now, you’ll have to spend an extra $23,600 over the $42,600 MSRP of an Ioniq 5 if you want to step up to an Ioniq 5 N.
If that same delta is maintained for this new model, given the Ioniq 6 starts at $37,850, you’ll be looking at somewhere around $60,000 for an Ioniq 6 N. But the market has changed significantly since the 5 N was introduced in 2023, so it’s anyone’s guess which numbers will be stuck on the glass of the 6 N when it hits American dealerships, assuming import tariffs don’t turn this blueberry into forbidden fruit.
When might you be able to get one? Nobody’s talking about that yet, either, but hopefully, Hyundai won’t keep us waiting long.
Plus, OBBB got rid of penalties for automakers who fail to meet Corporate Average Fuel Economy standards. These standards have ramped up over the last 50 years and forced auto companies to make their vehicles more gas-efficient. They pushed manufacturers to, for example, get into hybrids, and build some of the first modern electrics. Now, they’ll no longer have that extra incentive to get clean, emission-wise.
Keep your eye on your city or state
Just because federal EV support is going away doesn’t mean all government support is over in the US. “I do think we’ll see states step in to fill the gap,” says Harris. So it’s worth doing a bit of research to see what incentives exist where you live.
To date, 11 states—California, Colorado, Delaware, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Rhode Island, and Washington—have joined together to experiment with new polices and programs that promote cleaner vehicles.
And last month, in the middle of a fight with the Trump administration over California’s power to set its own clean air rules, California governor Gavin Newsom directed state agencies to come up with new and innovative ways to support zero-emission vehicles. The state still plans to phase out sales of new gas cars by 2035.
Stay optimistic, EV fans
Industry watchers seem certain of one thing: Despite this setback in the US, electric vehicles are the future. So while American consumers and automakers try to figure out how to cope with uncertainty, electric progress will continue all over the world.
Expect China to continue to put out well-built and -priced EVs, and export them all over the world. “Americans are paying more and closer attention to those offerings, and eventually there’s going to be demand,” says Nigro. American companies are going to have to keep up—or else. ”That’s the existential crisis the industry faces,” he says.
Yoon, the Edmunds analyst, also expects the new bill to result in short-term electric pain. But he believes there’s light ahead. In fact, Yoon is so optimistic, he allows himself an auto metaphor. “Ultimately, this will be a speed bump rather than a true obstacle,” he says.
Whether I was riding in the rain in Austria or the blazing heat of the Texas sun (115° F/46° C), Rotax’s focus on thermal management kept the two Can-Am bikes ready to deliver the expected power at any speed. It’s not only a tremendous feat of engineering, but on the road, it can mean the difference between life and death.
The Can-Am Pulse is the other Can-Am motorbike to use Rotax’s electric powertrain.
Motorcycle riders are keenly aware—because we are routinely reminded—that our method of transportation is inherently dangerous. We straddle a motor connected to two wheels with a metal frame holding it all together. While astride these machines, it’s important that everything works as expected. More so than inside a car, counting on the brakes and powertrain to perform as anticipated is extremely important. Thermal fade in a car isn’t great. Thermal fade in a motorcycle could lead to a life-threatening situation.
For a company that has been building motors for itself and other bike makers, the importance of creating a vehicle that performs as expected is likely not lost on Rotax.
The company is also aware that the rest of the motorcycle industry is likely keeping an eye of the Can-Am bike sales. “They know what we did in the power sports industry, that we are a serious company with design, development, manufacturing capabilities, an international footprint, an international global supply base, and we have the knowledge to do great products. If I [were] them, I would be watching us,” Gebetshuber said.
Like other businesses, Rotax is trying to deal with the fallout of the United States’ chaotic tariff situation. Gebetshuber notes that the company doesn’t want to comment on politics but, “what we can say is the environment is currently very difficult, because changes are happening faster than we’re able to react.”
You’ll find Rotax’s motors in a number of other OEMs’ bikes. Credit: Rotax
It does help with development that nearly everything is done in-house. The motors are built at a Rotax facility. The bikes are put together at another. Development is done in Austria. Nearly everything on the Can-Am bikes is either built by Rotax or, in the case of the inverter on the electric platform, built to Rotax specifications.
Thanks to performance balancing, older GT3 cars like the Huracan are still competitive. But with the road car out of production, it was obvious that a racing version of its replacement was called for.
“The Temerario GT3 has been designed with the end user in mind,” said Lamborghini Chief Technical Officer Rouven Mohr. “Everything has been considered, from the efficiency of the aerodynamics to the power curve to the way in which the team is able to operate the car. The car operates in a slightly different area of the performance windows, which are used to balance the cars of different configurations compared to its predecessor. We are confident that it will be competitive in terms of lap time, while also nice to drive in a wide range of conditions, including at night and in the rain. The development team has worked hard to ensure the car has a wide operating window and that the teams are better able to work on it.”
The hybrid system is gone—too complex for customer racing, not to mention far too heavy. And again, with its balance of performance, it’s not like the Temerario GT3 would be allowed much more than half of the road car’s 907 hp (676 kW). The 4.0 L twin-turbo V8 stays, albeit limited to just 550 hp (410 kW), and there’s a new six-speed racing transmission that sends power to the rear wheels. The bodywork is designed for rapid replacement—rubbing isn’t really racing, but contact happens, and the faster you can fix it, the better.
These customer racing cars are even a decent little money-spinner for Lamborghini. The company sold more than 200 Huracan GT3s, and probably at least that many Super Trofeo cars, which race in a one-make series and don’t have the restrictions of the GT3 category.
“Ultimately, the more cooling holes, the lower the temperature of the disc,” Miller said. “You have mechanical wear between the disc and the pad, and 350˚ Celsius and below you have a lot of dust, which physically wears the disc. At higher temperature ranges, the dust between the pad and the disc creates friction. That results in less wear and less impact.”
The shift to technology
While manufacturing is the visible side of the brakes process, CEO Daniele Schillaci emphasizes the role of technology. In the last three years alone, Brembo has hired more than 100 software engineers in Italy, China, India, and the US (some in Silicon Valley).
“The automotive business is in a very deep transformation phase with new technology, software, AI, and electrification,” Schillaci said. “Until a couple of years ago, Brembo was a very nice company building cast iron discs, aluminum calipers, and carbon ceramic for racing. But when it came to software, Brembo wasn’t top of mind.”
Cast iron discs are cooled a bit differently. Brembo
That’s changing, as the manufacturer has poured money and resources into its newest offering, a software-controlled product called Sensify. Billed as the first fluid-free braking system that continuously controls and supervises each wheel’s braking, Sensify integrates software and mechatronics, combining mechanical, electrical, computer, and robotics engineering with code.
Brembo sees Sensify as a significant breakthrough that represents a new standard in the automotive industry, and the company built the software and AI in-house. While some outlets are describing it as brake-by-wire technology, which debuted more than 20 years ago, Schillaci says it goes way beyond that.
“Sensify is more than brake-by-wire,” Schillaci said. “Brembo has been collecting data from its test benches for many years. With this data, combined with our internally built algorithm, Brembo has increased its ability to read the data and understand the impulse in the braking system at each corner. The car will stay stable, without vibration, even in emergency braking situations.”
As racing evolves, parts manufacturers will have to as well. Brembo, like the rest of the industry, aims to stay on top of the shift and use the latest tools to remain successful.
The new model goes on sale this year in Europe. Credit: Mazda
More recently, Mazda borrowed the hybrid powertrain from Toyota’s RAV4 and dropped it into the CX-50—conveniently, both SUVs are built in the same shared factory in Huntsville, Alabama. (In exchange, Toyota gets access to Mazda’s Soul Red paint for the RAV4, which is a pretty fair swap.)
Both the CX-5 and CX-50 will continue to coexist in dealerships: The former is a global bestseller, and the latter is made in the US for North American tastes. Finally, there will be a hybrid CX-5 to go with the hybrid CX-50, although not until 2027. Not much is known about the new “Skyactiv-Z” engine other than that it will be a four-cylinder gasoline engine that operates at the ideal stoichiometric ratio of air to fuel throughout the rev range.
For 2026, though, the CX-5 will come with Mazda’s Skyactiv-G 2.5 L four-cylinder gasoline engine. Mazda has also developed a new generation of infotainment system for the CX-5, joining the growing list of automakers that have adopted Google’s Android Automotive OS and Google automotive services.
The addition of a hybrid in 2027 will be welcome, as Mazda has often lagged behind in terms of fuel efficiency. Mazda
Expect pricing much closer to the car’s official US launch in 2026.
Nissan’s future product portfolio is feeling the effects of some of Trump’s other policies. Working with congressional Republicans, the president has chosen to end federal tax incentives meant to encourage the adoption of clean energy vehicles like EVs. As a result, many new EVs will get $7,500 more expensive for most customers from October 1.
There’s no question that EV incentives help spur demand, given the higher purchase price of an EV. No credit means lower demand, so Nissan is delaying a pair of EVs it plans to build in Canton, Mississippi, according to Automotive News. The automaker has told its suppliers to expect a 10-month delay to the original schedule for an electric Nissan crossover now due for November 2028, and an Infiniti version that will now go into production in March 2029.
It’s not the first time this year that the production schedule at the factory in Canton has been torn up and redone. In April, Nissan said it had to “face reality” and accept that “the sedan market is shrinking,” as it cancelled a pair of electric sedans that were also to be built in Canton in the coming years.
Faster than a supercar to 60, still able to rock crawl with the best of them.
Lots of EVs can accelerate quickly, few also have off-road abilities that would put a mountain goat to shame. Credit: Tim Stevens
Lots of EVs can accelerate quickly, few also have off-road abilities that would put a mountain goat to shame. Credit: Tim Stevens
It’s getting harder to find hyperboles to describe the performance of modern EVs. Horsepower figures measured in four digits and acceleration figures clocking in well under three seconds aren’t exactly de rigueur, but they’re well short of rare these days.
Rivian’s latest generation ticks those boxes, joining the automaker’s range alongside the cheaper dual-motor models we tested last year. The new Gen 2 Quad-Motor versions of the company’s R1S SUV and R1T truck offer 1,025 hp (764 kW) and 1,198 lb-ft (1,624 Nm) of torque, enough to get the pick-up from 0 to 60 mph in just 2.5 seconds—the heavier SUV is a tenth slower. That’s awfully quick for a truck that weighs in at around 7,000 pounds (3,175 kg) and can tow 11,000 pounds (5,000 kg) or, in the case of the SUV, seat seven comfortably.
That spread of performance and practicality is impressive, but as I learned in a day behind the wheel of both the $115,990 truck and $121,990 SUV, winding around and over the mountains surrounding Lake Tahoe, that’s just scratching the surface of what they can do.
Rivian launched its second-generation R1 last year, with a cheaper dual motor version. Now it’s time for the more powerful quad motor powertrain to hit the road. And the trails. Tim Stevens
More motors, more potential
As you can guess by the name, the Quad-Motor editions of Rivian’s R1 machines offer four motors, one per wheel. That, of course, provides those astronomical performance figures, providing the sheer force necessary to accelerate them so quickly.
But it goes well beyond that. Most EVs with all-wheel drive—including the cheaper dual-motor R1S and R1T that Rivian started selling last year—rely on a pair of motors: one up front and one out back, each splitting its power across two wheels courtesy of a differential. Each differential divvies up the twisting force from a motor but introduces extra friction and drivetrain losses into the equation.
Most traditional differentials also struggle with wheelspin, such that when one wheel starts to lose grip, the EV actually needs to apply the brakes on that wheel to keep it from spinning wildly. Hitting the brakes while you’re trying to accelerate isn’t great for maximum performance.
Rivian continues to eschew buttons and phone-casting interfaces like CarPlay. Credit: Tim Stevens
Installing one motor per wheel simplifies the whole setup immensely. Now, each motor can be controlled individually, with no differentials required to ensure power goes where it’s needed. If one wheel starts to slip, the car can simply cut that motor’s power without impacting any of the other three.
That process is helped by Rivian’s new system architecture introduced in the Gen 2 R1 platform last year. This not only greatly simplified the architecture of the vehicles, cutting cost and weight, but it enabled far more finite control over those motors.
The four motors are backed by a 140 kWh (usable) NMC battery pack, which, for the first time on a Rivian, is charged via a Tesla-style NACS port. That pack offers up to 374 miles (602 km) of range per the EPA if you go with the efficiency-minded all-season wheel and tire setup. Switch the Quads over to Conserve drive mode, and Rivian’s engineers told me upwards of 400 miles (643 km) on a charge is possible.
But if you want that eye-opening acceleration figure mentioned above, you’ll need to opt for the optional summer wheel and tire package, which swaps out the low-rolling resistance tires for a set of Michelin Pilot Sport 5 S tires on staggered 22-inch wheels, measuring 275 wide at the front and 305 at the rear.
More into the off-road side of the equation? There’s another wheel and tire package available: 20-inch wheels with aggressive Pirelli Scorpion tires. Choose wisely, because your selected wheel and tire will have a huge impact on the personality of your Quad.
Rolling clean
I started my day in an R1T Quad-Motor on the street performance-oriented Michelin tires, and sadly, the first hour or so was spent idling through traffic. That meant leaving most of those 1,025 horses safely blanketed in the stable, but it did give me time to sample the more nuanced changes in the Quad.
I’ve spent a fair bit of time in Rivian’s second-generation machines, but Quad-Motor features a few updates. The cel-shaded visual display design has been cleaned up a bit, especially the gauge cluster view of the world around you, meaning the entirety of the interface looks equally clean and charming.
Sadly, Android Auto and Apple CarPlay are still missing, which I found particularly annoying when testing the now Atmos-equipped sound system. Since I couldn’t access the music I’d downloaded on my phone, I was stuck relying on the truck’s data connection to stream music through Apple Music. Connectivity is spotty in the rural routes around Lake Tahoe, and it was rare that I got through a single track without stuttering or outright pausing. Fumbling for my phone and having to pair over Bluetooth felt awfully low-rent for a $119,900 as-configured machine.
The RAD tuner is new. Credit: Tim Stevens
An unexpected software surprise was the new RAD Tuner. This presents you with a screen full of vehicle parameters to modulate, including standard stuff like suspension stiffness and throttle response, plus far more nuanced parameters like front-to-rear torque split and even roll stiffness. You can modify any of the stock on- or off-road modes or just add new ones to your heart’s content.
As someone who is often frustrated by the lack of configurability in modern EVs, I loved being able to tweak every slider. Each adjustment is paired with an intuitive graph and explanation showing you exactly what it does. Best of all, I could really feel the differences. Dragging the roll slider up and down made the R1T go from a relaxed, floppy feel to a taut, engaging turner.
Unfortunately, nothing I changed made the ride quality any better. The truck was surprisingly harsh over broken asphalt, and there was a fair bit of road noise, too. That’s a big difference from what I’ve experienced from Rivian’s R1 machines in the past, making me think the sportier wheel and tire package is the culprit here. I unfortunately did not have a chance to sample the all-season wheels and tires, but I would have to figure their less aggressive design would be an improvement.
Given that, I’d probably skip the Michelin tire setup. But with it equipped, the truck was impressive. Acceleration was truly eye-opening, as you’d expect, while the ability to seamlessly apply power to each wheel as needed resulted in a confidence-inspiring machine when the traffic cleared. Only the complete lack of steering feedback dampened the fun, but even so, the R1T Quad-Motor is far more engaging on the road than a truck this size has any right to be.
Time to get dirty. Credit: Rivian
But things got even more fun when the road ended.
Rolling dirty
The second half of my time behind the wheel was spent in an R1S Quad-Motor outfitted with the more aggressively treaded Pirelli Scorpion tires. That three-row SUV brought me up and over some astonishingly tricky terrain, including a sheer rock wall that, on foot, would have required a ladder.
Over loose gravel and tricky articulations, the new Quad showed its ability to lean on those tires with grip while quickly cutting power to those left hanging in the air. This is the kind of next-level traction management that trumps locking differentials and makes an R1 Quad-Motor a cinch to drive up even the most extreme terrain.
It was easy going down, too. On loose surfaces, with the regen set to maximum and the SUV’s central display showing the output of the individual motors, I could see how each corner of the vehicle dynamically ramped its regen up or down to match the available grip. The result was a clean, straight descent.
Tire choice is quite important. Credit: Tim Stevens
The Quad-Motor is even easy to turn around in tight spaces. Rivian’s original Tank Turn returns, now rebranded and expanded as the Kick Turn, enabling 360-degree spins on loose surfaces or even tail-dragging pivots around tight corners. The process of engaging this mode is a bit clumsy, requiring you to hold buttons on the steering wheel simultaneously with both thumbs to indicate spin direction. But, when off-road at least, this helps to make up for the R1’s continued lack of rear steering.
At the end of the day, I honestly wasn’t sure whether I was more impressed by the on-road or off-road capabilities of Rivian’s new Quad-Motor machines. That spectrum of performance makes the top-shelf R1 series unique, an addictive mixture of supercar speed and super truck capability.
Maybe Bernie Ecclestone was right about fitting racetracks with sprinklers.
Oscar Piastri’s McLaren emerges from the spray during the 2025 British Grand Prix at Silverstone in England. Credit: Clive Mason/Getty Images
Oscar Piastri’s McLaren emerges from the spray during the 2025 British Grand Prix at Silverstone in England. Credit: Clive Mason/Getty Images
The heat dome that oppressed much of Europe has broken. Not a drop of rain marred the 24 hour races at Le Mans, the Nürburgring, or Spa-Francorchamps, held unusually over consecutive weekends this June. Similarly, last weekend’s Austrian Grand Prix took place under scorching skies that were baking the Tyrolean mountains. No such luck for the vast crowds at Silverstone attending the British Grand Prix this past weekend, who definitely needed their waterproofs. On the plus side, the addition of rain certainly made things interesting.
Like many British race circuits, Silverstone was a former World War II airbase. Originally home to Wellington Bombers, it’s very exposed to the wind, which was gusting at times during practice and qualifying, making life complicated for the drivers. Lewis Hamilton made the home crowd smile by topping the time charts during FP1. Hamilton has struggled to get to grips with his new Ferrari for much of this season, but at Silverstone he looked much more comfortable, finishing FP2 less than a 10th of a second behind his teammate, Charles Leclerc, although neither could match McLaren’s Lando Norris for outright speed.
On Saturday, it was Red Bull’s Max Verstappen who rose to the top, snatching pole position from the McLarens of Oscar Piastri and Norris by about a 10th of a second. George Russell’s Mercedes was competitive in the colder temperatures, securing fourth on the grid ahead of the Ferraris of Hamilton and Leclerc. Mercedes’ young rookie, Kimi Antonelli, qualified seventh but would start 10th as a result of a penalty acquired in Austria, and Haas rookie Oliver Bearman put in the eighth-fastest time, but ignoring a red flag during Saturday’s final practice session landed him with a 10-place grid penalty. As it was, Aston Martin’s Fernando Alonso lined up seventh for the race, followed by Pierre Gasly’s Alpine, Carlos Sainz in the first Williams, and then Antonelli rounding out the top 10.
Lewis Hamilton has more wins at Silverstone than any other F1 driver. Credit: ANDREJ ISAKOVIC/AFP via Getty Images
Race day was rainy, with the F2 feature race proving a good preview for the main event. A heavy shower during the F1 pre-race buildup saw everyone choose to take the formation lap on intermediate tires, although sections of the track were dry enough that Russell, Leclerc, Antonelli, Bearman, and Racing Bull’s Isack Hadjar all diverted to the pit lane at the end of the formation lap for slick tires. That was the wrong gamble—the last few turns were far too wet for slicks, as they would soon find out.
Who wants to bet?
Up front, Verstappen had placed the wrong bet, too, opting for a dry weather setup that was light on downforce. The first few laps were interrupted by virtual safety car periods as drivers collided or spun off, with others like Leclerc choosing to take the opportunity to stop for tires—another bad bet, as it turned out.
Verstappen was passed first by Piastri, then Norris got by as the rain returned. Verstappen was clearly not having a good time and had an off-track excursion that was greeted with a roar by the partisan spectators. But the Red Bull got back past Norris in the pits, as McLaren was forced to double-stack its cars, losing Norris a second or two in the process.
The main problem with running F1 races in the rain is the lack of visibility. The aerodynamic downforce generated by the cars sends up huge rooster tails of spray from the rear diffusers, with more water pumped into the airflow by the treaded intermediate or wet tires. And so, on lap 14, a full safety car period was declared, with the cars circulating behind the Mercedes AMG coupe at a reduced pace.
Did Piastri violate safety car procedure? He didn’t think so, but the stewards did. Credit: Jon Hobley | MI News/NurPhoto via Getty Images
The race went green for about a lap until Hadjar crashed heavily in the spray, hitting the back of Antonelli before even seeing the Mercedes in front of him. A mistimed brake application by Piastri just as this safety car period ended saw Verstappen briefly pass him on track before the green flag was waved—normally this would garner the passing car a penalty, but in this case the stewards chose to penalize Piastri with a 10 second time penalty, to be served at his next pitstop. With his teammate Norris just a few seconds behind, this robbed the Australian of the win, gifting it to the other McLaren instead.
Verstappen, like the stewards, thought Piastri was playing games behind the safety car, and it evidently unsettled the Dutch driver, forcing him into an error like in Spain a few weeks ago. The reigning world champion fell as low as 10th, recovering to fifth place by the end.
The second half of the race saw various drivers gamble on slick tires, betting the track was dry enough to build enough tire temperature to go faster than the grooved intermediate rubber. Fernando Alonso went first on lap 38, followed by George Russell, both of whom struggled initially. Waiting a few more laps proved wiser, but even by lap 44 the very fast Stowe corner looked like it was wet enough to get a driver’s attention.
Norris delighted his many fans in attendance by taking victory ahead of Piastri, passing his teammate easily, while the Australian was held stationary for his penalty before his team was allowed to change the car’s tires. That closed the gap in the standings between them to just eight points.
Well deserved, well overdue
I can’t imagine anyone in the paddock was displeased to see Nico Hulkenberg finally earn a podium. Credit: Rudy Carezzevoli/Getty Images
But the biggest smiles were surely for the man in third place. Sauber’s Nico Hulkenberg got past Lance Stroll, then held a hard-charging Lewis Hamilton at bay for the final chapter of the race to secure third place. It was the first podium finish for Sauber since 2012, and the very first for Hulkenberg, who waited a record 239 races to achieve the result. The highly rated German driver, who won the 24 Hours of Le Mans with Porsche on a spare weekend in 2015, has never had access to front-line F1 machinery, but even so, this result was well overdue.
When he was still in charge and wanted to get his own way, Bernie Ecclestone would often throw out a number of implausible-sounding or extreme ideas for the sport in order to force teams to back the less-extreme idea he really wanted implemented. One of those extreme ideas—one he brought up back in 2011—was to fit F1 tracks with sprinklers that would come on at random, and while we never saw it happen, the added chaos of a wet-then-drying track has proved time and again to create entertaining racing. Maybe we should give it a go?
Damson Idris, one of the stars of the recent F1 movie, was on hand to wave the checkered flag at Silverstone. A second viewing of the film reveals that the script is actually even cheesier than I first thought, and a number of plot holes continue to bug me—if the Rolex 24 at Daytona is at the end of January, how come the F1 season was halfway through, for example? Then again, I also rewatched Days of Thunder to see if I was hasty in placing F1 ahead of the NASCAR movie in my recent review, but I found enough to remain satisfied that I got those two in the right order. Normally, technical accuracy plays a back seat to a good plot. For F1 The Movie, it’s mostly the other way around.
Jonathan is the Automotive Editor at Ars Technica. He has a BSc and PhD in Pharmacology. In 2014 he decided to indulge his lifelong passion for the car by leaving the National Human Genome Research Institute and launching Ars Technica’s automotive coverage. He lives in Washington, DC.
The fast charging stats are acceptable for a 400 V powertrain. VW quotes 30-minute fast-charging from 10 to 80 percent, with the battery able to accept peak rates of 170 kW. In practice, I plugged in with 35 percent SoC and reached 80 percent after 21 minutes. Meanwhile, a full AC charge should take 7.5 hours.
You want plenty of space in a minivan, and there’s a huge amount here. In the US, we only get a three-row version of the Buzz, which offers features that the two-row, Euro-only version can’t, like air vents and opening windows in the back. There are also a plethora of USB-C ports. You sit up high, with an H-point (where your hip goes) that’s a few inches above that of other minivan drivers.
One of the downsides of that large battery is the extra height it adds to the Buzz, although a tight turning circle and light steering mean it’s never a chore to drive. However, getting in could be a little simpler for people on the smaller end of the spectrum if there were grab handles or running boards.
The width shouldn’t prove a problem, given the number of commercial Buzzes you now see working as delivery vans or work trucks in Europe these days. The bluff front and large frontal area may also explain the wind noise at highway speeds, although that can easily be drowned out by the sound system (or two rows of children, perhaps). Driving slowly, and therefore efficiently, is made simpler by the lack of side bolstering of the seats and that high H-point that magnifies any amount of roll when cornering.
VW’s infotainment system still lags a bit, and the car relies on capacitive controls, but at least they’re backlit now. Jonathan Gitlin
Both middle and third row are viable places to put fully grown adults, even for long drives. The specs actually give the third row the edge, with 42.4 inches (1,077 mm) of legroom versus 39.9 inches (1,014 mm) for the middle row, and VW had to issue a recall because the rear bench is slightly wider than federal rules allow if you only have two seatbelts.
