The company’s origins go back to 1931, when Ferdinand Porsche founded the firm in Stuttgart as an engine development and consulting office. The first production car would not arrive until 1948, when the 356 appeared. That model, developed in Gmund, Austria, turned Ferry Porsche’s ambition to build something entirely new into reality. A year later, the company returned to Stuttgart-Zuffenhausen, and in March 1950, series production of the 356 began at Karosseriewerk Reutter, marking the point where Porsche stopped being merely a consultancy and became a maker of high-performance automobiles.

The anniversary film strings together the brand’s biggest moments of defiance. It opens with, “They said an engine belongs in the front. We put it in the back,” a line meant to underline Porsche’s long attachment to rear-engine thinking. That layout, of course, existed before Porsche adopted it. The 1886 Benz Patent Motorwagen, built by Carl Benz, placed its engine behind the passenger seat, and the Volkswagen Type 1 Beetle developed by Ferdinand Porsche under Adolf Hitler’s direction also used a rear-mounted air-cooled flat-four.

The same pattern follows elsewhere. “They said ignition’s on the right. We installed it on the left,” says the voiceover, touching on one of the firm’s longest-running cockpit habits, one associated with Porsche for more than seven decades.

Then comes the cooling debate. “They said we’d ruin everything if we gave up air-cooled engines. We replied that progress doesn’t ask for permission,” the film says. Porsche made that shift with the 911.996 in 1997, while the final air-cooled 911, the 993, remained in production until early 1998. The old setup struggled with environmental rules and thermal demands, so water cooling became the answer for emissions, noise, and performance.

Porsche also defends its four-door and SUV years. “They said a real Porsche has no more than two doors. We built four-door models. And made them fatter than most two-door ones,” the short film recalls. The Cayenne arrived in 2002 and entered production later that year as the company’s first SUV. The Panamera followed in 2009, while the Macan joined in 2014. Despite early resistance, Porsche’s SUVs became its bestsellers.

Electrification is folded into the same narrative. “They said a sports car can never be electric. We developed the Taycan.” In Turbo GT Weissach form, it produces 1,092 horsepower, or 1,108 metric horsepower, and 914 pound-feet, or 1,240 Newton meters, with overboost engaged. It reaches 60 mph in 1.89 seconds, tops out at 190 mph, and holds the Nurburgring record for the fastest electric production car with a 7:07.55 lap.

The film also says, “They said we couldn’t keep improving the 911. We’ve been doing exactly that for over 60 years,” a point reinforced by the latest 911 Carrera GTS, which combines a 3.6-liter flat-six with an electric turbocharger and an electric motor in the PDK gearbox.

It all closes with one final line: “They said we’re stubborn. That might be true. Because we’re too busy moving forward,” even as Porsche eases away from its earlier plan to become all-electric by 2030 and prepares to keep combustion-powered Panameras and Cayennes alive well into the 2030s.

Porsche Models – Photo Gallery

Its exterior is cleaner than boxy. The front end features a prominent grille that can be ordered with an illuminated surround, lighting elements with a star-like look, and a power-dome hood topped by a tri-star ornament.

However, the German-based carmaker is also throwing an AMG variant, which means plenty of tuning-like upgrades, such as fresh bumper and grille with centered-start emblem. Other standout features also include 19- to 22-inch alloy wheels, arc-type taillights at the back, as well as an opening rear window and a charging-port door that opens downward. Flush door handles and retractable sliding-door windows complete the new body enhancements.

Size is another story. In its standard form, the VLE will be 209 inches long, 78.7 inches wide, and 76.5 inches tall, with a wheelbase of 131.6 inches. However, the longer versions arriving late will stretch to 215.9 inches and sit on a 138.5-inch wheelbase.

As for technological goodies that come with the new VLE, we should mention the all-star MBUX Superscreen, with a 10.25-inch digital instrument cluster, a 14-inch infotainment system, as well as a separate 14-inch screen for the passengers.

Rear occupants can really enjoy the ride thanks to a 31.3-inch panoramic display that folds down from the headliner. That setup brings 8K resolution, split-screen capability, and even an eight-megapixel camera for teleconferencing.

Beyond the screens, the VLE leans hard into comfort. Buyers will be able to configure it with six to eight seats, including layouts with captain’s chairs or rear benches. Mercedes also says manually operated seats can be fitted with four integrated wheels so they can be rolled in or out of the vehicle with little effort. Step further up the range, and the seats become electrically adjustable through either the infotainment system or a smartphone app. Premium Comfort and Grand Comfort chairs are also on the menu, with the latter adding a foot rest, lumbar support, massage, a pillow, and a wireless phone charger.

Depending on the trim involved, the new Mercedes-Benz VLE will come with great power and increased mileage. However, the carmaker has given information on just two powertrains so far.

The VLE 300, for instance, will come with a front motor and a 115 kWh NMC battery. The total output stands at 272 horsepower, while the mileage stands at around 700 km. On the other hand, the VLE 400 4MATIC comes with two electric motors, with 425 horsepower.

2028 Mercedes-Benz VLE – Video Show-Off

The goal of this update is refinement. The new model is said to be tighter and more composed than the one it replaces and much of the direction of the growth can be traced back to the lessons learned with the MX-5 Miata.

As Ruben Archilla, Mazda’s senior manager of Research & Development, explained, “It wasn’t a matter of changing the character, it was just a matter of making it better,” a statement that frames the entire engineering approach behind the latest chassis revisions.

Suspension And Dampers

The most significant work centers on the suspension. Mazda invested in a new, more expensive damper design featuring a larger piston diameter and an improved valve stack. The revised internal structure reduces friction within the assembly and increases sensitivity, particularly at low speeds. The damping curve itself is less progressive than before.

“It’s more linear,” Archilla said. “So, we have more damping at the beginning of the motion and less damping at higher piston speeds.”

Meanwhile, Mazda changed the position of the springs and dampers. The CX-5 now has relatively soft springs with firm damping, a setup that was inspired by the Miata, which has the lowest ride frequency of any Mazda that the company makes.

“The spring rate is considerably lower than it was in the previous car,” Archilla continued. “That allows it to soak up a lot of imperfections, and it makes the ride simply more comfortable, softer. But we’ve also increased the damping force, especially at the initial movement—like really small inputs, considerably—which is what keeps the body posture and the body motions, the kind of primary floaty motions, really well controlled.”

Steering And Control Systems

Beyond the suspension hardware, Mazda also focused on steering feel. The CX-5 receives more analog feedback, with adjustments that influence how forces travel back through the steering column.

“That gives the front tires more grip, gives them more response, and it also creates more force that gets fed back through the steering,” Archilla noted.

The carmaker perfected its G-Vectoring Control technology that decreases the engine force in order to move the weight to the front wheels as the driver initiates the turning. Moreover, the torque coupling in the all-wheel-drive system is slightly preloaded, which stimulates the front and rear tires to rotate at the same speed. This produces self-aligning torque and works alongside reduced damping in the electric power steering assist system.

“It’s got more actual tactile feedback, more analog feedback, and lighter effort, which makes it just easier to drive,” Archilla said.

2026 Mazda CX-5 – Photo Gallery

This new one rides on a different platform, and it’s aimed straight at the mid-sized market again, but the approach feels more ambitious. Sales are scheduled to begin later this year. Pricing? Still unknown. And no, nobody has driven it yet.

Exterior

Dimensionally, it has grown significantly, now measuring 198.8 inches in length and 78.3 inches in width. On the other hand, height is slightly lowered to 67.3 inches, which is 0.8 inches lower than the previous model.

You can see the shift visually. The hammerhead-style front end is here, along with slim LED DRLs, flush door handles, and broader fenders. The roofline sits lower than the outgoing model. Longer and wider, lower roof. It changes the stance more than you’d expect.

Interior

Inside, the extra wheelbase apparently wasn’t just for looks. Toyota says it allows for a roomier cabin and easier third-row access, plus better battery packaging underneath. Captain’s chairs come standard in the second row. On the XLE AWD, you can swap in a bench and go from six to seven seats.

Toyota even claims adults can sit comfortably in the third row; well, maybe not all adults, but still. There are also climate vents, a reclining backrest, and a lot of USB-C ports.

Infotainment and Technology

The 2026 Toyota Highlander has a primary 14-inch infotainment and a 12.3-inch digital gauge cluster, technology-wise. There are physical buttons that are only used in climate control.

Both models include standard 64-color ambient lighting, heated front seats, SofTex upholstery, and the latest multimedia system offered by Toyota.

Electric Power

As for performance, the new Highlander features a 77.0 kWh battery for both front-wheel and all-wheel drive variants. In the XLE front-wheel, for instance, the battery delivers a 287-mile range and 221 horsepower, while the all-wheel drive is capable of 270 miles of range and 338 horsepower, and 323 lb-ft of torque. There is also a larger battery available in the Limited edition with standard AWD and the same 320-mile rating.

Charging is handled through a standard NACS port for DC fast charging. Toyota estimates a 10–80 percent charge in about 30 minutes under ideal conditions. A dual-voltage home charging cable is included. There’s also battery preconditioning and Plug & Charge capability.

On the safety side, this is the debut vehicle for Toyota Safety Sense 4.0. It includes pre-collision braking, adaptive cruise control, lane-tracing assist, and proactive driving assist. The Limited adds Traffic Jam Assist, Advanced Park, a panoramic view monitor, and lane change assist.

There’s one more detail that might matter to some buyers: vehicle-to-load capability. It can power external devices or act as a backup power source.

Toyota hasn’t given us pricing yet, and we haven’t driven it. That part will come later. For now, the Highlander’s transformation is pretty straightforward: bigger, fully electric, and no gasoline fallback.

2027 Toyota Highlander – Photo Gallery

Exterior

Since Ford is part of the conversation, it’s worth noting that the latest Transporter is largely based on the Transit Custom. In this new GTI-esque configuration, it receives a beefy body kit, and that kit is described as being available in several flavors.

The images referenced show the five-seat Kombi version, but customers can also choose a panel van. Both body styles are available in short- and long-wheelbase configurations, so the Sportline treatment isn’t limited to one single layout.

Some of the most obvious Sportline cues show up in the details. The van rides on exclusive 19-inch wheels that drop the usual VW logos in favor of Sportline branding. At the rear, there’s a split roof spoiler, presented as the “most daring feature,” and it’s meant to make it clear this isn’t a typical workhorse. Up front, the grille gets a red accent stripe that’s described as looking like it was lifted straight from the Polo GTI or Golf GTI.

Other Specifications

Beyond the styling changes, the Sportline also gets a lowered sports suspension with Eibach springs. The ride height is dropped by 1.1 inches (29 millimeters). That’s a specific number, and it’s part of what sells the “hot hatch attitude” theme.

Features

As the flagship version, the Sportline is said to come loaded as standard. The equipment list mentioned includes matrix LED headlights, roof rails, a heated steering wheel, and illuminated metal door sill plates. The GTI-like red finish is contrasted by glossy black accents, and those black details include electrically adjustable, heated mirrors.

Complete Powertrain Information

The drivetrains are left untouched. Whether buyers pick diesel, a plug-in hybrid, or a fully electric version, there’s no extra grunt compared to a regular Transporter.

Conclusion

This also isn’t the first time the Transporter has received Sportline treatment—Volkswagen previously gave the T6.1 a more aggressive makeover a few years ago, and the pattern is similar here. If someone wants a “true GTI” model that hasn’t been sold before, the extract points to the ID.2 Polo GTI coming later this year, though it’s noted it will arrive without a combustion engine.

2026 Volkswagen Transporter Sportline – Photo Gallery

Complete Powertrain Information

The biggest 6.5-liter, naturally aspirated V12, which is the center stage of the car, naturally, gains a staggering 849 horsepower. This is given as a high revving and responsive pot where the delivery of power is linear and progressive. The car is easy to handle and relaxed when driven in a normal way but once it is pushed to the extreme, it becomes hideous in its performance. And that is what a true 849 Testarossa is.

Exterior

At the exterior, the design seems clean yet restrained, without relying on exaggerated aerodynamic features or aggressive shapes. There are aero parts; however, nothing seems to be left at random. Nothing looks overstated, and nothing seems designed purely to intimidate. At the rear, the sports car adopts a wide stance with strong horizontal emphasis, which provides a balanced overall impression.

Interior

The cabin follows the same philosophy. Inside, the environment is driver-focused and mechanical in feel. There is no emphasis on screens or visual overload.

One can see Alcantara and carbon fiber throughout, and bucket seats installed. However, the interior doesn’t feel luxurious in a traditional sense, as it is meant to be purposeful, clear, and easy to understand, even when driving at high speeds.

Other Specifications

The Ferrari 849 Testarossa is a magnificent piece of equipment where steering is fast, predictable, and accurate, and this feature enables the car driver to read the intentions of the car on the road. The chassis is stable at a high speed with the braking performance being consistent and powerful.

In conclusion, the Ferrari 849 Testarossa is a very good sports car with peculiar aerodynamics and good performance at a high speed. The thing is that the sports car does not need to be necessarily high-performance and make one feel threatened which is a very strong reminder that Ferrari is still not in the cards when it comes to creating a ferociously fast car that will not be overwhelming at the same time.

Ferrari 849 Testarossa – Photo Gallery