Last week, I attended Polestar Day, a massive event put on by the Geely-owned Swedish brand in a hangar at the Santa Monica airport.

The Volvo offshoot company invited hundreds of media, investors, and owners to experience the latest products and upcoming models and learn about a bunch of new technology innovations and partnerships that were announced at the event. 

Polestar 3 SUV

This was the media’s first opportunity to ride in the Polestar 3, the Porsche Cayenne-fighting SUV that will be built in South Carolina and go on sale in the US in the second quarter of 2024. I rode in a fully loaded 3 with the optional Performance package, which bumps output to 517 horsepower, adjusts the torque vectoring and all-wheel drive software, and adds unique chassis tuning and 22-inch wheels with performance tires. 

On a 15-minute jaunt around Santa Monica, the 3 was impressive. The standard four-corner air suspension provides a comfortable ride, and the cabin is quiet and serene. My driver floored it out of a couple corners, with the car quickly hooking up and rocketing out of the turn without any adverse body movements or powertrain lag. The 3’s interior is a really nice place to be, certainly befitting of its $85,300 starting price, with tons of space, a nice mixture of high-end sustainable materials, and easy-to-use technology.

The 3 will be the first Polestar with bidirectional charging capabilities, and Polestar announced a collaboration with the California Energy Commission (along with other authorities in the US and Sweden) to create an implementation plan for vehicle-to-grid services.

Polestar is developing a virtual power plant (VPP) that connects participating cars to the grid and each other, calculating when to charge or discharge from the grid based on the best energy usage, battery health, grid demand, and owner monetization. All that owners will have to do is plug their car in, and Polestar’s VPP tech will take care of the rest.

Polestar 4 crossover

The event also marked the first time the new Polestar 4 was shown outside of China following its debut at the Shanghai Auto Show earlier this year. It’s a crossover coupe that splits the difference between the compact and midsize segments, and it’ll carry a starting price of around $60,000 when it goes on sale later in 2024. The most headline-grabbing feature is the Polestar 4’s lack of a rear window, which you can learn more about in my ride-along feature.

A few new bites of news were given out surrounding the 4. While the crossover will enter production in China at the end of this year, starting in mid-2025, it will also be produced in South Korea for American and European markets through a partnership with Renault Korea Motors, which will help the 4 skirt the 25 percent import tariff on China-built vehicles. It was also announced that the 4 will be the first production car to have the Mobileye Chauffeur autonomous driving technology thanks to the use of Luminar’s next-gen lidar setup, which will be an option. And ahead of Polestar Day, the brand declared that the 4 will have the lowest carbon impact of any Polestar yet.

Polestar 5 sedan

We’ve been getting fed information about the Polestar 5 since it was first revealed in 2020 as the Precept concept, and Polestar Day was the first time the brand has shown the production car’s design without any camouflage or concept frippery. It’s an absolutely stunning fastback sedan with dramatic proportions that are sized similarly to the Porsche Panamera, and like the Polestar 4, it lacks a rear window. 

Sitting next to the design model was a fully functioning camouflaged prototype of the 5, which also had a full interior. We know that the 5 will offer up to 884hp and 664 pound-feet in top dual-motor spec, and there will also be lower-powered rear-wheel drive versions. The 5 will be built on a bespoke supercar-like bonded aluminum platform that’s being developed at its own facility in England.

Polestar also announced a new partnership with StoreDot to bring extreme fast charging to the Polestar 5. Using StoreDot’s XFC pouch cell charging tech, the Polestar 5 will be able to gain 100 miles of range in just five minutes of charging. This will not require any changes or advancements to battery pack design, as it can be integrated into battery packs that are already available. The Polestar 5 will have a 103kWh battery pack with an 800-volt architecture, with a targeted range of over 300 miles.

Polestar 6 roadster

First shown last spring as the O2 concept, the Polestar 6 will be the brand’s flagship model, taking the form of a two-door sports car with a convertible roof. When the Polestar 6 goes on sale in 2026, it will use the same architecture and powertrains as the 5, with the brand targeting a 155mph top speed and a 3.1-second zero to 60mph time. The initial run of 500 cars will be the so-called LA Concept Edition, with a starting price of $200,000, though subsequent versions should end up cheaper.

While the model on display at Polestar Day was still the concept car, at the end of the presentation, two images flashed on-screen showing the production version of the 6 in what seems like a track-oriented trim level. The overall design sticks extremely close to the concept, with minor tweaks to elements like the lights and roof structure, and the car in the images has large air intakes, vented fenders, a large rear wing, and aggressive splitters. No details were given, but this shows Polestar is serious about keeping its racing heritage and performance pedigree alive.

A few months ago, Polestar hit a major milestone when it surpassed 150,000 deliveries of the Polestar 2, which is currently the only model it sells. (The Polestar 1 was a limited-run hybrid coupe that’s no longer in production.) The 2 was recently facelifted with upgraded powertrains and new features, but it still only covers a small section of the growing EV market.

The introduction of these new models and technologies will be a boon for the design-forward brand, which is rapidly becoming one of the most exciting new automakers to watch.

The new Polestar 4 is the Swedish EV brand’s first crossover coupe, slotting between the compact and midsize segment. It features the quickest acceleration yet from a Polestar vehicle, a completely new Google-based infotainment system, lots of fresh designs, and the lowest carbon impact of any Polestar. But by far the most controversial feature is the Polestar 4’s lack of a rear window.

Instead, the 4 uses a roof-mounted camera system that projects its view to the digital rearview mirror, which is positioned in the normal place in the cabin. This has been decried by many as being dangerous and silly, especially coming from such a safety-forward brand, with naysayers saying Polestar is needlessly sacrificing visibility for the sake of style and attention-grabbing headlines. After riding in the 4 at the Polestar Day event in Santa Monica this week and experiencing its radical setup for myself, I think it’s better for it. 

Now, this isn’t a totally new concept. Many cars on sale already offer digital rearview mirrors, which can toggle between a rear-mounted camera feed and an actual mirror that looks through the rear glass.

The Aston Martin DBS GT Zagato and Ferrari 812 Competizione both use a camera setup instead of a rear window, but both are hugely expensive and limited-run vehicles. There are a few high-end cars in China that also use a camera instead of a window, plus a handful of concepts and prototypes from different brands, but the Polestar 4 is the first mainstream production passenger car to ditch the rear window.

The main reason for this setup is to improve visibility, which may seem counterintuitive, but let me explain. The cameras offer a 120-degree field of view, which is much larger than what you’d get with a traditional window and mirror — the rear windows in crossover coupes are typically tiny and useless to begin with. You also don’t need to worry about dirt, rain, or snow obscuring your view, as the cameras’ shroud has been designed for optimal airflow and the lenses are dustproof and waterproof. (Most crossover coupes don’t have rear wipers anyway, either.) 

At night, you don’t need to worry about headlight glare, and brightness and overall visibility are much better with a camera. Having a back seat full of passengers also doesn’t block the view out, but if you do want to look at what’s happening in the rear seat, you can flip a switch to turn the display off and use it as an actual mirror.

Now, none of that actually matters if the camera feed itself is badly executed. Luckily, the 4’s setup is easily the best I’ve ever experienced. The display is high definition and has an extremely quick refresh rate with no visual lag, and you can adjust the vertical angle and brightness. It’s especially impressive when the car is in motion.

I’ve driven lots of cars that have digital rearview mirrors (and regular rear windows), ranging from the Toyota Prius hatchback to the Land Rover Defender SUV and the Pininfarina Battista hypercar, and in every instance, I’ve preferred to use the camera feed the entire time. Some people have valid complaints about eye strain or difficulties adjusting to looking at a screen, but I’ve never had those issues. To my eyes, the 4’s setup and visibility are far superior to what it would be like if it had a regular rear window.

This isn’t going to be a one-off fluke for the Polestar brand, either. The upcoming Polestar 5 sedan also doesn’t have a rear window, boasting the same camera setup and added benefits as the 4, and it’s going on sale in 2025. The larger Polestar 3 SUV, which goes on sale next year, does have a regular (albeit small) rear window, but I wouldn’t be surprised to see a digital rearview mirror added to the options list in the future.

In addition to the increased visibility, chucking out the rear window has a number of other legitimate benefits. The roof’s rear structural crossbeam has been pushed further back on the body, improving the 4’s stiffness and overall safety while allowing for the lower roofline. This also means the standard panoramic sunroof could be stretched behind the rear occupants’ heads much further than it would in a traditional crossover. 

Despite that sunroof and the sloping roof, the 4 has vastly more headroom than any of its contemporaries, another advantage of the reimagined rear setup. Because the sunroof goes further back, the headliner starts much further back, too, so even the tallest passengers shouldn’t be in danger of smacking into it. I’m five feet, nine inches tall and seemed to have about half a foot of empty space between my head and the sunroof when sitting in the back seat, with tons of shoulder room and leg room as well. 

Beyond just the headroom, the rear seat of the Polestar 4 is a seriously nice place to be. The seats have sculpted bolsters that hug you in place and headrests with adjustable support wings like what you get on an airplane, and the seatbacks are powered and can recline up to 45 degrees. 

In addition to the added light coming through the huge sunroof (which comes with an optional electrochromic finish), Polestar makes up for the lack of sunlight coming from behind your head with soft ambient lighting, and the side quarter windows are perfectly positioned to be able to look out of them without craning your neck. Folding the center armrest down reveals a wireless charging pad, pop-out cupholders, and controls for the seatbacks. The back of the center console has air vents, a pair of USB-C ports (including one powerful 60W port), and a slim touchscreen that can adjust the rear climate, seat settings, and sound system.

While exact specifications haven’t been given, the 4’s cargo area is spacious, especially when viewed against the competition and Polestar’s own 2 hatchback. A vertical parcel shelf separates the cabin from the cargo area; it can be flipped down to create a pass-through or removed completely. The seats fold down almost completely, and there’s an adjustable load floor. Another perk of the rearview camera setup: you don’t need to worry about a full cargo hold obscuring the view through your back window. The Polestar 4 also has a frunk, but it’s tiny and really only good for holding charge cables.

There are tons of interesting design elements inside the Polestar 4 that have nothing to do with the no-window setup. The door panels have cool floating trim elements that can be finished in contrasting trims and colors, and they are backlit by dozens of tiny LED dots illuminated at different brightness levels. You can option a fabulous tailored knit upholstery that’s made from 100 percent recycled polyester, and some of the harder touchpoints are made from a knit textile created using recycled PET. The speaker grilles are a pleasing square shape, and there are plenty of trim accents made from real metal. Nappa leather is optional, and the 4 can be had with ventilated and massaging front seats with speakers integrated into the headrests. 

Standing in the center of the dashboard is a 15.4-inch touchscreen running a new version of the Android Automotive OS system, which is snappy and features excellent graphics. My favorite detail is the ambient lighting schemes, which are themed to match the planets of our Solar System and selected by swiping through space. A slim 10.2-inch screen sits in front of the driver to show speed, range, and other driving info, and there’s a 14.7-inch head-up display as well. Hard buttons are kept to an absolute minimum, the only real physical control being a volume knob in the floating center console. Unlike the Polestar 2, the 4 has a real set of cupholders and tons of storage space up front.

I love how the 4 looks from the outside, too. At 190.5 inches long, it’s about five inches longer than the Ford Mustang Mach-E and BMW X3 and nearly a foot longer than the Polestar 2. The proportions are kind of funky, as the 4’s roofline really is unlike any other car on sale, but short overhangs, wide fenders, and crisp surfacing give the 4 a really nice stance. The split headlights and rear light bar are distinctive, and you can option the black lower cladding to be body color.

Every Polestar 4 will have a 102kWh battery pack that can be fast-charged at up to 200kW, with a heat pump, bidirectional charging, and V2L capability all coming as standard. The rear-wheel drive single-motor Polestar 4 makes 272 horsepower and 253 pound-feet of torque, with Polestar targeting a 300-mile EPA range, while the all-wheel drive dual-motor model makes 544hp and 506 lb-ft and can hit 60mph in under 3.8 seconds. One single-motor car I saw showed an indicated 235 miles of range with a 75 percent charge, which bodes well for the 4’s ability to meet that EPA estimate.

The 4 that I got to ride in was a single-motor car equipped with 21-inch wheels. (Twenty- and 22-inch wheels will also be available.) On the rough roads around Santa Monica airport, the 4 provides ride quality that’s supple yet firm, with minimal body roll and no crashiness over bad pavement, and even without dual-pane glass, the cabin is super quiet. Dual-motor cars will get semi-active suspension, which should further improve the ride. Like with the Polestar 2, the 4 has extremely strong regenerative braking that offers smooth and easy one-pedal driving. While the ride-along was sadly brief, it left a strong first impression.

In keeping with parent company Volvo’s focus on safety, the Polestar 4 comes standard with a total of 12 cameras, 12 ultrasonic sensors, and a radar sensor that make up Mobileye’s SuperVision driver-assist system. After launch, the 4 will be the first production car to offer Mobileye’s advanced Chauffeur platform. That will pair three EyeQ6 processors and a front-facing imaging radar from Mobileye with Luminar’s next-gen front-facing lidar, allowing for hands-free, eyes-off driving. 

The Polestar 4 will go on sale in the US in 2024, likely in the latter half of the year. Full pricing has yet to be announced, but Polestar says the 4 will start at around $60,000, placing it between the $51,300 Polestar 2 and the $85,300 Polestar 3. Production is set to begin in Hangzhou Bay, China, at the end of 2023, but at Polestar Day, the brand announced that the 4 will also be built in South Korea starting in the second half of 2025 at Renault Korea Motors’ plant in Busan. From that point on, all Polestar 4 models that come to the US will be built in South Korea, which will help the company avoid the 25 percent tariff on China-built vehicles.

This is definitely not a car for everyone. Some people might find the rear passenger area to be too claustrophobic or dark, some people will never get used to the digital rearview mirror, and others just won’t like the look. If you’ve got a dog that normally sits in the cargo area, you probably won’t consider the Polestar 4 at all. But for customers who want a design-forward EV that feels truly special, the Polestar 4 is a fabulous new entry into the market.

Photography by Daniel Golson for The Verge

In auto enthusiast circles, there have been two widely shared sentiments in recent years: auto shows are dying off, and the onset of electrification will bring about the death of sports cars and driving fun. 

While the latter statement is heavily debatable, the former isn’t. Even before the covid-19 pandemic, fewer and fewer automakers were investing in auto shows, with many pulling out entirely, leaving once-packed convention centers in the US and Europe feeling barren and boring. Instead of fighting with competitors for media coverage and show floor space, most car companies now host their own dedicated reveal events, and we can’t really blame them.

In Japan this week, though, you’d be forgiven for thinking it was still 2005. What used to be called the Tokyo Motor Show has been rebranded as the Japan Mobility Show, with a broader focus on all sorts of futuristic modes of transportation, not just cars and motorcycles like before.

Dozens of vehicles have debuted at the show, from production kei vans and crossover concepts to eVTOL (electric vertical takeoff and landing) prototypes and robotic scooters. I truly can’t remember the last time an auto show had this much new product to talk about, aside from some shows in China that are typically much more focused on the Chinese market. 

But there were five new debuts in particular that have taken the world by storm. Honda, Mazda, Nissan, Subaru, and Toyota all revealed show-stopping sports car concepts that feature fully electric or hybrid powertrains, with each brand committing to keeping enthusiast segments alive amid the global EV transition. None of them seem too far-fetched or far away from production, and some of these concepts were even genuine surprises, which is extremely rare in this day and age, especially at an auto show. 

That’s not to say the Japanese automakers are the only ones working on electric performance cars. Porsche’s next-generation Boxster and Cayman will debut next year as full EVs, though they will be sold alongside the existing gas-powered models for a while. Most other brands are being even more cautious.

Electric sports cars from other high-end brands like Audi, Lotus, and Mercedes-AMG are still years away, with no concepts to even give us a taste of what to expect, while supercar companies like Ferrari and McLaren are only just starting to talk about making EVs. Pininfarina and Rimac currently sell incredible electric hypercars but only in limited numbers and at a cost of over $2 million each.

There are even fewer performance EVs on the horizon from mainstream brands. The next Dodge Charger was previewed with an electric concept, but it seems like the production car will also be available with a gas engine, and we’re probably years away from seeing an electric Ford Mustang or Chevy Camaro. Hyundai and Kia have the Ioniq 5 N and EV6 GT performance models, but both are based on family crossovers.

Japan has long been a bastion of affordable performance cars of many different types, and these five concepts represent the exact kind of variety that enthusiasts dream about. Even if only one or two of these cars had debuted, it would be big news, so getting all of them at once is pretty incredible. Reports of the auto show’s death may have been premature after all.

Honda Prelude Concept

The most visually production-ready of the sports cars shown, Honda’s reborn Prelude is also the most conventional-looking. It’s a cab-forward, two-door coupe that more closely evokes the discontinued Civic coupe than Preludes of the past. The Prelude features a fresh design language for Honda with an angry face and crisp surfacing, and its raked roofline and stubby proportions either look great or too much like an old Mitsubishi Eclipse, depending on who you ask. Even details like the lights and bumpers look like they could go straight into production, and the concept even has real panel gaps and glass surrounds.

Honda’s CEO described the concept as “a prelude for Honda’s future models” that will bring the brand’s “joy of driving” philosophy “into the full-fledged electrified future.” To that end, the Prelude concept is a hybrid, not a full EV. The production Prelude will most likely ride on the same platform as the Civic sedan and use the new Civic Hybrid’s powertrain setup, which pairs a four-cylinder engine and two electric motors. Fingers crossed there will be a high-performance Type R version, too.

While Honda could eventually come out with an EV version of the Prelude, it doesn’t have an ideal platform yet, and the Civic platform might be tough to fully electrify. Honda is still using General Motors’ Ultium platform for EVs like the Prologue, the brands’ proposed architecture for affordable EVs has been canceled, and Honda’s own e:Architecture platform won’t be ready until 2025 (and that’s for larger cars anyway). A Prelude EV could ride on a version of the European e:Ny1 crossover’s front-wheel-drive platform, which was developed in-house by Honda, but that doesn’t seem suitable for this model either.

Regardless of what powertrain the Prelude uses, it’s pretty exciting to see a brand-new, affordable coupe coming to market. It’s a once-thriving segment that has almost completely died off, with everything from the high cost of production to low customer interest cited as the culprit. The increased popularity of crossovers is certainly a factor, too, and those models usually have higher profit margins. Yeah, you can still get cars like the Ford Mustang, but that’s a totally different sort of vehicle and buyer demographic. In even more exciting news, Honda has already teased two fully electric sports cars in its pipeline, one of which will be a flagship successor to the NSX.

In addition to the Prelude, Honda showed off half a dozen electric bikes and scooters, including the incredible Motocompacto that will go on sale in the US later this year. There’s also the Sustaina-C concept, a small hatchback made from recycled acrylic resin, and the CI-MEV, an autonomous microcar for elderly people who can’t walk, drive, or easily take public transit. On the more wacky side, Honda revealed an Avatar Robot that can remotely perform tasks for the controlling user and the Uni-One wheelchair-like mobility device that can be controlled without using your hands by just shifting your body weight. Oh, and Honda’s eVTOL and HondaJet are on display, too.

Mazda Iconic SP Concept

After years of concepts and rumors, it seems like Mazda is finally getting close to putting a rotary-powered sports car back into production, this time with an unexpected twist. The new Iconic SP concept uses a rotary engine as a range extender for an electric powertrain, similar to the Chevrolet Volt and BMW i3 REx, and the whole thing seems pretty grounded in reality.

Before focusing on the powertrain, just take a look at the Iconic SP — it’s absolutely stunning. A two-door coupe with swan-wing doors, a fixed roof, and what presumably is a liftback glass hatch, Mazda describes the Iconic SP as a car that “embodies the joy of driving.” It’s perfectly proportioned, with wonderfully sculpted, super wide fenders, an extremely sloping hood and low nose, and minimal surfacing frippery. Mazda’s signature smiling grille is present, but otherwise, there are no large intakes, big exhaust tips, or other typical sports car cues. But the Iconic SP does mark the return of pop-up headlights, with the slim LEDs hiding behind a small cover when not in use.

Despite the Miata-inspired design cues, the Iconic SP is more like an RX-7 revival both in size and purpose. At 164.6 inches long, 72.8 inches wide, and 45.3 inches tall, it’s 10.5 inches longer, 4.5 inches wider, and 3.3 inches lower than the current ND MX-5 Miata, and the Iconic SP’s 102-inch wheelbase is 11.1 inches longer.

Mazda says the Iconic SP’s two-rotor engine is mounted in the center of the car, which helps give it a perfect 50:50 weight distribution and a low center of gravity. With a stated weight of 3,197 pounds, the Iconic SP is also around 850 pounds heavier than a Miata but still lighter than the vast majority of existing electrified vehicles. We don’t know battery size and placement or how many electric motors the Iconic SP has and how powerful they are, but Mazda says total output is 365 horsepower, more than double what a Miata makes.

Unlike in a traditional hybrid, the Iconic SP’s rotary doesn’t actually power the wheels. Instead, it is used as a generator to charge up the battery, which then sends juice to the electric motor. The rotary can burn carbon-neutral fuels, including hydrogen, and depending on charge, the Iconic SP can be driven under electric power only. The Iconic SP can also be plugged in to charge the battery, and it features V2X capabilities. 

The Iconic SP’s powertrain might sound fantastical, but Mazda has been fervently working on rotary range-extenders for years now. In Europe, the MX-30 crossover is currently available in R-EV guise, which uses a single-rotor motor as a generator in the same way as the Iconic SP. Earlier this year, Mazda filed six patents related to rotary powertrains, as well as multiple patents for rotary hybrid sports car packages. Mazda has previously confirmed that a next-generation Miata is coming, and it will use some sort of electrified powertrain. The NE Miata is likely to have a standard hybrid setup, both to keep costs and weight down and preserve the Miata’s analog feel. That would definitely leave room in Mazda’s lineup for a more upmarket sports car like the Iconic SP, and it seems more likely than ever to actually be happening. 

Nissan Hyper Force Concept

By far the most outlandish concept of the group, the Nissan Hyper Force concept is a pretty blatant preview of the long-awaited R36 GT-R. This supercar’s carbon-fiber body looks straight out of a sci-fi movie, mixing dramatic angles and flat surfaces with some wild, active aerodynamic elements. Its massive chin, extreme diffuser, and big rear wing provide tons of downforce, and the grille shape and round taillights are obvious GT-R cues. As with previous GT-Rs, Nissan collaborated with Gran Turismo developer Polyphony Digital on the in-cabin graphics and infotainment. The Hyper Force’s multitude of screens move around the driver depending on drive mode, shifting colors and showing different information, and when the car’s not in motion, it can be used as a VR gaming setup.

Nissan says the Hyper Force uses a solid-state battery pack, something the company has already started working on. Nissan’s first solid-state batteries will enter pilot production in Japan in 2024, with the first production EV using them to go on sale by 2028. It’s unknown how many electric motors the Hyper Force uses, but Nissan says it makes a whopping 1,341 horsepower that’s sent to all four wheels via the brand’s e-4ORCE technology.

The current R35 GT-R was first unveiled in 2007, and while it has undergone many updates since then, it’s felt long in the tooth for years and sales numbers haven’t hit four digits in almost a decade. Nissan executives have been hinting at what the R36 follow-up could be like for years, with most recent rumors pointing toward it being a full EV, but it’s unlikely that the R36 will be out before 2028. At least the Hyper Force is our first concrete look at what to expect and proof that Nissan is still taking the GT-R’s future seriously. 

The Hyper Force is one of five “Hyper” concepts that Nissan unveiled in Tokyo, with the lineup including a wild Hyper Tourer minivan and a Hyper Punk crossover designed for content creators. All five concepts are available to play in Fortnite, and they were featured in a digital 3D billboard in Tokyo’s Shinjuku district. These concepts might seem completely over the top to you, and they certainly are, but each one packs technology ideas and design themes that will be used in future Nissan production cars. I hope the names stick around, too.

Subaru Sport Mobility Concept

After developing two generations of rear-wheel-drive sports coupes together, Toyota is breaking off from Subaru for the next-generation 86 (which will still be gas-powered), leaving Subaru on its own to decide the BRZ’s fate. Subaru debuted its new Sport Mobility concept in Tokyo, which sure seems like a preview of an electric BRZ successor.

Like most new Subaru designs, the Sport Mobility concept has gotten mixed reactions, but I think it looks awesome. It’s got a boxy, upright stance with a tall greenhouse reminiscent of the 1980s XT coupe, which Subaru says lends it a low seating position that still has great visibility. Chunky wheel arches are separated from the body by bright blue accents, and it has thin LED lights with rally-style inboard headlights. Take away some of the unrealistic material choices and details, and the Sport Mobility’s design could easily translate to a production coupe.

In traditional Subaru fashion, the Sport Mobility is implied to be all-wheel drive and potentially have rear-wheel steering, but we don’t know any further details. Subaru is likely to continue sharing platforms and powertrains with Toyota, so the production car could use Toyota’s upcoming solid-state batteries. Subaru has said it will launch three new EVs by 2026, but all of them will be SUVs using as-yet-unknown powertrains and platforms. Subaru has also said that it’s working on a fully electric next-generation WRX STI for later this decade, and a coupe could definitely be spun off of that car. A potential BRZ replacement would be at least a few years away anyway, so here’s hoping the Sport Mobility comes to fruition.

Hanging above the Sport Mobility on Subaru’s stand is the Air Mobility concept, a UFO-like flying vehicle that has a car-like cabin, six horizontally mounted propellers, and a funny set of head- and taillights. Though it’s just a static model for now, Subaru says it’s actually working on real-life flight demonstrations with aerospace and automotive engineers.

Toyota FT-Se Concept

It’s been 16 years since Toyota last offered a mid-engined sports car with the third-gen MR2, and it’s bringing that car’s spirit back with the electric FT-Se concept. Toyota first teased an electric sports car a couple years ago, and the FT-Se’s design is an evolution of what we’ve seen before. Toyota isn’t confirming whether the FT-Se will enter production, but it seems like a sure bet.

The FT-Se looks phenomenal, unlike any other Toyota in history — in a good way. It seems quite small, and Toyota says it was designed with aerodynamics in mind. There are large intakes at the front and rear, thin LED lights and awesome angular fenders, and Toyota showed photos of one version with a big fixed rear wing. Little details like reflector lights add to the FT-Se’s production-intent looks. The interior is pretty radical, with a yoke steering wheel flanked by rectangular displays and a narrow dashboard. Still, take away some of the sillier elements like the prominent hand grips, and the FT-Se’s cabin isn’t that far off from what could be produced.

Sadly, Toyota has given out barely any details or specs for the FT-Se, but we can make some fairly solid assumptions. Toyota says it shares a modular architecture and many components with the brand’s other next-gen EVs, including a gigacasted body and new prismatic battery cells that are slimmer and mounted behind the occupants to give it mid-engine weight distribution and handling characteristics. Toyota’s images show the FT-Se performing some lurid drifts, and it will most likely have a rear-biased all-wheel-drive system. The FT-Se also seems like the ideal candidate for the simulated manual transmission that Toyota is developing for EVs.

Among Toyota’s other Tokyo concepts are the Land Cruiser Se, a large electric SUV with three rows of seats, and the FT-3e, a super cool electric crossover that previews the replacement for the existing (and underwhelming) bZ4X. Toyota also showed off an electric kei van designed for different business solutions, a modular flatbed pickup, an electric wheelchair with autonomous capabilities, a new type of steering yoke with hand controls for people with disabilities, and even a drivable lunar rover prototype. But most relevant for the US market is the super cute EPU, a Ford Maverick–style compact electric pickup that looks extremely production-ready.

The Lexus brand also revealed a pair of concepts based on Toyota’s next-gen EV architecture. The LF-ZC previews an IS-sized production sedan coming in 2026 that will have twice the range of existing EVs, while the LF-ZL is a flagship luxury crossover with less immediate production intent. Lexus is still working on its own high-performance EV sports car, having first shown the Electrified Sport concept in 2021. 

A sign of what’s to come

Japan’s adoption of electric cars has been even slower than other countries, both in terms of actual sales volume and introduction of EV models by Japanese automakers. So far, only 1.5 percent of new car sales in Japan this year were EVs, compared to around 15 percent in Western Europe and 8 percent in the US.

The current most popular EV in Japan is the Nissan Sakura (and its Mitsubishi eK X twin), a tiny kei vehicle with a price tag of around $13,000 that has accounted for more than half of EV sales this year. Other brands will be coming out with other electric kei cars over the next few years, capitalizing on the microcar segment that makes up more than one-third of all car sales in Japan.

The popularity of hybrids in the country, high EV price tags, and the lack of charging infrastructure are also hindrances to Japan’s EV transition, just like in the US. While most major Japanese automakers have plans to launch a multitude of EVs by the end of this decade globally, Japan might still remain one of the biggest holdouts for overall adoption.

But this lineup of sporty concepts at the Japan Mobility Show is a sign that not only are the automakers serious about electrification, but they also want to keep the spirit of driving enjoyment alive in our new era. Potentially ushering in the rebirth of relevant auto shows is the cherry on top.

Typically at a first drive event for a new car, the brand has journalists experience a twisty mountain road or scenic coastal route that best shows off the car’s capabilities. But on this Thursday morning in Los Angeles, I’m getting onto the 10 freeway in Santa Monica and driving to downtown LA with the express goal of hitting as much traffic as possible.

I’ve been invited by Mercedes-Benz to experience Drive Pilot, the first (and so far only) SAE Level 3 system for conditionally automated driving that has been approved for sale in Europe and the US.

Offered on the electric EQS fastback and gas-powered S-Class sedan, Drive Pilot will initially launch in California and Nevada later this fall, the first two states that have approved the system. At up to 40mph in traffic jam situations on highways, Drive Pilot provides hands-free, eyes-off driving that allows the driver to look away from the road at something else, like a game or movie. That’s a big leap up from hands-free Level 2 systems — Tesla’s Autopilot and “Full Self-Driving” included — which still require the driver to be in full control, looking ahead and paying attention.

Drive Pilot can only be used when the operational design domain (ODD) is met, meaning the set of specific circumstances and criteria that are necessary for the system to work. There must be a vehicle in front of your car, reasonable road conditions with readable markings and lines, and clear weather and light conditions. Drive Pilot can’t be used at night or in the rain, and the headlights and wipers must be set to auto for it to work. 

It’s also only available on freeways that have been mapped by Mercedes, with GPS positioning that is precise to the centimeter and even accounts for continental drift. Drive Pilot can’t be used in construction zones, and in addition to detecting vehicles and signs, the system gets data from local agencies so the car knows when a construction zone is ahead. More than 100,000 miles have been driven and mapped in California using Drive Pilot by Mercedes engineers, and that number will continue to grow.

Crucially, Mercedes takes full legal liability when Drive Pilot is activated, though it will depend on each individual case. That is a major step forward for autonomous tech, as Level 2 systems still hold the driver responsible for anything that happens. As long as the user operates Drive Pilot as designed, Mercedes is the one responsible. The system has been available to customers for more than a year in Germany, and Mercedes says there have been zero accidents so far. 

The sensors

There are only a few visual cues to know if an EQS or S-Class is equipped with Drive Pilot. A pair of lidar sensors are found in the grille (though one is a dummy unit just to provide visual symmetry), and there’s a hump just above the rear window for the GPS antenna array. Also included and more hidden from view are a front camera for 3D image capture, long-range radar sensors up front that measure speed and distance, ultrasonic sensors that detect the car’s surroundings, a driver monitoring camera inside, and a road moisture sensor in the front wheel arch that can tell the difference between a brief wet patch or prolonged rain.

A rear-facing camera keeps an eye out for flashing lights from emergency vehicles, and internal microphones listen for emergency sirens. The car will also transmit the location of emergency vehicles to other cars using Drive Pilot in the area.

As with in aviation, there are many redundancies in place when it comes to the Drive Pilot hardware. While cameras, lidar, and radar can do many of the same things, each one has its own strengths and weaknesses, so having all three is beneficial for both safety and precise functionality. Drive Pilot also has redundant braking and steering actuators and a separate onboard electrical system just in case one of them fails.

The UX

Before getting into the cars to drive, Mercedes shows us an EQS with an important visual indicator that is not yet legal: in the hopefully very near future, when Drive Pilot is active, the headlights, taillights, and side mirrors will have turquoise marking lights so other drivers know the Level 3 system is in use.

Not only is this good for other people on the road to be more aware but it’s also helpful for law enforcement and emergency services — you wouldn’t want to get pulled over by a cop that thinks you’re distracted while driving when, in fact, you’re legally watching a movie while driving. The turquoise hue was determined by the SAE, so other brands that introduce Level 3 systems in the future will use the same light color.

Activating Drive Pilot is easy. The steering wheel has a pair of identical metal inserts at 10 and 2, each featuring a hard button with the system’s logo and a slim light, and a row of lights above. When Drive Pilot becomes available, the button shows a soft white light, and all you have to do is press it. The gauge cluster then displays a message of acknowledgment that you’re turning the system on, which you have to accept by pressing the same button on the steering wheel stalk used for other cluster adjustments. All of the steering wheel lights then turn turquoise, and Drive Pilot takes over.

Unlike with regular adaptive cruise control or other Level 2 systems, the driver can’t adjust the speed or follow distance when using Drive Pilot, so you really are leaving it to its own devices. In terms of actual operation, Drive Pilot at first acts like any other hands-free Level 2 system does. Because it only works in traffic jams at slow speeds, giving up total control doesn’t feel unsettling or scary to me, as I already love using adaptive cruise control in situations like this. 

It does feel more precise and accurate in how the car stays in its lane and reacts to surrounding traffic, with fewer jerky movements and constant tiny adjustments. Drive Pilot even reacts to larger trucks or motorcycles that are lane splitting by moving slightly over in the lane without crossing the lines, and not only does it work in carpool lanes but also it can tell the difference between the carpool and FasTrak lanes and will let the driver decide which to use. 

Putting it to the test

My first order of business is to open up the YouTube app and watch Kylie Minogue’s latest music video on the EQS’s 17.7-inch central display. The car has a 5G data connection for its infotainment, so high-quality streaming is easily achieved. Mercedes also has the Zync entertainment platform available, which features more than 30 different streaming services for movies and TV shows, including live programming. Spatial audio and Dolby Atmos are included with the car’s Burmester 3D (or optional 4D in the S-Class) surround sound systems for an extremely immersive viewing experience, especially when you turn on the massaging seats and ambient lighting.

The thought of being able to watch Top Gun: Maverick while in an hour-plus-long rush hour traffic jam — something that happens to me quite often — would honestly be life-changing.

There are a number of built-in games, like Sudoku, Tetris, virtual shuffleboard, and a tile matching game featuring images of different Mercedes. Some of the games are multiplayer, and there’s also a quiz game with a mix of automotive and general trivia questions, some of which are so tough that neither I nor the three Mercedes engineers riding with me pick the correct answers.

You can also use a built-in web browser. The new E-Class is the first Mercedes to feature an integrated TikTok app in the screen, something that will be added via OTA update to other MBUX-equipped cars, and Zoom will be available, too. (The E-Class is currently the only Mercedes with an in-car selfie camera that can be used for Zoom calls, but that feature will spread to more models soon.)

Even without playing a game or watching videos, Drive Pilot makes sitting in traffic a much more enjoyable and relaxing experience. As someone who talks with their hands a lot, it’s easier to hold a conversation with other passengers, as I don’t have to worry about making prolonged eye contact and taking my attention off the road. Drive Pilot also leaves me free to admire the scenery or other vehicles on the road, write notes in a journal, or read a magazine.

Driver in the loop

If the car needs the driver to take back control, like if traffic lets up or other ODD conditions are no longer met, the warnings start off subtle but get increasingly urgent. At first, the car makes an audible chime, and the steering wheel lights turn red. Then, the warnings get louder and more frequent, the car tugs on your seatbelt, and the seat and steering wheel will vibrate.

If you still haven’t taken back control after 10 seconds, the car will come to a complete stop in its lane, turn on the hazard lights, unlock the car, and call emergency services. In order to take back control, the driver can tap the accelerator or brake pedal or just press the Drive Pilot steering wheel buttons. 

Even if you have the standard adaptive cruise control prior to activating Drive Pilot, disengaging the system goes back to full manual control, so you have to reengage adaptive cruise if you want to keep using it. That’s slightly annoying, but it’s yet another safeguard to make sure the driver knows they have to be in charge again. After the first few times Drive Pilot asks me to take back control, I get used to the warnings and react more quickly to them, and they’re basically impossible to ignore.

How it felt

I’m not one to get freaked out by driver-assist tech, and there’s not a single moment where Drive Pilot makes a mistake or reacts badly to a situation, even when surrounded by nightmarish LA drivers. The only issue I run into is my own mental problem. As I’m watching a video, I keep instinctively glancing away from the screen to scan the road ahead, my brain subconsciously trying to stop me from being distracted.

Looking away from the road while the car is in motion is a hard thing to get used to as a driver, I have to really convince myself that what I’m doing is okay. After about two hours in the car going in and out of Drive Pilot, I finally start getting comfortable with taking my attention away from driving, but I can see others having a much harder time learning to trust the computers.

There is one big question when it comes to Drive Pilot and other Level 3 systems: are you allowed to use your cellphone while the system is active? For now, drivers have to follow local laws, so in California and Nevada, cellphone use is still prohibited. But in Germany, it’s legal to use your phone when Drive Pilot is turned on, adding another layer to the appeal. Mercedes doesn’t say whether it will start lobbying to get cellphone laws in the US adjusted for Level 3 driving, though it’s a possibility.

How to get Drive Pilot

Interestingly, the Drive Pilot hardware will be a no-cost option — just a box you can tick on the order sheet (only in California and Nevada) — but it’s not something that can be retrofitted to cars that don’t have it. The EQS and S-Class already come with all of Mercedes’ safety and driver-assist features as standard, so the brand didn’t want to charge extra for the Level 3 tech. It’s not restricted to specific models or trim levels, either, though Mercedes expects the vast majority of Drive Pilot-equipped cars to already be pretty well loaded. Drive Pilot is also available on the Maybach S-Class and AMG versions of both the EQS and S-Class, too.

In order to actually activate the Drive Pilot system, though, you’ll need to activate it via a subscription fee through the in-car Mercedes me store. Mercedes acknowledges that subscriptions for in-car features are extremely controversial, with multiple spokespeople making pointed references to one of its competitors from Munich that has recently walked back some of its subscription offerings.

Part of the reasoning is because EQS and S-Class buyers are typically very wealthy and have multiple homes, so if the owner wants to take their car to a state where Drive Pilot isn’t available, they can just cancel the subscription. At launch, the Drive Pilot subscription will cost $2,500 per year, though Mercedes will come out with different tiers of price and length in the near future.

Another reason for the subscription activation is so the customer is extremely aware of the restrictions and regulations surrounding Drive Pilot instead of just buying the car and having it immediately able to be used. Before a customer is allowed to use the system, they must watch a seven-minute-long instructional video that informs them of exactly how the system works and when it is allowed to be used. Mercedes says that its dealers and customer assistance employees will get specific Drive Pilot training, and there’s a website with an interactive map and useful information for first responders.

A legal can of worms

While Drive Pilot’s breadth of capabilities may be fairly limited for now, it’s just a taste of what will be possible in the future. Mercedes’ goal is for Drive Pilot to be usable in an expanded range of conditions and at speeds of up to 80mph, and approval in more states and countries is in the works. The brand’s upcoming MB.OS infotainment system that will be used on all of its new cars is ready for Level 3, and Luminar hardware will be offered across the lineup, including entry-level vehicles like next year’s third-generation CLA that was previewed by a concept car earlier this month. 

Regardless of Drive Pilot’s capabilities and restrictions, the fact that Mercedes is first to market with a Level 3 system and taking full liability is a huge deal. When the current Audi A8 was first announced in 2017, it was meant to be offered with a Level 3 system called “traffic jam pilot,” but the brand canceled those plans a couple years later, citing issues with the legal framework in both the US and Europe, specifically surrounding liability and regulatory approval. BMW, Ford, Jaguar Land Rover, and Volvo are all working on their own Level 3 systems, with each company having faced delays, legal snags, and other issues.

Dedicated autonomous vehicle companies like Cruise and Waymo have said they will skip over Level 3 entirely in favor of Level 4 systems, arguing that Level 3 can be too dangerous and confusing to drivers and that humans can’t be trusted to be ready or alert enough to take back control. With a Level 4 system, a car is able to drive itself in most conditions without needing any human intervention. Cruise and Waymo already have robotaxis operating on city streets in the US, with many incidents having gone viral online for blocking traffic or obstructing emergency vehicles.

But when it comes to consumer-level Level 4 autonomy, Mercedes is once again a step ahead. In partnership with Bosch, Mercedes became the first company to gain commercial approval for a Level 4 system with its Automated Valet Parking service, which launched late last year in Germany after a testing period that started in 2019. 

At the Stuttgart Airport’s APCOA parking garage, customers are able to drop off their Mercedes in a designated area at the entrance and have the car drive itself through the garage to find a parking spot. When the owner returns from their trip, they summon the car, which will drive itself back to the pick-up zone. Spots are booked in advance through the smartphone app that controls the tech, and payments are easily handled digitally. 

The automated parking tech is currently available on the EQE, EQS, E-Class, and S-Class and will be brought to additional models soon. Not only does this save the owner time but also it frees up space in parking garages — parking spots no longer need enough room for doors to open — and could also allow for automated charging, maintenance, and washing.

“The greatest luxury of all”

Take one look at Mercedes-Benz’s history, and any fears of Drive Pilot being dangerous or not ready for primetime should be assuaged. The brand stands alongside (or maybe even above) Volvo as one of the most prolific innovators of automotive safety, having pioneered features such as airbags, anti-lock brakes, collapsible steering columns, crash testing regimens, electronic stability control, passenger safety cells with crumple zones, Pre-Safe accident detection, and much more. If Mercedes engineers and lawyers are putting their full faith in Drive Pilot, then I will, too.

At the end of the instructional video, the narrator says Drive Pilot gives you back “the greatest luxury of all: time.” Cheesy as that may sound, it’s accurate. According to analytics firm Inrix, Los Angeles drivers lost an average of 95 hours sitting in traffic congestion in 2022, with average peak speeds of 31mph — well within Drive Pilot’s ODD. (The national average was 51 hours lost, with Chicago coming in first place with a whopping 155 hours lost.) 

For drivers who have rush hour commutes, or even just those who regularly hop on the freeway to hang out with friends, Drive Pilot transforms wasted time in the car into an opportunity to do much more with a lot less stress.

There have been enough words typed about Volkswagen’s much-anticipated Microbus revival, the ID Buzz, so I’m just going to cut to the chase. VW unveiled the three-row, long wheelbase (LWB) version of the ID Buzz in California today — the one that will actually be coming to the US — and it’s exactly what we’ve hoped for.

In addition to offering a lot more space for cargo and passengers, the US-spec Buzz has updated tech and more powerful powertrains without compromising on style. At 192.4 inches in length, the three-row ID Buzz is only 6.9 inches longer than the two-row, short wheelbase (SWB) European ID Buzz that was revealed last year, but its 127.5-inch wheelbase is 9.9 inches longer.

That means the LWB ID Buzz is shorter in length than VW’s large Atlas SUV — its only current three-row offering in America — while offering a longer wheelbase and five more inches of overall height. The SWB Buzz has the same turning radius as the compact Golf hatchback despite being over a foot longer, so the LWB version should still feature similarly great maneuverability.

Aside from the added length, nothing has been changed about the ID Buzz’s styling. It’s a perfect example of retro-futuristic design and easily the best execution of VW’s current design language.

Unlike on the Euro Buzz we just spent two weeks with, the VW emblem on the front end of the American Buzz is illuminated, surely the largest light-up logo on any car. The available panoramic sunroof is new for the ID Buzz and is the largest in the VW Group, and it has an electrochromic tint that turns the glass from transparent to opaque.

There are also some new colors and two-tone paint options, like the cabana blue you see in these photos. VW says the ID Buzz will only come with 20-inch wheels, though both smaller and bigger wheels could be available as options in the future.

One potential design problem for customers lies in the rear doors. The ID Buzz gets power-sliding doors that can be opened by waving your foot under the sill, along with a power liftgate with the same tech. But unlike basically every minivan since the 2004 Toyota Sienna, the Buzz’s sliding doors don’t have windows that roll down.

Instead, the Buzz has square sections of the window that powerslide backward in the vein of the original Microbus. It’s great that there is some amount of window opening — the rear windows in the SWB Buzz don’t open at all — but the area that opens isn’t nearly as big as what you get in other vans or crossovers.

Increasing the wheelbase allowed VW to make some major improvements to the powertrain. The LWB ID Buzz uses a 91kWh battery pack in place of the SWB Buzz’s 82kWh pack. There’s a new electric motor at the rear that’s more powerful, putting out 282 horsepower and 406 pound-feet of torque to the rear wheels versus 201hp and 229 lb-ft in the Euro Buzz.

That should result in a much quicker zero to 60mph time — the Euro Buzz does the run in about 10 seconds — and top speed has been increased from 90mph to 99mph. Available at launch will be a new dual-motor all-wheel-drive variant that will have around 330hp, though no other details have been given yet. VW also isn’t ready to say what the ID Buzz’s EPA range will be, though the larger battery and more efficient motor could give it a longer range than the 260-mile WLTP estimate of the SWB Buzz.

The ID Buzz will be offered with two different seating configurations. As standard, the second row of seats is a three-person bench, giving the van seven seats in total. There is the option for a pair of captain’s chairs for the second row, too. As with the SWB ID Buzz, the seats in the second row can’t be removed, but the new two-person third-row bench can be removed completely.

Both the second and third rows fold to create a flat surface — though neither set folds into the floor. And there’s an available removable cargo shelf to extend that surface area and provide storage cubbies underneath. The second row can be slid fore and aft, and the seat backs can be adjusted up to 16 degrees or fold forward for easier third-row access. All three rows of seats get their own air vents, too.

Other than the added seats and length, the design of the ID Buzz’s cabin is identical to the Euro version. The large windshield, additional quarter windows, and raised seating position provide a phenomenal view out, and the door panels have great ergonomics and armrests. The dash features a lovely faux wood panel, and each interior color scheme offers a mix of different colors and materials. (Sadly, the orange and white won’t be available in the US; instead, we’ll get a more muted gray and brown motif.)

Like on the Euro Buzz, the center console is removable and features movable dividers that double as a bottle opener and ice scraper. The interior is filled with Buzz logos and little Easter eggs like smiley faces on fastener covers. 

One major improvement over the Euro-spec ID Buzz is the infotainment system. While the Buzz gets either a 10-inch or 12-inch touchscreen across the pond, in the US, it’s fitted with a new 12.9-inch screen as standard that’s shared with the ID.7 sedan. This new screen has an overhauled operating system that’s simpler to use and a lot more customizable, plus it finally has illuminated volume and temperature sliders. (The 5.3-inch digital gauge cluster screen looks the same as the Euro car’s.)

It remains to be seen how much better the updated system will actually be in practice, but anything would be an improvement over VW’s existing infotainment. The ID Buzz has eight USB-C ports throughout, including in clever locations like the door panels and the top of the windshield for a dashcam, and there’s a wireless charging pad in the dash. 

The ID Buzz will come with a long list of standard features. The 12-way power front seats are heated, ventilated, and have a massage function, and the second-row outboard seats are heated as well. A heated windshield, heated washer nozzles, and heated steering wheel are also included.

Every ID Buzz will get 30-color ambient interior lighting, keyless entry, automatic climate control, and a suite of active safety tech with hands-on Level 2 highway assist. Options include a 14-speaker Harman Kardon audio system, a head-up display, a 360-degree camera system, and parking assist with remote parking.

Volkswagen hasn’t given an exact release date yet, only saying that the three-row ID Buzz will go on sale in the US in 2024. Pricing hasn’t been announced, either, but given the amount of standard equipment and the Euro Buzz’s already high price — it starts at the equivalent of almost $60,000 in Germany — the American ID Buzz could start at around $70,000.

That’s a lot of cash for sure, but the ID Buzz is truly a league of its own in terms of style and packaging. The Microbus is finally back, and it’s poised to capture the hearts of thousands of people once more.