Tag Archives: Automotive

The Hermes Yacht Concept Has Bronze Panels and a Glass Canopy, and It’s Stunning

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The contrast could hardly be more striking. Traditional gondolas drift past weathered Venetian buildings while the Hermes Yacht commands attention with its angular, contemporary form. Paolo Demel designed this concept vessel to embody what he calls “futuristic elegance,” a concept that bridges luxury marine craft with the precision and artistry of high fashion design.

Measuring 49 feet in length, Hermes combines lightweight fiberglass and aluminum with sustainable materials, proving that environmental consciousness and aesthetic ambition can strengthen rather than limit design possibilities. The yacht’s retractable systems transform it from docked mode to cruising configuration, while enhanced hydrodynamics improve both speed and fuel efficiency. From its inception in Milan through final development in Venice, this project spent eighteen months evolving into an award-winning example of how modern yacht design can honor craftsmanship while embracing innovation and responsible material choices.

Designer: Paolo Demel

Paolo Demel spent 18 months developing the Hermes Yacht concept between Milan and Venice, and the work shows in how thoroughly considered everything appears. The proposed 49-foot hull would use fiberglass and aluminum to keep weight down while maintaining structural integrity, which directly improves fuel efficiency through basic physics. Less mass means less energy required to push through water at speed. The glass canopy wrapping around the cabin does double duty, flooding the interior with natural light while creating that visual continuity between inside and outside spaces. Those bronze-toned panels along the flanks have a textured, almost perforated appearance that adds depth without looking overwrought. Demel pulled inspiration from fashion rather than other yacht designers, studying how haute couture handles material combinations and surface finishes.

The dimensions spec out at 49 feet long, 14.5 feet wide, and 9.5 feet tall, landing in that middle range where you have actual interior volume but can still maneuver through tighter waterways. Visualizing this concept in Venice’s canals probably shaped some of these decisions, since those narrow passages force you to think about turning radius and sight lines differently than open water would. The knife-edge bow cuts drag, which would show up in improved top speeds and better fuel economy with the same powerplant. You see this kind of aerodynamic thinking in automotive design constantly, and it translates well to marine applications where you’re fighting fluid resistance constantly.

Demel designed retractable systems for the keel and sails, letting the yacht physically reconfigure between docked and cruising modes. Most vessels compromise with a fixed setup that works okay in both scenarios but excels in neither. Shallow draft when docked makes berthing easier. Deeper keel and larger sail surfaces when cruising improve stability and performance. The mechanical complexity of moving parts would introduce maintenance considerations, but the operational flexibility seems worth that tradeoff if anyone actually produces this design. CNC machining would handle precision components where tolerances matter, then hand finishing would take over for surfaces requiring human judgment. That hybrid manufacturing approach has become standard in high-end fabrication because automated and manual processes each handle what they do best.

Rendering a yacht in Venice carries obvious symbolic weight, placing futuristic design against Renaissance architecture. Demel understood that contrast when choosing where to visualize Hermes. The juxtaposition works because the yacht holds its own visually without trying to blend in or apologize for looking different. Those bronze panels catch light differently depending on angle and time of day, creating visual interest that static renders can only hint at. Whether anyone builds this remains to be seen, but as a design exercise it demonstrates how cross-pollinating ideas from fashion into marine design produces results that feel fresh in a category that tends toward conservative iterations on established themes.

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The GT50 Asks What Happens When Combustion Heritage Becomes a Design Argument

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Audi’s electrification messaging has been relentless. Press releases foreground battery density. Concept reveals emphasize range anxiety solutions. The brand’s future, by every official metric, runs on electrons. Then the GT50 surfaces, quietly, through social channels and enthusiast blogs rather than a formal unveiling, and poses a question the corporate roadmap doesn’t answer: what cultural work can a five-cylinder engine still perform when the company building it has publicly committed to moving beyond internal combustion?

Designer: Audi

The concept car itself offers one response. Built by apprentices at Audi’s Neckarsulm training center, the GT50 wraps an unmodified RS3 powertrain in new fiberglass panels that visually lower the car (even if Audi has not detailed any suspension changes) while refusing every styling convention the parent company currently practices. The result reads less as tribute and more as provocation.

Visual Defiance: Reading the Surfaces

Start with what the photographs show that no press release describes. The C-pillar treatment carves a sharp notch where contemporary Audis would flow into a smooth shoulder line. Light catches the edge and dies. Below the rear glass, the decklid drops away at an angle that creates a shadow pocket, a visual trick borrowed from Group B rally cars, where abrupt surface breaks disrupted airflow less than they announced aggression.

The diffuser tells another story. Where modern RS models tuck their aerodynamic elements into integrated bumper designs, the GT50 exposes a finned undertray that reads like industrial equipment. No attempt to blend. No body-color covers. The functional hardware becomes ornament by being left visible.

Wheel graphics interact with the body in ways that suggest deliberate coordination. The turbofan blades repeat the horizontal slat motif from the grille, creating a visual echo across the car’s length. Whether this was intentional design language or happy accident, the effect unifies the silhouette: front face and wheel face speak the same vocabulary.

Three-box geometry defines the overall proportion. Flat hood. Upright greenhouse. Hard rear edge. Each volume asserts itself rather than dissolving into the next. This is geometry as argument, a rejection of the flowing sculpture that defines the e-tron GT and its siblings.

The Engine as Artifact

The 2.5-liter turbocharged five-cylinder produces 394 horsepower. The apprentice team changed nothing about it. No additional boost. No revised mapping. No intake modifications. This restraint is the point.

Enthusiasts know the platform. Basic modifications unlock nearly 500 horsepower. The aftermarket has mapped this engine extensively. Choosing to leave it stock reframes the powertrain as something worth preserving rather than improving: a museum piece still capable of performance, displayed in running condition rather than under glass.

The configuration itself has become rare. Volvo abandoned inline-fives years ago. Ford’s brief experiment ended. Fiat moved on. Among major manufacturers, Audi alone continues production, and only in the RS3. Fifty years after the layout debuted in the 1976 Audi 100 as a packaging compromise (five cylinders fit engine bays designed for fours while delivering displacement advantages) the configuration survives as brand signature rather than engineering necessity.

Racing Ghosts: Two Distinct Legacies

The GT50’s visual references split into separate histories that share an engine family but little else.

Rally heritage came first. The original Quattro road car and its competition derivatives established the five-cylinder as Audi’s performance identifier through the early 1980s. Gravel. Snow. Tarmac stages. The configuration proved itself in conditions that punished mechanical weakness.

North American racing followed a different path. The 90 Quattro IMSA GTO and 200 Quattro Trans-Am cars ran on circuits rather than stages, competing against purpose-built machinery from manufacturers with deeper racing budgets. The blocky bodywork, the aggressive aero addenda, the turbofan wheels: these elements came from that asphalt racing context, not from rally.

The GT50 draws primarily from the second lineage. Its proportions quote the IMSA cars directly: the way the fenders box out rather than curve, the stance created by wheels pushed to the body’s corners, the rear wing that spans the full decklid width. Rally Quattros looked different. The concept acknowledges this distinction through specific formal choices rather than generic “heritage” styling.

Apprentice Programs as Design Laboratory

Neckarsulm’s training program has produced boundary-testing work before. The RS6 GTO concept eventually influenced production decisions. That project proved the pipeline exists: ideas developed under apprentice freedom can migrate into showroom reality.

Other builds have pushed further from commercial viability. An electrified A2. A 236-horsepower NSU Prinz running modern EV hardware. These projects test technical integration as much as design direction.

The GT50 fits a different category. It uses a production powertrain unchanged. The bodywork is additive rather than structural. What the project tests is audience response, whether visual commitment to mechanical heritage generates the kind of enthusiasm that justifies development investment in combustion performance when corporate strategy points elsewhere.

Manufacturing Quality as Statement

Execution matters in this context. The released photography shows panel gaps that read as production-grade. Surface alignments hold. The fiberglass work displays none of the waviness or inconsistency that marks student-built specials at other institutions.

This finish level functions as argument. The GT50 is not a sketch in three dimensions. It is a proposal that could, with different business decisions, reach production. The apprentices built something that asks to be taken seriously as a potential product direction rather than dismissed as training exercise.

The Quiet Reveal and Its Implications

No stage. No livestream. No embargo coordination. The GT50 initially surfaced through social and niche outlets rather than the press machinery Audi deploys for products it expects to sell. This distribution choice communicates uncertainty, or perhaps strategic patience.

If reception proves enthusiastic, the soft launch becomes origin story. If response flatters less, the project remains an apprentice exercise, easily distanced from official product planning. The approach hedges corporate exposure while allowing genuine audience testing.

What the GT50 asserts, regardless of its production future, is that the five-cylinder’s cultural position within Audi’s identity has not been resolved by electrification commitments. The engine configuration still generates response. The racing heritage still communicates. Whether that cultural capital translates into business justification for extended combustion development remains the open question the concept was built to help answer.

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Porsche Celebrates 90 Years With Anniversary-Edition 911 GT3-Inspired Chronograph Watch

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…so the first thing my brain did when I saw “F. A. P.” on the dial was laugh like a 12‑year‑old, and the second thing it did was realize Porsche Design just pulled off one of the most personal anniversary pieces they have ever done. The Chronograph 1 90 Years of F. A. Porsche sits in a weirdly perfect spot in the lineup. It rides on the modern Chronograph 1 architecture that came back in 2022, which itself is a faithful reboot of the 1972 all‑black original, but it quietly pivots the story from “50 years of a product” to “90 years of the guy who thought this way in the first place.” Same matte black instrument face, same integrated bracelet silhouette, same dashboard‑inspired layout, but now the watch talks about the designer more than the brand. That is a subtle shift, and it matters.

You still get a 40 to 41 millimeter black coated titanium case, COSC certified in house WERK 01 flyback chronograph, 10 bar water resistance, and the usual Porsche Design ergonomics that sit flat on the wrist instead of trying to cosplay a diver. The case is titanium rather than the old steel of the seventies, so you get that weird cognitive dissonance when you pick it up and your hand expects heft and gets a feather. The dial layout stays brutally functional: tri compax registers, bright white printing, red central chrono seconds, and a tachymeter that actually looks usable instead of decorative. You can tell someone in the room still cares about legibility more than sparkle.

Design: Porsche Design

What really hooks me is how they handled the vintage vibe. They went with a patina colored Super‑LumiNova on the hands and indices, but they resisted the temptation to fake scratches or faux tropical weirdness. It looks like a well kept seventies tool watch that has lived under a shirt cuff for decades, not a prop from a nostalgia cosplay shoot. The historic Porsche Design logo on the crown and clasp leans into that same energy. It nods to the early studio era without screaming “heritage” in every direction. The whole thing feels like it was designed by someone who has actually handled original Chronograph I pieces and understands that the charm lives in proportions and restraint, not sepia filters.

The F. A. P. inscription above the day date is where the watch steps over the line from clever to personal. On the standard Chronograph 1, that real estate belongs to the logo. Here, it mirrors the way Ferdinand Alexander had his own initials printed on his personal watch. That is a tiny move, but it shifts the mental image from “product on a shelf” to “object on a designer’s wrist while he is sketching the 911 profile.” It also quietly de‑centers the corporate identity for once. You have “Porsche Design” still sitting under the day date, but visually your eye lands on those initials first, like a signature on a technical drawing. For a brand that usually guards its mythology pretty tightly, that feels surprisingly intimate.

Flip the watch over and the car nerd part of my brain wakes up. The rotor is shaped and colored like the wheel of the 911 GT3 90 F. A. Porsche, the Sonderwunsch special that pairs with this chronograph. Limited to 90 cars, 90 watches, neat and tidy. The rotor design is not subtle at all, which I actually appreciate. If you are going to tie a watch to a specific vehicle, commit. You can see the spokes, the crest in the center, and little flashes of the WERK 01 movement breathing underneath. Around the edge you get the “XX/90” numbering and F. A. Porsche’s signature, which turns the caseback into a kind of mechanical plaque. It reads like a collaboration between the motorsport department and the watch studio rather than a lazy logo slap.

From a pure tech perspective, the movement choice fits the narrative. The WERK 01 family is a proper automatic chronograph caliber with flyback functionality, so you can reset and restart the chrono with a single pusher press while it is running. That is a very motorsport friendly behavior, and it feels right for something tied to a GT3. Frequency sits at the usual 4 hertz, power reserve lands in the 40 to 48 hour neighborhood, and COSC certification locks in the “this actually keeps time” part of the story. None of this is wild horological innovation, but it is solid, coherent engineering, which is honestly what you want under a dial that screams “instrument.”

The titanium bracelet deserves a mention too, because black bracelets can go very wrong. Here it looks like they kept it fully brushed with short, slightly rounded links, which avoids the cheap, shiny PVD look that haunts a lot of black watches. It tapers enough to feel intentional, not like a straight metal strap bolted on after the fact. The quick change system with the additional Truffle Brown leather strap is a nice structural detail rather than lifestyle garnish. The brown with contrast stitching echoes the interior of the GT3 90 F. A. Porsche, so again you get that one to one mapping between car and watch. If you are the sort of person who obsesses over interior spec codes, this will scratch a very specific itch.

What I like most is the sense of continuity. The original 1972 Chronograph I took the visual logic of a 911 instrument cluster and shrank it to wrist size. The 2022 Chronograph 1 reissue proved that the formula still works in a world of OLED dashboards and smartwatches. This 90 Years edition layers a biographical note on top of that, without disturbing the core geometry. If you strip away the anniversary text, you still have a clean, ruthless, daily wear chronograph that does its job. Add the initials, the wheel rotor, the limited number, and suddenly you are wearing a piece of design history that feels strangely unforced. For an object built to honor a man who hated unnecessary ornament, that feels about right.

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Peugeot’s Hypersquare Replaces Two Centuries of Circular Logic with a Rectangular Controller

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The steer-by-wire interface abandons the steering wheel’s fundamental geometry, trading infinite rotation for limited-arc precision and mechanical feedback for algorithmic haptics.

The circular steering wheel represents one of automotive design’s most persistent forms. Its logic is elegant: infinite rotation maps directly to front axle movement, the column transmits road texture into the driver’s palms, and the geometry anchors muscle memory across every vehicle. Peugeot’s Hypersquare discards that entire vocabulary–and the visual disruption is deliberate.

Designer: Peugeot

The controller presents as a rectangular frame with rounded corners, closer in visual language to a gaming peripheral than automotive equipment. Where traditional wheels invite sweeping hand motions and continuous rotation, Hypersquare rewards precise, deliberate inputs within a constrained arc. The angular geometry introduces deliberate friction within cockpit environments refined over decades around curves and organic transitions. This visual foreignness signals technological departure before the driver touches anything.

Peugeot first introduced the concept inside the Inception show car in early 2023, then refined it further in the Polygon concept. Working prototypes now exist in E-2008 test vehicles, translating render into tangible interface. The geometry has remained consistent across iterations: thick rectangular profile, four corner cutouts, control pods nested where thumbs naturally rest.

Controller Form and Spatial Logic

The controller’s primary form factor establishes immediate distance from steering convention. Where wheels present an unbroken rim that hands traverse continuously, Hypersquare offers four distinct corner voids that interrupt the perimeter. These cutouts serve dual purposes: they reduce visual mass while creating natural grip zones that guide hand placement without explicit instruction.

The upper two cutouts house circular touch-and-push control pods, positioned precisely where thumbs settle during a relaxed hold. This placement transforms the steering interface into a multi-input device-drive modes, media controls, ADAS settings, and navigation all accessible without hands leaving the controller surface. The integration recalls smartphone interaction patterns more than traditional automotive switchgear.

Rotation limits to approximately 170 degrees in each direction, eliminating hand-over-hand movement entirely. Lock-to-lock travel spans less than a single full turn. This constraint fundamentally alters the kinetic vocabulary of steering: no more shuffling grip during tight maneuvers, no more crossing arms during parallel parking. The interface assumes position-holding rather than continuous motion.

The thickness of the frame itself carries design intent. Traditional wheels taper toward thin rims that fingers wrap around easily. Hypersquare maintains substantial depth throughout, creating a slab-like presence that emphasizes grip stability over rotational fluidity. The form suggests holding rather than spinning.

Interior Integration and Visual Hierarchy

Hypersquare arrives as the centerpiece of Peugeot’s next-generation i-Cockpit, and the interior architecture reorganizes around its unconventional form. The traditional instrument binnacle disappears entirely–that hooded cluster of gauges positioned behind the steering wheel no longer makes spatial sense when the wheel itself has transformed. This isn’t merely component swapping; the entire visual hierarchy of the driver’s forward view gets restructured.

A large micro-LED display mounts high in the driver’s sightline, projecting vehicle data, navigation, and media controls in a single integrated surface. The Hypersquare sits below this display rather than in front of it, creating an unobstructed visual channel between driver and information. This layout resolves a persistent complaint about current i-Cockpit designs: the small-diameter wheel often blocks gauge visibility depending on seat position and driver height. Removing the circular wheel eliminates the occlusion problem at its geometric root.

The spatial relationship establishes a clear information triangle: eyes forward to the micro-LED, hands down on the controller, peripheral awareness maintained through the uninterrupted windshield view. Traditional cockpits force constant focal shifts–gauges behind the wheel, center stack to the right, road ahead. Hypersquare’s architecture consolidates primary information into a single elevated zone while relegating physical control to a lower plane that hands find by muscle memory rather than visual search.

Haptic Design and Synthetic Feedback

Eliminating the steering column removes the tactile vocabulary that drivers have developed over lifetimes of motoring. Traditional steering transmits surface texture directly–gravel announces itself through vibration, understeer builds as resistance at the rim, grip changes register as subtle shifts in feedback weight. Hypersquare must reconstruct this language algorithmically, and the design challenge extends beyond engineering into semiotics.

Sensors embedded within the steering actuator monitor forces acting on the wheel carriers. Those measurements get processed and translated into haptic vibrations through the controller itself, generating synthetic sensations designed to communicate grip levels and surface conditions. The result is road feel as interpretation rather than transmission–filtered through software calibration tables that determine what information reaches the driver’s hands and how intensely.

Physical feedback carries meaning accumulated through decades of driving experience. Synthetic feedback must either replicate those meanings faithfully or establish new ones that drivers can learn to interpret reliably. The haptic motors in Hypersquare’s corner pods bear responsibility for an entirely new tactile language–one that cannot simply copy mechanical sensation but must create communicative patterns that drivers internalize as meaningful.

This algorithmic mediation opens design possibilities unavailable in mechanical systems. Feedback intensity could adapt to driving mode–sharper haptic response in sport settings, dampened sensation during highway cruising. Surface texture translation could emphasize safety-critical information while filtering irrelevant noise. The controller becomes a tunable communication channel rather than a fixed mechanical linkage.

Material Expression and Ergonomic Form

The controller’s rim material carries significant design weight for an object intended for continuous palm contact during driving. Early prototypes suggest soft-touch surfaces with subtle texturing–enough grip to prevent slip without aggressive bite that would fatigue hands over extended sessions. The thumb pods feature slightly different tactile characteristics, likely to help fingers locate controls through touch alone without requiring visual confirmation.

Color and finish details remain largely undisclosed, though concept versions have appeared in dark matte treatments that recede visually against interior surfaces. This restraint makes sense: the form itself already commands substantial attention. Adding high-contrast finishes or decorative elements would risk visual overload in an already unconventional interface. The material palette must also accommodate significant electronic payload–touch sensors, haptic actuators, processing electronics, and wireless connectivity integrated into the frame add mass and thermal load that surface materials must manage invisibly.

Weight distribution presents unique challenges that circular wheels avoid entirely. Traditional steering balances around a central hub; Hypersquare must achieve equilibrium despite rectangular geometry and corner-mounted pods containing varying electronic payloads. Getting this balance right represents invisible design work–the kind of engineering refinement that users never consciously notice but would immediately sense if absent. A controller that pulls slightly leftward or resists rotation unevenly would undermine the entire interface concept regardless of how striking the visual design appears.

Design Significance

Hypersquare represents the most aggressive formal departure from circular steering wheels in automotive history. The visual drama of rectangular geometry, the integration of touch controls into the primary steering interface, and the reconstruction of road feel through algorithmic haptics combine into a coherent design proposition that either anticipates the future of driving interfaces or stands as ambitious experiment.

The interface succeeds as object design independent of its functional performance. The proportions feel considered, the material choices communicate appropriate restraint, and the integration of control pods demonstrates thoughtful human factors work. Whether drivers ultimately embrace or reject the interaction model, the physical artifact itself reflects serious design attention applied to a problem space that has resisted formal innovation for over a century.

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Turkish RV maker just dropped ‘most durable and lightest’ full-bodied pickup camper with unfurling rooftop tent

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I don’t always envy adventurers living out of pick-up campers; for some reason though, the Atlas Cabin Box is making me weak in the knees. Designed by Hotomobil, an RV manufacturer from Istanbul, Türkiye, the Atlas is not a typical hardtop truck camper. It is somewhere between a full-bodied option and a rooftop tent that is really impressive to start out with. And the interior, well that’s actually where I find this cabin different from what we have seen in the past.

The combination makes the Atlas different but appealing in two ways. One, the transformative build allows it to maximize the space, and two, it is pretty affordable as opposed to other truck campers. The hard box image of the Atlas Cabin is deceptive of its capability. The low-profile design, sits flush on the truck bed and confines itself well within the side boundaries, minimizing drag and of course packing in a complete camping setup for two. It sets up in a jiffy when the camper’s top is lifted and the tent unfurls.

Designer: Hotomobil

Designed to be spacious and fully-equipped for a user’s camping needs, the Atlas Cabin box, the company claims, is the “most durable and lightest” option in its class. This is made possible with its Monoblock body. The cabin in its absolute versatility can be used as a spacious cargo box and when at the camp, it can transform from the box into and full-size tent pitched above from the ground on a truck bed.

The safe and secure camper is ideal for weekend and even those long road adventures without a reservation. But its insulation can be a concern if you’re planning to take it out in the winter. The tent will require insulation and heating to sustain that kind of camping requirement, but otherwise, there should be no concern in having a comfortable stay in it. Coming to what you get here; the Atlas is a 4-foot-high, 150 kg T-shaped cabin. Of course, that’s not something worth camping in, so the top lid of this box opens full 90-degress to unfurl a tent.

The open tent instantly extends the headroom to 8.5 feet and pitches comfortably from the truck bed down to the ground, opening up space for more than just sleeping and eating. The living unit of the tent is accessible via a telescopic ladder and is provided with a double bed and a dinette with cushioned seats and a table that functions as a work desk when required. Other accessories include a single-burner portable gas stove placed alongside the dinette, a fresh and waste water cans, faucet, space for the power station, and a chest fridge. The Hotomobil Atlas Cabin is available as an empty shell or an Urban Edition that features the above-mentioned amenities. The pricing starts at approximately $11,000 bare bones, and $13,400 for the accessorized Urban Edition.

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Citroën’s ELO Concept Car Transforms Into a Mobile Camp With Inflatable Beds and Built-In Power

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French automaker Citroën just unveiled a concept that treats your car like a Swiss Army knife for modern nomads. The ELO is an electric vehicle that doubles as a bedroom, triples as an office, and moonlights as a power station. We’ve seen plenty of concepts that promise versatility, but most end up being vaporware with a nice press kit. This one actually has me convinced someone at Citroën has spent time living out of their car.

Two inflatable mattresses live in the rear cargo area, and they deploy using the car’s built-in compressed air system. You’re not wrestling with a manual pump or some finicky electric one you bought off Amazon. The mattresses fill the entire rear space to create an actual sleeping area for two adults. The roof slides open so you can stargaze without getting eaten alive by mosquitos, and the side lamps flip into bedside light mode. There’s a projector mounted inside with a pull-out screen for outdoor movies. Citroën partnered with Decathlon for the storage systems, which explains why everything feels less “auto show prop” and more “gear you’d actually use.”

Designer: Citroën

The exterior looks like Citroën told their designers to prioritize function over flash and actually meant it. The body is boxy and van-like, painted in a bold coral-orange that screams “adventure vehicle” without trying too hard. Those honeycomb wheel covers aren’t just styling exercises – they integrate the Citroën chevron logo and protect the wheels while looking distinctive. The front is minimalist with vertical LED strips flanking the badge and a textured grille pattern that’s more utilitarian than aggressive. Large glass surfaces dominate, including that massive windscreen and the sliding panoramic roof section. The doors open wide with no center pillar, making entry and exit genuinely easy instead of the usual concept car gymnastics. Above each wheel arch sits a flat platform for storing small items when parked – the photos show pétanque balls, because of course the French put boules storage on their concept car. The proportions are short and tall, maximizing interior volume without making the thing a nightmare to park in European cities.

The driver sits in the center of the front row instead of off to one side. This isn’t some McLaren F1 tribute. It’s purely functional, giving you an unobstructed view through what is genuinely one of the largest windscreens I’ve seen on a vehicle this size. The steering wheel has a single spoke design with a massive opening in the middle, and Citroën ditched the traditional dashboard entirely. Everything projects onto a transparent strip across the windscreen. Two joystick controls sit on the wheel within easy reach of your thumbs. The interface is stripped down because this car needs to work when you’re tired, when you’re working, and when you’re just trying to get somewhere.

Modularity usually means “kind of adaptable if you spend twenty minutes reconfiguring things.” Not here. The second row has three identical seats that fold flat and detach completely. Use them as camp chairs. Two extra seats hide under the side seats, so you can haul six people when needed. Even with all six seats up, there’s cargo space left over. The driver’s seat spins 180 degrees to face backward. A work table folds out from under the center seat in the second row. If you forgot your laptop, the projection system works for video calls. The wheel arches have cutouts that hold phones and headphones.

Expanded polypropylene keeps weight down and recycles easily. Same stuff they use in bike helmets. Felt sections come from recycled fabric scraps from other Citroën projects. The second-row seats have water and wear-resistant covers because obviously you’re going to trash them. The exterior stays simple with huge windows and wide doors that have no center pillar. Front and rear bumpers are identical to reduce parts count.

Power options go beyond the drive battery. The V2L system lets you run speakers, charge devices, or power cooking equipment. A built-in compressor handles paddleboards, bike tires, whatever needs air. Hooks on all four doors mount a large awning for covered outdoor space. You could genuinely set up a small basecamp without bringing any extra equipment.

Citroën calls this a mobility study, which is corporate speak for “we’re not committing to production yet.” But unlike most concepts that feel like design school fever dreams, the ELO solves real problems for people who work remotely, chase outdoor activities, or just refuse to stay in one place. It’s compact enough for cities but functional enough for extended trips. Whether this becomes a real product or just influences future designs, someone finally built a car for people whose home, office, and garage are increasingly the same place.

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Life-size 3D-Printed LEGO Technic dune buggy turns a classic toy Into a drivable machine

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What usually begins as a childhood memory of snapping LEGO Technic beams together has been reimagined at full scale by maker Matt Denton, who has turned one of the most recognizable Technic sets ever produced into a life-size, fully drivable machine. By scaling the 1981 LEGO Technic 8845 Dune Buggy more than tenfold and rebuilding every component through precise 3D printing, Denton bridges the gap between nostalgic toy engineering and real-world mechanics, creating a vehicle that not only looks like its plastic counterpart but can actually be driven off the workbench and onto the road.

This is not surprising as He’s known for turning tiny models into life-sized rigs that are drivable. Denton started with the original 1981 kit, which contains 174 pieces. Rather than simply make a large display model, he redesigned the buggy with two critical changes for practical use: he scaled it up by a factor of 10.42 times, based on 50-millimeter axle bearings, and converted it into a single-seat vehicle with a center-mounted steering wheel.

Designer: Matt Denton

Every part was recreated using 3D printing. Denton used PLA filament and a belt-driven FDM printer, employing a 1 mm nozzle, two outer walls, and 10% infill to balance strength with manageability. Because of printing limitations, large plates and panels were split into smaller sections, so they would fit in the printer and to avoid warping. All curves and joints were first modeled precisely in CAD to ensure fit and performance under load. The final assembled buggy weighs about 102 kg — not light by any means, yet still light enough for hobby use. The build process reportedly took around 1,600 hours of printing and assembly, with numerous reprints required due to failed prints and printer issues.

To bring the build to life, an electric motor was mounted on the rear axle, connected via a belt-drive system. Steering is handled via a full-sized rack-and-pinion mechanism, molded as one giant LEGO-like piece, while the rear suspension arms connect over a steel tube to deliver stability. The tires themselves are printed from TPU wrapped around PLA cores, and each one weighs around 4.6 kg. They are manufactured as four quadrants for easier assembly and transport. Despite the technical hurdles, Denton succeeded as the buggy is completely drivable. During test runs, it demonstrated performance and handling that (while modest compared to a conventional motor vehicle) surpassed expectations for what began as a giant toy. That said, limitations remain as the vehicle shows signs of structural flex under load, and the electric motor setup delivers only modest power, limiting acceleration and top speed.

This project isn’t just a playful homage to a childhood classic; it’s also a demonstration of how modern 3D printing and careful engineering can push the boundaries of what’s possible, even with humble materials like PLA and TPU. It transforms a familiar childhood toy into a functional vehicle, and in doing so rekindles the wonder of imaginative play, but at a human scale. For hobbyists and builders, Denton’s dune buggy is an inspiration, as the line between toy and tool blurs, and a dream built in plastic bricks can eventually become something you can sit in and drive.

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Kia’s Most Forgettable Crossover Gets a Personality Transplant and a Hybrid for 2027

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Five years of anonymity ends here. The original Seltos did exactly what Kia asked of it: occupy a parking space in the subcompact crossover segment, return decent fuel economy numbers, and avoid offending anyone with strong aesthetic opinions. Mission accomplished. The problem was that avoiding offense also meant avoiding interest. While Kia’s design teams were busy making the K5 look like it wanted to fight you and turning the Sportage into something your neighbor would actually comment on, the Seltos sat in driveways across America looking like a placeholder for a vehicle that might arrive someday with actual visual presence.

Designer: Kia

The 2027 model is that vehicle. Kia has scrapped the safe approach entirely, replacing sheet metal that blended into rental car fleets with styling divisive enough to generate actual conversations. The interior no longer resembles a budget proposition from 2018. A hybrid powertrain finally joins the lineup, arriving roughly half a decade after competitors proved buyers would pay extra for efficiency in this segment. Whether the transformation justifies waiting for the 2027 model or signals that Kia finally understood what the Seltos needed all along depends on your tolerance for “better late than never” product development.

Platform Math That Actually Matters

Kia moved the Seltos onto the K3 platform. Platform migrations rarely excite anyone outside engineering departments, but this one delivers changes you’ll register without reading a spec sheet. Extensive use of ultra-high-strength and hot-stamped steel enhances body rigidity throughout the structure. Doors shut with a dampened authority the previous Seltos couldn’t manage. Road imperfections that used to send vibrations through the steering column now get absorbed somewhere between the pavement and your palms.

Dimensional changes favor passengers over parking. The new Seltos measures 4,430 mm long, 1,830 mm wide, and 1,600 mm tall, riding on a 2,690 mm wheelbase that redistributes interior volume where it counts. Rear seat legroom increases noticeably. The proportions trade some of the previous model’s upright greenhouse for a profile that looks like it belongs on the road rather than waiting nervously at a stop sign. The stance improvement alone suggests Kia’s designers finally got permission to make the Seltos look intentional.

Proportions that once read as generic now communicate purpose. Lower roofline changes how the vehicle photographs and how it feels from behind the wheel. You sit in something rather than on top of something.

Powertrains arrive with options across the efficiency and performance spectrum. The base 2.0-liter petrol engine makes 149 PS and 179 Nm, optimized for fuel efficiency and smooth everyday driving. The turbocharged 1.6-liter T-GDI comes in two flavors: a standard output version producing 180 PS and 265 Nm with a seven-speed dual-clutch or six-speed manual, and a high-output variant delivering 193 PS and 265 Nm through an eight-speed automatic. All-wheel drive swaps the base torsion beam rear suspension for a multi-link setup and adds Terrain Mode with settings for Snow, Mud, and Sand.

Hybrid Arrives Fashionably Late

Kia will add a hybrid sometime in 2026, trailing the gas models by several months. Specific output figures haven’t been disclosed yet, though the hybrid will bring higher efficiency and expanded everyday usability to the lineup.

The efficiency headline matters less than the features bundled with hybridization. Vehicle-to-Load capability transforms the battery pack into a portable power source. Tailgaters can run a TV. Contractors can charge tools. Campers can keep phones alive without hunting for outlets. That practical utility separates the Seltos Hybrid from efficiency-only competitors.

Kia’s Smart Regenerative Braking System 3.0 automatically adjusts regenerative braking based on traffic flow and navigation data to optimize energy recovery. For buyers who’ve watched the hybrid crossover segment mature while the Seltos offered only gasoline options, the wait has been frustrating. At least the delay allowed Kia to include features that early hybrid adopters had to do without.

Styling That Picks Fights

The front fascia abandons any pretense of subtlety. Kia’s star map lighting signature dominates the grille, paired with a dynamic welcome light sequence that animates on approach. Trim-dependent light signatures differentiate models. Flush door handles enhance aerodynamics and add visual sophistication.

Diagonal character lines run along the profile, while a floating roofline and strong shoulder contours create a dynamic silhouette that conveys forward motion even when stationary. Contrasting cladding and satin silver accents emphasize durability and refinement. The effect demands attention in ways the previous Seltos actively avoided.

Profile proportions stay recognizable but tighten considerably. Wheel arch cladding gains sculptural depth without the aggressive plastic additions that make some crossovers look like they’re wearing protective gear.

Three standout colors debut with the new model: Iceberg Green, Gravity Gray, and a bold matte Magma Red that photographs well enough to suggest Kia invested real effort in the paint development. The overall effect is polarizing by design.

Buyers who found the previous Seltos too bland may love this. Buyers who preferred blending in may find the new face exhausting. Kia appears comfortable with that trade-off, betting that memorable beats forgettable even when memorable divides opinion.

Interior Debt Repaid

Cabin improvements run deeper than the dual 12.3-inch screens dominating the dashboard, though those screens certainly establish the generational leap immediately. A dedicated climate control panel sits between the displays with physical buttons and knobs for temperature, fan speed, and the functions drivers adjust without looking.

Customizable 64-color mood lighting enhances the cabin ambience, providing visual depth without the purple-and-pink nightclub aesthetic that afflicts competitors trying too hard. The effect is modern without being desperate.

The gear shifter migrates to a column-type Shift-by-Wire system, freeing up the center console for storage bins deep enough to swallow a phone without drama and cupholders sized for actual beverages. This layout contributes to a more open cabin environment.

A low, horizontal dashboard enhances forward visibility and creates a sense of openness, while optimized packaging ensures generous headroom and legroom for all passengers. Second-row seats adjust by a total of 24 degrees, tilting 12 degrees forward and 12 degrees backward. Cargo volume reaches a class-leading 536 liters, with a foldable dual-level cargo board adding organizational flexibility. Passengers who suffered through the previous Seltos’s cramped quarters will notice the improvement immediately.

Premium materials convey both modernity and comfort throughout the interior. The previous Seltos interior felt perpetually compromised. This one suggests Kia finally treated the cabin as a priority rather than a cost-reduction opportunity. That shift in philosophy matters more than any individual feature upgrade.

Feature Density Matches Larger Siblings

Technology concentration reaches levels that would have seemed absurd for a subcompact crossover when the Seltos launched in 2019. Wide panoramic sunroof for an open atmosphere. A 12-inch windshield head-up display projects key driving information directly in the driver’s line of sight. USB ports delivering 100 watts rather than the trickle charging that used to pass for adequate.

Audio options from both Harman Kardon and Bose deliver immersive, high-fidelity sound optimized for the cabin’s acoustic architecture. The Kia Connect Store enables digital personalization and entertainment options, including collaborations with Disney and NBA. Feature-on-Demand brings YouTube, Netflix, and display theme options. The Kia AI assistant, powered by ChatGPT, enables natural conversational interaction. Over-the-air updates keep systems current without dealer visits. Digital Key 2 enables secure smartphone-based vehicle access and sharing.

The driver assistance package bundles Highway Driving Assist 2, Lane Following Assist 2, Forward Collision-Avoidance Assist 2, Safe Exit Warning, Surround View Monitor, Parking Collision-Avoidance Assist-Reverse, and Parking Distance Warning covering front, side, and reverse approaches. The previous Seltos consistently trailed its platform siblings in feature availability, as though Kia assumed subcompact buyers wouldn’t notice or care about the disparity. This generation closes that gap aggressively.

Timeline and Buyer Calculus

Global production begins December 2025 starting with India. South Korea, North America, Europe, and China follow throughout 2026. U.S. specifications and pricing should emerge within months. Hybrid details will arrive later.

The marketing campaign positions Seltos drivers as “protagonists” in their own narratives, which is exactly the aspirational corporate language that invites dismissal. Ignore it. The vehicle transformation underneath that messaging is substantive. The 2027 Seltos finally looks like it belongs in Kia’s current design portfolio rather than lingering as evidence of what the brand used to settle for.

Practical considerations: buyers who need a small crossover immediately can find excellent options from Toyota, Honda, and Mazda. Buyers specifically interested in hybrid efficiency should wait for the Seltos Hybrid or consider alternatives already on the market. Buyers who want something distinctive enough to locate in a parking lot without pressing the key fob, and who can tolerate the wait, might find the 2027 Seltos worth the patience.

After five years of forgettable competence, the Seltos finally demands attention. That’s either exactly what this segment needed or more personality than subcompact crossover buyers actually want. Sales figures will arbitrate.

The post Kia’s Most Forgettable Crossover Gets a Personality Transplant and a Hybrid for 2027 first appeared on Yanko Design.

Kia Vision Meta Turismo is a sharp looking concept poised for the future

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Kia always likes to celebrate its milestones with concepts that pave the way for the future of automotive design and technologies on the inside. This week is the South Korean brand’s 80th anniversary, and predictably, they’ve gone to the lengths of materializing a concept that is one of the most impressive from their design studio.
Called the Vision Meta Turismo concept, the sports sedan is not merely a design exploration; it’s their “first bold glimpse into the future of mobility.” The car was unveiled at the Kia Vision Square in Yongin, South Korea, and the future iteration of the electric vehicle (most likely it’s not going to be gasoline-powered) will be dubbed EV8. Just like the EV5 and EV6, this one is based on the Opposites United design theme, and by the look of things, is the spiritual successor to the Stinger. Vision Meta Turismo revitalizes three core experiences: performance driving, immersive driving, and spacious interiors.

Designer: Kia

Kia is categorizing the concept as a performance driving vehicle, even though they’ve not shared many technical details, we assume it is a serious contender for their premium electric lineup sometime in the future. On the outside, the car has a very sharp silhouette with soft geometric elements on the surface and natural lines. This fuses well with the aerodynamic elements like the vertical fins and embedded air channels for optimized airflow, which are inspired by the touring cars of the 1960s. A short hood is contrasted with the long, torpedo-like, elongated shape for a spacious interior that is ultra-comfy. LED strips on the front blending into the nose section edge out of the main frame, while the taillights have a more muted setup reminiscent of the current-gen electric vehicles.

On the inside, the sports sedan concept has an airy lounge-inspired cabin encapsulated in a panoramic windshield that extends to the rear like a modern fighter plane. For a dynamic look, there is a crisscross support pillar running from the A pillars that visually segments the front and the rear sections. The concept car has an upholstered driving seat, while the other seats have an upholstered off-white cloth material skin. The driver-focused interior has a matching hexagonal yoke steering wheel with gear shifters, and the dashboard is done in the same premium leather finish. The lower section of the windshield displays all the vital driver’s information in the AR Heads-Up Display (HUD). All these elements, according to Kia, “reimagine the next-generation intuitive driving interface.”

The concept has three driving modes: Speedster, Dreamer, and Gamer, which are not detailed by Kia and, in a way, are self-explanatory. Not much has been revealed by Kia, which hints that the probable EV sedan, having a long wheelbase and low profile, is going to manifest in some way as a production-ready vehicle. We are more than eager to learn more about the Vision Meta Turismo, and are sure of the fact that Kia is future-serious about this prototype.

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Remember Need For Speed? Someone built a real-life Mini Map from the game to use in your car

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The mini map has been a staple of racing and open-world games for decades, teaching us to navigate virtual cities with quick glances at a corner of the screen. A developer has now made that experience tangible, building a GPS-based mini map system for actual driving that recreates the look and feel of Need for Speed Underground 2. What everyone said was impossible on an ESP32 microcontroller is now working smoothly in a real car, tracking position, displaying waypoints, and making everyday drives feel unexpectedly game-like.

Getting this to work on a $20 microcontroller meant processing the entire UK into 2.5 million map tiles, totaling 236GB of data stored on an SD card. The ESP32 loads them dynamically based on your heading, only pulling in new tiles from the direction you’re traveling because each one takes a tenth of a second to load. We’re talking weeks of optimization just to get map tiles loading fast enough, clever tricks to avoid tanking the frame rate, and some creative compromises that make the whole thing feel polished despite running on hardware that costs less than takeaway for two. What’s particularly cool is that all the code is open-source, meaning you could theoretically generate tiles for your own city styled after whatever game you’re nostalgic for.

Designer: Garage Tinkering

The project runs on an ESP32-P4, the flagship chip in the ESP32 family, paired with a 3.4-inch 800×800 pixel WaveShare display. If it couldn’t work on this combination, it wasn’t going to work on any ESP32, which is exactly why the developer chose it. The alternative would have been admitting defeat before even starting, and where’s the fun in that?

The map generation process alone is wonderfully excessive. Using QGIS, a geospatial mapping tool, the developer pulled road data from Ordnance Survey, transportation waypoints from the UK Department of Transportation, and petrol stations from Open Street Maps via a custom Python script that parsed through a 2GB dataset looking for anything tagged with “amenity=fuel.” The result was 2.5 million map tiles covering the entire UK at zoom level 16, totaling 236GB of data. Processing took 35 hours. Converting those tiles to a format the ESP32 could read took another 18 hours. Transferring everything to an SD card took 22 more hours. This is the kind of project where you start things running before bed and hope they’re done by morning.

Getting smooth performance meant rethinking how traditional GPS navigation works. Each tile takes roughly 0.1 seconds to load from the SD card, which sounds fast until you realize how many tiles you’d need if you loaded everything around you constantly. The solution was directional loading. If you’re heading north, only load new tiles coming in from the top. The tiles on the sides and bottom don’t need refreshing because you’re moving away from them. Just shuffle the existing data around in memory and you’ve saved yourself a bunch of unnecessary SD card reads.

The other big performance win came from abandoning authenticity. The original plan was to rotate the entire map grid so it moved like it does in Need for Speed, with the car always pointing up. Turns out rotating large image grids on an ESP32 makes everything stuttery and unpleasant. The fix was keeping the map oriented north and rotating just the car icon to show your heading. It’s less true to the game but infinitely smoother in practice, which matters more when you’re actually using the thing.

The current prototype isn’t exactly plug-and-play elegant though. The GPS module sits on a breadboard outside the main device, creating a larger footprint than the sleek circular display suggests. It’s functional but definitely looks like a dev setup rather than a finished product. Still, the developer plans to integrate everything into a full Need for Speed inspired dashboard for their Nissan 350Z, which should clean up the form factor considerably. And since all the code is open-source and free to use, anyone with the patience for multi-day processing times can adapt it for their own area and preferred game aesthetic.

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