Tag Archives: Automotive

Mercedes’ New G-Wagon convertible lets you enjoy open-air luxury without giving up off-road power

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Mercedes-Benz fans last got a factory-built convertible G-Class in 2013, and after years without an open-top option, the German automaker appears ready to bring it back. The upcoming G-Class Cabriolet retains the SUV’s unmistakable boxy silhouette while introducing a folding fabric roof that gives the iconic off-roader a fresh sense of openness.

Based on the Mercedes-AMG G63, the four-door convertible preserves the rugged character of the standard SUV while adding a more lifestyle-oriented driving experience. The powered soft top folds away at the push of a button, stacking neatly behind the rear seats at roughly the height of the rear wheel arches. Unlike the earlier G-Class Convertible, which required owners to manually release roof latches before operating the top, the new system is fully automated for greater convenience.

Designer: Mercedes-Benz

Although Mercedes-Benz has yet to reveal complete specifications or an official launch timeline, prototype sightings and teaser footage offer a closer look at the engineering behind the transformation. Converting the G-Class into a cabriolet required substantial structural modifications, including a redesigned rear section and reinforced body to compensate for the removal of the fixed roof. Reports suggest the retractable roof mechanism alone consists of around 500 specially developed components.

The rear of the SUV also receives thoughtful revisions to accommodate the convertible layout. The signature spare wheel carrier remains, but its cover has been redesigned with an integrated high-mounted brake light. The rear pillars have a more angular profile than previous convertible G-Class models, giving the SUV a cleaner and more contemporary appearance while maintaining its instantly recognizable design language.

Performance is expected to remain unchanged from the AMG G63. The convertible is likely to be powered by the familiar 4.0-liter twin-turbocharged V8 engine producing 577 horsepower, paired with Mercedes-AMG’s all-wheel-drive system. That means buyers should still get the same blend of high-performance road manners and formidable off-road capability that has defined the modern G-Class.

The return of the G-Class Cabriolet is significant because Mercedes-Benz has largely focused on expanding its SUV lineup through new powertrains and special editions rather than introducing entirely new body styles. By reviving the open-top G-Wagon, the company is revisiting one of the model’s most distinctive variants while combining classic styling with modern engineering and convenience.

Whether cruising coastal roads or tackling rough terrain, the G-Class Cabriolet promises to deliver the unmistakable presence of the G-Wagon with the added appeal of open-air driving. More details, including pricing, production numbers, and availability, are expected to be announced closer to its official debut.

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Xiaomi’s SkyNomad Brings Living Space Thinking to the Family SUV

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Xiaomi is broadening its automotive ambitions with the SkyNomad series, a new SUV line built around space, flexibility, safety, and family-focused practicality. The range launches with two models, the SkyNomad N90 and the SkyNomad N70, giving Xiaomi a wider reach beyond the more driver-oriented SU7 and YU7 lineup.

Both models are built on Xiaomi’s newly designed Kunlun platform, which underpins the brand’s push into large, versatile SUVs. One of the platform’s defining features is a completely flat floor. That packaging decision supports easier movement through the cabin and gives Xiaomi more freedom to shape the interior around comfort, modularity, and open space.

Designer: Xiaomi

Two SUVs with different seating priorities

The SkyNomad N90 Max is positioned as the larger and more versatile of the two. It uses a 2+2+3 seating layout, giving it seven seats and a configuration aimed at larger families, multi-generational travel, and mixed personal and business use. Measuring 5,285 mm long with a 3,080 mm wheelbase, it sits firmly in full-size SUV territory.

Alongside it, the SkyNomad N70 Max takes a sportier approach with a confirmed 2+3 seating layout. That five-seat format makes it the more straightforward option for buyers who want the SkyNomad concept in a two-row package, while still benefiting from the same emphasis on cabin openness and flexibility enabled by the Kunlun platform. At 4,960 mm long with a 2,950 mm wheelbase, it is the more compact of the pair, though it still feels substantial in person.

SkyNomad N70 Max

Flat-floor platform defines the cabin

The completely flat floor is more than a technical detail. It is central to how Xiaomi wants SkyNomad to feel and function. By removing the usual floor intrusion, the platform helps create a more lounge-like interior, improves second-row and third-row usability, and makes it easier to reconfigure the cabin for different scenarios.

In the N90 Max, Xiaomi pushes that idea further with six sliding rails and a center console that can move 650 mm back and forth. The setup allows the cabin to be used with tables, bed arrangements, and other furniture-style layouts, giving the vehicle a more modular character than a conventional family SUV. Features such as a roughly 9-liter fridge and a 21.4-inch rear display with Xiaomi TV and remote control further underline the living-space concept.

The N70 Max carries the same thinking into a sportier two-row package. It supports face-to-face seating and a full bed mode, while Xiaomi claims up to 1,400 mm of maximum rear legroom and around 1,002 liters of rear cargo space. Even without the third row, it is clearly designed to prioritize comfort and usability over a traditional SUV layout.

Safety is a major part of the pitch

Xiaomi is also using the SkyNomad launch to underline the safety credentials of the new Kunlun Technology Architecture. The company says it has been carrying out real-life road load testing since 2024. As of June 30, 2026, more than 500 test vehicles had accumulated 4.28 million kilometers over 628 days.

The body structure makes extensive use of 2200 MPa Xiaomi Hyper Strength Steel across 16 key areas. According to Xiaomi, that includes a 13-in-1 integrated design spanning the A, B, C, and D pillars, a layout intended to improve lateral body load capacity and strengthen the passenger cell. The N90 Max also comes equipped with 12 airbags, reinforcing its positioning as a large family SUV where occupant protection is expected to be a central selling point.

Xiaomi also highlighted battery durability and protection as part of the Kunlun platform package. The company claims a cell lifecycle of more than 2,000 charge cycles, which it says is roughly double the national standard. It also says the battery unit is protected by an 18-layer safety structure, while the floor has been reinforced to improve fire resistance, impact protection, and overall structural security around the pack.

Performance and range round out the package

Both the N90 Max and N70 Max use dual-motor all-wheel drive and a 76 kWh battery. Xiaomi quotes a 0 to 100 km/h time of 5.9 seconds for the N90 Max and 5.5 seconds for the N70 Max, while both models have a top speed of 190 km/h.

Range figures are also notable. Xiaomi lists the N90 Max with a CLTC combined range of 1,705 km and a CLTC pure electric range of 464 km. The N70 Max is rated for a CLTC pure electric range of 505 km.

First-hand impressions from the briefing

During a media briefing and hands-on session, both the N70 Max and N90 Max stood out for their reconfigurable seating and spacious cabins. Even in a short test, both SUVs felt notably roomy, and the seats themselves came across as comfortable and well suited to the space-first character Xiaomi is trying to establish for the series.

The N90 Max in particular showed how far Xiaomi is pushing the concept. One of the most striking demonstrations was its face-to-face seating reconfiguration, which transformed the cabin into something closer to a lounge than a traditional SUV interior. That setup reinforced Xiaomi’s broader pitch that SkyNomad is meant to function as more than transport, serving as a flexible living space for travel, rest, and family use.

Cargo capacity was another standout. In its maximum rear trunk space configuration, the N90 Max was loaded with six 20-liter carry-on cases, a foldable bicycle, a folded baby stroller, and additional camping gear, while still leaving plenty of room in the back. The demonstration underlined the SUV’s family and lifestyle focus, especially for buyers who need genuine carrying ability rather than just a large exterior footprint.

Xiaomi also showed the N90 Max in a more leisure-oriented setup with an air mattress laid out in the cabin. Lying down inside, the space felt comfortable, and the panoramic sky roof gave a clear view upward. That added to the sense that the vehicle is being designed as a place to spend time, not just a machine for getting from one point to another.

That impression carried across both models. Even with limited time behind the scenes, the N70 Max and N90 Max both felt impressively roomy, and Xiaomi’s emphasis on reconfigurable seating did not come across as a gimmick. Instead, it felt like a practical extension of the Kunlun platform’s flat-floor packaging and the brand’s attempt to create SUVs that are genuinely adaptable to modern family life.

A broader move into family SUVs

With SkyNomad, Xiaomi is moving beyond the more driver-focused identity of its earlier vehicles and into a segment where comfort, flexibility, safety, and interior usability matter just as much as technology. The N90 and N70 are not just larger additions to the lineup, but a clear signal that Xiaomi sees family-oriented, space-led SUVs as an important part of its next phase in the auto market.

On first impression, that strategy looks thoughtful. Between the flat-floor Kunlun platform, the emphasis on reconfigurable interiors, and the effort to pair lifestyle versatility with serious safety messaging, SkyNomad gives Xiaomi a distinctive angle in an increasingly crowded field of large electrified SUVs.

The post Xiaomi’s SkyNomad Brings Living Space Thinking to the Family SUV first appeared on Yanko Design.

Storyteller’s new GXV Wild is built for luxury off-grid camping without compromise

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Storyteller Overland added Global Expedition Vehicles (GXV) under its umbrella in 2022. The tale for the two adventure camper and overland rig manufacturers, respectively, has been around about on the same lines. Continuing in a combined form factor now, the new 2027 GXV Wild is introduced to upscale the idea of overland living from Storyteller’s lens.

The adventure truck is based on the Ram 3500 single-cab chassis. That leaves the Wild catering to only a couple on the road. It can, we will learn later how, accommodate up to four people at camp. But what’s actually fascinating about the truck, beyond the overlanding compatibility and off-grid preparedness, is how the interior is designed to permit a congenial harmony between the inside and outside.

Designer: Storyteller Overland

Built on the Ram chassis, which draws power from a 6.4L HEMI V8 engine delivering 375 hp and 429 lb-ft of torque, you already have a capable machine. To keep it performing at its best, Storyteller has kept it lightweight but tweaked it to add an AEV suspension kit with a 3-in lift and forged-aluminum wheels wrapped in all-terrain tires. The camper part is made using laminated insulated fiberglass walls and floor. The roof uses insulated panels, and windows feature dual panes (again for better insulation), ensuring year-round operability.

With the modifications to the chassis, the rig – measuring 23 feet long and 11.3 feet high – has a payload capacity of 1,000 lbs and a 14,000-lb GVWR. The Stroyteller GXV Wild can also tow up to 10,000 lb. if you have additional cargo to cargo, in the FlipOut Deck. Some of the truck campers this size we have seen compromise with bathroom space, but that’s the difference with the Wild. It has a dedicated bathroom, next to the alcove. It features a cassette toilet, sink, and a shower that gets water from the 189 L fresh tank and also has a 76 L gray water tank onboard.

Opposite the bathroom, you have the kitchen with a portable induction cooker, a stainless steel sink, and a flip-up counter space extension. 116-L Vitrifrigo fridge/freezer, microwave and other appliances are aligned next to the convertible four-seat dinette with leather seating. When you want a little more space, the FlipOut Deck drops down and opens up your camp. On the far side is the main bed in the cabover loft. Together with the convertible dinette bed, you can have a sleeping space for four people in the Wild.

GXV Wild maintains off-grid convenience with the 400W of solar panels (expandable up to 800W), 12-kWh electrical system, and a 4,500W inverter. For all-season convenience, the insulated interior is furnished with a 13.5K-BTU rooftop air conditioner and a 14K-BTU hydronic heating system. Storyteller Overland is planning to sell the 2027 GXV Wild starting at $299,898. What do you think?

 

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This ‘Liquid Metal’ Ducati 821 Was Built by Hand in Vietnam, and Only One Remains

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How does the greatest Ducati of the last decade get built four thousand miles from Bologna, in a workshop most people have never heard of? Ducati’s home turf is basically hallowed ground, all red paint and Borgo Panigale badges and a hundred years of racing pedigree breathing down every design decision. Bandit9 clearly did not get the memo, and thank god for that. The Saigon based atelier, founded by former creative director Daryl Villanueva, builds bikes the way a sculptor builds a monument, one hand shaped panel at a time, with zero interest in playing by anyone else’s house style. Their take on the Ducati 821 takes a stock Monster and turns it into something that somehow feels more Ducati than the actual Ducati. It is the kind of move you only get to make when you have absolutely nothing to lose.

Only nine of these were ever going to exist, and eight of them are already gone, which means we are looking at the very last one on the shelf. Bandit9’s resume includes permanent spots in the collections of MoMA and the Petersen Automotive Museum, so this is not some garage tinkerer getting lucky once. Underneath the bodywork sits Ducati’s own 821cc Testastretta L-twin, 110 horsepower, a 3.3 second sprint to 60 mph, wrapped in a hand formed shell that splits clean between brushed aluminum and gloss carbon fiber. At $49,900 for the last unit, you are buying the argument as much as the motorcycle.

Designer: Bandit9

The material split down the middle grabs you first, and while it looks cosmetic, it actually serves a functional purpose. Brushed aluminum wraps the nose, tank, and belly, while gloss carbon fiber takes over the tail section, and the seam between the two materials tracks the actual bodywork geometry instead of sitting on top of it like a paint job. That tail section deserves its own moment, a bullet nosed unit with an LED strip tracing the ridge line into a tucked amber turn signal, wrapped in exposed weave carbon that catches light like a jewel. Flip to the cockpit and Bandit9 sweated even the smallest details, milling a top yoke in aluminum with a tiny embedded LED trip readout nested between the fork caps. Most custom shops would leave that space blank or bolt on an aftermarket gauge. Bandit9 machined a bespoke solution instead, because subtlety does not appear to be part of their vocabulary.

Ducati’s own 821cc Testastretta 11 degree L-twin sits underneath all that hand formed metal, still producing 110 horsepower and 65.8 ft-lb of torque, enough to send the bike from 0 to 60 mph in about 3.3 seconds. A custom tubular steel trellis frame carries the engine, paired with 43mm Sachs forks up front and an adjustable Sachs monoshock out back, while dual 320mm Brembo monobloc calipers handle the stopping duties. None of that is particularly radical on paper, and that is the point. Bandit9 never touched the parts that make a Ducati go fast or stop hard, they only rebuilt everything around it by hand. No stamping press currently exists that can produce a single panel wrapping from the front cowl over the tank and down the body without a seam, so every curve on this bike got there because a person spent months shaping metal the way a watchmaker shapes a case. That is what craftsmanship actually looks like, no marketing spin required.

Nine of these were ever going to exist, and eight already have owners, so the math here is simple. Bandit9 has spent years building a reputation that includes permanent placements in the collections of MoMA and the Petersen Automotive Museum, putting them in rare company within the custom bike world, alongside names like Deus Ex Machina and Icon, but operating on a different plane of ambition entirely. Founder Daryl Villanueva, a former graphic designer and creative director, runs the Saigon based atelier less like a garage and more like a small design house that happens to build motorcycles instead of furniture or typefaces. At $49,900, the last unit is not cheap, but measured against months of hand labor and a production run that will never reopen, the number starts to make sense. Whoever buys it walks away with a working sculpture that also happens to be a genuinely quick motorcycle.

Ducati will keep building excellent motorcycles in Bologna, and nobody is arguing otherwise. But Bandit9’s 821 makes an honest case that great design does not need a postcode, a century of racing heritage, or a factory at all, just a workshop, a stubborn sense of craft, and someone willing to spend months getting a single curve exactly right. The last unit will sell fast, probably to someone who already owns a garage full of things most people only see in magazines. What happens after that is anyone’s guess, though I would not be surprised if Bandit9 is already sketching whatever comes next. For a company that keeps proving Bologna does not have a monopoly on great Ducatis, retirement does not seem to be part of the plan.

The post This ‘Liquid Metal’ Ducati 821 Was Built by Hand in Vietnam, and Only One Remains first appeared on Yanko Design.

The 5 Best RVs & Motorhomes of July 2026

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The RV market has never asked more interesting questions of itself. Whether you are planning your first camping trip or refining years of experience on the road, 2026 is delivering some of the most considered mobile homes the industry has produced. From a $64,000 entry-level trailer built to make the lifestyle genuinely reachable, to six-figure touring coaches that rival boutique hotels in finish and detail, the conversation around what a motorhome can be has shifted significantly.

This roundup spans a wide price bracket and an equally wide range of design philosophies. Some of these are built for couples chasing quiet weekends. Others are built for people who refuse to leave their mountain bikes or surfboards at home. One is still a concept, but an important one. What links all five is a commitment to design that goes beyond the floor plan and asks bigger questions about how we want to travel.

1. Bürstner Signature SMT

Germany’s Bürstner has spent years building some of the most carefully engineered compact motorhomes on the market, and the Signature SMT is their most resolved model yet. Built on a Mercedes-Benz Sprinter chassis and finished in fiberglass for a lightweight, durable shell, it leads with modularity. A privacy shutter between the kitchen and the rear bedroom means the space can be configured for a couple or adapted to host guests without sacrificing the feeling of a private retreat at the back.

For you, the Signature’s real strength is in what disappears. The drop-down double bed folds into the ceiling completely when not in use, returning the front lounge to full functionality. The retractable kitchen shelf doubles as a divider wall when raised. The bathroom’s sliding front wall retracts to free up the shower space. These are not gimmicks. They are genuine solutions to the tension between space and privacy that most motorhomes never quite resolve. Pricing starts at approximately $107,000 for the 735cm base model.

What we like:

  • The retractable shelf that doubles as a bedroom privacy wall is one of the cleverest interior details in its class
  • The raised roofline at the front gives the drop-down bed a genuinely comfortable clearance that most vans cannot match

What we dislike:

  • European pricing and limited US dealer networks make purchasing and servicing more complicated for American buyers
  • The modular interior requires occupants to actively manage transitions between configurations throughout the day

2. Leisure Travel Vans Unity TBX

The Unity TBX is what happens when a luxury motorhome builder takes the idea of an adventure garage seriously. Built on a Mercedes-Benz Sprinter 3500, the 25-foot Canadian-made coach puts a 1,727-liter pass-through cabinet at the center of its design identity. That is not a storage afterthought. It is a decision that fundamentally changes what a motorhome can carry. Mountain bikes, surfboards, skis, fishing gear: it all fits, with 12- and 120-V outlets inside to charge electric bikes on the move.

For you, the TBX means you no longer have to choose between comfort and the gear that makes your adventures worth having. The interior sleeps four, with a convertible front lounge, twin beds in the rear, and a full kitchen featuring dual-burner induction, a compressor fridge, and a pull-out pantry. A 270-Ah lithium battery, 400 watts of solar, and AWD capability make this genuinely capable across all seasons. Starting at $237,000, it demands serious commitment, but it delivers a serious machine.

What we like:

  • The 1,727-liter pass-through garage is genuinely functional and not a marketing add-on
  • All-wheel-drive capability and four-season climate systems make it a credible year-round vehicle

What we dislike:

  • The $237,000 starting price, rising to $245,000 for AWD, puts it well out of reach for most buyers
  • At 25 feet, navigating tighter campgrounds and urban environments will require patience

3. Airstream Atlas 25RT

Airstream has a long history of making things feel more refined than their footprint has any right to suggest, and the Atlas 25RT applies that instinct to the Class B+ motorhome. At 25 feet, riding on a Mercedes-Benz platform, this is a touring coach designed for two people who want everything in one compact form: a proper galley, a split dry bath with a separate shower and toilet area, a twin bed layout in the rear, and a pass-through garage for outdoor gear.

What makes the Atlas 25RT feel genuinely suited to longer trips is the Garmin multiplex system, which centralizes lighting, climate, and onboard functions into a single interface. For you, that means less time managing controls and more time at the destination. The JBL stereo system with four speakers and a subwoofer makes evenings inside feel considered rather than compromised. At $290,000, it sits at the top of the Class B+ segment, but the Mercedes running gear and Airstream build quality justify the positioning.

What we like:

  • The induction cooktop that stores in a drawer is a genuinely smart use of limited surface area
  • The Garmin multiplex system simplifies onboard living in a way that makes a real difference over extended trips

What we dislike:

  • A single floor plan with no alternatives limits flexibility for buyers with different space requirements
  • Designed strictly for two, meaning families or groups looking for adaptability will need to look elsewhere

4. HYTTE by RE:BURO

HYTTE is still a concept, but it is the kind of concept that asks better questions than most production vehicles bother to answer. Designed by RE:BURO, a studio describing itself as a bureau of technical aesthetics, the name draws from the Scandinavian tradition of the hytte, a simple countryside cabin. The exterior is dark, barrel-shaped, and compact, with a signature octagonal face framed by a red LED ring. It reads less like a motorhome and more like a piece of land architecture that happens to move.

What makes HYTTE worth taking seriously is the interior logic. An electric heater styled as a modern fireplace anchors the space psychologically, signaling rest in a way that no storage solution ever could. The modular chassis uses clamp-like grippers to bind the living compartment, allowing adaptation across different configurations. There are dedicated spaces for houseplants and pets, small details that reveal a design team thinking about how people actually inhabit a space. For you, HYTTE represents what the motorhome could look like with genuine architectural ambition applied from scratch.

What we like:

  • The fireplace-style electric heater is an original way to define the emotional character of a mobile interior
  • The modular chassis concept suggests a platform that could adapt to multiple configurations beyond a single fixed layout

What we dislike:

  • HYTTE remains a concept with no confirmed production timeline or pricing, making it an inspiration rather than an actual purchase
  • The compact barrel form may limit interior volume compared to more conventional motorhome layouts of similar overall length

5. Airstream World Traveler 17RB

At $64,400, the World Traveler 17RB is the most accessible Airstream the brand has ever produced, undercutting the previous entry-level Bambi by $4,500. At 17 feet, it is lightweight enough to be towed by an SUV or a compact truck like the Toyota Tacoma or Ford Maverick, which immediately broadens who can realistically own one. The signature riveted aluminum shell is preserved on the outside, maintaining the Airstream identity even as the interior reflects the decisions made to hit the price point.

For you, the 17RB is a genuine entry point to a style of travel that usually costs considerably more. The Scandinavian-inspired interior keeps things clean with white aluminum walls and a choice of upholstery, while the extendable countertop and convertible dinette make the space work above its size. A 24-inch Smart TV, JBL audio, and Truma heating are included as standard. An optional 200W solar panel and 2.5 kWh lithium battery extend its capability into off-grid territory without needing a full electrical overhaul.

What we like:

  • The most affordable Airstream ever made, without sacrificing the brand’s signature exterior design language
  • A 3,500 lb GVWR makes it compatible with a wide range of tow vehicles most buyers already own

What we dislike:

  • Smaller rectangular windows replace the wrap-around glass found on pricier models, which is the most visible cost-saving trade-off on the exterior
  • The 2.1 cubic foot refrigerator is genuinely limited for anything beyond a short weekend trip

 

The Best RVs Ask More of Themselves

What the strongest RV designs of 2026 share is a refusal to treat the motorhome as a compromise. The Leisure Travel Vans and Airstream flagships push toward a level of finish that genuinely challenges what a home on wheels can offer. The Bürstner takes modularity seriously. The World Traveler 17RB makes the lifestyle reachable. HYTTE imagines what becomes possible when someone applies real architectural thinking to the category from the ground up.

Whether you are working with a $64,000 budget or closer to $290,000, the common thread running through all five is that design decisions make the difference. The cleverest storage, the most considered material choices, the layouts that genuinely account for how people move and rest in a small space: those are the things that separate a motorhome you simply tolerate from one you actually want to be inside.

The post The 5 Best RVs & Motorhomes of July 2026 first appeared on Yanko Design.

Rezvani Dune is Lamborghini Huracan turned into a desert trail beast on steroids

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What if your supercar didn’t have to stay on the freeway? That’s essentially the notion that Rezvani shatters with an unusual performance machine that adopts the mid-engine character of a Lamborghini Huracán and reimagines it as a vehicle built for desert trails and rough terrain. Instead of lowering a sports car closer to the asphalt, Rezvani has gone in the opposite direction, creating an 800-horsepower off-road machine with the heart of a V10 supercar.

This is the Dune, a trail beast powered by a naturally aspirated 5.2-liter engine mounted behind the cabin. With up to 800 horsepower on tap, it retains the high-revving personality associated with Lamborghini’s V10 powertrain while introducing a very different way to experience it. Rather than keeping all that power confined to smooth roads and racetracks, the Dune is designed to take it into places where a conventional supercar would struggle to go. Sure, there is the Lamborghini Huracán Sterrato, but this one is an altogether different beast.

Designer: Rezvani

The biggest visual change here is the body, as Rezvani replaces the sleek proportions of the Huracán with custom carbon-fiber bodywork that gives the vehicle a much more aggressive, rugged personality. The sculpted panels, raised stance, and wide proportions make it look less like a supercar that has been modified for off-road driving and more like an entirely new species of performance vehicle. The increased ride height of 4.5 inches is matched by a suspension setup designed to cope with uneven terrain, while 31-inch mud-terrain tires on 20-inch wheels add to its ability to venture away from paved surfaces. The chassis is fitted with long-travel shocks that soak up the kind of bumps that would leave a traditional supercar scraping its belly. With a 25-degree approach angle and 35-degree departure angle, it’s built to venture off-road without constantly worrying about what’s happening underneath. Skid plates shield the undercarriage, while a roof-mounted snorkel keeps the engine breathing clean air when the trail gets deep.

The usual formula for a supercar is essentially to be more aerodynamic, while off-road vehicles follow a very different philosophy, favoring ground clearance and suspension travel. Dune brings these contrasting ideas together, pairing the drama of a naturally aspirated V10 with the stance and capability expected from a vehicle designed to tackle rough ground. The carbon-fiber construction also helps distinguish the Dune from conventional off-road builds. It keeps the custom bodywork lightweight while giving Rezvani the freedom to dramatically reshape the vehicle’s appearance around the underlying supercar architecture. The result is a design that feels deliberately exaggerated, with the visual aggression to match its substantial power output. Rezvani has respected the Huracan’s interior and kept it the same as the donor car, which is a great compliment to Lamborghini’s design sense.

For the California-based automaker, this off-roading-capable supercar is yet another experiment in pushing familiar automotive formulas into unexpected territory. Only seven examples will ever be made, with each one built as a one-off, making this an ultra-exclusive supercar you’re unlikely to see twice. A refundable $1,500 deposit secures a place in the production queue, although deliveries aren’t expected until 2028. As for the price, Rezvani is keeping that under wraps for now. Previous models have started with donor vehicles and climbed into six-figure territory, so this one is unlikely to come cheap!

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Tesla Dropped a $225 Kids Bike That’s Already Worth $8,000

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When Tesla drops something new, the internet tends to spiral. Sometimes that’s deserved, sometimes it’s a little much. But I’ll say this: the Tesla Balance Bike for Kids landed last week and the reaction makes complete sense to me, even if the bike itself is a little absurd.

Let’s set the scene. On July 16, Tesla quietly added a balance bike to its official shop, priced at $225. It’s designed for children between two and five years old, features a lightweight magnesium frame, five adjustable seat heights, and the Tesla wordmark stamped on the side with the signature “T” logo on the front. No pedals. No motor. No battery. Just a very sleek, very branded piece of equipment for a toddler to scoot around on. It was sold out within days, and eBay listings are already floating around for as much as $8,265. Yes. Eight thousand dollars. For a children’s balance bike.

Designer: Tesla

I want to be clear that the bike itself is not a bad product. A magnesium frame is genuinely impressive at this price point and for this type of product. Magnesium is lighter than both aluminum and steel while still being structurally solid, which actually matters a lot when a two-year-old is trying to figure out how gravity works. Balance bikes work because children push themselves forward with their feet and learn to steer and stabilize before ever touching a pedal. Weight is the enemy of that process. A lighter frame means less frustration and a faster learning curve, so using magnesium here is not just a styling choice; it is a practical one.

The five adjustable seat heights are another smart detail. The bike is supposed to grow with the child across those early years rather than becoming obsolete the moment your kid hits a growth spurt. At $225, you’d expect it to last at least a few seasons, and the design accommodates that.

But here’s where I start to have mixed feelings. The design language is unmistakably Tesla. Clean, minimal, slightly futuristic, and built around the brand as much as the product itself. That’s fine for adults who’ve chosen to invest in the Tesla ecosystem. For a toddler, the “T” logo on the front doesn’t mean much yet. So who is this bike really for? I’d argue it’s mostly for the parents. It’s a lifestyle object dressed up as a children’s product, which isn’t necessarily wrong, but it’s worth naming. That’s also the reason it sold out so fast and why resellers are already treating it like a limited sneaker drop. The product value isn’t just in the magnesium frame or the adjustable seat. It’s in the logo. And a lot of people clearly want that. That’s not a criticism. Brand value is real, even when it takes the shape of a toddler’s first bike.

For $225, the bike lands at a premium relative to average balance bikes on the market, which typically run anywhere from $50 to $150. You’re paying a significant markup for the branding, and I don’t think Tesla is hiding that. The product doesn’t pretend to be competing with generic options. It knows its buyer. That kind of confidence is either admirable or a little audacious depending on where you’re standing. If you’re a Tesla owner, or even just a Tesla fan, this bike makes total sense as a purchase. The design is clean, the materials are quality, and it’s the kind of thing that photographs beautifully next to a Model Y in the driveway. That’s part of the pitch, whether or not it’s stated outright.

For everyone else, I’d say the bike is a perfectly fine product at a price you’re paying partly for aesthetics and partly for the story of handing your two-year-old something built by the same brand as their parent’s car. Is that worth $225 to you? That’s a personal call. Shipping is expected to begin in late August. If you missed the initial drop, you’ll either have to wait for a restock or politely decline to spend eight thousand dollars on eBay.

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This teardrop camper’s wing-like awnings turn any campsite into a comfortable outdoor living room

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A teardrop trailer is great until you actually have to spend the day around it. You get a comfortable place to sleep, a kitchen tucked neatly into the rear hatch, and a footprint that’s easy to tow almost anywhere. What you don’t get is much living space once you’re parked. The 2026 Stockman Rover 2.0 camper trailer tackles that limitation with a surprisingly simple idea by giving the trailer wings.

The latest version of Stockman’s compact off-road camper introduces an optional dual 180-degree awning setup that unfolds from both sides of the trailer. Once deployed, the pair creates a wraparound canopy that turns what would normally be an empty campsite into a shaded outdoor lounge. Zip the awnings together with the optional wall kit, add the enclosed privacy tent, and the Rover suddenly feels much larger than its compact silhouette suggests. It’s one of those upgrades that sounds incremental until you picture spending an entire afternoon cooking, or waiting out a rain shower beneath it.

Designer: Stockman Products

The clever part is that none of this changes what made the Rover popular in the first place. It’s still a compact camper built around a hot-dipped galvanized steel chassis that’s happy bouncing along rough tracks behind an SUV or ute. For 2026, Stockman has expanded the range into three variants instead of expecting every buyer to want the same level of capability. The Escape is aimed at campers sticking mostly to sealed roads and maintained gravel trails, while the Intrepid and Ultra lean into Australia’s love for remote touring with an XT off-road chassis, Cruisemaster independent suspension, dual shock absorbers, all-terrain tyres, and a DO35 articulating hitch designed to stay composed long after the pavement disappears.

The upgrades continue where they’re arguably needed most: keeping modern campers powered without constantly hunting for the next campground. Stockman has swapped its previous electrical setup for a Renogy ecosystem across the lineup, giving the trailer a cleaner, smarter way to manage off-grid living. The flagship Ultra packs a 300Ah lithium battery, a 2,000W inverter, roof-mounted solar panels, and a touchscreen interface that keeps tabs on everything from battery health to charging status. There’s even a second display inside the cabin, a small but thoughtful touch that lets you check the system before climbing out of bed on a cold morning.

Inside, the Rover sticks to the formula that has made teardrop trailers enduringly popular. The insulated cabin is centered around a queen-size innerspring mattress, with storage tucked neatly around the sleeping area instead of competing with it. Lift the rear hatch, and you’ll find a surprisingly complete outdoor kitchen with a stainless steel worktop, sink, pantry storage, refrigerator, and a swing-out dual-burner stove that doubles as a barbecue plate. It’s designed around the assumption that camping is best experienced outside, using the cabin primarily as a comfortable retreat at the end of the day.

The Rover 2.0 doesn’t reinvent the teardrop trailer – at a starting price of AUD49,990 (US$35,000) for the Escape, AUD64,990 (US$45,500) for the Intrepid, and finally the Ultra costing AUD79,990 (US$56,000) – nor does it need to. Instead, it rethinks the part of the experience that often feels overlooked once you arrive at camp. Most compact trailers excel at getting you there; this one spends just as much effort making you want to stay.

 

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Someone 3D-Printed A Scooter Small Enough To Fit Into Cabin Luggage

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Print a phone case, sure. Print a desk organizer, fine. But print a scooter, one with wheels, brakes, a motor, and enough structural gumption to carry an actual adult human being down a street, and you have crossed into a different category of insane entirely. Ivan Miranda crossed that line without blinking, treating a 3D printer less like a hobbyist gadget and more like a small scale factory capable of manufacturing an entire vehicle from the ground up.

What makes it properly deranged is not just that the scooter exists. It is that the scooter fits in a suitcase. Every panel, every bracket, every printed part was designed to break down small enough to check onto a flight, then get reassembled on the other side into a machine that actually rides, brakes, and turns corners like it means it. Somewhere over Europe on the way to Prague, there was a scooter sitting quietly in cargo, waiting to become a scooter again the moment it landed.

Designer: Ivan Miranda

Miranda started by building his rims out of repurposed lawn mower tires, which are naturally too flat sided for anything that needs to lean into a corner. His fix was to print the rims narrower than usual, so the two internal rings sit closer together, which stops the tire sidewalls from bowing outward once inflated. The result rounds over just enough to behave like an actual motorbike tire rather than a garden tool accessory. It is a small trick, but it is the kind of trick that separates a scooter that rides from one that just sits there looking like a scooter.

Power comes from two 36 volt tool batteries wired into a belt driven hub motor, stepped down through a DC to DC converter to run the lights and horn at 12 volts. An Arduino handles the accelerator signal, translated from a modified potentiometer hidden inside the right handlebar. The one part Miranda refused to trust to plastic was the front fork shaft, which carries the combined forces of his body weight, the bike’s size, and the stresses of actual riding. That piece was machined in aluminum instead, a rare concession from a builder otherwise committed to printing nearly everything else on the machine.

The kickstand uses a bi-stable mechanism, a bearing riding over a cam bump that snaps it firmly into either the stored or deployed position without any wobble. The seat, printed in flexible filament, sits on a hinge that doubles as hidden storage underneath. Braking comes from a modified bicycle disc setup, with the disc’s center hole enlarged to accept a printed axle, and the caliper mounted loosely enough to self-align during use. None of it reads like a shortcut. All of it reads like someone who genuinely enjoys solving problems most people would rather buy a solution for.

The whole point of the build was travel, and it delivered. Miranda flew the disassembled scooter to Maker Faire Prague, packed into an ordinary suitcase, and reassembled it on site well enough to win the event’s suitcase sized project contest. Hackaday picked up the story shortly after, noting that what Miranda calls a motorbike looks, by most definitions, closer to a scooter, a distinction that promptly spiraled into a comment section argument about vehicle taxonomy nobody asked for. The finished machine weighs a little over 14 kilograms without its batteries, light enough to make the whole suitcase premise plausible rather than theoretical.

Miranda has since gone back and refined the design, swapping more of the metal components for printed equivalents and simplifying the hardware for anyone determined to attempt their own build. The updated files are now sold through his site, complete with a bill of materials and a heavy dose of legal disclaimers reminding buyers this is a hobby project, not a certified vehicle. Whether anyone else actually manages to pull a working scooter out of a suitcase remains to be seen, but the fact that Miranda proved it possible at all says something about where 3D printing has quietly ended up.

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Rolls-Royce Firmament Concept Turns the Hood Into a Meteor Shower Chasing the Spirit of Ecstasy

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Every shooting star you have ever wished on was actually dying. What looks like a streak of pure light tearing across the sky is a rock disintegrating, burning up in its final seconds, and yet we treat that death as a gift, a wish granted. Stars carry the same contradiction. The calcium in your bones and the iron in your blood were forged inside a star that had to die violently to scatter those elements across the universe. Creation and destruction run on the same fuel line, not as metaphor but as literal astrophysics. French design student Gaspard Deveugle built an entire Rolls-Royce concept around that exact paradox.

Called Firmament, the concept deletes the vertical Pantheon grille that has anchored every Rolls-Royce face for a century. A low, pointed nose takes its place, tapering to a blade like a ship’s hull. Streaks of light rain across the hood and glass roof, dense near the windshield and scattering into faint dust toward the tip, the way a meteor burns brightest right before it disappears. The pattern converges on the Spirit of Ecstasy, as if she is the one point catching everything falling from the sky. It is the loudest thing on the car, and everything else has been quieted to let it read clearly.

Designer: Gaspard Deveugle

Deveugle is a 3D design student based in Valenciennes, France, with internship experience across BMW, Kingfisher, and RealNum, and Firmament sits inside a portfolio built almost entirely on reinterpreting storied marques. He has rendered a Bentley Speed 8 tribute, sketched a Bugatti Type 52, built cafe racer studies off Harley Davidson and Moto Guzzi platforms, and designed a yacht concept called Arcane. Firmament arrives as an internship project rather than a factory commission, posted on Behance alongside a companion breakdown of the sketch and modeling process behind it. That distinction matters here. Nobody at Goodwood signed off on deleting the grille, which frees the concept to treat Rolls-Royce’s most sacred design element as raw material rather than untouchable heritage.

Rolls-Royce has already flirted with turning night sky into physical form, just never on the outside of the car. The Ghost introduced its fiber-optic Starlight headliner in 2014, a swath of black leather stitched with over a thousand tiny points of light, and Spectre pushed that further with more than five thousand illuminated points woven into the dashboard fascia. Both live entirely inside the cabin, visible only to whoever paid for the seat. Firmament takes that same instinct and turns it inside out, moving the starfield from the headliner to the hood where anyone on the street can see it. That single move reframes a private luxury detail as the entire visual identity of the car.

The mood board Deveugle built around the idea, titled Power of Duality, leans on real astrophysics rather than loose poetry. Stars manufacture heavy elements inside their cores through nucleosynthesis, then have to die violently to scatter that material across the universe, meaning creation and destruction share the same fuel line by necessity, not metaphor. His reference imagery pairs a comet’s frozen tail with a supernova’s radial burst and a single meteor reflected over open water, the visual grammar he then translated onto sheet metal. That grounding shows in how the streak pattern behaves on the car itself. It thickens where energy would concentrate and thins where it would dissipate, following a logic borrowed from physics rather than instinct.

The rest of the surfacing supports that reading without competing for attention. A raised black spine splits the rear deck into twin fenders that taper to points, a quiet nod to Rolls-Royce’s own boat-tail coachbuilding, though it plays a supporting role here rather than the headline. Dark, turbine bladed wheels replace the static hubcaps Rolls-Royce is known for, hardware that stays upright on its axle no matter how fast the wheel spins, trading serenity for something closer to a hypercar’s stance. There are no visible door handles or shutlines anywhere in the renders, just one continuous poured surface running from nose to tail. Every panel gap that would normally interrupt a Rolls-Royce silhouette has been resolved into a single, unbroken skin.

None of this is destined for Goodwood’s production line, and that is fine. Firmament works precisely because it is unburdened by the things a real Rolls-Royce has to solve, crash structures, pedestrian safety, a grille that still needs to cool something even on an EV. What it offers instead is a sharp piece of brand thinking from a student still building his portfolio, taking a hundred-year-old grille and a hood ornament everyone stopped truly looking at and making both feel dangerous again. Rolls-Royce spends real engineering effort making its cars feel weightless and silent. Deveugle’s answer is to make one look like it just survived a meteor storm, closer to what the Spirit of Ecstasy was always chasing.

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