Here's why the 0 in 0-60 doesn’t always mean zero

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By: Sergiu Tudose

Understanding zero-to-sixty times is quite easy. You start at zero, you accelerate, and when you hit 60 mph (97 kph), you gauge your speed. Even your grandma can grasp the concept, and if she’s cool enough, she probably did her fair share of pulls from a dig in her youth. There is one thing we need to consider, though.

Spend enough time looking at performance figures for American vehicles and eventually you’ll come across the phrase “one-foot rollout.” It comes from the world of drag racing, where the timing system allows the car to move a very short distance before tripping the beam and starting the clock.

In other words, the clock doesn’t start until the front tire moves forward to uncover the starting light beam, which is roughly one foot (30 cm) of travel. This makes sense for the drag strip.

The problem is when a 0-60 mph time measured with a rollout gets pitted against one that wasn’t. Suddenly we’re dealing with numbers that may appear identical but aren’t measured in the exact same way. This isn’t a big deal when talking about cars that hit the mark in six or seven seconds. Who cares if your family car gets there in 6.8 or 7.0 seconds flat? Not me, and probably not you.

But we live in an era of two-second supercars, and the Corvette is literally the best example I can think of – mostly because it comes with such a wide range of performance outputs.

Here’s a bit of fun trivia for you. The Stingray can hit 60 mph in 2.9 seconds with the Z51 Performance Package. The Z06 does it in 2.6 seconds. The E-Ray needs 2.5 seconds. The ZR1 takes 2.3 seconds (with the ZTK Performance Package), while the ZR1X can rocket to 60 mph in an absurd 1.89 seconds on an unprepped surface, with standard Michelin Pilot Sport 4S rubber.

The thing is that all these numbers include the standard 1-foot rollout method. Meanwhile, European carmakers like Porsche, Ferrari, and Lamborghini measure straight-line performance from a strict, true standstill (0.0 mph). You can easily make the case for getting rid of the rollout altogether, but I’m not so sure that we should.

Picture this. You’re sitting at a light in your Corvette Stingray, and for whatever reason, you’re looking to get off the line as quickly as possible. I’m not saying you’re going all the way to 60 mph (that would probably mean breaking the law), but you’re getting pushed back into your seat either way. So, are you engaging Launch Control? Probably not.

You’re not sitting there with your left foot buried into the brake, your right foot flooring the accelerator, waiting for the light to turn green. That would be childish and unnecessary.

What you do is... you release the brake; the car begins to creep forward for a split second, and then you bury the throttle. By the time your rear wheels can put the power down, odds are you’ve already traveled something approaching that standard first foot anyway.

For the full article, please continue reading on our site.

By: Cristian Agatie

For decades, luxury German carmakers have had a significant technological edge against their rivals. Mercedes pioneered the adaptive cruise control with its Distronic system, while Audi introduced the LED matrix headlight that we find ubiquitous today. BMW had its laser headlights, while Porsche, well, it's widely recognized for building the best sports cars money can buy.

However, things are more complicated nowadays, as so-called volume carmakers have democratized luxury features. There is not much difference between a $30,000 Hyundai and a $60,000 Mercedes-Benz as far as tech and comfort features are concerned. It's even worse for luxury carmakers in the EV arena. This explains why all of them struggle, especially in China.

Porsche does not have ordinary cars, and certainly doesn't have ordinary EVs. However, it can't convince its Chinese customers that its prices are worth it compared to local luxury and sports cars. When a Xiaomi SU7 Ultra does everything a Porsche Taycan can do, and then some, for half the price, you have a problem, at least in China.

The Porsche Cayenne Electric tells a similar story. To say that its performance and features are remarkable would be an understatement. The Cayenne Electric is one of the fastest-charging EVs on the market, neck and neck with some of the best Chinese EVs in this regard and certainly far better than most Western and Japanese EVs.

In recent tests, such as the one conducted by Out of Spec Studios, the Porsche Cayenne showed that it needs less than 16 minutes for a 10%-80% charge. The SUV can sustain a power of over 350 kW for a long time before tapering due to thermal constraints. However, it can still draw over 220 kW even after 75% state of charge, which most EVs can't do at peak power. A typical charge ends with an average power above 300 kW, which is quite impressive.

According to a recent test by Car and Driver, the Porsche Cayenne Electric is also the quickest SUV on the market. The Cayenne Turbo Electric, the most powerful variant of the electric SUV, reached 60 mph in just 2.1 seconds. That's faster than any SUV the outlet has ever tested. The Cayenne Turbo has a dual-motor configuration, with a total power of 1,139 horsepower when launch control is engaged.

While most EVs can accelerate and brake quickly, not all can handle a winding road. However, that poses no problems for the Cayenne EV. The Can and Driver test showed that the Cayenne Turbo Electric can reach 1.05g on the skidpad, helped by its Pirelli P Zero R tires. That's better than the Lamborghini Urus Performante (1.04g), and significantly better than other electric SUVs, such as the Rivian R1S (0.80g) and Lucid Gravity (0.90g). 

And yet, it's doubtful that the Cayenne Electric would move the needle in the company's struggles to maintain its market share. Porsche has been facing falling sales in North America, the Middle East, and China. The latter region is where the most dramatic market share loss occurred, with sales more than halving over the past four years. The company plans to cut its staff by 20% by 2035, with €300 to €400 million in charges related to these layoffs.

For the full article, please continue reading on our site.

By: Mircea Panait

When the National Highway Traffic Safety Administration opened a preliminary evaluation into Ford's 1.0-liter EcoBoost inline-three back in 2025, regulators were looking into a growing number of complaints involving unexpected wet timing belt failures. Not even a year later, the preliminary evaluation has been upgraded to an engineering analysis.

How come? As the safety boffins began collecting data, the NHTSA widened its analysis to include vehicles that used a similar wet timing belt design. Those peer vehicles included 2018 through 2021 model year EcoSport crossovers and 2016 through 2018 model year Focus vehicles equipped with automatic transmissions.

While said automobiles were not the primary focus of the investigation, they shared a wet timing belt constructed from similar materials. From the outset, the federal agency's focus centered on the possibility of belt degradation affecting engine lubrication. Unlike conventional timing belts, a wet design places the belt in contact with the engine oil, which is a stupid engineering decision by most accounts.

The resulting debris may be capable of interfering with oil circulation. As the investigation progressed, the Office of Defects Investigation reviewed consumer complaints, field reports, warranty information, and engineering data supplied by the Ford Motor Company. Lo and behold, a pattern quickly emerged.

Many complaints described a low engine pressure warning lamp illuminating shortly before a sudden reduction in power or a complete loss of propulsion. Others alleged more severe outcomes, including engines that seized while the vehicle was being driven. Obviously enough, this scenario increases the risk of a crash.

Investigations found evidence suggesting the failures could occur with insufficient time to react, which makes the yet-undetermined problem all the more serious. To date, the NHTSA has determined that the timing belt is susceptible to releasing debris into the lubrication system, debris that accumulates on the pick-up screen. This mesh filter is designed to protect the oil pump from contaminants.

As timing belt debris builds up, oil flow becomes restricted, leading to reduced oil pressure throughout the engine. If the blockage worsens, lubrication below critical levels may lead to severe engine damage or seizure. The Office of Defects Investigation further uncovered findings that challenged one of the most common explanations for 1.0-liter EcoBoost failures in the United States market.

For the full article, please continue reading on our site.

By: Cristian Curmei

Back in 1971, North America would see the appearance of the Hunter travel trailers (Hunter Structures / Hunter Industries), fiberglass-body wonders that were produced only until 1974. In that timespan, they managed to spit out around 2,000 units, some of which are still around today and even up for grabs.

I’ll be honest; I’d never heard of Hunter camper trailers until a few days ago, and frankly, most of us have never heard of this brand, even though they’re built out of one of my favorite building blocks of the industry: fiberglass. It’s one of the reasons why some of those 2,000 or so units ever built are still around today, and with a bit of work, can be right back on the road.

If you’re aware of the wonders of fiberglass, then you know that these babies can last for literal decades after being completed. Clearly, you’ll need to stay on top of upkeep and all that, but with proper love and care, these units can prosper for decades. I’ve personally covered fiberglass campers and TV that are still around 50 years after completion.

Now, Hunter initially started out as Compact Trailers, Inc. and was “working” together with another manufacturing and camper team from the US’s west coast: Trails West who was responsible for the Campster, a predecessor model to the entire Hunter lineup. Oh, and these things were light, and marketed as being suitable to be towed by vehicles like the VW Beetle from back in the day.

Eventually, Compact Trailers moved their manufacturing grounds and name in the process, becoming Hunter Structures, and later, Hunter Industries. Under the name of Hunter Industries, which is also the last year in which the brand existed, they managed to spit out a model dubbed the Hunter 1. Mind you, these are the rarest of all Hunter campers, and I actually found two units for sale in the US, at least, via a Hunter Compact history website. We’ll get to that shortly.

At the heart of Hunter campers sat that fiberglass I mentioned, and with it, Hunter composed two hulls which they met in the middle and sealed in order to create an impervious one-piece hull, a tired and tested manufacturing method of fiberglass campers, one that’s still used these days by modern brands like Oliver trailer, Scamp, and countless others. It just works, so why mess with it?

One travel trailer style that I’ve often covered with a construction similar to this one is the Boler, but unlike the Boler, which virtually appeared on the market just a few years before Hunter and their own goodies, the shape of a Hunter was more cubic or blocky, if you will.

Bolers and most one-piece fiberglass campers that I’ve encountered are rather rounded and bulbous; the Hunters were and are as blocky as possible, almost cubic. Oh, and ‘one-piece’ is a bit of a slight stretch since the roof of these units included a pop-top section with tent fabric all around.

For the full article, please continue reading on our site.

By: Mircea Panait

If the folks at Hyundai wanted attention for the next-generation Tucson crossover, they most certainly got it. During the latest high-altitude testing session for the redesigned model, a development vehicle provided an impromptu demonstration of just how brutal validation programs can be. During the alpine test, smoke began pouring from one of the front brakes. 

Heat buildup caused both front tires to fail, thus forcing the session to a premature end while support crews arrived with fire extinguishers. From a visual standpoint, our clearest look yet at the 2027 Hyundai Tucson reveals a decisively boxier design with a larger footprint and a taller greenhouse.

Beyond the butcher styling and modern-looking front lighting units, the all-new Tucson is also getting a more horizontal dashboard layout with a larger infotainment screen and a smaller digital instrument cluster. The finishing touch is a squircle-ish steering wheel that further emphasizes the South Korean automaker's move toward a more upscale interior environment.

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Over at BMW, the 2028 model year 5 Series Touring is an exercise in visual restraint. Previously spied with one too many Neue Klasse stylistic influences, the wagon-bodied model has cut back on that nonsense for a more evolutionary mid-cycle refresh with a little Neue Klasse sprinkling. A flatter kidney grille and slimmer headlights dominate the front end.

BMW seems determined to modernize the car without turning it into a rolling concept, with the rear end receiving similarly measured revisions. Beyond the updated lighting graphics and cleaner bumper surfacing, there's not much to admire back there. Inside, however, is a love-or-hate affair due to the introduction of BMW Operating System X with Panoramic Vision.

iDrive X is another way of saying fewer physical controls than before, whereas Panoramic Vision is what BMW calls the pillar-to-pillar system that projects relevant information at the base of the windshield. Because of these upgrades, there is no iDrive controller and instrument cluster to speak of. Thankfully, the 5 Series Touring will soldier on with familiar powertrain options, topped by the 4.4-liter V8 of the M5 Touring.

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Land Rover and its ulterior iterations have spent decades refining the luxury sport utility vehicle formula, but Range Rover's next chapter involves treading on unfamiliar terrain. Recently teased by Jaguar Land Rover, the heavily anticipated GT is the boldest Range Rover (from the standpoint of design) since the poor-selling Evoque Cabriolet from a decade ago.

Masterfully rendered by Avarvarii Automotive Artworks and Sugar Design, the GT is positioned as something closer to a fastback grand tourer than a conventional sport utility vehicle. Jaguar Land Rover says that it's a grand tourer with coupe proportions and a sleek silhouette, and that's exactly how both pixel artists have interpreted the fifth member of the family. What yo are looking at is definitely not a replacement for the Range Rover Velar.

The aesthetic shift from the Velar to the GT is particularly significant, with Range Rover prioritizing road manners and style over all-terrain capability. Considering that many Range Rover customers have little desire to traverse muddy trails, a pavement-oriented model is hardly surprising. Lest we forget, Road Rover was one of the most important vehicles never to reach production, specifically a series of prototypes that laid the groundwork for the original Range Rover.

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AutoYa and Nikita Chuicko also captured our collective attention with speculative renderings of the next-generation Honda Ridgeline, which its maker teased back in July 2026. Scheduled to premiere in 2027, the redesigned truck is very upright in the provided teaser, which served as the inspiration for both unofficial design studies.

Styling work is being handled in California while engineering takes place in the state of Ohio, signaling a North American bias for the unibody midsizer. Stylistically, though, it's hard to separate this pickup truck from the squared-off appearance of the Passport sport utility vehicle.

Critics might argue that Honda's all-new Ridgeline is nothing more than a Passport with a bed, yet supporters would counter that prospective customers want nothing more than an SUV-derived truck. On the other hand, this marriage comes with the delicate balancing act of preserving the Ridgeline's most celebrated qualities while ensuring the newcomer is techy and comfy enough to convince SUV diehards to consider a truck as well.

By: Dragos Chitulescu

For several months, I had a lot of fun buying dozens and dozens of new models and sometimes unboxing them for these stories. But you know how people are sometimes: we can start craving things that are out of reach. In my case, I started craving having my own motorcycle again. Once I did the math on how much I spent on Hot Wheels, I realized I could have easily replaced my Suzuki SV650S last year.

Now, I’m in a tricky situation as I’ve hit the brakes slightly too late, and the market for loose Hot Wheels is terrible. So, the only “smart” thing to do after realizing I’m stuck with almost 1,000 collectibles at home was to continue buying more of them. But hey, at least I got a sweet deal on most of these Pop Culture items from my new dealer who calls himself the HWHunter.

Custom '62 Chevy Pickup

I plan to hold on to at least two of the cars on today’s list, but the Custom ‘62 Chevy Pickup is not of them. I can appreciate the “style” it thrives on, but it’s not my cup of tea.

The only reason I have it here is because it was part of the 2023 Vintage Oil set, and there was nowhere to separate them from each other. In a way, it reminds me of Larry Wood’s ‘59 Chevrolet El Camino, as I looked at it earlier this morning for the Boulevard story.

Rob Matthes had been designing tiny cars for Mattel for several years when he came up with this casting. It wasn’t his first American machine, but certainly his first pickup truck.

'66 Dodge A100

Making a list of the most legendary Hot Wheels designers ever is a tricky thing to do, and it’s something I’ve been postponing for years. I know it’s a subjective choice, and I’m also struggling to figure out if I should include either five or ten names on the list.

Right off the bat, you must think of people like Larry Wood, Ryu Asada, Phil Riehlman, Brendon Vetuskey and obviously Jun Imai. You obviously can’t forget about the new guys on the block such as Ronald Wong and Charlie Angulo, so you might start to notice my dilemma here.

Nissan Skyline GT-R (BNR34)

This is the second variation of Phil Riehlman’s Nissan Skyline GT-R (BNR34) I’ve bought this week, and I’m not even a big-time fan of “Godzilla”. It has been around since 2010, when the wing was still a separate piece from the body. The first one I vividly remember buying was part of the 2014 Fast and Furious set.

That was right after the retooling, as that’s about the time I started actively hunting for Hot Wheels collectibles. The 2016 Nightburnerz version in red was next for me, and it wasn’t until 2019 that I got the third one.

 For the full article, please continue reading on our site.

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