The lights of the Fort Pitt Tunnel glow in the distance as a low, aggressive silhouette emerges into the Golden Triangle. The sound is unmistakable, a supercharged V8 roar that echoes off the buildings. This is the Cadillac CT5-V Blackwing, the last manual American super sedan, and it is driving through the city that built the steel that shaped a nation.

The CT5-V Blackwing is the final car of its kind. It is a supercharged V8 sedan with a six-speed manual transmission, rear-wheel drive, and a chassis tuned for track work. It is a car that should not exist in 2026, a car that Cadillac built because enthusiasts demanded it, and a car that will disappear after this year.

The Powertrain: A Supercharged V8

The heart of the Blackwing is a 6.2-liter supercharged V8 engine that produces 668 horsepower at 6,500 rpm and 659 lb-ft of torque at 3,600 rpm. The engine is a masterpiece of American engineering: a cast aluminum block, rotocast aluminum cylinder heads, and a 1.7-liter positive-displacement supercharger with four-lobe, 160-degree rotors. It is the same engine that powers the Corvette Z06, and it is one of the most characterful V8s ever built.

The engine’s character is defined by its supercharged response. The power is immediate, the throttle response is sharp, and the sound is unmistakably American. The engine is tuned for track use, with a focus on durability and consistent performance over extended sessions. It is a car that rewards drivers who are willing to work for it, who appreciate the connection between throttle and response.

The six-speed manual transmission is a Tremec unit with a twin-disc clutch. It features No-Lift Shift functionality and Active Rev-Matching, allowing the driver to shift without lifting off the throttle and to match engine speed on downshifts. The clutch is heavy enough to feel substantial but light enough for daily driving.

The transmission is the defining feature of the Blackwing. It is the reason the car exists, and it is the reason it will be missed. Nearly 50 percent of Blackwing buyers choose the manual, a number that convinced Cadillac to keep it for the final year.

The performance figures are impressive. The manual Blackwing accelerates from 0 to 60 mph in 3.6 seconds and covers the quarter mile in 11.7 seconds. The lateral acceleration is 1.01g, and the car can lap the Virginia International Raceway Grand Course in 2 minutes and 50.6 seconds. The top speed is over 200 mph. The automatic version is quicker to 60 mph at 3.4 seconds, but the manual is more engaging.

The Chassis: A Track Car with a Luxury Interior

The Blackwing is built on a rear-wheel-drive platform with a front MacPherson strut suspension and a five-link independent rear suspension. The suspension uses Magnetic Ride Control 4.0, which adjusts damping in real time based on road conditions and driving inputs. The result is a car that can be comfortable on the highway and sharp on the track.

The optional Precision Package adds carbon-ceramic brakes with cross-drilled rotors, Michelin Pilot Sport Cup 2 R tires, and revised suspension tuning. The package transforms the car into a genuine track weapon, with lateral acceleration exceeding 1.13g. The carbon-ceramic brakes provide consistent stopping power, even after repeated hard stops.

The braking system is a Brembo setup with six-piston calipers at the front and four-piston calipers at the rear. The standard brakes are adequate for street use, but the carbon-ceramic option is recommended for track work. The stopping distance from 60 mph is 106 feet with the standard tires, and 97 feet with the Cup 2 Rs.

The steering is electric power-assisted, with variable assist that adjusts based on speed and driving mode. The turning circle is 42.6 feet, which is reasonable for a car of this size. The chassis is balanced and communicative, with a long wheelbase that provides stability at speed.

The Interior: Luxury with a Race Car Edge

The Blackwing’s interior is a blend of luxury and performance. The seats are sporty but comfortable, with plenty of side support for cornering. The rear legroom is 37.9 inches, which is good for the class. The trunk space is 11.9 cubic feet, which is small but adequate for weekend trips.

The infotainment system is a 33-inch touchscreen with Google Built-In, allowing access to apps like Google Maps and Google Play. The system includes a performance data recorder, which can capture and replay driving details. The optional Super Cruise hands-free driver assistance system is available for highway driving.

The interior is available with carbon fiber trim, Torch Red seat belts, and a performance steering wheel with a V-Mode button. The V-Mode button allows the driver to quickly switch to a custom performance setup, with adjustments to the engine, suspension, and steering.

The Final Year

Cadillac has confirmed that 2026 is the final year for the current CT5 and CT5-V Blackwing. The production of the CT5-V Blackwing F1 Collector Series, limited to 26 units, is a celebration of Cadillac’s entry into Formula 1 and a farewell to the manual V8 sedan. The F1 Collector Series features an upgraded supercharger that raises output to 685 horsepower and 673 lb-ft of torque. It is available exclusively with the manual transmission.

A next-generation CT5 is expected, but Cadillac has not confirmed whether it will retain the supercharged V8 or the manual transmission. Reports suggest a second-generation Blackwing could arrive with even more power, but the manual is far from guaranteed. The Camaro’s revival could provide the hardware for a future Blackwing, but the three-pedal formula is increasingly rare.

The Blackwing is the only manual V8 rear-wheel-drive sedan left in the United States. Once it disappears, the Ford Mustang GT will be the only manual V8 production car, and no sedan will offer the combination of a V8, a manual, and rear-wheel drive. The three-pedal manual is disappearing everywhere else, with the Volkswagen Jetta GLI, Honda Civic Si, and Acura Integra A-Spec all losing their stick shifts.

The Pittsburgh Night

The Blackwing has completed its drive through the city. Its supercharged V8 has delivered the 668 horsepower that makes it one of the most engaging sedans ever built. The manual transmission has provided the direct mechanical engagement that purists crave. The driver has experienced a level of performance that is as exclusive as it is extraordinary.

The CT5-V Blackwing is not a car for everyone. It is a car for those who value the pure, unfiltered experience of driving, who are willing to accept the compromises of a car that is built for enthusiasts. But it represents a significant moment in automotive history. It is the last manual American super sedan, and it is a reminder that even in an era of electrification and automation, there is still room for a car that is built by hand, driven with intent, and cherished as art.

The Blackwing is not just a car. It is a statement. It is a reminder that the old-school sport sedan formula still has a place, and that the joy of driving is not measured in horsepower or lap times, but in the connection between driver and machine. The last manual American super sedan has arrived. And it is unforgettable.

The sun is setting over the Pacific Ocean as a low, wide silhouette carves through the curves of the Pacific Coast Highway. The sound is unmistakable, a deep V8 rumble that echoes off the cliffs. But there is a new layer to the sound, a high-pitched whir from the electric motor that fills in the gaps between gear shifts. This is the BMW M5 G90, the first electrified M5, and it is the most controversial M car since the brand introduced the XM.

The M5 has always been the benchmark for the super sedan. It is the car that defined the segment, a car that could carry a family in comfort and embarrass sports cars on the track. But the G90 generation has changed the formula. It is now a plug-in hybrid, tipping the scales at nearly 5,400 pounds, almost 1,000 pounds heavier than the outgoing F90 model. It is a car that BMW built because it had to, not because it wanted to.

The question is whether the M5 formula survived the transition. The answer is complicated.

The Powertrain: A Hybrid for the Ages

The heart of the G90 M5 is the S68 engine, a 4.4-liter twin-turbo V8 that produces 577 horsepower on its own. An electric motor, integrated into the eight-speed automatic transmission, adds another 194 horsepower, bringing the total system output to 727 horsepower and 738 lb-ft of torque. That is more power than any M5 before it, and it is delivered through M xDrive all-wheel drive.

The performance figures are impressive on paper. The M5 accelerates from 0 to 60 mph in 3.4 seconds and reaches a top speed of 190 mph with the M Driver’s Package. But those figures are actually slightly slower than the previous generation, which could reach 60 mph in 2.8 seconds. The weight has offset the power gain.

The plug-in hybrid system is a significant change. A battery provides approximately 25 miles of electric-only range, allowing the M5 to operate as a silent, emissions-free sedan for short trips. The electric motor provides instant torque, filling the gaps in the V8’s power delivery and making the car feel more responsive than its weight would suggest.

The Weight Problem

The G90 M5 weighs between 2,435 kg and 2,510 kg, depending on the source. That is nearly 1,000 pounds more than the F90 M5 and approaches the weight of the BMW XM. It is a figure that has dominated the conversation around the car, and it has led many enthusiasts to question whether the M5 can still be an M car.

The weight is the result of the hybrid hardware. The battery, electric motor, and related systems add significant mass, and BMW has not been able to offset it with lightweight materials. The car is heavy, and it feels heavy.

But the weight is not a disaster. On smooth roads, the M5 is composed and confidence-inspiring. The adaptive suspension and rear-axle steering work to hide the mass, and the car handles with a precision that defies its size. The AWD system and rear differential do a fantastic job putting the power down, rotating the car through corners.

The ride quality is more controversial. On rough roads, the low-speed damping can be harsh, and the car can feel overly stiff over sharp bumps. Comfort mode can feel too soft and floaty, while Sport Plus is too rigid for daily use. Sport mode offers the best balance, but it is not perfect.

The Driving Experience: Two Personalities

The G90 M5 is a car of two personalities. In EV mode, it is a silent, refined cruiser, gliding through traffic with a smoothness that is genuinely impressive. The electric motor provides enough power for city driving, and the regenerative braking system is well-integrated.

In Sport Plus mode, the car transforms. The V8 barks to life, the throttle sharpens, and the chassis tightens. The acceleration is brutal, punching you in the gut and rearranging your internal organs. The car feels alive, responsive, and eager.

The transition between the two modes is not always seamless. In cold weather, the V8 wake-up can feel a bit rough, with a mild vibration and a slightly delayed response. But overall, the system is smoother than the clunky setup in the BMW XM.

The M1 and M2 buttons allow drivers to configure their preferred setups. It is a feature that should be used, as the car resets to its most comfortable settings at the start of every journey.

The Verdict: Still an M Car, But Different

The G90 M5 is still an M car. It is fast, refined, and capable. It can carry a family in comfort and embarrass sports cars on the track. It is the most livable M5 ever built, a car that can be a whisper or a war cry depending on your mood.

But it is also a car that has changed. It is heavier, slower to 60 mph, and less focused than its predecessor. It is a car that BMW built because it had to, not because it wanted to. And it is a car that reflects the reality of the modern automotive industry.

The question is not whether the G90 M5 is still an M car. It is. The question is whether you want an M car that has been forced to adapt to the demands of emissions regulations and electrification. The answer depends on what you value.

The neon lights of Miami’s Brickell Avenue reflect off the wet asphalt as a low, wide silhouette glides through the city streets. The car is not making any noise, but its presence is undeniable. This is the Mercedes-AMG GT XX Concept, a rolling laboratory that previews the brand’s electric future and represents the most significant shift in AMG’s engineering philosophy since the brand was founded in 1967.

The GT XX is a technology program as much as it is a car. It is built on the new AMG.EA high-performance electric architecture and powered by three axial flux motors producing over 1,000 kW (1,360 horsepower). It is a car that can reach 360 km/h, charge from 10 to 80 percent in minutes, and sustain high-performance driving without overheating. And it signals exactly where AMG performance is heading.

The Axial Flux Revolution

The heart of the GT XX is its axial flux motor technology, developed in partnership with YASA, a British electric motor specialist and wholly owned subsidiary of Mercedes-Benz. Unlike conventional radial flux motors, which have a rotor spinning inside a stator, axial flux motors have two discs facing each other.

The advantages are substantial. Axial flux motors have three times the power density of conventional electric motors, are two-thirds lighter, and take up only one-third of the space. The front motor is just 9 centimeters wide, while the rear motors are only 8 centimeters wide. This compact packaging allows AMG engineers to optimize weight distribution and chassis dynamics without compromising interior space.

The GT XX uses three axial flux motors: two at the rear axle and one at the front. The rear motors form a High Performance Electric Drive Unit that produces the majority of the car’s power. The front motor acts as a booster, engaging only when additional traction or power is required, and can be disconnected via a Disconnect Unit to reduce energy loss during cruising.

The total system output is over 1,000 kW (1,360 horsepower), with a peak of 1,041 kW achieved during testing. The car can reach a top speed exceeding 360 km/h. In testing at Nardò, Italy, the GT XX broke 25 long-distance records, covering 40,075 kilometers in just over seven days at an average speed of 300 km/h.

The Battery: Inspired by Formula 1

The GT XX’s battery is a complete new development, drawing on experience from the AMG ONE hypercar and Formula 1. The high-performance battery uses more than 3,000 cylindrical NCMA cells with a silicon-enriched anode. The cells are tall and slim, enabling efficient cooling and an energy density of over 300 Wh/kg.

The battery’s direct cooling system is one of its most innovative features. An electrically non-conductive oil circulates through the pack, maintaining each of the more than 3,000 cells at the optimum temperature. This system ensures uniform heat dissipation and supports the battery’s ability to deliver high continuous power, even under sustained track use.

The battery operates on an 800-volt architecture, which reduces weight through lighter wiring and shortens charging times. The intelligent thermal management precisely controls cell temperature to ensure maximum performance even during intensive use.

Megawatt Charging: Refueling in Minutes

The GT XX’s charging performance is as revolutionary as its powertrain. At a prototype charging station, the car achieved a maximum charging power of 1,041 kW, reaching the 1 MW mark just 0.5 seconds after initiating charging. The system maintained 1,000 kW for approximately two and a half minutes, transmitting up to 1,176 amps of current through a specially developed liquid-cooled CCS cable.

The result is extraordinary. The system transmitted 17.3 kWh in just one minute, equivalent to 125 kilometers of range, and can add approximately 400 kilometers of range in just five minutes. This approaches the refueling speed of a combustion car, addressing one of the primary concerns of electric vehicle adoption.

The megawatt charging record was made possible by a specially developed prototype charging station that converted a Megawatt Charging System station originally designed for trucks into a system that works with a slim CCS cable. The findings from this program will flow directly into the development of new high-performance fast chargers for Mercedes-Benz charging parks in Europe and North America.

Aerodynamics: A Drag Coefficient of 0.198

The GT XX’s aerodynamic performance is equally impressive. The car achieves a drag coefficient of just 0.198, an exceptionally low figure for a vehicle with the performance and presence of a four-door coupe. At 300 km/h, approximately 83 percent of the motor’s energy is dedicated to overcoming aerodynamic drag, underscoring the importance of this development.

The car features active aerodynamic elements, including a patented active wheel design. Each 21-inch wheel is equipped with five movable carbon elements that adjust their geometry based on thermal and aerodynamic needs. If the system detects excessive brake temperatures, the blades open to maximize airflow. Under normal conditions, they seal to optimize aerodynamic efficiency, capturing residual energy through integrated micro-generators.

What the Concept Signals

The GT XX concept signals several key directions for AMG’s electric future. First, the axial flux motor will become the standard for AMG electric models, described as the “V8 of the electric era.” Production of these motors is set to begin in a new factory in Berlin, with capacity for thousands of units per year.

Second, the AMG.EA architecture will underpin multiple models, including a four-door sports car and an SUV. The SUV is expected to deliver over 1,000 horsepower and will be the first AMG SUV developed entirely in-house at AMG’s German headquarters.

Third, the GT XX’s focus on endurance and high-speed performance signals that AMG is prioritizing sustained performance over single-lap heroics. The car’s ability to maintain high power output and fast charging across extended sessions demonstrates that electric AMG models will be genuine track cars, not just quick in a straight line.

The Miami Evening

The GT XX concept has completed its demonstration along Brickell Avenue. Its axial flux motors have delivered the 1,360 horsepower that makes it one of the most powerful electric cars ever built. The active aerodynamics and 0.198 drag coefficient have kept it stable at speed. The driver has experienced a level of performance that is as exclusive as it is extraordinary.

The GT XX is not a production car. It is a technology program, a preview of what AMG’s electric future will look like. But it represents a significant moment in AMG’s history. It is the first electric car built on the AMG.EA architecture, the first with axial flux motors, and the first to demonstrate that electric performance can match combustion performance without compromise.

The GT XX is not just a car. It is a statement. It is a reminder that even in an era of electrification, AMG remains committed to the relentless pursuit of performance. The electric future has arrived. And it is faster than anyone expected.

The lights of the Nürburgring Nordschleife glow in the distance as a low, aggressive silhouette carves through the curves of the Green Hell. The sound is not a wailing V12 or a screaming V10. It is the high-pitched whir of three electric motors spinning at the limits of physics. This is the Xiaomi SU7 Ultra, a 1,527-horsepower electric sedan built by a company that was best known for smartphones just a few years ago. It is the fastest four-door production car in the world, and it represents a fundamental shift in the global automotive hierarchy.

The SU7 Ultra is not a concept. It is a production car, available in China for a starting price of approximately $75,000. It is the result of Xiaomi’s $10 billion commitment to electric vehicles, and it proves that a consumer electronics company can build a world-class performance car in record time.

The Powertrain: A 1,500 HP Sedan

The heart of the SU7 Ultra is a tri-motor electric powertrain that produces 1,547 horsepower and 1,770 Nm of torque. The system combines two HyperEngine V8 motors and one HyperEngine V6s motor, with the rear axle producing 850 kW on its own. The power is delivered through a fixed-ratio gearbox to all four wheels.

The performance figures are extraordinary. The SU7 Ultra accelerates from 0 to 100 km/h in 1.98 seconds and reaches 200 km/h in just 6.09 seconds. Top speed is 350 km/h. The quarter mile is completed in approximately 9.0 seconds. The car weighs 2,360 kg, but the power-to-weight ratio is exceptional.

The battery is a 93.7 kWh CATL Qilin 2.0 pack running on an 800-volt architecture. It supports 480 kW DC fast charging, allowing a 10 to 80 percent charge in just 11 minutes. CLTC range is 630 km. The battery’s discharge rate is optimized for the 1,500 horsepower output.

The Chassis: Carbon Fiber and Ceramic Brakes

The SU7 Ultra is built with a focus on weight reduction and track performance. The car features a carbon fiber roof that saves 11 kg, carbon fiber side mirrors, a carbon fiber dual-duct front hood, and a carbon fiber rear spoiler. The interior uses extensive Alcantara and carbon fiber trim.

The braking system is track-ready. The car features carbon ceramic brakes with 420 mm front discs and six-piston Akebono calipers. The rear brakes are four-piston units. The car rides on 21-inch forged wheels with Pirelli P Zero tires, sized 265/35 R21 front and 305/30 R21 rear. The suspension uses double wishbones at the front and a five-link rear setup.

The Nürburgring Records

The SU7 Ultra has set multiple records at the Nürburgring. The prototype lapped the circuit in 6:22.091, making it the third-fastest car ever to take on the Green Hell. The production version achieved a time of 7:04.957, beating the Porsche Taycan Turbo GT’s record and making it the fastest production electric sedan around the Nürburgring. A camouflaged variant with a larger rear wing and revised bodywork has been spotted testing, suggesting an even faster version is on the way.

The Interior: Luxury and Technology

The SU7 Ultra’s cabin is a blend of luxury and technology. The car features Xiaomi’s HyperOS system on a 16.1-inch central display, a 7.1-inch dashboard, and a 56-inch head-up display. The system is powered by a Qualcomm Snapdragon 8295 chip and features a comprehensive driver assistance suite with Nvidia Drive Orin processors, LiDAR, and 14 cameras.

The seats are sport buckets with heating, ventilation, and massage functions. The interior uses over 5 square meters of Alcantara fabric and features 25 speakers, a 50W wireless charger, and a 4.6L refrigerator. The car also features a 220V AC outlet.

The Price: A Value Proposition

The SU7 Ultra starts at 529,900 yuan, approximately $75,000. The as-tested price is approximately $88,000. This makes it significantly less expensive than its competitors. The Porsche Taycan Turbo GT starts at approximately $230,000. The Lucid Air Sapphire starts at approximately $250,000. The Rimac Nevera starts at over $2 million. The SU7 Ultra delivers performance comparable to cars costing three to ten times as much. Xiaomi has stated that pre-orders exceeded 19,000 units within the first three days of launch, with over 10,000 locked-in orders. The car has already contributed to Xiaomi’s profitability.

The Nürburgring Evening

The SU7 Ultra has completed its demonstration laps. Its tri-motor powertrain has delivered the 1,527 horsepower that makes it one of the most powerful production cars ever built. The carbon ceramic brakes and advanced aerodynamics have kept it planted through the curves. The driver has experienced a level of performance that is as exclusive as it is extraordinary.

The SU7 Ultra is not a car for everyone. It is a car for those who value extreme performance at an accessible price, who are willing to embrace the electric future. But it represents a significant moment in automotive history. It is the first Chinese production car to challenge the established order, and it proves that a consumer electronics company can build a world-class performance car in record time.

The SU7 Ultra is not just a car. It is a statement. It is a reminder that the hypercar world is no longer the exclusive domain of European manufacturers. The electric future has arrived. And it is faster than anyone expected.