Lamborghini Is Planning More Off-Road Supercars
All-terrain versions of the Temerario and Revuelto could happen.
Under the Audi corporate umbrella, Lamborghini isn’t as wild as it was in the Countach era, but perhaps that’s for the better. Business wasn’t exactly booming back then, and the company seemed to change hands every other week. Its lowest point came in late 1978 when it filed for bankruptcy. Things only began to turn around in the late 1990s, once the Volkswagen Group finally tamed the raging bull.
With a record 10,687 cars delivered in 2024, Lamborghini is now stronger than ever. The healthy balance sheet of recent years has given the company room to experiment with niche models like the Huracan Sterrato. A follow-up based on the Temerario is all but confirmed, and there’s potential for even more special projects.
Lamborghini’s head of sales and marketing, Federico Foschini, told Autocar the brand plans to roll out even “crazier” models. He hinted at spicy Revuelto derivatives, possibly including an off-road version in the mold of the Sterrato. The Urus has already received an all-terrain makeover with the rugged ST-X, although it never reached production. Of Lamborghini’s three current models, the Urus remains the most logical candidate for a go-anywhere special edition.
Foschini noted there’s clear demand for wild projects like the Sterrato, which is why Lamborghini intends to build on the success of this growing niche. The brand is eager to explore ideas beyond the usual road-focused supercars: “We are always looking for crazy things in all dimensions.”
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Beyond high-riding exotics, Lamborghini hasn’t ruled out a rear-wheel-drive version of the Temerario. The larger Revuelto has already spawned the hardcore Fenomeno, now the brand’s fastest and most powerful production vehicle ever. As Foschini put it, “the sky is the limit” when it comes to derivatives of existing models.
As for the company’s best-seller, the Urus isn’t losing its combustion engine after all. Lamborghini recently confirmed the second-generation SUV will retain gas power with a plug-in hybrid setup, despite earlier plans to go fully electric. Similarly, the Lanzador four-seater, originally announced as an EV-only model, now seems increasingly likely to arrive as a PHEV in 2029, a year later than scheduled.
One could argue hybrids are a necessary evil for low-volume brands like Lamborghini. Without a fleet of EVs to offset the emissions from their large-displacement engines, exotic automakers must rely on hybridization to meet tightening regulations in Europe and beyond. If there’s one brand that knows how to make exciting hybrids, it’s the one based in Sant’Agata Bolognese.
Remember The Dodge Dart? Six People Just Bought a ‘New’ One
There’s seemingly an endless supply of unsold cars.
Photo by: Dodge
By: Adrian Padeanu
Oct 2, at 3:35am ET
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Four times a year, we dive into Stellantis’ sales reports in search of so-called “zombie cars.” The Q3 2025 results don’t disappoint, as several models popped up despite being out of production for years. No, there’s no Viper this time, but Dodge has three other nameplates that really shouldn’t be there.
Dart sales are up 500 percent compared to Q3 2024. As absurd as that sounds, it’s mathematically correct: Dodge sold six cars from July through September versus just one in the same period last year. It’s been a while since the compact sedan was in production. The last one rolled off the line at the Belvidere Assembly Plant in Illinois in September 2016.
That means six people bought “new” nine-year-old cars, assuming those Darts were from the final month of production. Back in the FCA days, the model lived on for a bit longer in China, sold as the Fiat Viaggio and, in hatchback form, the Ottimo. Both rebadged versions were discontinued in 2017.
In its final U.S. model year, the Dodge Dart started at $18,990. For comparison, that’s roughly the price of a base Nissan Versa in 2025, a far more sensible buy since it hasn’t been sitting on a dealer lot for nearly a decade. Then again, those six buyers who chose a Dart over a brand-new car must’ve scored one heck of a deal.
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Elsewhere, Stellantis dealers still had leftover Dodge Journey inventory. No fewer than 13 crossovers were sold in Q3, with 17 moved in the first nine months of 2025 compared to none in the same period last year. The Journey isn’t as ancient as the Dart, but it too is fading into memory. Production ended in 2020 at the Toluca plant in Mexico. The Journey name made a surprising comeback a year later for a made-in-China rebadged Trumpchi GS5 sold in Mexico.
An honorable mention goes to the Dodge Caravan, with eight units sold in Q3 and nine year-to-date. The last minivan rolled off the line in 2020 at the Windsor plant in Ontario, Canada.
Other FCA/Stellantis castoffs that refuse to die include the Fiat 500L (two units) and 500X (31 units in Q3, 158 year-to-date).
Altogether, these zombie cars made a teeny-tiny contribution to Stellantis’ positive U.S. Q3 results, which rose six percent to 324,825 units. Still, 2025 hasn’t been a great year overall, as shipments through September are down six percent to 928,024 vehicles.
Review: 2025 Mercedes-Benz GLS 580 4Matic
by Kirk Bell
in GLS-Class, Mercedes-Benz News, Reviews
Eating Up Monotonous Miles
The drive from Milwaukee to St. Louis astounds with its monotony. It’s a six-hour journey with little to take in but corn fields and boredom. It’s a lot better with good friends, a smooth ride, and a spacious, comfortable cabin. By those measures, it’s hard to find a better road-trip vehicle than the 2025 Mercedes-Benz GLS 580 4Matic.
But the GLS has more than just the technology and luxury for a comfortable cruise. It also boasts strong power, plentiful space for up to seven passengers, stout towing capacity, and even some off-road capability. It’s good that it’s so versatile because it’s also expensive. It starts at $115,950, including a $1,150 destination charge, and my road-trip tester checked in at $126,610 with a few options.
The power is not only plentiful but smooth. Under the domed and ridged hood lurks Mercedes’ familiar twin-turbocharged 4.0-liter V8. Here it spins up 510 horsepower and 538 pound-feet of torque, and that’s aided by a 48-volt mild hybrid system that can chip in 21 horsepower and 184 pound-feet of torque to get going
A real-time power meter showed that I used only about 30 horses and 150 pound-feet of torque for much of the highway portion of my road trip, but it was easy to tap into the thrust when those slow-moving semis finally got out of the way. The nine-speed automatic transmission kicks down quickly, and the V8 lets out a deep bellow as it motivates 5,875 pounds of German crossover SUV to quickly fill any gaps in traffic. Punch it from a stop, and the GLS 580 can accelerate from 0-60 mph in just 4.7 seconds, according to Mercedes.
Power flows to all four wheels via Mercedes’ 4Matic all-wheel-drive system. The combination of the strong V8, a sturdy transmission, and a robust unibody structure allows the GLS 580 to tow up to 7,716 pounds, which is plenty for a substantial boat or horse trailer.
The GLS also has a modicum of off-road capability thanks mostly to a standard air suspension that pushes the ground clearance up a couple of inches in Off-road mode, which will help it clear many obstacles on the trail. However, my tester’s 285/45R22 front and 325/40R22 rear Continental EcoContact6 Q MO tires are better for ride quality and highway quietness than off-road traction.
Mercedes also aids off-roading with an Off-road Cockpit screen that shows useful information such as individual wheel height, tire pressure and temperature, and steering angle. Forward and transparent hood views also let drivers see what’s just ahead of and even below the vehicle. The trade-off for the GLS 580’s size and power is fuel economy. It is EPA rated at 14 mpg city, 19 highway and 16 combined. I did slightly better than that, averaging 19.4 mpg over my 950-mile trip.
The powertrain was responsive enough for any situation in the Comfort drive mode, but the suspension needed to be firmed up. The GLS 580’s air springs and adaptive dampers team up to provide a smooth ride at all times, but the handling varies from slightly wobbly to controlled. With 7.9 inches of standard ground clearance, the GLS feels a bit top-heavy in Comfort, as road imperfections and driver inputs can cause some head toss for passengers. Wanting to be a better chauffeur for my passengers, I discovered that the Sport handling setting in the Individual drive mode reduced body lean and made the GLS feel more buttoned down.
Individual mode also lets drivers adjust the steering and stability control, though neither makes much difference and there is no reason to loosen the nannies to whip this nearly three-ton beast around corners. It leans too much in turns to be fun, but the GLS’s unibody structure makes it lighter, smoother, and better controlled than body-on-frame competitors like the Cadillac Escalade or Lincoln Navigator.
From the driver’s seat, the GLS 580 provides the comfort and technology for a great roadtripper. The multi-contour front seats are supportive and their standard head pillows add an extra bit of comfort. That’s only enhanced by the standard massaging seats. I loved both features, but, oddly, my best friend, going back to grade school, was bothered by both.
The 12.3-inch infotainment touchscreen runs some of the industry’s best software. I found it quick to react and easy to switch between satellite radio and Apple CarPlay. The screen can also be controlled via the steering wheel or a trackpad on the center console. That pad takes up valuable real estate that could better be used for storage. Mercedes also provides a 12.3-inch digital instrument cluster that can show a spate of useful information set within four different display themes.
My trip would have been more relaxing if the GLS 580 offered a hands-free driver-assist system along the lines of GM’s Super Cruise. The adaptive cruise control and lane keep assist in the GLS do maintain a lane, but they required me to keep my hands on the wheel. Mercedes does offer a Level 3 Drive Pilot system in the S-Class and EQS, but it only works in limited Western states.
I drove with up to five passengers and the GLS accommodated them all well. The cargo hold had plenty of room for three gym bags and two coolers with the third row folded down (via power controls, of course). The GLS offers a modest 17.4 cubic feet of cargo space behind the third row, but that expands to a very useful 84.7 cubic feet with the second- and third-row seats folded flat.
Passenger space was also excellent. The second-row captain’s chairs provide bucket seat comfort and offer more than enough space for adults. The seats are also heated and passengers can control the two second-row climate zones via a small display screen with hard buttons.
The third row will also accommodate two adults and has its own climate zone. The bottom cushion sits high enough for good thigh support and headroom is sufficient for a six-footer. Legroom gets tight, however, if anyone in any row is tall.
My passengers had a few complaints. Most agreed that the running boards are tucked in too tightly to the body to be useful and they wished both second-row seats would tilt and slide forward to open a path to the third row. Instead, only the passenger side seat moves. There was also considerable boredom due to the monotonous landscape and the complaint about massaging seats and head pillows, but then again, there’s no accounting for taste!
2026 Aston Martin DBX S First Drive: The Best Super SUV Gets Even Better
Model year 2026 marks the return of S variants to Aston Martin’s already stupendous model lineup. Performance enhancements, weight savings, and stylistic revisions will proliferate to the Vantage next, but for now, Aston hopes to bank first on the success of a new DBX SUV. A whole host of S revisions most notably bump output up to a total of 717 horsepower, versus 698 hp for the DBX 707, which critically vaults it back above the Ferrari Purosangue to reclaim the title of world’s most powerful non-electric and non-hybrid super SUV.
The increase comes thanks to a pair of upgraded turbochargers borrowed from the Valhalla hypercar – ironically a hybrid – with a 4-millimeter larger turbine housing. But as I learned on a drive program held through Santa Barbara, California, and the nearby mountains, the transformation from 707 to S means so much more than just boosting power by a few additional ponies. All the functional enhancements, though measured in marginal gains alone, simultaneously work together to somehow make my favorite super SUV even better.
Don’t take this the wrong way, but the difference between 698 and 717 horsepower at full throttle probably only matters while trying to pull off wheel-to-wheel passes on a racetrack. In the real world, on public roads, the experience of driving matters much more. And I can report with unequivocal confidence that the DBX now has the best steering of any modern Aston Martin. In engineering terms, the steering ratio tightens by just five percent, but not just via programming of the electric assist. Aston also revised the wheel hub mounting points where the tie rods connect, which results in a drastic improvement to feel and granularity.
Where every other recent Aston I’ve driven straddles a fine line between lightweight precision and a sense of anaesthetized numbness, the DBX S absolutely nails communicativeness for regular driving, then unleashes a more expressive nature while pushing hard. Part of the improvement likely comes down to a set of optional magnesium wheels, which at 23 inches in diameter are the largest on the market. Consider these absolutely mandatory: Together, the mag wheels save a total of 42 pounds of unsprung mass, the most important place to shave poundage, which always helps to improve both overall performance and steering feedback.
Pair drastically lighter wheels with mild suspension tuning updates for the adaptive dampers and 48-volt active anti-roll system, and the DBX S takes an even bigger step forward than the DBX 707 did for the 2025 model year. Meanwhile, the clean and crisp interior design carries over, now with Apple CarPlay Ultra to enhance the user interface with familiar overlays on the gauge cluster as well as the center touchscreen. Over the course of a long drive, CarPlay Ultra worked well other than a few moments when the audio stopped playing – in the more rural parts of central California, I can’t say with confidence whether that was an Ultra, an iPhone, or a reception-related issue.
The S’s optional carbon-fiber roof also slots in as another highly recommended option, if only to replace sun glare from the standard panoramic glass roof. This saves another 40 pounds in a critical location for improving the DBX’s center of gravity, too, though from the inside, the leather headliner integrates slightly less neatly than expected.
Other design updates include a honeycomb front grille inspired by the DBS, which cuts another seven pounds, and more efficient front intakes that also add a more dramatic angularity to the nose. The side skirts and rear splitter appear slightly smoother from most angles, meantime, and the little ducktail at the rear comes with a jet-black paint job inspired by the V12 Vantage S. Lower down, new stacked exhaust tips further integrate into a more cohesive and aggressive rear end.
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That exhaust also ramps up the engine soundtrack, as well. By tuning the 4.0-liter V8 so those larger turbos prioritize power output at the higher end of the rev range, with freer flowing exhaust, the DBX S now settles into a lumpy idle almost similar to an American muscle car. Thankfully, gasoline particulate filters mandated by government regulations in other regions will not ship to the USA, and a very mild exhaust note routed into the cabin increases the overall resonance. Aston hoped to avoid any faux noise but the DBX’s incredibly effective sound deadening, which creates a shockingly quiet ride while cruising, almost made the new exhaust sound like it was coming from a different car.
Rest assured, at full throat, the DBX S snarls to life and bellows along while delivering endless wellsprings of torque, leaping forward at tremendous pace even halfway into the throttle pedal’s travel. Full throttle requires full commitment (and a long road) as the unbelievable traction allows for downright brutal forward shove, which then transitions to high-speed stability with ease.
I struggle to imagine that I actually sensed the additional 19 horsepower, an increase of nearly three percent. And total possible weight savings of 104 pounds only comes to a decrease of just two percent. Regardless, the DBX S feels more exotic, more raring to rev, and happier at the higher end of the tachometer than the outgoing 707. And all the while, even when pushing moderately hard on public roads, the reduction in overall mass, the lightweight wheels, improved steering, and suspension tuning do coalesce into a significantly differentiable SUV than any prior DBX. One that’s undeniably more fun to drive, and without sacrificing any of the comfort or luxury factor, either.
Surprisingly, Aston opted against transferring over the adjustable traction control settings available on the Vantage and Vanquish. I thought maybe the S package might have been a good time to introduce this, plus a rear-wheel-drive drift mode to take advantage of the electronic center differential’s ability to send 100% of power to the rear tires. But apparently, all-wheel-drive traction in a large SUV – even a significantly lightweighted one – simply makes this an exercise in futility.
Telling an S apart from the DBX 707 requires eagle eyes for any SUVs that lack the optional pinstripe livery. On the interior, though, a new quilting pattern for the seat upholstery (of course, still ventilated and massaging) stands out as a readily apparent change. But tacking on options adds up quickly: those magnesium wheels cost $22,300 while the carbon pack contributed $11,200 to my test car’s $350,500 MSRP. That’s a serious step up from the starting price of $270,500 and yet the DBX S still stands out as quite competitive against the rest of the super SUV segment.
A Lamborghini Urus SE, for example, starts at $262,630 with options that tend to compound even quicker, plus the power gains come at the expense of a hybrid system – for better and for worse. Ferrari’s “not-an-SUV” Purosangue that the DBX S needed to beat in power terms also sits at a much higher rung up the ladder, with a starting price of $428,686 (and I’ve never seen one that cost under half a million).
Every detail, the overall performance gains, the pricing, and the timing all fit into Aston’s plans to move more DBX units. The S arrives on a perfect schedule for anyone coming out of a three-year 707 lease, as will the Vantage S scheduled next in the planned release timeline. Expect more announcements about other potential S variants soon, as the new strategy under Lawrence Stroll and freshly appointed CEO Adrian Hallmark continues to develop. For now, the DBX arrived first to the S party, and if similarly significant updates proliferate across every model in the Aston portfolio, this plan portends very good things for the entire model range in the not-too-distant future.
View All Aston Martin DBXs For Sale
