We’ve come across a video on Instagram that allegedly shows the world’s first Ferrari SF90 finished in white diamond. And we’ve got to say, the supercar looks sick!
The Ferrari SF90 is already a very cool-looking machine. But someone wanted to ensure that it looked even more special. And how do you do that? By getting a white diamond finish, which seems to be a wrap!
We can see in the video that all the body panels of the Ferrari SF90 in white diamond are sparkling. That’s something that cannot be missed in the streets. For contrast, some parts – such as the hood, air ducts, and rear spoiler – have been left out. We can also see the yellow Ferrari logo on the front fenders. Apart from the white diamond finish, the other sparkling thing on this supercar is the chrome alloys.
The Ferrari SF90 also performs as well as it looks. Its 4.0L twin-turbo with 3 electric motors produces a combined output of 986 hp and 590 lb⋅ft of torque. 0-62 mph sprint is done in just 2.5 seconds, 0-124 mph in 6.7 seconds and flat out, it can attain 211 mph.
Subaru published its April 2026 sales figures, and the midsize Outback had its best month of the year (so far) with 10,552 units sold. That number represents a slight decrease of 8.3% from last April when it moved 11,501 units, though 2025 was a fairly impressive year for the Outback given it was in the final model year of its sixth-generation.
Model
April 26
April 25
YTD 26
YTD 25
Outback
10,552
11,501
37,626
51,435
Even still, the Outback is starting to bounce back after a rocky start to 2026, which has seen the popular model move just 37,626 units through April, down 26.9% compared to 2025 when it sold 51,435 units in the first four months. Critics of the seventh-generation Outback might claim the drop in sales can be attributed to the new model’s styling, which is more aggressive and less wagon-like than ever before. This rebound in April could show the sluggish sales were due to the model year changeover and a lack of inventory, not a lack of demand.
New EVs Hit Dealers
Subaru
View the 3 images of this gallery on the
original article
April 2026 also represented Subaru’s best-ever month for electric car sales with 2,053 vehicles sold. The Subaru Solterra moved 1,128 units, an 18.9% gain from the same month in 2025. Subaru has sold 4,169 Solterras so far in 2026, which is an increase of 2.2% from the same period last year, an impressive feat considering the company no longer has the $7,500 federal tax credit to entice customers. That could be partially due to some impressive lease deals.
Model
April 26
April 25
YTD 26
YTD 25
Solterra
1,128
949
4,169
4,080
Trailseeker
406
N/A
N/A
N/A
Uncharted
519
N/A
N/A
N/A
The Solterra is joined by two brand-new models, the Trailseeker and Uncharted, which debuted this month with 406 and 519 units sold, respectively. These are modest sales numbers, but it’s a start for two fresh nameplates. Both the Trailseeker and Uncharted ride on Toyota platforms, sharing architectures with the bZ Woodland and C-HR.
A Down April
Subaru
View the 3 images of this gallery on the
original article
Overall, Subaru’s sales in April dropped to 52,733 units, down from 5.9% from 56,011 units in 2025. Year-to-date, the Japanese automaker has sold 194,683 vehicles, a drop of 12.7% form last year. There are a few bright points in the lineup, like the affordable Forester, which is up 4% year-to-date to 71,989 units, though it did see a drop in 7.7% drop in April to 17,837 units.
Model
April 26
April 25
YTD 26
YTD 25
Crosstrek
15,667
14,935
54,164
58,547
Forester
17,837
19,330
71,989
69,195
WRX
1,178
772
4,680
5,599
The sporty WRX saw a surprise 52.6% increase in April to 1,178 units, though the all-wheel-drive sedan is currently down 16.4% YTD to 4,680 units. The Crosstrek also saw a nice 4.9% bump in April due to an affordable lease, hitting 15,667 units, though sales are still down 7.5% YTD.
On this episode of The InEVitable, co-host Jonny Lieberman is out of town, so it’s only me, your humble scribe, chatting with Ethan Robertson of Wheelsboy, a China-based automotive review channel. Jonny’s absence is a huge bummer, as we learn right off the bat, as Ethan opens with an ironic tale of how he randomly ran into Lieberman, years ago, in China.
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From there we talk about how Robertson made his way to China and became a leading automotive content creator on YouTube and Chinese social media platforms. As a North Carolina-raised, Shanghai-based, bilingual automotive journalist who easily code-switches for his Western and Chinese audiences, Robertson has unique insights into the rapid rise of China’s “new energy vehicle” market and whether the hype is real.
Denza, the luxury brand of BYD, and its Z Concept
The episode covers a range of current topics, including the intense competition and price war going on in China, as well as the brutal consolidation of the Chinese auto industry. We also discuss the role Tesla has played in accelerating China’s EV development and how it raised the standard for domestic manufacturers, which have since responded with vehicles that often match or exceed Tesla in features, range, and interior technology.
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Xiaomi SU7, one of the most disruptive Chinese vehicles comes from a cell phone maker.
Hype vs. Reality?
I ask Robertson to identify the strongest Chinese brands and their best EV products, as well as the shifting perceptions of Chinese consumers. Do legacy Western brands—particularly German and Japanese—still resonate with Chinese buyers? Do any of the legacy automakers stand a chance in China’s market? Robertson offers up a few surprises, along with a nuanced take on what Chinese consumers value versus what automakers deliver.
Yangwang U8: China’s Hummer and G-Wagen slayer
We also discuss the other side of the coin: The likelihood of Chinese automakers entering not only the U.S. market, but Canada and Mexico as well. Although regulatory and political barriers remain, Robertson suggests it’s going to be difficult to prevent long-term entry, especially as Chinese companies expand manufacturing and sales into America’s neighbors.
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For listeners seeking a clearer understanding of the current state of China’s automotive industry, the best Chinese cars on the market today, and where this is all going, this is the episode for you. Watch right here or on our YouTube channel. If audio is your thing, download the podcast here or wherever you listen to your podcasts. If you like the episode, please tell your friends, share us on social media, like the video, and don’t forget to give us a five-star review.
South Korea car maker Hyundai has officially launched and priced its latest performance EV – the Ioniq 6 N – which it says is first ever car from the brand, electric or fossil, that has been equipped with “full wings” to keep it stable on and off the track.
The Ioniq 6 N is now able to be ordered at a single variant price of $115,000 before on roads, with some changes depending on the chosen colour, and a free sunroof “delete”, which might be advisable if the owner thinks they will want to spend a lot of time wearing a helmet on the track.
The N series is a critical part of Hyundai’s plans to help its loyal customers – and others – make the transition from petrol and diesel options to full electric drivetrains. Now is the right time: the company says one in five buying queries in Australia have been focused on its electric lineup, particularly since Middle East war caused fuel prices to surge.
The Ioniq 6 electric sedan distinguished itself at its launch a few years ago by NOT looking like a Hyundai, and featured interesting lines that might not have been out of place in late 20th century Italian sports cars.
It quickly found a niche and has sold more than 1,200 units in Australia to date. Now the Ioniq 6 has been upgraded as an “ultra-high performance” vehicle, complete with a full “swan-neck rear wing” – Hyundai says it is the first of its cars to have one – and even elective engine noises.
“The Ioniq 6 N is the latest expression of Hyundai’s commitment to raising the bar in high performance EVs,” said Hyundai Australia’s chief operating officer Gavin Donaldson.
He says it brings together “exhilarating agility, driver engagement and everyday practicality in a compelling sports sedan.”
The importance of the performance model is reflected in its experience with the highly regarded Ioniq 5, its electric SUV, which sold 3,375 units from 2022 to 2026.
Since the launch of its own N version in 2024, nearly one in five sales have been for the performance version: The standard Ioniq 5 has sold 1,364 units, with the Ioniq 5 N attracting 308 buyers.
Ioniq 6 N. Image: Hyundai.
Hyundai says the N series has a “three pillar” philosophy that it divides into Corner Rascal, Racetrack Capability and Everyday Sportswear. It has required significant upgrades on the standard Ioniq 6 offering.
These include wide fenders and other aerodynamic additions that deliver a relatively low 0.274 co-efficient of drag. Body rigidity is optimised through additional weld points, increased application of structural adhesives, and additional reinforcements.
It also features an advanced braking system, intelligent controls to support both daily driving and track use, while maximising energy recovery.
Inside the cabin are N lightweight sports seats, an exclusive N Pasubio steering wheel featuring customisable N1/N2 buttons, N-exclusive metal pedals, and an N knee support pad.
The Ioniq 6 produces 478kW and 770Nm, accelerating from 0 to 100 km/h in 3.2 seconds (using N Launch Control). It features an 84 kWh battery that delivers WLTP range of 487 km.
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Mecum is holding its 2026 Indianapolis auction from May 8-16, and naturally for events of this sort, there will be plenty of rare muscle cars from the pre-EPA era. One of the rarest of the rare is this 1971 Plymouth Hemi GTX, which left the factory toward the end of that period.
According to Mecum, this is just one of 11 1971 models with both the 425-horsepower, 426-cubic-inch Hemi V8 and a four-speed manual transmission. It’s also one of only four with the Super Track Pack, which included 4.10 gearing and the Sure Grip limited-slip differential. And it’s believed to be the only 1971 Hemi GTX painted Winchester Gray. You’ll need a crack graphic designer to fit all of that onto a car show information board.
This is also just a generally well-equipped car for the period. It has power steering and power brakes, bucket seats, and the period-appropriate combination of Mopar Rallye wheels and Goodyear Polyglas tires with prominent white lettering. It also the distinctive Air Grabber hood, with a pop-out slot instead of a conventional fixed scoop. The car was also treated to a rotisserie restoration, while retaining the numbers-matching engine and transmission.
Before Volkswagen co-opted it for European-market electric cars, GTX meant American muscle. Launched in 1967, it followed the classic muscle-car template of stuffing a powerful V8 into a mass-market chassis. It was positioned as a more upscale option, making room for the Road Runner (which launched on the same Chrysler B-Body platform the following year) and giving Plymouth a proper competitor to the Pontiac GTO, Oldsmobile 442, et al. Like most other Mopar muscle cars, it could be equipped with the 440-cubic-inch V8 as well as the Hemi.
The GTX and other B-Body cars were redesigned for 1971 around the new “fuselage” design language, which is underrated, in my humble opinion. These cars had a bit more flair than the conservatively styled ones that came before. But the fuselage cars were also introduced just as automakers began preparing for new emissions rules, and insurers began realizing cars that were both powerful and cheap were bad for business. With its industrial-strength 426, the 1971 Plymouth Hemi GTX represented the end of an era. Within a few years, the big V8s would be downgraded or outright eliminated.
The Plymouth brand may be long gone (even the Prowler couldn’t save it), but everybody still knows what a Hemi is. Mecum expects this car to sell for $325,000 to $350,000 when it crosses the block on May 15. A manual 440 car (also with a numbers-matching and transmission) is due to be sold at the same auction on the same day, but is only estimated to bring $110,000 to $130,000. That’s the power of rarity.
TOYOTA Motor Corporation (TMC) has celebrated a Japanese fiscal year (April 2025 – March 2026) sales record, finishing the period with sales up 2.5 per cent year-on-year to 11.28 million units.
While the group (including Daihatsu, Hino and Lexus) is still a week away from announcing its fiscal year profits, the results show that Toyota’s “multi-pathway approach” to new energy vehicle technologies have helped to insulate the company from the effects of US tariffs and inconsistent battery electric vehicle demand globally.
Daihatsu – which was forced to halt production in early 2024 following a certification scandal – rebounded strongly, with worldwide sales rising 13.9 per cent to 697,271 units. Hino, meanwhile, continued its decline, with global volume falling 13.1 per cent to 108,619 units.
Although the fiscal year numbers show a healthy increase, month-by-month sales in the first quarter of 2026 headed in the wrong direction – potentially signalling a weaker result for the 2026-27 financial year.
Toyota’s sales figures show the company sold 887,266 units globally in January (up 4.8 per cent YoY), and just 806,182 units in February (down 2.4 per cent YoY).
March results fell by an even greater percentage, the month’s 983,126 sales representing a YoY decline of 5.8 per cent.
US sales of Toyota and Lexus models climbed 7.7 per cent to a record 2.52 million units in the just-ended fiscal year, Canadian sales increased by 6.8 per cent to 248,238 vehicles, while European sales grew 1.5 per cent to 1.18 million units – another record for the Japanese brand.
Global hybrid sales advanced by 0.5 per cent to 4.34 million units – accounting for close to 40 per cent of TMC’s total deliveries – while BEV sales rose 31 per cent to 188,785 units, or just 1.7 per cent of the car-maker’s overall global volume.
That last figure means every region reported in TMC’s most recent fiscal year results filed its best year yet for BEV sales, led by China.
Including plug-in hybrids (152,071 units, down 5.6 per cent), mild hybrids (118,510 units) and fuel cell vehicles (1,275 units), total electrified Toyota and Lexus sales reached 4.8 million units or 45.8 per cent of combined Toyota and Lexus deliveries (and 42.5 per cent of all TMC volume).
TMC prestige brand Lexus sold 870,570 units across the 2025-26 fiscal year, with almost half of that figure (405,261 units) sold into North American markets.
Asia (excluding Japan) was the second strongest market for Lexus, where 236,154 units were sold (down 0.5 per cent on the 2024-25 fiscal year).
While BEV sales in China are growing strongly, overall Toyota and Lexus sales in the country dipped 1.4 per cent to 1.76 million units amid intensifying competition from domestic manufacturers.
India proved a bright spot for TMC in Asia, with sales surging 21.4 per cent to 371,536 units.
The 2025-26 fiscal year numbers continue a mostly steady trajectory for the Japanese brand.
Reviewing the company’s production sales figures from 2018 to now, we note increases of 1.9 and 1.5 per cent in the lead up to the COVID-19 pandemic, the company taking a 1.4 per cent production hit in 2020, followed by a sharper 5.1 per cent hit the following year.
Sales recovered quickly in 2022, up 4.7 per cent, staying positive through 2023 and 2024 (up 1.7 per cent and 5.0 per cent respectively) before falling slightly in 2025 (down 0.7 per cent).
2018-26 TMC total sales (including Daihatsu, Hino, and Lexus)*:
*Sales data supplied courtesy of Toyota Motor Corporation
The other day, a friend texted me the following question: “Do any manufacturers use exciting colors anymore? Seems like you have the choice of black, white, silver, gray, or some mixture of blue/gray or green/gray . . . ” He punctuated the sentiment with a yawning emoticon.
I told him that there are interesting colors available on mainstream cars, and I wish more people bought them. But I guess, when I look at my own cars, I’m part of the problem: black Jeep Gladiator, Ceramic Gray Chrysler Pacifica, Ice Silver Metallic Subaru WRX. The Pacifica at least has a vibrant interior: searing bright red. But outside, all is wan.
I’ve just never ranked paint color as a high priority when I’m car shopping. When I bought the Gladiator, I would have loved to get one in Hydro Blue, but I also wanted a Sport S with the Alpine stereo, the cold weather package, and the diesel engine. And the only ones with those options all seemed to be black. So I got a black one.
Likewise, my ideal WRX would be draped in WR (shorthand for World Rally) Blue Pearl, but my local dealer didn’t have one, and I didn’t care that much. The silver has grown on me. And it lowers the WRX’s cop-attention factor—I say if you’ve got a hood scoop, maybe go with the neutral paint.
But you, friends, you should all buy vibrantly painted cars so that I can enjoy looking at them on my travels. And I should clarify that I’m not talking about Skittles-hued Lambos and BMW M cars, here, or the obvious candidates for wild factory paint—you expect Dodge will have some vibrant colors for the Charger with names like Your Mom and Resisting Arrest. And Jeep always has a couple of SEMA-worthy paint options for the Wrangler (currently Reign, which is purple; Mojito, which looks like the color of an energy drink that would be illegal in 57 countries; and Goldilocks, which is yellow). But what about regular everyday cars?
Well, there are some good options out there. Here are some that I heartily endorse.
Toyota Corolla Cross Hybrid in Cavalry Blue with Jet Black Roof
Ezra Dyer|Car and Driver
Two-tone roofs are a trend, and a fine one at that. The Corolla Cross Hybrid’s blacked-out topsides add extra pop to the striking blue paint down below, and I say that’s $500 well spent. Note that only the hybrid Corolla Cross is available with the two-tone treatment, and this is the rare $30,000-ish car that has multiple levels of optional paint finery—Wind Chill Pearl is $975, as is Soul Red Crystal.
Hey, wait a minute, isn’t that a signature Mazda color? Why yes, padawan, it turns out that Mazda and Toyota’s collabs extend beyond the mechanical realm (see: the CX-50 Hybrid’s Toyota powertrain). The Corolla Cross and CX-50 are built in the same plant, so the Corolla Cross gets a Mazda color and the CX-50 is available with Cypress Green, a Toyota color. (Swappin’ paint: It’s not just for NASCAR.) But even if Soul Red doesn’t solely belong to Mazda, it belongs on one. Which brings me to . . .
Mazda Soul Red Crystal (on Anything)
Mazda
Soul Red Crystal is such a cool color that we did a whole story on it. It’s a $595 option on the CX-5 and is well worth it. Soul Red Crystal’s deep crimson derives from a three-layer process: a reflective/absorptive layer with embedded aluminum flakes, a translucent layer with high-chroma pigment, and then a clearcoat. In the shade, Soul Red looks dark. When the sun hits it, it turns into liquid lava, bathing your retinas in its bottomless redness. Near where I live, someone has a Soul Red Mazda 3 that they park outside a hilltop medical building, always in the end spot, and when I drive by at sunset, that car lights up the whole town.
Nissan Frontier in Citrus Strike
Nissan
Remember when the Nissan Xterra was synonymous with bright yellow? Nissan’s getting fun with its truck again, as exemplified by the Frontier’s available Afterburner Orange, Bluestone Pearl, and the aforementioned acid-yellow-green Citrus Strike (all $450).
Ezra Dyer|Car and Driver
I also have an affinity for the peak 1990s shades of dark green, and the Frontier’s got an option there, too—I drove one in Tactical Green Metallic, which isn’t quite a ’90s forest green, but close enough to warm my heart.
Nissan Leaf in Seabreeze Blue Pearl with Super Black Two-Tone
Nissan
The new Leaf is a fantastic deal, so go ahead and spend $800 on Seabreeze Blue Pearl so that I can daydream of lounging on the beach in Barbados any time I see you drive by. Leaf buyers, it’s your responsibility.
Chevrolet Trailblazer in Marina Blue Metallic
Chevrolet
Chevy offers some interesting colors for both the Trailblazer and the Trax, which makes sense because affordable cars also tend to be young-person cars, and Gen Z is perhaps more open-minded about fast-fashion paint jobs ($395 for this one). The Marina Blue also comes with a two-tone roof—but, unlike most of them, it’s white, which is a little bit braver. Unfortunately, the bravest small-Chevy hue, Nitro Yellow Metallic, was dropped this year.
Kia K4 Hatchback GT-Line Turbo in Sparkling Yellow
Kia
Any turbocharged hatchback should be available in an eye-catching color, and Sparkling Yellow ($395) tells the world that you opted for a zesty K4. Sparkling Yellow is only available on the GT-Line hatchbacks and is unavailable on the sedan.
Subaru Crosstrek Hybrid in Citron Yellow Pearl
Subaru
The Crosstrek is somehow suited for eye-catching colors. In fact, last year marked the inaugural Sunshine Orange Crosstrek parade in Great Barrington, Massachusetts, an event that organizer Michelle Kaplan said was “completely ridiculous with no deeper meaning.”
Sunshine Orange is no longer available, but fear not, those of you who want to make your Crosstrek easier to find in the Mad River Glen parking lot: Citron Yellow Pearl ($395) is the new Sunshine Orange. You should check that option box, so I can live vicariously in my anonymous silver Subaru.
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Ezra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive.
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I’ve always been curious about the high-riding Toyota Crown. Nothing else looks like it, for better or worse, and it has the potential to be more than a drab daily. Personally, I like the idea of a lifted sedan. But does it feel any different in reality?
The Crown couldn’t exist at any time but now. I don’t see why it would need to, either. That’s not to say it’s a bad car, but it really is like any other four-door Toyota, only with stilted suspension to satisfy folks who think they need a crossover. Compromise is the main concern, then.
After spending a week in one, I’m convinced that the Crown is altogether fine if you don’t want a Camry for one reason or another. The fuel economy is still exceptional, AWD is standard, it’s more luxurious, and it’s plenty spacious for two, three, and even four people. It just depends on whether or not you like the look.
Caleb Jacobs
The Basics
Toyota unveiled the Crown back in 2022, marking the nameplate’s return after 50 years away. We didn’t really know what to think of it then, and I’m still not sure we do now. It’s part sedan, part crossover, with the familiarity of the former and height of the latter.
I’m of the mind that every Crown needs mud flaps and a cargo rack to look good. I understand not everyone feels that way, though. Without any exciting exterior modifications, the ‘Yota feels like an amorphous blob rather than a gravel-capable runaround. The rear three-quarter view is especially strange, as there’s a lot of empty air underneath, yet the back half is neither sharp nor entirely round. It also has a bit of a raccoon-like mask.
Caleb Jacobs
In any case, the interior is really nice. My friend Chris Tsui once called the Toyota Crown the world’s greatest luxury car, and while that’s an admittedly inflammatory label, I see what he means—but only on the basis that intuitiveness equals luxury. I agree with him that every function you want to control with a button or knob is appropriately designated, and everything that needs to be backlit is.
The Crown is available with two powertrains: a 2.5-liter hybrid four-cylinder, like my tester, or a turbocharged 2.4-liter hybrid. No matter which one you get, it’s battery-assisted with an electronically continuous variable transmission. Even with the base engine option, the car I drove made 236 hp and was rated at 41 mpg combined by the EPA. Not too shabby.
Driving the 2026 Toyota Crown
Now, I can tell you almost nothing noteworthy about what the Crown is like to drive. Does that mean I’m a bad reviewer? Possibly. But it could also be a sign that the Crown just does what it’s supposed to, like most Toyotas.
Aside from some people asking what the heck it was, there was nothing remarkable about my time with the Crown. It happily got me from home to church and back a handful of times without using much fuel at all. I imagine it would have been more exciting with the turbo engine, but then again, no one is buying these for the thrill; they’re buying them for the convenience, practicality, and economy.
If I had to comment on the Crown’s driving dynamics, I’d say it’s compliant without being squishy, and capable without being terribly confidence-inspiring. You never feel like you’re going to roll over while driving normally, despite the increased ride height. At the same time, you’re never prompted to test it because this isn’t that car. It’s a family car that never physically advanced past the tadpole stage.
It’s luxurious in the sense that pain points are few, and there’s certainly value in that. The Toyota Crown is exceptionally livable. It just doesn’t send you reeling with its refinement or performance.
Caleb Jacobs
I had plenty of room in the driver’s seat at 6’5″, which is a plus in anything smaller than an SUV. In fact, the Crown was noticeably more comfortable than the Corolla Cross I tested around the same time, thanks to far better ergonomics. Even with my wide seating stance, I never felt scrunched, and that’s saying something considering the size of the car and the size of me.
What I will say is that I appreciate the sleek integration of the 12.3-inch infotainment screen and identically sized digital gauge cluster. Neither seems tacked on, nor do they weakly try to convey a sense of luxury beyond the Crown’s price point. We see automakers, especially European ones, trying to augment the premium feel of their cabins with mega touchscreen displays, and it just doesn’t work. Thankfully, that isn’t the case with Toyota’s darling here.
If all you’re after is a competent daily driver that can hurdle roadkill a little better than the next one, then hey, the Crown is not a bad choice.
Highs and Lows
I’d certainly consider the Crown’s interior a high point. It’s thoughtfully designed, right down to the wireless charger, which hides your phone so you aren’t tempted to check it. (Of course, if you need to be aware of texts or calls, it has wireless Apple Car Play and Android Auto for that.) It’s just a generally nice place to be, even if the 11-speaker JBL sound system is nothing to rave about.
The massive driving range on a tank of fuel is great, too.
Caleb Jacobs
I’m still not big on the look. Again, if you threw some chunky tires with fat sidewalls, my opinion would change drastically. But as a stock vehicle, it seems stuck between two stages of metamorphosis, and that’s a problem.
2026 Toyota Crown Features, Options, and Competition
The Crown comes in four trims: XLE, Limited, Nightshade, and Platinum. All offer standard all-wheel drive and hybrid assist, as well as heated and ventilated front seats. Since my tester was a Nightshade model, it had 21-inch wheels and eight-way, power-adjustable chairs. It had very few options, like carpet mats ($319), a side puddle lamp ($165), wheel locks ($165), a key glove ($105), and 50-state-compliant emissions equipment ($20).
Toyota suggests comparing the Crown to the Genesis G70 and Acura TLX, while some outlets pit it against luxury midsize models like the BMW 5 Series and Audi A6. To me, the first batch of rivals feels much more fitting given the price bracket; the Crown starts at $42,635 and goes up to $56,185 in Platinum trim. I’m not sure anyone is cross-shopping this with an $80,000 Bimmer.
Fuel Economy
fueleconomy.gov
Neither the Genesis nor the Acura comes close to the Crown in terms of fuel economy. It’s helped tremendously by the hybrid powertrain, which enables 42 mpg city, 41 mpg highway, 41 mpg combined. Meanwhile, the all-wheel drive TLX A-Spec can only hit 21 mpg city / 29 mpg highway / 24 mpg combined—and that car is now dead anyway. Worse yet is the Genesis, whose turbocharged 2.5-liter engine is rated at 20 mpg city, 28 mpg highway, and 23 mpg combined.
Value and Verdict
If you consider the Toyota Crown luxury-car adjacent, competing with models from premium brands like Genesis and Acura, then I’d argue it’s absolutely a good value. The buy-in is pretty affordable, it gets great mileage compared to others in the segment, and it’s comfy if not incredibly opulent. “Luxury” is not the first word I’d use to describe it, but it’s probably top 10.
Caleb Jacobs
Toyota found a way to sell a lifted sedan without compromising much, and that’s worth a nod all on its own. You could probably buy an all-wheel-drive Camry and be just as happy from a functional perspective, but maybe you want to be different. The Crown is nothing if not that; successfully standing out in a crowded parking lot—and that says something in the year 2026. Just don’t expect it to wow you behind the wheel.
Toyota provided The Drive with a seven-day loan of this vehicle for the purpose of writing this review.
The landscape of electric micromobility vehicles is pretty crowded right now. There are pedal-assist e-bikes, standing e-scooters, e-mopeds, and straight-up electric motorcycles, all competing for scant real estate in America’s bike lanes.
While the various typologies of these small electric vehicles are confusing, their proliferation signals a growing demand for small, affordable electric mobility. Two-wheelers represent the largest segment of the EV market, and one we’re committed to covering here.
I recently spent a week riding the Infinite Machine Olto, a Class III “bike lane vehicle” that looks like a mashup of a Cybertruck and a Vespa scooter. The company behind it wants to be the Tesla or Rivian of non-car EVs, and I wanted to find out: Is this actually a great way of getting around a city, or just a novelty?
Photo by: Maddox Kay/InsideEVs
What Is It?
Made by New York-based startup Infinite Machine, the Olto is a two-passenger ride-on scooter that goes up to 28 miles per hour on pedal assist or throttle. It has a 1.2-kWh removable battery, which gives it up to 35 miles of claimed range at 20 miles per hour. It charges from 20-80% in about an hour or fully in about three hours on the included 14-amp charger.
The Olto weighs 175 pounds—a normal amount for a moped, but significantly more than a typical e-bike. It starts at $3,495 and rises to around $4,400 with a full kit of accessories, including a cargo basket, phone mount, and charging dock.
Infinite Machine promises automotive-grade quality and hardcore theft protection—both of which are important in an EV that needs to handle potholes and live outside. The Olto pairs with your phone via an app, which allows you to unlock it, adjust settings, view its location, and even get push notifications if someone’s messing with it.
The startup also sells the P1, a 65-mph electric scooter that can go up to 60 miles on a charge and costs $7,995. That one requires plates and insurance, so consider it more akin to a Vespa. The Olto skirts by as an “e-bike” thanks to its pedals, which act as footrests when you’re riding in throttle mode.
Photo by: Maddox Kay/InsideEVs
Photo by: Maddox Kay/InsideEVs
Photo by: Maddox Kay | Motor1
How Does It Ride?
The Olto is a blast to ride. It accelerates quickly up to about 17 miles per hour and cruises stably between 20 and 25 mph, thanks to its full-suspension design that soaks up potholes, frost heaves, and cobblestones. Due to the scooter’s low seat and knees-forward riding position, I found it a bit awkward to use pedal-assist mode and preferred to just twist the throttle.
Maneuverability and parking are a cinch, so long as you remember that this is closer in size and weight to a Vespa than an e-bike. The turning radius is wider than it would be on a bike, but cornering is stable and the Olto’s brakes are more than up to the task of stopping it, even down hills.
Carrying a passenger is no problem, as the Olto has a second set of foot pegs and enough power to cruise around 20 miles per hour even with two adults on board. I saw around 25-30 miles of real-world range with just me, and I didn’t go far enough with two people to estimate how that would impact the figure.
I did feel a bit weird riding the Olto on separated bicycle paths—while it’s technically legal, it felt a bit uncouth to zip around slower-moving folks using human power or pedal assistance on something closer in size and weight to a moped.
Photo by: Maddox Kay/InsideEVs
The Great
One handy feature is the Olto’s “back-up” button, which allows you to inch the scooter backwards at walking pace without having to drag it. I wish there was one for forward movement—you have to modulate the throttle, which I overcooked a couple of times.
Finally, I loved the Olto’s optional storage walls ahead of the driver’s seat. There’s just enough space for a backpack, a purse, or a bag of groceries, meaning you don’t have to think about securing most items you’ll carry every day to a rack or basket. It’s the kind of simple feature you look at and wonder, “Why doesn’t every scooter have this?”
Photos by: Maddox Kay/InsideEVs
Photos by: Maddox Kay/InsideEVs
The peace-of-mind provided by the Olto’s security suite is also a huge selling point for urban dwellers. The scooter’s steering and wheels lock in place when the owner’s phone or key isn’t present, and if the Olto detects movement, it sounds an alarm and sends a push notification to the owner’s phone. The battery locks securely into a compartment below the seat, so no one’s walking off with it. Finally, there’s GPS tracking even with the battery removed, so even if someone does manage to steal your Olto, you can alert police to its location.
Infinite Machine’s co-founder, Eddie Cohen, told me he stores his scooter outside, so during my five-day loan I did the same, locking it as recommended and monitoring it from the app. I once had a (locked) e-bike stolen the same week I bought it, so having the freedom to ride where I wanted without constantly looking over my shoulder was a huge plus.
The Not-So-Great
While the Infinite Machine app is slick, I expected a little more from the Olto’s tech, if I’m honest. The battery percentage readout doesn’t provide a range estimate, which isn’t a huge deal once you get familiar with the Olto’s range, but it would be nice.
The screen is a simple, mostly black-and-white rectangle. This was most likely chosen for durability and cost, but it isn’t quite the full-color, interactive touchscreen interface that Rivian offshoot Also chose for its recently-debuted TM-B e-bike. Both startups have a similar vision of creating high-tech, software-defined micromobility vehicles in the image of Tesla or Rivian.
Photo by: Maddox Kay/InsideEVs
Looks are subjective, but not everyone will be into the Olto’s cyberpunk aesthetic. It’s much less intimidating than the Cybertruck due to its diminutive size, and the bulk of the comments I received while testing it were positive, but it isn’t quite the friendly, pastel bubble of a Vespa. I personally loved the look, and the flat surfaces made wiping it down a breeze.
Verdict
I used the Olto as my main mode of transportation for the better part of a week and loved it. I rode to work, shopped for groceries, and even took my partner out on a date. Would I buy one? I’m not sure.
The Olto is a pretty unique offering on the market right now, given its bike-lane classification, design, and anti-theft protection. The $3,500 price tag is a decent value for what you’re getting, considering that’s an all-in price (Class III e-bikes don’t require vehicle registration or liability insurance in most states). Vespa’s own electric range competes more directly with Infinite Machine’s P1 and requires moped registration.
Photo by: Maddox Kay/InsideEVs
Still, for my money, I might choose something more along the lines of the TM-B, which is lighter and designed to be pedaled. Part of the big advantage, to me, of micromobility vehicles is being able to use protected bicycle infrastructure to bypass larger vehicle traffic. While the Olto is bike-lane legal, it felt just a little too big and unwieldy to be truly at home on a bike path.
Whether an e-bike or scooter fits your lifestyle better is a valid question, and one we plan to cover in a future article. If you plan to carry another adult regularly or prefer cruising to pedaling, the Olto is a great choice.
