With a whopping 987 horsepower on tap, the limited-run supercar ties the original Bugatti Veyron.
But while the Veyron had a huge, W16 engine doing the heavy lifting, the spaceship-like Nuvolari has electric power on its side.
This is the Audi Nuvolari, the German automaker’s most powerful production car ever. With up to 987 horsepower on tap, the angular Nuvolari is as powerful as the original Bugatti Veyron.
Unlike the legendary Veyron, however, the Nuvolari has a much smaller gas engine. So, how did Audi stuff this much power into a car that has half the displacement and half the cylinders of the Veyron? Simple: electric motors and batteries.
Photo by: Audi
While the 2005 Bugatti Veyron is powered by a marvelous 8-liter, W16 lump, the new Audi Nuvolari has a 4-liter V-8 engine sitting behind the driver and passenger. It also has not one, not two, but three oil-cooled axial flux electric motors that chime in when necessary, providing extra oomph, as well as enabling a modern iteration of Audi’s legendary Quattro all-wheel drive system.
Two electric motors power the front wheels, providing up to 1,585 pound-feet (2,150 Newton-meters) of torque and supporting variable torque distribution. A third axial flux motor is sandwiched between the mid-mounted V-8 engine and the eight-speed dual-clutch gearbox. Each of the three electric motors makes up to 147 hp (110 kW). Meanwhile, the gas engine can rev up to 10,000 rpm and delivers a maximum of 788 hp and 538.4 lb-ft (730 Nm) of torque.
A 7.3-kilowatt-hour (gross) lithium-ion battery that can be topped up from a Level 2 charger or through the car’s regenerative braking ties everything together. In other words, Audi’s most powerful and fastest road car, with a top speed of 217 miles per hour, is a plug-in hybrid. So much for the argument that hybrids and plug-in hybrids are useless, then.
The German automaker didn’t say how many miles the Nuvolari can drive on electricity with a full battery, but it should be more than the roughly 5-10 miles that the Lamborghini Temerario, which has a similar powertrain but a smaller battery, can do.
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Source: Audi
Compared to conventional electric motors, axial flux motors are considerably smaller and lighter, enabling automakers to integrate them in smaller packages without compromising performance.
The Audi Nuvolari pays tribute to Tazio Nuvolari, a legendary Italian race driver who won races in the late 1930s behind the wheel of Auto Union-badged cars—the precursors to the Audi we know today. While similar in shape to the discontinued R8, the new Nuvolari supercar is not its successor. Instead, Audi wants to make a statement, building just 499 units of its new flagship, each with an eye-watering starting price of roughly $700,000 (€600,000).
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This isn’t the Audi R8 comeback that pops up online as a rumor every six weeks. No, this is real. Say hello to the Audi Nuvolari, a titanium-colored stunner that puts Audi solidly back on the supercar map—and then some. In fact, it’s the most powerful production model in Audi’s history.
Revealed Thursday evening during the Formula 1 Monaco Grand Prix festivities, Ingolstadt’s newest creation is powered by a hybrid, twin-turbo 4.0-liter V8 that will produce around 1,000 horsepower and rev to 10,000 RPM. The motor itself is borrowed from its corporate sibling, the Lamborghini Temerario, but will pack a bit more power. However, it will retain the same electric motor configuration: two axial-flux motors on the front axle and one on the rear axle. This package will reportedly be good enough for 0-60 mph in just 2.6 seconds, a ridiculous top speed of 217 mph, and an undisclosed electric-only driving range thanks to its 7.3-kWh battery.
Audi
Chief Technology Officer Rouven Mohr points at the automaker’s involvement in F1 with expediting various technologies and concepts from the track to the road—but as far as I see it, the biggest and best transfer between the two is the look of the thing. The titanium hue is lifted directly from Audi’s F1 car, and that’s just straight-up sick. Sure, there are other engineering elements, but that’s one that everyone can see and appreciate.
Named after the famous Italian racing driver Tazio Nuvolari—and following up on the sleek concept from the early 2000s—the new supercar will feature “quattro predictive ride,” the latest version of the famous all-wheel-drive system that will utilize torque vectoring during acceleration, cornering, deceleration, and braking, regenerative or otherwise. It also boasts active aerodynamics that can generate up to 882 pounds of pressure, thanks to a deployable rear wing with three settings: Closed, Low Downforce, and High Downforce. If you’re wondering how the driver will operate the wing, just look at the big button on the steering wheel.
Audi
Speaking of the interior, massive kudos to Audi for not slapping a bunch of screens on the dash of this beauty. Sure, it still has a central touchscreen to operate the car’s basic functions, as well as a digital gauge cluster for the driver, but that’s it. No passenger display, no other nonsense. It looks minimalist and borderline cold, but I have a feeling it’ll be more pleasing to the eye in person.
The new Audi Space Frame with a carbon exterior, according to Audi, uses the same manufacturing methods as those used in F1 cars. Autoclave technology takes pre-impregnated carbon-fiber shapes and then cures them under high pressure and temperature to deliver maximum structural rigidity and weight savings. This process requires extensive hand labor and expertise, as the end result will be visible in the car’s appearance. No just phoning it in.
Audi
The Nuvolari is essentially an evolution of the Concept C (which was previously touted as purely electric) that wowed last year, down to the color. It comes at the right time for the brand, as it seeks to reestablish itself with enthusiasts via its F1 efforts and now this supercar. Surely I’m not the only one who anxiously read the announcement, fearing an all-electric powertrain, then was overwhelmingly happy to see “V8.” It’s exactly what Audi’s lineup needed, though sadly, it won’t make it to many people’s homes.
Pricing was not divulged, but only 499 units will be produced. Chances are, most of them are already sold. Deliveries are set to begin in the first half of 2027, according to Audi.
HYUNDAI Motor Company Australia (HMCA) has significantly reduced pricing across its Kona Electric and Ioniq 5 model ranges, slashing manufacturer list prices by $8000 as part of a broader push to boost the appeal of its battery-electric vehicle line-up.
The revised pricing, effective immediately, sees the Kona Electric range start from $46,000 + ORC while the larger Ioniq 5 now opens at $68,200 + ORC.
Pricing of the performance-focused Ioniq 5 N remains unaffected by the changes.
The move comes on top of Hyundai’s previously announced End of Financial Year (EOFY) offers covering a range of petrol and hybrid models, as well as finance incentives.
A key change to the Kona Electric range is the introduction of a new Elite grade, creating a three-tier line-up that more closely mirrors the structure of the petrol and hybrid Kona family.
The revised range now consists of Standard Range, Elite, and Premium variants, broadening customer choice while lowering the entry point to Hyundai’s small electric SUV.
Hyundai says the pricing adjustments are accompanied by minor specification revisions across both the Kona Electric and Ioniq 5 line-ups.
For the Ioniq 5 range, the Premium N Line variant now receives leather sports seats featuring N logos in place of the previously fitted suede upholstery.
The updated Ioniq 5 line-up continues to offer Hyundai’s E-GMP dedicated EV architecture, ultra-fast charging capability and vehicle-to-load functionality, while the lower pricing brings the medium-sized electric SUV closer to key rivals in the increasingly competitive EV segment.
The revised Kona Electric and Ioniq 5 ranges are available to order now, with dealer arrivals commencing this month.
HMCA chief operating officer Gavin Donaldson said the repositioned pricing strengthened the appeal of the brand’s expanding electrified vehicle portfolio.
“With a diverse portfolio spanning light, small, medium and large SUVs, our award-winning EV line-up has never been more appealing, offering even better value and choice to Australian buyers,” he said.
The pricing overhaul follows a period of intensifying competition in Australia’s EV market, where manufacturers continue to adjust pricing and specifications in response to growing consumer choice and softer demand conditions.
The Mazda 6 is another tough adversary, thanks to its smart styling, excellent dynamics and appealing interior, along with decent equipment and superb build quality at reasonable prices. The Ford Mondeo, Hyundai i40, Skoda Octavia/Superb and Vauxhall Insignia are also hard to beat. All offer hatchback or estate practicality with lashings of equipment and at keen prices.
What to look for
Spare wheel
Most Passats come with a steel space-saver spare wheel, but the GT-specification car is fitted with a full-size alloy spare.
Filling up
You can’t put the wrong fuel in your Passat; a misfuel prevention device is fitted to every oneof the cars, regardless of trim level.
Equipment
Volkswagen upgraded the Passat in January 2018, with all cars in the range benefitting from an extra helping of standard equipment.
Rear rattles
Rattling sounds from the back of the car can be down to a loose undertray – that or the suspension needs to be lubricated.
Interior
VW interiors are designed for ease of use rather than creative flair, and the Passat is no different. There are first-rate materials throughout, plenty of standard equipment and lots of head and legroom for rear-seat passengers. Boot space is good, too, at 586 litres for the saloon, and SE cars and above get a load-through facility. The Estate can stow 650 or 1,780 litres (seats up/down).
Running costs
Owners can choose fixed or variable servicing, at every 12 months/10,000 miles, or two years/18,000 miles. Fixed services alternate between minor and major. Brake fluid needs to be changed every two years. The cambelt should be replaced every 130,000 miles on TDI units or 75,000 miles on BiTDIs. Petrol engines have no set schedule.
Recalls
The Mk8 Passat has had 13 recalls. Early cars could be affected by braking problems because of wiring glitches, and airbags going off. Issues with panoramic sunroofs on Estates and faulty child locks led to actions in 2016. Recalls were also made for the ESP and lighting, airbags, seatbelt pretensioners, back seats, sunroof joints, wheel bearing housings and head restraints.
Driver Power owner satisfaction
The Passat Mk8 wasn’t in our last Driver Power used-car survey, but it notched up a 54th-place finish in the 2019 new car poll. That’s a respectable result rather than a spectacular one, with owners liking boot space, all-round visibility and ride quality. The infotainment system also gets a thumbs up, but owners aren’t so keen on refinement, the gearchange or running costs.
Verdict
For years the Passat has been a staple part of VW’s line-up, and in the UK it’s the brand’s third most popular model after the Golf and Polo hatchbacks.
This guide is designed to help you understand, diagnose, and repair your vehicle’s air conditioning system. Throughout the guide, we cover common myths and pitfalls most owners encounter, explain how AC systems function, and walk you through the repair process step by step. I recently completed this exact repair on my 2016 Ford Mustang GT California Special, and you can follow along with the videos throughout the guide for a more hands-on visual approach.
Before you reach for that miracle-in-a-can at your local auto parts store or spend thousands on a diagnostic or repair, let’s cover some steps you can take to understand what went wrong and potentially fix it yourself, at home. Let’s get started!
Why the Myth of “Just Recharge It” and AC-in-a-Can Kits Make Things Worse
It’s easy to reach for the cheapest or seemingly most intuitive option when dealing with car repairs, and for some, that is an approach has worked for decades. However, air conditioning systems are fairly complex and require proper diagnostics and repair to function correctly.
The first thought might be a system recharge. You’ve probably heard it before. Your air conditioning system has a “small” leak, so if you “top it off” with refrigerant (or as some say, “Freon”, which is actually a discontinued brand name) every now and then, it should work fine.
The problem with this approach is twofold.
First, AC systems are in a closed loop and do not consume refrigerant, so if you have a leak, adding more will only push the problem down the road. Secondly, the refrigerants used in most vehicles cause substantial environmental harm if released freely, which is why it is illegal to intentionally release them into the atmosphere.
According to the California Air Resources Board (CARB), “Just the gas contained in one single 12-ounce container (of R134a) is equivalent to the carbon dioxide (CO2) emissions from burning 150 gallons of gasoline!”
How Automotive AC Systems Work
To understand how to repair an AC system, first let’s look at how it works.
Automotive air conditioning systems can be broken down into a common list of parts that work in unison to remove heat from the cabin and deliver cool air through the vents. A common misconception is that AC systems generate cold air; however, their primary function is to absorb and remove heat from the cabin. This is done with refrigerant.
Once heat is absorbed into the refrigerant in your cabin, it gets pulled through and compressed into a high-pressure gas by the compressor. This high-pressure gas is then pushed through the condenser, which, as the name implies, creates ideal conditions for the gas to condense into a liquid. This scientific process also releases heat during the condensation state change via fans or airflow from the front of the vehicle.
After your refrigerant returns to a liquid state, it passes through a dryer that removes residual air and moisture.
It then passes through the expansion valve, which restricts flow. The pressure drop created by this process sets the refrigerant up for another state change in the evaporator. As the low-pressure liquid refrigerant moves through the evaporator, it absorbs heat and evaporates back into a gas, leaving behind condensation that usually drains under the vehicle.
An air conditioning system operates in a closed loop, so all the refrigerant is reused throughout the process. It should never need to be “topped off” as long as the system remains leak-free. This refrigerant’s thermodynamic properties are key to the “how” behind an AC system’s function. Pretty neat, huh?
As you’re repairing the AC system on your vehicle, you will need a few common hand tools to complete the job properly.
A set of wrenches and/or sockets
Screwdrivers and pliers
Safety glasses and gloves
Floor jack and jack stands
Shop rags or paper towels
You will need a few more specialized tools while working on an AC system. These tools can all be purchased or rented from a local auto parts store.
Set of manifold gauges
Vacuum pump
Refrigerant recovery machine, unless taken to a mechanic separately
Leak detector and UV dye
A can tap to connect the refrigerant can to your vacuum line
Specialty removal tools, such as line disconnect or Schrader valve replacement tools
Check out the video below to see the tools I used for my repair.
Diagnosis, Repair Plan, and Disassembly
If your AC system suddenly stops working, it’s important to know what steps you should take to diagnose what’s wrong. Keep in mind that AC systems operate with highly compressed refrigerant, so safety is important. If you feel overwhelmed or unsafe, take your vehicle to a trustworthy mechanic.
To identify the issue with a system, first look at the symptoms. Intermittent cooling? Weak airflow? Strange sounds? No cold air at all? All of these problems can help you identify what’s wrong with your system and remove some of the guesswork about where to look. Let’s cover some common symptoms and their causes.
Weak airflow or cooling
An easy place to start is the cabin air filter. Sometimes filters can become clogged or blocked, affecting airflow from your vents. It’s also recommended to check fuses or relays connected to the blower motor. An electrical issue can cause weak or intermittent airflow.
Audible grinding, whining, clicking, or other unusual sounds
It’s quite common for components like the compressor, belts, or pulleys to fail after many thousands of miles on the road. When these parts fail, they sometimes emit unusual sounds that can help you identify the problem with the system. Try turning your AC compressor off and on while listening for anything out of the ordinary. Make sure your compressor turns on and that the clutch engages when you press the AC button.
Low or empty refrigerant in the system
Another very common issue is a refrigerant leak. As parts age and are used, flexible components like rubber gaskets tend to fail, leading to leaks. If your system loses refrigerant due to a leak, it limits its ability to cool and can also introduce air and moisture into the system, further degrading performance. You can introduce UV dye through the low-side port to help locate the leak.
If your problem is not easily diagnosable, it is advisable to bring your vehicle to an expert who can help locate the source of the issue. Even if you intend to repair the vehicle yourself, a mechanic can help remove any remaining refrigerant from the system and advise you on which parts need repair. Sometimes another pair of eyes can help us see something we never noticed before! Once you’ve verified the source of the problem and properly evacuated the system of refrigerant, you can begin disassembling the system as needed to repair or replace the problematic components.
Pro Tip: If you disassemble your air conditioning system because of a broken part like a compressor, be sure to use a flush or solvent to clean out the remainder of the system before rebuilding. If metal shards remain in the system after repair, they can damage the new components.
Reassembly, Vacuum, and Recharge
Once you are ready to refill your system and feel that cold air again, there are a few considerations before, during, and after the reassembly process.
Before refilling with refrigerant
You’ve taken apart your car, replaced the broken parts, and have the appropriate type and amount of refrigerant in hand. Before adding it to your system, locate the owner’s manual to determine how much refrigerant the system requires, as well as the type and quantity of oil to add. This number may depend on what parts you replaced, as each component holds some oil within the system. Ensure any replaced gaskets have been coated in the correct oil as well. Check fittings and ensure proper torque specs across all connections. Make sure electrical plugs and connections are all reconnected.
You will need to use a vacuum pump to evacuate any air or moisture from the system before adding new refrigerant. These can be purchased or rented at many local auto parts stores or online. When your system is under vacuum, the reduced pressure lowers the boiling point of water, allowing the pump to remove moisture.
As you are adding refrigerant
Be sure to replace any oil you removed during disassembly and add any required additional oil to the system. Using a manifold gauge, monitor system pressures to ensure proper operation. You can watch the compressor clutch to see whether it kicks on once the system has the minimum refrigerant capacity added. Once you have added the entire required amount of refrigerant to the system, check the temperature of the air coming from the vehicle’s vents to confirm the process was successful.
After adding refrigerant
Periodically check for leaks with a UV flashlight along common problem areas or connections throughout the system. Keep your condenser clean and ensure belts and filters are replaced according to the regular maintenance schedule.
If You Made it This Far, Your Air Should Be Ice Cold!
If you’ve followed this guide correctly, you’ll be enjoying cool air on the warmest days once again. Don’t forget to keep safety at the top of your list whenever working on your vehicle yourself, and reach out to a professional if repairs are beyond your skill set.
Visit our Maintenance and Repair Hub for expert-backed articles to help you make smart maintenance decisions with confidence.
The global race to build better batteries for electric cars has a new target. Contemporary Amperex Technology Co. Limited, known as CATL, announced a major change in its long-term research plans. The Chinese battery manufacturer is now focusing on lithium-air technology with a theoretical maximum energy density that matches the energy density of gasoline.
The announcement came from Wu Kai, the Chief Scientist at CATL, during the 2026 Powering the Nation Forum. Wu, who is also a member of the Chinese Academy of Engineering, shared the company’s strategy publicly for the first time, indicating where the giant battery manufacturer believes the next phase of global market competition will happen.
Source: Argonne National Laboratory
Standard lithium-ion batteries in electric cars use heavy metal compounds. These compounds usually contain nickel, cobalt, and manganese to hold the lithium ions. Lithium-air designs remove these heavy materials. Instead, they use a lithium metal anode and take oxygen directly from the surrounding air to act as the cathode reactant. Because they draw in oxygen from the environment, researchers call them “breathable batteries.” This setup lowers both the total weight and the internal complexity of the battery cells.
The math behind the technology explains why battery manufacturers are interested. The theoretical energy density limit for lithium-air systems is 12,000 Wh/kg. Gasoline sits at roughly 13,000 Wh/kg, and modern laboratory battery prototypes have reached more than 1,200 Wh/kg. That last number is four times higher than the 250 to 270 Wh/kg capacity found in mainstream electric cars today. It also more than doubles the 500 Wh/kg target expected from upcoming solid-state batteries.
If manufacturing companies can successfully mass-produce these components, the standard driving range of electric cars will change significantly. Vehicles with driving ranges of more than 994 miles on a single charge could become normal. This would effectively solve the driving distance concerns that keep many buyers away from EVs.
Source: Daegu Gyeongbuk Institute of Science and Technology
Scientists first thought of the lithium-air concept in the 1970s, but engineering problems stopped companies from using the tech in real vehicles for decades. The components are highly sensitive to moisture and carbon dioxide in the air. Early prototypes also suffered from poor catalyst stability and short lifespans. But a lot of progress has been made, and the latest academic projects have started to solve these issues.
A joint project by the University of Illinois Chicago, Argonne National Laboratory, and California State University, Northridge, showed an operational lithium-air battery in 2024. That prototype managed more than 700 cycles in an environment that mimicked natural air. By 2025, Argonne National Laboratory paired up with the Illinois Institute of Technology to build a new prototype. This unit achieved the 1,200 Wh/kg energy density level and lasted for 1,000 charging cycles at standard room temperature. Experts do not expect this specific design to be ready for real vehicles until after 2030.
CATL has a history of turning alternative chemical concepts into actual products. The firm presented a sodium-ion battery design in 2020, and now those batteries are already in mass production, with automakers installing them into several new vehicle models. These models include the GAC Aion UT and the Changan Oshan 520. Other automotive brands like Geely, Chery, and FAW are also using these sodium-ion packs to lower prices on smaller electric cars.
Source: Daegu Gyeongbuk Institute of Science and Technology
The new lithium-air announcement shows how the company plans to split its timeline into three distinct parts. The short-term plan is to meet current market requirements using existing, mature battery designs. In the mid-term, CATL will improve the driving experience for premium EVs by rolling out solid-state packs. The long-term is all about maximizing energy storage capabilities by commercializing lithium-air technology.
The business scales are tipped in favor of the Chinese manufacturer as it begins this long-term research. CATL holds the largest market share in the world for both power batteries and stationary energy storage systems. In the automotive sector, the firm secured a 47.0% market share in April 2026. On the energy storage side, the company sold 121 GWh of storage batteries over the course of 2025. This volume gave them a 30.4% global market share, keeping them in the number one position globally for five years in a row.
The same folks who buy snazzy new off-roaders love spending big money on outdoor gear. It only makes sense, then, that two players in those spaces would join forces. It isn’t ‘Yotas and Yetis—it’s Ford and Filson, a premium apparel company whose long-sleeve button downs start at $199 apiece. And if you think the new Bronco Filson will be any less preciously priced, then wait until you learn about the Raptor engine and seatback leather saddlebags.
Before you ask, I’m not sure what it will cost. Ford hasn’t said yet. But we’re talking about a rig that comes standard with the Sasquatch package, which means upgraded HOSS 3.0 suspension and 35-inch Goodyears, as well as quilted leather and a grained and wrapped dash. It takes the old Eddie Bauer Bronco idea and turns up the luxury livin’ to 10.
Ford teased this Bronco a couple of weeks ago, promising a premium four-wheeler that goes beyond anything it’s made before. It didn’t pull any punches with the powertrain, as it’s now just the second Bronco after the Raptor to get the 3.0-liter EcoBoost V6. The Blue Oval automaker says the engine was tuned specifically for this application, but as we know it, the power plant makes 418 horsepower and 440 lb-ft of torque. Don’t count on a manual transmission, though; a 10-speed auto is sure to be the sole option.
Ford
Other niceties include ventilated front chairs and heated rear seats—a first for the Bronco. It also sports acoustic glass and better seals for the doors and roof, which Ford says improve perceived wind noise by 20% compared to a 2021 Bronco. Having ridden in several early sixth-gen Broncos, almost anything would’ve been an improvement there, but I’m not here to have that conversation. No matter how much of the outside you can hear inside the Bronco Filson, you can always drown it out with the upgraded Bang & Olufsen stereo.
Where the Filson partnership really pays off is the finely stitched saddlebags, some of which are fastened to the door panels while others can be found on the front seats or rear cargo area. I mean, there’s also the leather-wrapped grab handles that make it easier for people to get in and out of the truck, but you won’t find fancy storage like this in another factory 4×4. Ford’s press release points out that these bags are made from “water and dirt resistant materials,” and some are even detachable so fishermen can take their already-tied flies with ’em (or carry a first aid kit into the woods for some recreational log splitting, just depends).
Ford
The Bronco Filson will come in Field Green Metallic—an exclusive color—as well as Marsh Gray, Avalanche Gray, Desert Sand, Shadow Black, and Oxford White. Anyone who ponies up enough for the Filson First Edition will get the even-more-special Iron Sands Copper Metallic paint, as well as a unique fender badge, a serialized plaque, and Filson inspired cargo storage bags. Nice.
We’ll have to see how much these bad boys cost, but don’t be surprised if it ends up closer to the six-figure mark. Also, don’t be surprised when Ford sells every one of ’em. Maybe ‘Yotas and Yetis will really become a thing after this…
Got a tip or question for the author? Contact them directly: caleb@thedrive.com
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Theon Design specializes in restomods based on the 964-generation Porsche 911, and its latest, one of only six that will be built this year, is a brilliant blend of old-school restraint and modern enhancement. With a 4.0-liter naturally aspirated air-cooled flat-six developing 421 horsepower and a carbon fiber body contributing to a wet weight of 2,526 lbs (excluding the steel doors, retained for an old-school feel), Theon’s latest commission has a power-to-weight ratio better than a contemporary 992.2 911 GT3. But keeping weight down isn’t the only way to extract more performance from an old Porsche.
Theon Design’s 964-Based Restomod Has All the Right Toys to Keep Driving Fun
Theon Design
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As you’d expect, a six-speed manual transmission delivers those 421 ponies (and 324 lb-ft of torque) to the rear wheels, while TracTive semi-active suspension with five settings keeps the rubber planted on the road. Notably, these settings, and those pertaining to engine response and steering feel, were calibrated to the specific requirements of the customer, so the car drives exactly as they like. And don’t fret over the low stance – Theon has generously included a nose-lift system. The brains of the car lie in a MoTeC ECU and Power Distribution Module, with the six carbon-infused intake trumpets opened by a drive-by-wire throttle body. This allows for numerous drive modes, including Town for relaxed driving and Race for more spirited motoring. There’s also a weirdly spelled ‘Raucus’ mode, which unlocks full power, raises the spoiler, and opens the exhaust, sending pops and bangs through the system.
Theon Custom Builds Each Car to Customer Specifications
Theon Design
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Designed in parallel with the commissioning buyer, this 964 restomod’s carbon fiber body has been finished in Crayon Grey with Lizard Green accents and brushed Eclipse brightwork. Although there’s no forced induction here, Theon has also added a ‘Turbonite’ Porsche crest to the hood, complementing the smoked front and rear light clusters. 17-inch wheels in Anthracite and Black hide RS brake calipers in Lizard Green, and a similar color scheme appears inside. Carbon fiber panels are trimmed in Liquorice leather and Lizard Green stitching, and the Recaro bucket seats give the old-school interior a touch of modernity. Custom aluminum footboards add contrast, as do machined door handles, vents, and dashboard inserts. Theon also creates custom gauges with colors matching the exterior, and just as is the case with the rest of the car, modern technology has been subtly integrated to make this usable every day, with the carbon fiber center console featuring a wireless charging pad and phone extension. A contemporary infotainment screen would be out of place, so an original Becker Mexico head unit sits in the dash, feeding a Hertz amplifier that powers six Focal speakers.
Theon Design
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With each build taking over 6,000 hours, it’s no surprise that Theon only lets six customers take delivery every year, and it’s even less of a surprise that this costs a rather large chunk of change: £430,000 excluding the donor car, shipping, and taxes. That’s over $577,000, and you still need to provide a 964, which usually costs between $90,000 and $150,000, depending on condition and spec. In other words, if this kind of creation has stolen your heart, you need around $700k in loose change and a lot of patience.
But then the Versa S manual was quietly dropped in May 2025, and by the end of the year, Nissan had stopped selling the Versa for the U.S. market altogether. Assembled in Mexico and suddenly subject to a 25 percent tariff, it was no longer a financially feasible proposition for Nissan to keep selling it in America. The Versa is still sold in Mexico and other markets.
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Does Nissan still see a market for ultra-affordable vehicles like the Versa in North America? “I think so, but there is context,” Nissan Motor Corporation president and CEO Ivan Espinosa told us. Demand and tariffs can be competing forces. “The question is how to get to the right price,” Espinosa said. “If the tariffs are adjusted, we have cars that can be very competitive like Kicks and Sentra, ready to go.” The Kicks subcompact SUV and Sentra sedan are also produced in Mexico and remain two of the cheapest new cars you can buy in America.
Nissan already had to cut some lower trims of the Kicks and Sentra that the CEO said were at the edge of profitability. “But the cars are there and ready. If the context changes we would bring both,” Espinosa added. “We would add more. We have the capability and competitiveness with our Mexico operation.”
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The company has studied moving Sentra and Kicks production to the U.S., but it wouldn’t be easy to do so, according to Nissan Americas Chairman and CEO Christian Meunier. “But a 25 percent tariff on entry level vehicles is not sustainable,” he added.
Nissan Kicks made in Mexico, subject to tariffs.
Tariffs on Mexican-made Models
Nissan Americas chief product & planning officer Ponz Pandikuthira is optimistic the tariff situation with Mexico will be worked out and there will continue to be a future for the Sentra and Kicks that are made there. It’s taking longer than he thought, but it is a strategic necessity to get the border issue worked out.
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In the interim, the automaker is optimizing trims, dropping base levels, and looking at how it can increase the content of cars built in Mexico with American parts. Meunier said the company is also working to identify what is made by U.S. suppliers to claw back some of the tariff costs, including emphasizing the fact that a lot of the research, development, and crash testing of vehicles is done in Michigan, in the hopes that Nissan can get credit for that.
Nissan has also been applying pressure on the Mexican government to help bridge the financial gap until the tariffs come down, hopefully with the renegotiation of the USMCA trade agreement between the U.S., Mexico, and Canada, which is up for review in July. “Twenty-five percent is hard to swallow, especially on product with little margin,” Meunier said. He thinks the tariffs will come down, given that other countries only pay 15 percent. “That is not fair or smart when Mexico is a neighbor.”
Being a premium manufacturer, you can expect owning a new GLA-Class SUV or other vehicle from Mercedes-Benz to command premium prices. While we always like to talk about how much it costs to buy one, the truth is that once you have overcome that hurdle, the cost of keeping a Benz on the road will immediately become apparent, especially when it comes to servicing. Take your Merc to an official Mercedes-Benz dealer, and you will experience top-notch customer service and a wealth of knowledge about how your car should be kept in tip-top condition. If you do decide to go ahead and get your car serviced, however, you will be asked if you require Service A or Service B.
If you are unfamiliar with how Mercedes’ service structure works, don’t worry, as we are going to be unpacking all the differences between these two services, when you should have them done, the Mercedes A Service VS B Service cost, and also how important, if at all, it is to stick to this structure.
This article examines what is included in each of the two steps of the service plan from Mercedes-Benz dealerships. All information about the two services and about what the costs may be is sourced from local Mercedes-Benz dealerships.
UPDATE: 2026/05/06 8:04am PST BY SEAN MCMANUS
Mercedes-Benz’ Overall Brand Reliability
Added a section near the end of the article with multiple sources explaining the automaker’s overall reliability scores, annual maintenance costs, and more.
Mercedes-Benz Services Explained
Mercedes A Service — What Is It, When It Happens, What It Includes
Mechanic carrying out Mercedes-Benz Service AMercedes-Benz
With A being the first letter of the alphabet, this explains why the first service, which is on the Mercedes-Benz service plan, is named after it. Being the earliest and the least comprehensive of the two services, it is the first one that your car will receive after purchasing. It consists more of checks of things like tire inflation and the brake components, and replacement of the synthetic motor oil and the oil filter. Mercedes-Benz requires that the A service be carried out after covering 10,000 miles or one year of ownership, whichever comes first. After the first time, the Service A is to be done every two years subsequently.
Mercedes B Service — What Is It, When It Happens, What It Includes
Mechanics carrying out Mercedes-Benz ServiceMercedes-Benz
Service B is the more comprehensive of the two Mercedes-Benz Services, and it involves everything that is done for Service A, plus more intensive things that aren’t. These include brake fluid replacement, cabin air filter replacement, and, in select models, air filter replacement. Diesel models also receive AdBlue fluid replacement and fuel filter replacement, and AMG or V12 models get even more still. Mercedes requires that this service be done after either two years of ownership or 20,000 miles covered. Being the service that takes longer and is more labor-intensive, Service B is the more expensive one.
What’s The Difference In Cost Between A Service And B Service?
Technician carrying out Mercedes-Benz EV ServiceMercedes-Benz
Mercedes-Benz Service A VS Service B at a glance
Included in Service A
Included in Service B
Synthetic motor oil replacement
Oil filter replacement
Fluid level checks and corrections, depending on intervals for a particular year, make, model.
Tire inflation check and correction
Brake component inspection
Reset maintenance counter
Synthetic motor oil replacement
Oil filter replacement
Fluid level checks and corrections, depending on intervals for a particular year, make, model.
Tire inflation check and correction
Brake component inspection
Cabin dust/combination filter replacement
Brake fluid exchange
Additional engine air filter replacement for some specific models
Reset maintenance counter
When your Mercedes-Benz needs either Service A or Service B, the ASSYST (Active Service System), which keeps track of both mileage and time, will let you know that your car is due for a service and which of the two services it requires. Now that you know what both Service A and Service B entail, you are probably wondering exactly how much time you should allow for each of them and, most importantly, the Mercedes A Service vs B Service cost.
Mercedes-Benz serviceMercedes-Benz
According to what official Mercedes dealers have said, they seem confident that the A service can be completed in about an hour. All those fluid replacements and checks of the tires and brakes are essential to keep your car ticking over, but all of it being less labor-intensive and time-consuming means that the average cost is $210 to $315. Service B, on the other hand, includes all of the base-level things that are done as part of Service A and some more comprehensive things on top of these. Depending on how much needs to be done, Service B could take up to two hours, and typically costs at least $600.
No local dealer will want to provide a flat rate for how much an A Service or a B Service is likely to cost, because the truth is that the work that is required to be done will vary greatly depending on what model you buy. Mercedes produces an awfully diverse range of models, and so what needs to be done on a C-Class won’t be the same as what needs to be done on a G-Wagen. How many miles you have done and whether they were careful miles or ragged miles is also likely to affect the service cost. However, it will always cost more to service a Mercedes-Benz, than a Honda, for example, because of the high-end quality of the cars and of the replacement parts, as well as how specialist the technicians are who carry it out.
The Importance Of Keeping To Your Mercedes Service Schedule
Engine shot of a 2011 Mercedes-Benz E550Bring A Trailer
With the number of times you will end up having to take your Mercedes-Benz to a dealership to be serviced, the amount of time it takes to carry out the service, and most of all, the amount of money it costs to get it done there as opposed to doing it independently, you are probably wondering if sticking to this service regime is truly worth it. With both Service A and Service B being required every two years after the first one, you will end up taking your car to be serviced every year. Is it worth spending all that time and money when you could easily get your Merc serviced at an independent garage, or in some cases even carry out a service yourself? The latter would save a lot of money, and the former could potentially save both time and money.
Mercedes-Benz Service 10-Year Road Map
Year 1/10,000miles
Service A
Year 2/20,000 miles
Service B
Year 3/30,000 miles
Service A
Year 4/40,000 miles
Service B
Year 5/50,000 miles
Service A
Year 6/60,000 miles
Service B
Year 7/70,000 miles
Service A
Year 8/80,000 miles
Service B
Year 9/90,000 miles
Service A
Year 10/100,000 miles
Service B
It is important to keep in mind, however, that the reason for having the two-step service schedule is so that the more superficial parts of the car can receive the attention first, and then the more comprehensive work can be done after that has been attended to. A Mercedes is a precision machine, and so precision with how and when it is serviced should not be neglected. Being able to have OEM replacement parts rather than aftermarket ones and to have the work carried out by mechanics and technicians who have received extensive training to understand the cars not only explains why the cost is higher but also makes it worth it. Getting your Mercedes serviced at a dealership and sticking to the service plan will help stop a small issue from becoming a bigger one later down the line, and a car that has been well looked after will always have better resale value than one that hasn’t.
Mercedes-Benz’ Overall Brand Reliability
2026 Mercedes-Benz E450 4MATIC All-Terrain interior view of the front cabinMercedes-Benz USA
It’s no secret that most Mercedes-Benz models, or German luxury cars in general, cost a lot to maintain over their lifetimes. However, not all German luxury brands are the same. Mercedes-Benz’ reliability varies from model to model, but the brand as a whole isn’t horrible, right? Well, Consumer Reports ranks the automaker’s reliability in 19th place out of 26 manufacturers with a predicted reliability score of 41 out of 100. That’s obviously not great, but it beats brands like Lincoln, Genesis, and more.
Another source for reliability rankings is RepairPal, which gives MB a 3 out of 5, ranking it 27th out of 32 for all car brands. RepairPal also notes that the average annual repair cost for a model from the brand is $908. Finally, we can see how J.D. Power ranks it in a similar position in its most recent Vehicle Dependability Study. This study found that Mercedes-Benz models suffer from 235 problems per 100 vehicles — for reference, the best brand is Lexus with 151 PP100, and the worst is Volkswagen at 301 PP100.
Summary: Are You Destined To Shell Out A Lot Of Money?
2016 Mercedes-Benz GLC 350e 4Matic front 3/4 angle in gray while drivingMercedes-Benz
The short answer is: yes. Mercedes-Benz has never been an everyman’s automaker and never will be, so after going to a dealership and paying handsomely for the privilege of owning one, you will also have to put your hand in your pocket if you go back to the dealership to service it. The latter is also true should you choose to buy a used Mercedes, so even if you can find an older model that has depreciated enough to make it more accessible, you will still be paying the same sorts of prices that those who have bought a new Benz will be paying.
In many cases, you will probably be paying more to service an older Mercedes, given that the older a car is, the more it needs doing to it to keep it on the road.
All of this stuff is important to bear in mind when shopping for a used Mercedes and the better reliability record a particular model has and the more regular services it has had, the fewer headaches you will have. Ultimately, whether you are buying a new or used Mercedes-Benz, owning it will cost you in the long run, so it is important to check whether you can afford to keep up with the service plan, and, if you can’t, be prepared to fork out for some major fixes later in the car’s life.
Sources: Mercedes-Benz, Consumer Reports, RepairPal, J.D. Power
