Shelby American is bringing the Mustang-based Super Snake back for 2026, but you’ll have to act fast if you want one.
It’s been nearly sixty years since the first example of the iconic Shelby Super Snake, and it’s back once more for the S650 generation. Shelby American recently announced more details for this brand-new version, rocking a comprehensive list of upgrades over your standard 5.0-liter Mustang GT, including a Whipple supercharger taking things up to 830 horsepower. It won’t come cheaply, of course, but it is far more approachable than, say, Ford’s own $325,000 Mustang GTD.
Like the more expensive Super Snake R, this version still gets a host of lightening across the board, from the carbon fiber fenders and rear wing to the aluminum hood and the magnesium wheels. Based on the Mustang GT’s 401A equipment package, the Super Snake also packs MagneRide suspension, active exhaust, a B&O sound system and some of the nicer refinements from the higher specs of Ford’s latest generation pony car.
Now, you can order the Shelby Super Snake with the standard, naturally-aspirated, 480-horsepower 5.0-liter Coyote V8 and leave it at that. That’s no fun, though, so most folks will likely add the supercharger into the mix. While buyers will have to go that route, as Shelby only sells it as a post-title item rather than shipping it with the Whipple unit installed, the resulting 830 horsepower is too tempting to turn down. Especially when that sort of power level puts this car ahead of the Mustang GTD on power, for half the price. Best of all, owners can get that sort of power output on 93-octane pump gas.
If you want a 2026 Shelby Super Snake, there are (of course) a couple things you need to know. First, it will cost you at least $175,885. That includes the cost of the Mustang GT, though that does not include taxes or title fees. Each Super Snake Shelby sells will still come with Ford’s 3-year/36,000-mile new vehicle warranty, however.
The other caveat is that the Super Snake is a limited-run model. Shelby American only plans to sell 300 units in the U.S. The company builds these cars at its shop in Las Vegas, though it says there will be “a small number built by official Mod Shops worldwide”, if you don’t live in the United States.
The Nissan Z is still fairly fresh in the grand scheme, but it’s getting some small tweaks.
After more than a decade of the 370Z, Nissan finally brought us a new Z car for the 2023 model year. It’s still decently fresh off that update, so we weren’t expecting too many changes beyond the special models the automaker already announced, like the Heritage Edition. Nissan is indeed making some tweaks for 2027, though, and brought those updates to the weekend’s Tokyo Auto Salon show.
Fundamentally, we’re still looking at a similar Nissan Z to what we’ve had these past few years. This time around, though, the fairly large and open grille has been dialed back for a smaller, sleeker and somewhat classic 240-esque look. There’s a slim upper grille, with Nissan’s designers separating the lower intake by a body-colored section across the middle. There’s also a new 19-inch wheel design, as least on this Japanese-spec Fairlady Z model, as well as a new Unryu Green paint color. Much like the subtle front-end changes, this color isn’t as loud as some of the Z’s earlier hues like Ikazuchi (Thunder) Yellow and New Sight Orange.
On the mechanical front, the 2027 Nissan Z is getting some slightly beefier shocks, while upgraded brakes are on the menu for the Z Nismo, courtesy of a pair of two-piece Akebono brake rotors up front (they’re still steel discs, but now have an aluminum hat that helps shed about 20 pounds of unsprung weight from the front end versus a single-piece brake rotor setup).
Both the 2027 Nissan Z and Z Nismo appear to have the same amount of power as before (400 and 420 horsepower, respectively), with the Nismo finally offering a manual transmission option. The automaker plans to launch the updated Z in Japan first, though we’ll see it over here in the U.S. later this year.
No – Stellantis killing off PHEVs will not spawn a future Fiat 4×4 with solid axles and an extended range battery setup…. or WILL it? (Image: ND Adlen and AI)
In this week’s Ask Nathan:
The death of Stellantis’ PHEVs is a good thing?
Excitement about a new Montero?
The first question comes from a fan who is concerned with Stellantis’ decision to kill off their PHEVs.
I get it. I totally get it. It makes sense that the Aslanidis is getting rid of their PHEV. The reliability has been questionable from day one. It’s sort of like a mixed bag. Sometimes they hold together for a long time, other times I hear about people complaining about going to their dealership 10 times to have something simple fixed. That inconsistency is a huge problem. I also think their technology is really behind and needs to be replaced. Does that mean that they’re going to subcontract to another company and get better equipment? Is that why they’re discontinuing the Jeep 4XE set up and also the Chrysler Pacifica PHEV? Is this going to destroy the company? I think it might.
— DelCinco5
A: I think it’s a smart move.
Given the circumstances, and the very real reliability issues, throttling back makes sense. A large part of the problem is that some automakers are still leaning on aging technology that simply isn’t competitive anymore. Older systems bring more weight, more complexity, and fewer long-term benefits.
Newer tech changes that equation. Lighter batteries, better thermal management, and more efficient chemistry all pay dividends in longevity and reliability; two things manufacturers are clearly prioritizing right now. That’s especially true here, and I believe Stellantis is serious when they say the focus is shifting toward different technologies moving forward.
They’re not alone. Ford and GM are clearly heading in the same direction. This doesn’t signal the end of plug-in hybrids – it signals a reset. What we’re seeing is the groundwork for a new generation of plug-in technology that’s better engineered, more durable, and ultimately more competitive.
Frankly, that’s encouraging. It’s far better than the old Stellantis playbook of kicking the can down the road for as long as possible. This feels like progress, not retreat.
— N
The last question comes from a friend who wants to know my reaction about Mitsubishi bringing back the Montero.
Q:(Abstract: Fellow journalist who dislikes Mitsubishi) Excited about the new Montero?
“Don’t try to frighten us with your sorcerer’s ways… (Nathan). Your sad devotion to that ancient…. (Montero/Pajero) has not helped you conjure up the… (past awesomeness) or given you clairvoyance enough to find (a modern replacement rom Mitsubishi).”
(Not word-per-word, but that’s how it went down; from my perspective)
M.M.
Yes – this was a lemon, but my other four Monteros were great!
A: I find your lack of faith disturbing..
The Mitsubishi Pajero – known as the Montero in the Americas, is a true Dakar Rally legend. Between 1985 and 2007, it secured an astounding 12 overall victories, including a dominant run of seven consecutive wins from 2001 to 2007. That record makes it the most successful vehicle ever in the rally’s car category by a single manufacturer. Every generation (which I have owned) are badass off-road, and are a hoot to drive.
True: I had a bad experience with the third generation model, but it was used and abused before I got it, and I didn’t have the wherewithal to fix it on my own. New/rebuilt engines are expensive, but I digress. This could be the vehicle to take the fight to the large SUV builders that currently lead the market. I hope that Mitsubishi innovates with modernized off-road tech, like they once did. It looks like it will be based on the Nissan Armada platform, which is a a logical move given shared interest with Nissan, and the Armada’s proven full-size SUV underpinnings. It’s also possible that it could use a lengthened Nissan Frontier platform, which would also make sense. Rumor has it that a shortened Frontier platform will underpin the resurrected Nissan XTerra.
It makes sense that the new Montero will have a twin-turbocharged V6, right from the Armada, and there’s a chance that a plug-in hybrid option could blend efficiency with trail-ready torque. Given Nissan and Mitsubishi’s recent upgrades with interior design, expect premium interior materials, and three rows of spacious seating.
While Mitsubishi hasn’t confirmed an official on-sale date, the revived Montero concept could debut within the next several months, with a production version potentially arriving as a 2028 model. If it delivers on its heritage while undercutting the competition’s pricing, this could be one of the most meaningful SUV comebacks in recent memory.
Following Acura’s racy treatment with the Integra, Honda is rolling out HRC performance concepts for the Civic Type R and the Prelude.
Over the past few years, we’ve seen a fair share of Honda Racing Corporation (formerly Honda Performance Development) concepts roll out onto show floors far and wide. Now, Honda’s back with more concepts at this year’s Tokyo Auto Salon, including HRC-ified versions of the Civic Type R hot hatch and the Prelude coupe.
Broadly speaking, the Civic Type R HRC Concept brings leans on the same parts stock and general theme as the Integra Type S HRC build. At least, it seems to be that way once you get past the funky, mid-2000s ad campaign wrap. That is, HRC components like a big wing, a beefier intercooler, oil coolers and some suspension and chassis upgrades appear to be on offer here.
Honda doesn’t really specify what it did, as such, to create the concept. It just says that the car was developed “in the pursuit of ‘ultimate driving performance'”. Beyond that, Honda says it came about by “incorporating HRC technologies and the expertise of its racing drivers” to further “refine the ‘joy of driving’ unique to Honda honed at the forefront of racing environments”. Thanks for clarifying there.
The Prelude HRC Concept makes its debut in a similar vein, though the details are a bit more obvious. Carbon fiber abounds, and there’s a large rear-mounted wing as well as a larger front spoiler, HRC-branded side skirts, larger brakes and gloss black wheels. Odds are, being a performance prototype, HRC may have ditched the rear seats and installed some chassis stiffening to make it a more thrilling drive. The Prelude is an interesting prospect, given its hybrid powertrain and lightweight potential compared to an ordinary Civic sedan, or even a Civic Si.
Normally, folks would need to take their cars to aftermarket parts outfits if they wanted to improve their car’s performance. More and more automakers are building out their in-house catalogs, though, as enthusiasts drive demand for upgrades and there’s a ripe opportunity there to cash in through after-sales transactions, beyond servicing.
Well, this is it everyone — the new Subaru STI…ish.
Subaru has been spending the last three months hyping everyone up to the possibility of a new WRX STI. And not a faux-STI like the tS or the so-called “STI Sport” over in Japan, but a full-fat STI. And did we get that? Did we get a new, proper WRX STI at the Tokyo Auto Salon like the hype suggested we would?
No. No, we did not.
And you’ll forgive me if I’m a little salty about that, because that’s what enthusiasts wanted. Instead, what we got was the Subaru WRX STI Sport# (pronouced “Sport Sharp”) Prototype, an “upgraded” version of the existing sedan with nary a 300-plus horsepower engine in sight. Subaru also brought along a bunch of other STI-themed updates to the show like the Japan-only wagon, the Levorg STI Sport R-Black Limited II STI Performance (say that three times fast). There’s also a sedan version called the S4 plus all those extra words I’m not going to repeat, and a slightly hopped up Impreza ST-H STI Performance Edition. Subaru rounded out their debut with new versions of their race cars for the Super Taikyu Series, the GT300-class BRZ and the Japan Rally Championship WRX. You can see all of these over on the automaker’s YouTube livestream.
So, what is the STI Sport#, anyway?
You’ll notice, of course, that this prototype does technically have the Subaru Tecnica International name and badge in it. So, on the surface, you could look at it and think its an STI, particularly with the red trim pieces and yellow-painted brake calipers. If anything, the “Sharp” prototype brings the manual transmissionback to Japanese buyers, as the existing S4 STI model has been CVT-only.
Other than that, this Subaru WRX STI Sport# is rocking the same 2.4-liter FA24F turbocharged four-pot as the standard model. It makes about the same amount of power, it seems, which is also disappointing. The 271 horsepower and 258 lb-ft of torque in the standard car is fine, but a proper STI obviously needs more. And honestly, if it wants to supersede the Volkswagen Golf R and Honda Civic Type R, it needs a lot more — something in the range of 325-350 horsepower. It’s not like tuners can’t crank that much power out of this engine, either, so Subaru can absolutely make it happen while complying with U.S. emissions standards…it just chooses not to (at least for now).
It doesn’t even get the 296-horsepower unit from the limited-run S210 model from last year. There’s also no hatchback, obviously, and no DCCD limited-slip differential — just the same center diff and symmetrical all-wheel drive setup as the standard WRX.
Will we see a full-on STI at this point? Really, you could argue it either way, because right here, right now…this isn’t it. But the hatchback from last year’s Japan Mobility Show could still be on the table, as could be the electric STI concept. My question at this point is whether it will be too late if and when Subaru actually ever gets around to it.
Then, if it does try to launch a full-fat STI, how much will it cost? If it’s in the $55,000 to $60,000 range, that could keep even enthusiastic buyers away, and that may be one reason the company isn’t charging into the idea. At $50K, the existing tS is already on the pricey side, so from a business perspective, Subaru doesn’t have a lot of wiggle room to bring out an STI and make it price competitive to, say, a Golf R.
If you’re wondering whether Subaru is planning to bring the STI Sport# stateside, that’s a big negatory. This is for the Japanese market only, since the main focus is bringing in the cable-actuated manual transmission we already get over here in the U.S.
Really, for the sake of the incredibly devoted fans who’ve spent generations supporting the WRX, though…come on Subaru. It’s what we want, it’s what the community deserves…knock off the teasing, already.
Are we about to see the end of waiting around forever to recharge? The Volvo EX60 may get close.
Even if the the pendulum is swinging away from EVs with automakers making major pivots, Volvo isn’t giving up on its electric EX range just yet. In fact, it’s just trying to make their electric models even better, and we’re seeing some impressive claims (and, to be clear, they are claims at this point) from the upcoming EX60.
First off, Volvo says the EX60 will have best-in-class range, going up to 400 miles on a charge in the all-wheel drive configuration. But it doesn’t just have the range to keep going farther than the company’s past electric efforts. When you do need to stop, it can also charge faster than any Volvo EV before it. If you can find a 400-kW-capable DC fast-charger, the automaker claims you can replenish up to 173 miles of range in 10 minutes. In other words, about the time it takes to stop for gas and get a cup of coffee.
Volvo is evolving its platform to suit the new EX60 and future EVs. The SPA3 architecture — a generational shift from the SPA2 platform underpinning the EX90, also adopts processes to boost manufacturing efficiency, cut costs and reduce weight. That involves things like mega casting (similar to how Tesla builds its vehicles), as well as integrating the battery directly into the car’s main structure. The electric motors are also getting more efficient than on past EVs, and all of these techniques come together to increase driving range.
For now, Volvo is just teasing details about the EX60 leading up to the full reveal. Because we’re starting to get some fresh information, though, the full reveal is close, with Volvo announcing the debut on January 21. We’ll have a lot more information then, so stay tuned.
Correction 1/9/2026: Volvo updated their teaser material to reflect the EX60’s ability to replenish 173 miles in 10 minutes, rather than 168. The information has been updated above.
The second-generation Kia Telluride gets a hearty price hike to go with its redesign.
After six years of building up a reputation as one of the best (if not the best) three-row midsize family hauler on the block, we’re getting a brand-new Kia Telluride for the 2027 model year. It’s bringing a bold new look, updated tech and a beefed up X-Pro off-road model, all of which are likely to carry forward its appeal to a wide range of buyers. However, those buyers will pay a higher price to get into a new Telluride.
Kia formally announced the price walk for its updated three-row SUV, and it does include hitting and passing the $40K milestone. The least expensive 2027 Telluride you’ll be able to buy is the front-wheel drive LX model, and that now starts at a $40,735 MSRP (including destination). The S trim kicks things up to $43,635, while the mid-range EX comes in at $46,335. All-wheel drive, if you want it, is available on the EX or the S for an additional $2,000.
Naturally, prices continue ever northward from there. Nearing the top, we get to the 2027 Kia Telluride SX, for a cool $50,335. If you want the top-end SX Prestige X-Pro, that will cost you a cool $58,335. It’s worth noting that is still lower than the high-end price of, say, a Mazda CX-90, but you are still paying a good chunk more than for the old Telluride.
As I mentioned before, though, you are getting more in the process. The 2027 Kia Telluride is physically larger than the old model, while you also get an updated interior with a 12.3-inch touchscreen, tri-zone climate control, wireless Apple CarPlay and Android Auto integration and a host of driver assistance systems. Higher up the stack, the X-Pro model packs 9.1 inches of ground clearance, a more capable suspension setup, more drive modes and an electronic limited-slip differential.
All gas-powered Tellurides we’re talking about here pack a 2.5-liter turbocharged engine, putting out 274 horsepower and 311 lb-ft of torque — 50 lb-ft more than the old model’s V6.
A hybrid Telluride will also be available later in the spring. Right now, though, we don’t have formal pricing for that version, which gets 329 horsepower and 339 lb-ft of torque. All 2027 Telluride models will still be built at the Kia’s West Point, Georgia assembly plant, just like the old one.
The 2026 Honda Civic Type R has been confirmed thanks to updates on EPA ratings and pricing.
There’s been some doubt on how long the current-gen Honda Civic Type R will remain on sale in the U.S., but we’re clear for at least one more year. On the whole, the FL5 Type R, based around the eleventh-generation Civic, hasn’t seen any radical changes since it first went on sale in 2023. Nevertheless, it’s still the hottest Civic on the block and a blast to drive, but it’s already been discontinued in Europe…so things have been looking a little dicey for America as well.
Honda officially published EPA ratings for the 2026 Civic Type R, and (shocker) they’re the same as before. What isn’t the same as before, however, is the price.
Here’s the gut punch: It’s another $1,000 more expensive this year. So, if you want a brand-new 2026 Honda Civic Type R, you’ll have to pay at least $48,090 for the privilege. And if you think that doesn’t sound too bad since it’s only another grand, consider a couple things. First, it’s $4,100 more expensive than it was back in 2023. That may feel like an eternity ago, but it’s only been three years, so we’re talking an average price hike of $1,000 so each year.
In the same vein, Honda is also now officially asking you to pay nearly $50,000 for a Civic. It may be the hottest, best and most scintillating Civic you can buy…but it’s still a Civic. An economy car. A car where the base model is nearly half that price, and even it’s sneaking up into the high-$20,000s these days.
Again, the Honda Civic Type R is still a great hot hatch. To that point, demand remains high, so don’t be too surprised if you do wind up paying more than $50K with so-called “market adjustments” to get your hands on one. It also begs the question, where does Honda go from here? A next-generation Civic may well include a hot Type R model, but it seems the way forward would be hybridization. That would increase the power even further, but it would almost certainly make a next-gen model even more expensive.
We’ll have to wait and see, and if you’re the type to just want a gas engine pushing your performance car along, you may want to get one now while the getting’s still (relatively) good.
