Unless you have ridden shotgun with an aging parent, grandparent, friend, or colleague in their golden years, you may have at least pondered how long older drivers should safely commandeer a motor vehicle. Especially in the car-centric United States, driving is more than a means to get around from point A to point B; it represents a sense of freedom, independence, and the ability to keep socially and physically active.

However, the natural process of aging in human adults can come with diminished eyesight, reduced mobility, and cognitive ability, which can make driving more difficult and dangerous for older drivers. Families across the country often face difficult conversations regarding this topic, and lawmakers can be at a crossroads between personal independence and personal safety regarding this topic.

Chevrolet

According to a report by Automotive News, Detroit Big Three mainstay General Motors has applied for a patent from the US Patent and Trademark Office to tackle these tough conversations using its cars' technology as an independent third party.

Engineers at General Motors are testing a system designed to assess whether older drivers can still drive safely and effectively by calculating a “driver retirement score” using various vehicle and driver data. Unlike previous methods that focused on specific driving aspects, GM takes a broader approach.

Chevrolet

In the patent application, the system says it can monitor factors like driver reaction times, squinting, and signs of fatigue using the various sensors and computers built into their cars. In addition, the system records how often other motorists honk, whether the turn signals are used and used correctly, and whether they obey or disregard road signs.

Additionally, drivers can disclose if they have any medical conditions or any complaints filed against their driving to determine whether a driver's performance improves or declines over time. Once the special software computes a score, it’ll compile a report with recommendations for the driver and can also notify a designated contact about the score.

In a statement to AutoNews, a GM spokesperson has not clarified whether the company intends to integrate the system into its cars; however, data from experts indicates that this demographic of motorists is generally overlooked. According to 2025 CDC data cited by AutoNews, as of 2022, there are almost 52 million licensed drivers aged 65 and older in the U.S., a number that increased 77% over the past two decades.

Unfortunately, at the same time, National Highway Traffic Safety Administration data from 2023 (the latest available) states that drivers over 65 accounted for 19% of all traffic deaths, just a half-point higher than 25-to 34-year-olds. Experts warn that an apples-to-apples comparison is impossible due to seniors' increased vulnerability and the differences in the types of roads these distinct age groups often drive.

GM’s patent application highlights a reality that society can’t ignore: America’s driving populace is aging, and drivers are staying on the road longer than ever. Whether GM’s concept ever makes it into production vehicles remains to be seen. Still, the fact that one of the world’s largest and most influential automakers is even thinking about it signals that there is a shift in how we view the intersection of aging, driving, and mobility freedom.

The future of driving for seniors may be less about the idea of them driving and more about whether the car they own can keep an eye on them and their driving behavior.

This weekend, around 475 people were detained during an immigration raid at Hyundai's massive Georgia Metaplant. Steven Schrank, Special Agent in Charge, Homeland Security Investigations, called it the "largest single site enforcement operation in the history of Homeland Security Investigations." Following the raid, more than 300 workers will be flown home by the South Korean government.

Hyundai

"This operation underscores our commitment to jobs for Georgians and Americans," Schrank said in a news conference. Schrank said the investigation leading up to the ICE raid had been ongoing for months, and authorities reportedly received intel from "community members and former workers."

A spokesperson for the South Korean Foreign Ministry said that detained workers were part of a "network of subcontractors" working for companies on-site. Hyundai said it is "committed to full compliance with all laws and regulations in every market where we operate. This includes employment verification requirements and immigration laws."

Hyundai

Speaking to Korean reporters, Foreign Minister Cho Hyun said: "We are deeply concerned and feel a heavy sense of responsibility over the arrests of our nationals." South Korean President Lee Jae Myung stressed that "...the rights and interests of South Korean nationals and the business operations of South Korean companies investing in the United States must not be infringed upon."

As of Sunday, September 7, negotiations had been finalized and led to the release of the detained workers, with South Korea making arrangements for a charter plane to fly home more than 300 workers. Meanwhile, LG, which will operate a battery production facility on the grounds of Hyundai's Metaplant, said it has suspended all business trips to the US and told visiting workers to stay in their accommodations or immediately return to South Korea. LG will also send its chief human resources officer to the US to "address the issues on site," according to NPR.

SAC Schrank alleged the workers were either unlawfully working in the US or had immigrated illegally. President Trump backed SAC Schrank's allegations in a statement: "I would say that they were illegal aliens, and ICE was just doing its job."

Hyundai

The messaging from Georgia officials and lawmakers has shifted in the days since the plant's construction. Initially, Gov. Brian Kemp (R) praised the "historic benefits" the plant would bring to the state: "With more Georgians working than ever before, record jobs and investment coming to all parts of our state, and award-winning workforce development programs and infrastructure, the Peach State’s economy is reaching new heights. Our partnership with Hyundai Motor Group and the groundbreaking of this innovative facility exemplifies that unprecedented success."

Hyundai

Congressman Buddy Carter (R) indicated a change of heart from the above 2022 photo, when the Congressman attended the Metaplant groundbreaking ceremony: "I applaud the Trump Administration and our brave law enforcement officers for taking bold action to put American workers first and protect our communities from the scourge of illegal immigration," Carter said on X (formerly Twitter). "For anyone who thinks they can take jobs from hardworking Americans and give them to illegal immigrants, take note: not under Donald Trump's watch."

Jon Ossoff enabled Joe Biden and Washington Democrats to allow illegal immigrants and drug cartels to run rampant in this country for far too long. That’s no longer the case under President Trump and Operation Take Back America.

I applaud the Trump Administration and our brave… https://t.co/7WOTA1pO8q

Hyundai just dropped something interesting at IAA Munich 2025, the compact Concept Three. While the Ioniq lineup has been doing great with the midsize Ioniq 5, sleek Ioniq 6, and massive Ioniq 9 SUV, there's been a glaring gap in the compact segment. That's exactly where the Concept Three comes in.

This isn't just another concept car, though. It's Hyundai's first compact EV concept under the Ioniq sub-brand, and it previews Hyundai’s upcoming compact model on the advanced E-GMP platform, which is probably the Ioniq 3 we’ve been expecting. Think of it as the compact sibling that rounds out the family, smaller than the Ioniq 5 but packed with the same premium technology.

Hyundai

Measuring in at just under 169 inches long, the Concept Three is smaller than both the Ioniq 5 and Kona. While the Kona is Hyundai’s affordable EV challenger, the Concept Three promises improved efficiency, faster charging, and better driving dynamics. While Hyundai has not released full specifications, the hatchback design cues point to an emphasis on aerodynamics and space utilization, both key factors in range and performance for smaller EVs.

At the heart of Concept Three is Hyundai’s new design language called the “Art of Steel”. It emphasizes clean, sculpted surfaces that translate into taut bodywork, crisp character lines, and an 'Aero Hatch' silhouette designed to reduce drag and maximize efficiency. 

Inside, Hyundai has reimagined the compact cabin with great effect. Sustainable materials, minimalist styling, and a driver-focused cockpit highlight smart space utilization that makes the most of its hatchback proportions. 

Hyundai

Hyundai wants an electrified version of every model in Europe by 2027 and 21 global EV models by 2030. The global part is key here, because while Concept Three debuts in Europe, Hyundai's North American operations have been hungry for more affordable EV options.

With nearly 80 percent of their European vehicles already manufactured locally, Hyundai knows how to adapt regional strategies. Their Alabama and Georgia plants could easily handle compact EV production if American demand materializes.

Hyundai

Concept Three represents Hyundai filling the final gap in their Ioniq strategy globally. While we wait for production details and potential North American availability, one thing's clear: Hyundai is serious about owning every segment of the EV market.

The Polestar 5 is to be the brand's new halo car. The automaker initially shot for the stars with the Polestar 1, which was discontinued shortly thereafter. With up to 872 horsepower and up to 350kW of DC fast charging, the electric-only brand finally has a serious performance sedan that serves as the capstone to its lineup.

Polestar 5

Polestar

Two trims will be available at launch: Dual Motor and Performance. They share some similarities, like dual-motor all-wheel drive, but offer two different power outputs, as well as an electronically limited 155 mph top speed. Predictably, the Polestar 5 Performance will offer the most, with 872 horsepower and 749 pound-feet of torque courtesy of an uprated rear motor. The Dual Motor is no slouch, however. It offers 738 horsepower and 599 pound-feet of torque. 0-60 times are a claimed 3.8 and 3.1 seconds for the Dual Motor and Performance models, respectively.

Polestar 5

Both models utilize a Nickel-Manganese-Cobalt lithium-ion battery with a 106-kilowatt-hour usable capacity on an 800-volt architecture. That means greater efficiency and better charging speeds: Polestar says the 5 will charge from 10 to 80 percent in 22 minutes with a maximum charging speed of up to 350kW. The automaker hasn't gotten an EPA range estimate just yet because the sedan won't come to the US for a while, but WLTP figures suggest some solid range: Dual Motor models hit 416 miles of range on the more generous WLTP range testing cycle, while Performance models managed 351 miles.

Polestar 5

Related: Polestar 3 Shatters Electric SUV Record With 581-Mile Run on One Charge

The new Polestar 5 shares a resemblance to the brand's 2020 Precept concept, featuring a 5-door sedan design with a liftback trunk. The sedan is billed as more than just a simple performance car, and Polestar has gone to great lengths to ensure the cabin is comfortable for all occupants. The battery is located under the floor of the car, as with most EVs, but features a cutout to allow for greater headroom under the huge panoramic glass roof. This really only applies to the car's first four passengers, as anyone in the middle seat will undoubtedly be more uncomfortable - Polestar says this is more of a four-seater with room for an extra body for short trips.

Polestar 5

Polestar

The brand's emphasis on sustainability is present here too, with all seating surfaces labeled as "animal welfare secured, chrome-free, and a natural by-product of the food industry." Leather is still available, however. Other luxury features include massaging and ventilated seats, and a pair of Android-powered screens with which to control them. The car will also offer an optional Bowers & Wilkins 21-speaker audio system.

Pricing and availability for the US market are TBD for now, but the car starts at the equivalent of $140,000 and $167,000 USD for the Dual Motor and Performance models, respectively.

Polestar 5

Polestar

The Lexus IS has long been rumored to be on its last legs, with special edition models interpreted as final runs. Others suggested that the IS line would be discontinued by the end of the year, together with other aging Lexus models, while some reports even speculated that only a single hybrid variant might remain as a niche option. Thankfully, those predictions turned out to be premature.

Instead, the IS has made a full return for the 2026 model year. The compact luxury sedan not only stays in the portfolio but also arrives with a major update.

The new design borrows some cues from the Toyota Crown, with a broader, low-set front fascia showcasing a revised spindle grille. The refreshed exterior continues the IS tradition of a low center of gravity and sharp proportions. F Sport variants now add a functional rear spoiler and lightweight 19-inch aluminum wheels, with the option of red brake calipers. The IS's color palette has grown to eight choices, including a new shade called Neutrino Gray, which highlights the sedan's dynamic lines.

Inside, Lexus has overhauled the cabin to align with its driver-first "Tazuna Concept." A standard 12.3-inch touchscreen now sits higher on the dash, angled toward the driver, while a matching 12.3-inch digital instrument cluster delivers configurable readouts.

The interior materials also step up, debuting a forged bamboo trim that blends sustainability with visual character. A new color option, Prominence, gives the F Sport cabin a vivid accent inspired by solar activity. Additional touches, such as customizable ambient lighting, wireless charging, and a choice between a 10-speaker Lexus audio system or a 17-speaker Mark Levinson setup, complete the package.

Under the hood, Lexus is offering the IS 350 and IS 300h, carryover setups from the pre-facelift model. Unfortunately, there isn't a V8 engine option this time around.

The IS 350 – the sole option in the US – continues with a conventional gasoline mill (311-horsepower 3.5-liter V6), paired with either rear- or all-wheel drive and 8-speed or 6-speed automatics. Elsewhere in the world, the IS 300h carries on with hybrid technology (2.5-liter four-pot + electric motor) using a CVT and a rear-wheel-drive layout, for a combined output of 220 hp.

Both variants benefit from steering and suspension refinements, most notably a parallel-type electric power steering system with a variable gear ratio and a new adaptive suspension with linear solenoid control.

On the tech side, the IS gains an updated Lexus Safety System+ suite, plus Advanced Drive assistance that supports hands-off highway driving in traffic jams.

Production-spec models are expected to reach showrooms in early 2026 – a surprising but welcome continuation for one of Lexus' most enduring sedans. US pricing has yet to be announced.

Tesla is no longer the unstoppable force it once was in the American EV market. The company, which used to dominate more than 80% of sales, has now fallen to 38% in August, according to Cox Automotive figures reported by Reuters. It’s the first time Tesla has dipped below 40% in nearly eight years. While the numbers alone are striking, they also point to something bigger: buyers are losing patience with an aging lineup and turning to fresher, better alternatives.

Tesla

Tesla practically built the modern EV market. For years, it held a majority share and made terms like 'EV' household names. Cox’s data shows that grip started to weaken this year. Tesla slipped to 48.7% in June, dropped further to 42% in July, and then tumbled to 38% in August — the sharpest two-month decline since 2021. Globally, the trend is similar. Sales fell 1% in 2024 and are already down 10% this year. In Europe, Tesla’s decline has reached 40%, despite its overall EV sales increasing by 48%. Adding insult to injury, global EV sales are at an all-time high, yet even in China, the largest EV market in the world, Tesla sales fell 6%.

Lucid Motors

Competition in the EV space is fierce, and rivals are leaning heavily on incentives. Cox notes that Hyundai, Kia, Honda, and Toyota boosted EV sales by as much as 120% this summer with lease deals that Tesla simply didn’t match. Volkswagen’s ID.4, for example, saw sales climb more than 450% in July, thanks to bargain leases and perks like free charging. But with the $7,500 tax credit coming to an end this month, it's speculated that EV sales will decrease, creating even more tension among competitors. On top of that, with Tesla growing stagnant, it opens the window for other U.S. rivals like Lucid to enter the market.

Tesla

Whether you want to admit it or not, Tesla isn't what it once was. The brand that used to be synonymous with innovation has fallen behind, especially when compared with exciting models from competitors, like the Hyundai Inioq 5N. The last new Tesla model, the Cybertruck, came out in 2023. Although it had people talking, it never got the masses to open their wallets like they did with the Model 3 or Model Y. Due to non-stop quality control issues, too diverse a portfolio, and Elon Musk’s increasingly polarizing image, it’s easy to see why some shoppers are walking away.

Two years after stunning Monterey with the Lanzador concept, Lamborghini still hasn’t chosen what form the production car will take. Originally billed as the brand’s first pure EV, the 2+2 grand tourer may instead debut as a plug-in hybrid, depending on how the market evolves. Chief Technology Officer Rouven Mohr confirmed that a decision will come by the end of 2025, this will be leaving fans and rivals guessing.

Lamborghini

Lamborghini knows its customer base. The buyers who fuel sales in Sant’Agata aren’t clamoring for silence; they want power, drama, and above all, the kind of engine notes that make a valet turn their head. That’s why the company has worked so hard to keep its legendary V12 engine alive, reengineering it to meet emissions standards even as rivals rush toward all-electric lineups. For Lamborghini, electrification is about balance, not absolutes.

Mohr admitted that demand for expensive EVs has cooled, which is why a PHEV option is firmly on the table. CEO Stephan Winkelmann echoed this earlier this year, hinting that technology and customer acceptance, and not regulatory pressure alone, would dictate timing.

Lamborghini

The Lanzador matters because it represents more than just a new product. It’s supposed to set the tone for Lamborghini’s future beyond the Urus and Huracán replacements. That’s why the brand is moving carefully.

It also knows that heritage is part of the sales pitch. Earlier this summer, Lamborghini underscored that by donating the first U.S. Aventador to the Petersen Automotive Museum, preserving a car that defined an era of naturally aspirated excess. Moves like that keep loyalists close, even as the company experiments with hybrids and new platforms.

Lamborghini

Even without the Lanzador, Lamborghini is enjoying record demand. The company recently announced it had set a new sales record in 2025, with its hybrid-only lineup proving that performance buyers are willing to adapt when the cars deliver.

But like other luxury automakers, profits have slipped as development costs and tariffs bite into margins. That makes the Lanzador decision even more critical: it must balance engineering ambition with financial pragmatism.

The Lanzador was supposed to be Lamborghini’s bold step into the electric future. Now, it’s a mirror of the industry’s uncertainty. EV or PHEV, Lamborghini promises to decide by year’s end. Whatever the verdict, it will shape how the raging bull navigates the crossroads of heritage, regulation, and customer demand.

Audi will become the first Volkswagen Group brand to deploy vehicles built entirely on Rivian's software architecture, with new-generation electric vehicles set to debut from 2028 onwards. The move follows VW Group's $5.8 billion investment in the American EV startup last year.

Related: No More Lag: Rivian’s Infotainment Finally Feels As Smooth As The Marketing Promised

Audi

While Volkswagen's upcoming ID.1 will incorporate some "Rivian elements" when it launches in 2027, Audi's vehicles will feature complete integration with Rivian's software stack developed through the joint venture.

CEO Gernot Döllner told Autocar that Audi earned priority access because it "has the highest requirements when it comes to functionality." The new software architecture promises leaner development cycles, reduced complexity, and enhanced efficiency—addressing longstanding issues that have plagued VW Group's electric vehicle rollout.

Two Models to Pioneer the Technology

Döllner confirmed that two Audi models will debut the Rivian-based software, though he hasn't revealed which vehicles. The cars will likely use Volkswagen Group's upcoming SSP (Scalable Systems Platform) modular architecture as their foundation.

Beyond just powering new EVs, the software integration aims to streamline Audi's notoriously complex development process. Over-the-air updates will allow real-time fixes, while the user-focused design philosophy should improve the ownership experience.

The software push doesn't mean everything goes virtual. Audi's recent Concept C showcased a return to physical controls, responding to customer feedback demanding "fewer virtual buttons and more haptic elements," according to Döllner. The goal is combining cutting-edge software with intuitive, tactile interfaces.

This partnership represents a significant strategic bet for Audi, which has struggled to match Tesla's software capabilities and faces intensifying competition from Chinese EV manufacturers. Success with Rivian's architecture could provide the technological foundation needed to compete effectively in the premium EV segment.

Related: AMG Called, They Want Their Grille Back—Meet the Geely Galaxy Starshine 6

Whether this collaboration delivers the breakthrough Audi needs remains to be seen, but the German luxury brand clearly views Rivian as essential to its electric future.

President Trump’s administration has been clear with its goal to cut back emissions regulations and remove tax incentives for electric vehicles, and the moves it has made appear to be a gift to automakers. Deregulation could cut billions in expenditures from automakers’ bottom lines, leading executives in the industry to celebrate the decision, with Ford CEO Jim Farley saying it had the “potential to unlock a multibillion-dollar opportunity over the next two years.”

The policy changes haven’t been finalized yet, but they would allow automakers to shift money away from electric vehicle investments toward more gas models. As Bloomberg pointed out, General Motors has spent $3.5 billion since 2022 buying credits to help it meet fuel economy and emissions regulations.

Chevrolet

Ford has been able to cut $1.5 billion from its credit purchases, which it will use to develop new gas and hybrid models. The Blue Oval is also retooling one of its Canadian plants to produce F-Series Super Duty trucks, shifting away from its plan to build EVs at the Oakville, Ontario, location.

Carmakers have long opposed many of the emissions standards, saying they forced them to build more electric and plug-in vehicles than buyers wanted. Some companies paid significant fines for not meeting fuel economy standards, which may also go away under the new regulations. Stellantis has spent $190 million in penalties over the last two years for its shortcomings.

Stellantis

The federal EV tax credit ends on September 30, removing an up to $7,500 incentive for new electric models. That may lead some automakers to pull back further on electrification efforts, but General Motors said it sees an opening. It plans to continue pressing forward with new EV models, but said it was content doing so with slower growth rates.

While legacy automakers are celebrating the moves, newer companies may see serious impacts. Tesla and Rivian both earn significant revenue selling credits to other automakers, and cutting the fines could cost Tesla more than $1 billion per year in additional revenue.

Rimac Technology has used the IAA Mobility show to prove it’s more than a hypercar brand. At Munich, the Croatian company revealed production-ready solid-state battery packs, new hybrid and Evo battery formats, and next-generation e-axles capable of delivering torque figures that sound more like aerospace stats than automotive ones.

Rimac’s partnership with ProLogium and Mitsubishi Chemical has produced a solid-state battery system that promises lighter weight, higher energy density, and greater safety than today’s lithium-ion packs. Unlike many competitors still waving around concept slides, Rimac insists this is production-ready tech. It will sit alongside the company’s Evo Battery, which uses advanced NMC 46XX cells, and its flexible Hybrid Battery platform tailored to hybrids.

For a company already famous for building record-breaking cars like the Nevera, this marks a step toward mainstream industrial influence. It’s the same DNA that allowed the Nevera R to steal back an “impossible” Koenigsegg speed record earlier this summer—engineering innovation turned into real-world results.

On the drivetrain side, Rimac introduced its new SINTEG 300 and 550 e-axles, delivering up to 360 kW and torque density above 90 Nm/kg. They’re compact enough for hot hatches yet powerful enough for SUVs. But the showstopper was the XXL dual-motor e-axle producing more than 11,000 Nm of torque, slated for series production in 2026.

It’s the kind of output that makes hypercars like the Nevera possible—and yes, collectors are paying attention. A 1-of-150 Nevera landed on Bring a Trailer with a $2.2 million starting price, and this was last year, underscoring just how valuable Rimac’s engineering halo has become.

Rimac also revealed a centralized electronics architecture using NXP processors to consolidate multiple ECUs into one domain controller. That reduces weight, simplifies wiring, and enables over-the-air updates. It’s the kind of foundational software-hardware integration automakers need to scale EVs efficiently.

And Rimac knows how to celebrate milestones. Last year, it marked its 15th anniversary with a limited-edition Nevera, showing that even as the company scales into a supplier role, its core identity remains tied to making some of the most extreme EVs on the planet.

The message from Munich was very clear, that Rimac is helping shape the EV industry from the inside out. Solid-state batteries, torque-heavy e-axles, and unified vehicle brains aren’t just concepts—they’re the building blocks for the next generation of electric cars.

And if history is any guide, what Rimac unveils at IAA today could soon reset the benchmarks for both performance and production.