Much has been written in the last couple of years about the demise of the traditional Motor Show. For as long as anyone could remember, manufacturers have used an array of often glitzy and certainly high profile events around the world to showcase their latest products, both production cars and indications of where they might be headed with all manner of concept vehicles. But the combination of a post-Covid world where we all learned just what we can do virtually from the comfort of our homes and economic stringencies have changed all that. Many of those Shows which have been taking place for as long as there have been cars have either been rebranded and refocused around some of form of mobility-related entertainment or simply cancelled altogether. The idea that a major international Show will contain all the cars available in a given market with a many new models being unveiled as the doors open for the first time seems to be one now consigned to history. Not all Shows are completely dead, thankfully, and one of the larger ones that does remain in the calendar is that held in Los Angeles, home to one of the largest car markets in the world. Moved 16 years ago to a date around the US Thanksgiving holiday at the end of November, so as not to conflict with what traditional was the largest US show held in Detroit in January, this is now probably the largest and most important show in the US, as the Detroit event was reinvented, with fairly disastrous results. The LA Show takes place at the Staples Centre,  just south of Downtown, a stone’s throw from the intersection of the 10 and the 110 freeways, and so it easy to get to and with ample (if now rather costly) parking. There are two large interconnected halls, designated South and West, with a lower ground floor, and some smaller display areas that interconnect the main halls, so there is ample space for a lot of exhibitors. I’ve been coming to the Show for years, and whilst delighted that it still takes place, found the 2022 Show to be a shadow of its former self, with most of the premium brands conspicuous by their absence. It was still a good day out and gave me the chance to see many of the latest models before they hit the rental fleets and I get the chance to try them for myself, so I did not regret coming. My expectations were that the 2023 event would probably end up with only a subset of the market represented, and that proved to be the case. A few weeks before the Show, Stellantis announced that they were pulling out, which was more to do with labour relations issues at the firm than anything else, so that meant a certain amount of reconfiguration to avoid a massive empty space. There were other marques who had been represented in 2022 that were not here, either, but even so there were full halls, with plenty of cars to see, including a few world debuts, and the crowds certainly came to see them. Later in the day, it did empty out somewhat, and I was able to sit in many of the cars and to get photographs with too many people in the way. Here is what I saw.

ACURA

Newcomer here was the ZDX-e. Last time that Acurs used the ZDX name it was on a rather dumpy and gawky four door coupe sort of car that deservedly bombed in the market. This one is much more conventional looking. Believe it or not, what lies under the skin of this all-electric machine is technology from GM, specifically, the Ultium platform, the same platform underpinning the Blazer EV and Silverado EV. Not much is known about the nitty-gritty details of the ZDX, but Acura insists we should expect a starting price somewhere between $60,000 and $70,000 and a maximum range of up to 325 miles. That lines it up with the upper echelon of the Blazer EV’s estimated range. Being marketed as a sporty and athletic Whole Foods hauler, the ZDX will launch with the sporty A-Spec and the SPORTY Type S models, with the latter aiming for over 500 horsepower, a 288-mile range, and sub-five-second zero-to-sixty. And if the ZDX can make good on blending Acura styling and luxury inside and out with GM’s handy EV know-how, Acura should be poised to have a real knockout winner on their hands.

The rest of the range is well established with a mix of traditional saloon cars and the more popular SUVs. Entry point of the acclaimed Integra, which is based on the Honda Civic, though does look completely different from that car.

The other remaining saloon is the TLX, an up-scale Honda Accord, though again looking completely different and with styling that has been toned down a lot from the rather gawky models that used to fill this slot in the range a few years ago.

The two SUV models are called RDX and MDX. These have been in the range for some time now and periodically are updated with new generations. That last happened a while back, so both are familiar looking shapes.

CADILLAC

Cadillac did not have a stand in one of the main halls, but there were three of their cars on show in a small display area near one of the entrance doors, showing some of the variety in this range, with the XT4, their smallest SUV contrasting with the Escalade, their largest.

Also here was the first of what will become a series of all-electric models, all with names ending with the letter “q”. This is the middle-sized model, the Lyriq.

CHEVROLET

From the GM portfolio of brands, only Chevrolet had a main stand, with Buick and GMC both conspicuous by their absence. There was a lot to see here, with plenty of variety from a small electric car to the exciting sports cars that still generate lots of interest.

Entry level model in the range is the Trax, which was first seen at this event a year ago. Completely different from the first model to bear the name, which was a thinly disguised version of the European Mokka, the latest Trax is an SUV that tries almost to look as if it is not. They’ve not arrived in the rental fleets but I have seen a few out on the road, but I am sure I will get the chance to try one soon and find out if it is the massive improvement on its predecessor that the US reported it to be.

A car that is almost the doyen of the rental fleet is the Malibu, a conventional mid-sized sedan. Now the oldest car in its class, this car is slated for the chopping block in the next couple of years with no direct replacement,  a fate which already befell the smaller Cruze and larger Impala sedan models.

Like most manufacturers, Chevrolet will steer you to their SUV offerings, and they’ve got a number of these. The Trailblazer is the smallest of these, and that is then followed by the Equinox, and Blazer, all of them established models.

The Traverse is a full-sized Crossover/SUV and there was a new model here. This is definitely of the “blink, and you will miss it” sort of visual changes, though from some angles, it does look different enough to be easily recognisable.

Largest SUVs on offer are the gargantuan Tahoe and Suburban models, and the latest generation cars are even bigger than ever before. Apparently, that is what people want.

And so we come to the electric vehicles. Entry point here are the Bolt and slightly larger bolt EUV, apparently impressive small cars with range well over 200 miles, and without significant rival in the US market, these models will be retired in a few months time, in advance of an all-new version which is currently under development.

Chevrolet showed EV versions of the Equinox and Blazer at the 2022 Show, both of them with different styling from the ICE models that bear the same name. They’ve then had some rather difficult times with a lot of technical problems with the models leading to some embarrassing publicity and recalls and stop sales orders whilst they try to sort them out. Apparently that is done now, but you don’t see many on the roads of California.

There’s now an electric version of the massive Silverado truck. This could make sense for those who need the cargo capacity of something this large but who baulk at the fuel economy of the petrol-powered model.

Trucks are an important part of the Chevy range and there were plenty of examples here of the Colorado and Silverado.

Attracting lots of interest, as ever, were the sports cars. This will be the last show for the Camaro, production of which is being wound down, but the mid-engined Corvette continues and there were examples of the open-topped and coupe models here.

The way the Corvette is going to survive is by going hybrid and potentially electric and so we have here the Corvette E-Ray. With the Corvette E-Ray, Chevy hopes to prove that hybrids aren’t all about going green. In fact, the E-Ray lays claim to the same fuel economy as the standard C8 Stingray at 24 MPG highway and 19 MPG combined. Instead, the E-Ray has more in common with a McLaren Artura than a Prius XLE. That’s to say, the tiny 1.9 kWh lithium-ion battery in the transmission tunnel is there to bolster the performance of its already potent 6.2-liter V8. Of course, pairing hefty battery tech with a big block motor does increase its curb weight by a little over 300 pounds, but how much does that matter when you can zip from 0-60 in 2.5 seconds? After all, the E-Ray is the quickest Corvette in the American sports car’s rich history.  But the distinctions between the E-Ray and the Stingray don’t stop there, because on top of being the first hybrid Corvette, it’s also the first all-wheel-drive model. Don’t worry, it’s still rear-biased, and if you’re skeptical, Chevy’s built-in E-Ray companion app shows its homework with real-time performance data – including a diagram laying out the power distribution between the front and rear wheels. While it sounds like an automotive tech nerd’s playground, this Corvette isn’t just for wonks and weekenders; it’s a grand tourer, lending itself to longer road trips and grocery-getting as much as it does track days.

FORD

Ford had a vast stand, but seemed to lack things to put on it. Part of the space was given over to one of those showcase obstacle courses where you could be taken for a short demo ride in a Bronco to illustrate what it is capable of doing.

Indeed the reborn Bronco was the car that had the highest profile here, with lots of examples of the model, many showing some of the customisation options on offer.

For also offer the Bronco Sport, which has the styling cues of the genuine Bronco, but which is much smaller. It is based on the Escape.

In the last couple of years, Ford have pruned many models from their range, so there are no longer any non-crossover models on offer, if you discount the Mustang. That car remains a halo model, and so there were several here, showing there is still significant interest in the car, which as of 2024 will have no direct domestic rivals, with both the Camaro and Challenger ceasing production. The all-new model that debuted here a year ago has yet to reach Europe, but it is coming. Soon, apparently.

Shortly before the Mustang’s 60th anniversary in 2024, Ford has introduced a new package for the 7th-generation model, reviving the California Special name. The 2024 Mustang GT California Special will be offered in both Fastback and Cabrio body styles, featuring eye-catching Rave Blue accents on the exterior and complementing interior details. The first California Special was introduced in 1968, but Ford revived the name back in 2007 as a special appearance package. In order to differentiate it from all previous iterations, the new California Special showcases distinctive Rave Blue details on the nostril intake surrounds, alloy wheels, and around the GT and 5.0 emblems. Additional exterior features include dark-tinted headlights, the iconic GT/CS badge on the grille, and side graphics that blend Medium Light Rave Blue with High- and Low-Gloss Black elements. The standard 19-inch alloy wheels feature a Carbonized Gray finish with a GT/CS logo in Rave Blue. For an even more striking effect, there is also the option of the 19-inch Performance Pack wheels with a machined face and Rave Blue pockets. Ford designers applied a similar theme to the interior. The seats combine perforated Navy Pier upholstery with Ebony Black leather. Furthermore, dual-colour contrast stitching featuring Raptor Blue and Metal Gray threads can be found on the seats, dashboard, centre console, steering wheel, and door cards. The name of the package can be found on the dashboard, with matching GT/CS floor mats. The 2024 Ford Mustang GT California Special is already available to order, adding a cost of $1,995 to the price of the GT Premium. As with the latter, the package is exclusively available with the 5.0-litre V8 engine, paired to either a 6-speed manual or an optional 10-speed automatic. After the introduction of the GT/CS, Mustang Brand Manager, Joe Bellino, hinted at more special editions of the pony car for the future, stating, “Mustang has a rich well of special edition models to draw from, and we’ll continue to reinvent them for a new audience”.

The other cars were, in size order, the Escape, Explorer and Expedition, all of which continue with only minor changes for the 2024 model year.

Ford used some of the space to showcase the full set of pickup models they offer, which are big, massive and gigantic, respectively, though they call them the Ranger, Maverick and F Series.

The Transit van was also present here.

Final car on display was the all-electric Mustang Mach E, a model which made its debut at the 2019 event, and even now is a pretty rare sighting on the roads. New is the Rally Edition, and yes, this will be going on sale in 2024. Based on the already formidable and definitely quick-enough Mach-E GT, the Mach-E Rally skews its priorities towards off-road hooliganism. New are 19-inch wheels stolen from the nearest ARA race and shod in skinnier Michelin CrossClimate2 all-seasons sporting a nice, meaty sidewall for all the potholes you’re going to smash on the Wal-Mart Rally. The fog lights, underbody protection, black plastic fender mouldings, Focus RS-style rear hatch wing, and a hyper-aggressive RallySport drive mode add some extra WRC flair. The ride height has been jacked up by 20 millimetres and still utilizes the GT’s Magneride shocks but retuned for more off-road shenanigans, and the dual-motor powertrain still zaps out 480 horsepower and 650 pound-feet of torque. Its range is a still-okay-ish 250 miles, but I don’t expect many people to match that given its intended purpose.

GENESIS

News here was in the GV80 range, which now comprises two models, the one we are familiar with which has just received a small update and a new Coupe variant. Genesis introduced the all-new GV80 Coupe a few weeks ago, in Korea, together with the facelifted version of its GV80 sibling. The styling of the automaker’s first-ever coupe SUV offering stays true to the concept that previewed it, while the interior gets a brand-new 27-inch display which is also inherited by the standard GV80. At the front, the models look similar, with sportier bumper intakes compared to the pre-facelifted GV80 bringing it closer to the GV70. However, a closer look reveals that the GV80 Coupe has additional slits below the Crest Grille, while the GV80 gets a slightly different design for the skid plate. Moving over at the back, the production version of the GV80 Coupe doesn’t get the full-width LED taillights of the concept, but mirrors the more aerodynamic roofline and the integrated duck-tail rear spoiler. The rear bumper is also differentiated from the standard GV80 with black trim surrounding the diffuser and the quad exhaust pipes. Genesis added new options for the alloy wheels measuring 19, 20, or 22 inches with two specific designs for the GV80 Coupe. The colour palette is enriched with a new Storr Green shade available in glossy and matte finishes, and a coupe-specific Bering Blue. In terms of dimensions, the GV80 Coupe measures 4,965 mm (195.5 inches) long, which is 25 mm (1 inch) longer than the GV80 due to the slightly stretched rear overhang. The coupe SUV is also 5 mm (0.2 inches) lower due to the omission of the roof rails, with the width and 2,955 mm (116.3 inches) wheelbase mirroring the standard GV80. Inside, the highlight is the new 27-inch OLED display, merging the digital instrument cluster and infotainment in a single unit. The centre console has also been redesigned with a combination of touch-sensitive controls and physical knobs for the HVAC, a new wireless smartphone charging tray, and larger cupholders. High-quality materials like leather, aluminium, and wood make up a premium ambiance combined with the Bentley-style two-tone steering wheel and the ambient lighting. Other premium equipment features include the 14.6-inch rear seat display, four-zone climate control, a fragrance dispensing system, heated armrests, crystal-like knobs, and a Bang & Olufsen sound system. The GV80 Coupe has a flat-bottom steering wheel, metal accents on the pedals, and exclusive interior packages with different colour combinations compared to the GV80. The updated GV80 is available with either a turbo 2.5-litre four-cylinder engine producing 300 hp and 422 Nm, (311 lb/ft) or a turbo 3.5-litre V6 producing 375 hp and 530 Nm (391 lb-ft). Besides those options, the GV80 Coupe is also offered with a more potent version of the 3.5-litre V6 featuring a 48V electric supercharger that boosts the output figures to a healthier 409 hp and 549 Nm (405 lb-ft) of torque. The same motor is offered in the G90 sedan flagship. Drivers of the GV80 Coupe also have access to an active exhaust for a sportier sound, and can customize the responsiveness of the brake pedal. Furthermore, the most powerful GV80 Coupe gets an exclusive Sports+ driving mode, launch control, and new graphics for the digital instrument cluster displaying oil temperature, torque, and turbo pressure. Both GV80 models get sophisticated systems like the Preview Electronic Control Suspension, an AI-derived Auto Terrain Mode, and an upgraded ADAS suite improving safety alongside the 10 airbags. Sales of the 2024 Genesis GV80 and GV80 Coupe will start from their home market in Korea. The flagship SUVs will reach Australian dealerships in the second quarter of 2024, with other markets – including North America and Europe – likely following in the near future. Genesis has sold over 170,000 units of the GV80 since January 2020, hoping that the updates and the addition of the Coupe SUV bodystyle will attract more customers.

There are three saloons available, the G70, G80 and G90.

Also here were the other two crossover cars, the all-electric GV60 and the GV70.

HONDA

Perhaps the stand-out car of the whole show, though it had quite a low key presentation on the stand was this, the Prelude concept, which, following its debut at the Japan Mobility Show, was making its North American appearance here. The surprise move comes 45 years after the first-generation Prelude entered production in November 1978 and roughly 22 years after production came to an end in 2001. Unfortunately, Honda is staying tight-lipped about the model as they didn’t say much about the “hybrid-electric” coupe other than it was designed to demonstrate their “commitment to offering exhilarating products moving into the electrified future.” The automaker went onto call the car a “prelude to future electrified Honda models created to advance the joy of driving.” While it’s disappointing that Honda isn’t saying much, the concept looks virtually production-ready and officials have implied a road-going model is coming before the end of the decade. Officials have also previously hinted the four-seater “isn’t going to be the sportiest, zippiest car.”

Besides showing the Prelude, Honda displayed the Motocompacto e-scooter and Prologue EV. The latter is based on GM’s Ultium platform and will start in the “upper $40,000s” before incentives or tax credits. The company hasn’t released full details at this point, but the crossover will be offered with front- and all-wheel drive. In the latter configuration, the model will have a combined output of approximately 288 hp (215 kW / 292 PS) and 333 lb-ft (451 Nm) of torque. Honda has also said one variant will have an 85 kWh battery pack that allows for an EPA range of approximately 300 miles (483 km).

Honda had a lot of new models to show on their 2022 stand, refreshing much of their range all at the same time. That means that for 2024 most of the cars have only the sort of minor alterations you get for a new model year. Entry point is the Civic, available here as a fastback sedan, a true hatch and in sporty Type R guises.

Also seen here were the Accord, the trio of crossovers comprising HR-V, CR-V and Pilot and Honda’s long running minivan offering, the Odyssey.

HYUNDAI

A massive stand in the South Hall, with further exhibits downstairs in the foyer of that hall, as well, there was lots to see from this extensive range. No question that the car most people wanted to see was the new Ioniq 5N. After patiently biding its time for several months following the world debut of the Ioniq 5 N this past summer, Hyundai unveiled the North American specification of its blazing mega hatch just ahead of the Los Angeles Auto Show. While pricing remains unconfirmed, we do know that this high-performance EV is set to hit U.S. dealerships in March 2024, promising to inject some serious excitement into the segment. For the most part, the Ioniq 5 N heading to U.S. and Canadian shores is the same as the model presented for international markets a few months ago. As such, it is underpinned by the standard model’s E-GMP platform, but the body-in-white has 42 extra welding points and 6.9 feet of additional structural adhesives. Hyundai has also reinforced the mounting points of the electric motors and battery pack while also improving the lateral rigidity of the front and rear subframes. Power comes courtesy of an enlarged 84 kWh battery pack that drives a pair of electric motors. The front motor is good for 223 hp while the rear motor makes 378 hp. Combined, these motors churn out 601 hp, and if that’s not enough, you can engage the N Grin Boost mode for 10-second bursts, cranking the power up to 641 hp. That’s twice the muscle of the current range-topping AWD Ioniq 5, which offers a modest 320 hp from its dual-motor setup. Hyundai says the N model needs just 3.25 seconds to hit 60 mph (96 km/h) with N Launch Control and the N Grin Boost modes activated and tops out at 162 mph (261 km/h). As with the standard model, the car takes just 18 minutes to charge from 10-80% at a 350 kW charging, capping out at 238 kW. No EPA-estimated range figure has been published at this stage. Extensive work has been done to ensure that the high-performance version of the Ioniq 5 is fit for the N badge and heaps of fun to drive on a circuit. For example, there is a new thermal management system, a battery chiller, and enhanced motor oil cooling. The Ioniq 5 N also has independent radiators for the battery and motor. Engineers have also developed a powerful new braking system for the EV with 15.75-inch front rotors and four-piston calipers working alongside 14.2-inch rear rotors and single-piston calipers. A more potent N-specific regenerative braking system has also been developed that alone produces up to 0.6 g of deceleration and remains active even when the ABS is engaged. You’ll find plenty of trick stuff going on with the software too. For example, the Ioniq 5 N includes an N Race feature that allows drivers to choose between ‘Endurance’ or ‘Sprint’ modes. The first of these maximizes range on the racetrack by limiting peak power while ‘Sprint’ unlocks full power for shorter bursts of all-out performance. There is also a Drag mode for short bursts of acceleration and a Track mode to optimize the battery temperate for sustained high-speed laps around a track. The fun stuff continues on the software side. One of the Ioniq 5 N’s most compelling features is N e-shift. This system simulates the feeling of the eight-speed dual-clutch transmission found in Hyundai N’s ICE cars and has been paired with an N Active Sound+ system to capture the sound of a traditional N car, too. This system also offers sounds to mimic that of the RN22e rolling lab prototype and one inspired by twin-engine fighter jets. Sound is piped through eight internal speakers and two external speakers. The interior of the Ioniq 5 N is also quite distinct from lesser variants. For example, there is a completely new steering wheel with large N buttons, and the sliding center console has been ditched in favour of a fixed console with knee pads and shin supports to ensure drivers remain locked in position during fast cornering. Hyundai has also fitted new bucket seats, new pedals, and a redesigned footrest. There are also plenty of sustainable materials found throughout, including BIO PET yarn from sugarcane, recycled PET yarn from recycled bottles, recycled tire pigment paint, and recycled poly Alcantara cloth on the seats. Buyers will be able to order the 2025 Hyundai Ioniq 5 N in either Performance Blue Matte, Abyss Black Pearl, Ecotronic Gray Matte, Atlas White, or Soultronic Orange Pearl. While pricing details are expected to be revealed next year, it’s worth noting that in other markets, the Ioniq 5 N has been priced slightly higher than the Kia EV6 GT, which has an MSRP of $61,600 in the United States. For instance, in Australia, the Ioniq 5 N commands an additional A$11,000 or approximately $7,200 above the EV6 GT’s price tag. If Hyundai maintains a similar pricing strategy, we can anticipate the Ioniq N to fall in the mid-to-high $60k range.

There were plenty of examples of the regular Ioniq 5 here as well as the larger but rather slow-selling Ioniq 6.

There are just two conventional saloon models in the range now, the Elantra and larger Sonata, both of which received a mid-cycle update earlier in the year.

The crossover range was represented in full. Start points are the latest Kona, and the slightly bigger Tucson.

Making its debut here was the new 2024 Santa Fe, which is quite a radical departure as designers embraced the idea that ‘boxy is beautiful.’ Set to hit dealers in March, the crossover was seemingly designed exclusively with a ruler as soft curves and flowing surfaces have given way to straight lines and angular accents. The look isn’t much of a surprise at this point, but the model is notable for having H-shaped headlights, angular fenders, and a ‘floating’ roof. Designers also gave the crossover H-shaped taillights, a wider liftgate, and optional 21-inch wheels. They’re joined by a unique C-pillar with a “self-concealing grab handle,” which is supposed to aid access to the roof rack. It also goes without saying that the 2024 Santa Fe is larger than its predecessor as it now measures 190.2 inches (4,830 mm) long and has a wheelbase that spans 110.8 inches (2,815 mm). Those are increases of 1.8 and 1.9 inches (46 and 48 mm), respectively. The interior embraces a “sense of openness” and quality. The latter is unmistakable in higher-end variants and drivers will find a panoramic curved display, which consists of a 12.3-inch digital instrument cluster and a 12.3-inch infotainment system. Other highlights include a 12-speaker Bose premium audio system, a dual wireless smartphone charger, and Relaxation Comfort seats with a leg rest. The model can also be equipped with digital key technology, a digital rearview mirror, and a UV-C sterilization compartment. Other highlights include second-row power-reclining captain’s chairs and a console that can be opened by front or rear passengers. Besides some cool new features, the Santa Fe has a more accommodating second and third row. Second-row legroom climbs by up to 1.4 inches (36 mm), while third-row occupants will now find best-in-class legroom thanks to 30 inches (762 mm) of space. We’ll learn full equipment details closer to launch, but the crossover can be equipped with a host of driver assistance systems including Smart Cruise Control, Highway Driving Assist, Forward Collision-Avoidance Assist, and Lane Following Assist. Other systems include Intelligent Speed Limit Assist, Rear Cross-Traffic Collision-Avoidance Assist, Remote Smart Parking Assist, Safe Exit Assist, and a Surround View Monitor. The Santa Fe will also be the first Hyundai in America with Forward Attention Warning. It uses an infrared camera to monitor drivers and see where they’re looking. Buyers looking for something more rugged can opt for the Santa Fe XRT, which was previewed by a concept earlier this year. Designed to appeal to “adventure-oriented enthusiasts,” the model has a unique exterior with black accents and dark chrome flourishes. The upgrades aren’t purely cosmetic as the XRT variant has around 1.5 inches (38 mm) of additional ground clearance. Buyers will also find 18-inch wheels wrapped in 30-inch all-terrain tyres. On the performance front, there’s a turbocharged 2.5-liter four-cylinder engine that develops 277 hp (281 PS) and 311 lb-ft (421 Nm) of torque. That’s a sizable improvement over the old naturally aspirated 2.5-liter four-cylinder, which had 191 hp (194 PS) and 181 lb-ft (245 Nm) of torque. Customers looking for something more eco-friendly can opt for a hybridized 1.6-liter four-cylinder turbo, which has a combined output of 232 hp (235 PS) and 271 lb-ft (367 Nm) of torque. That’s slightly more than the old hybrid variant, which was rated at 226 hp (229 PS). The engines are connected to six- and eight-speed automatic transmissions, and we can expect front- and all-wheel drive options. We’ll learn more details, including pricing, early next year.

Top of the range is the very well respected 7-seater Palisade

Hyundai’s pick up is called the Santa Cruz, and it is based on the Tucson, which means that it is rather smaller than everything else on the market. I’d see that as a Good Thing, as the other small pickups have got far too big, but the US press see it differently, moaning it is not big enough!

Also here is Hyundai’s hydrogen powered car, the Nexo.

KIA

Highlight here was the display of two concept models, the EV3 and EV4, which apparently are close to production cars we will see before too long. Kia originally unveiled the two new electric concepts at its first annual EV Day. The EV3 and EV4 preview two lower-priced battery-electric models that the company hopes to bring to market as soon as next year. The Korean automaker’s extended electric vehicle lineup is designed to provide consumers with a range of smaller EV options, priced between $30,000 and $80,000. The company has ambitious goals, aiming to sell its first million electric vehicles by 2026 and projecting annual EV sales to exceed 1.6 million units by 2030. The EV3 is a compact SUV that will sit below the mid-sized EV5. Meanwhile, the EV4 is billed as a four-door sedan but adopts a coupe-like rear end that continues to be the trend for the segment. Both concepts pay particular attention to their interiors, with natural materials taking centre stage in Kia’s continued quest for sustainability, combined with processes that reduce carbon emissions.

 

Kia is billing the EV3 as a miniature EV9, and while the design language is undoubtedly shared, the concept manages to retain a unique take. From the front, it manages to soften the harder edges that exist on its biggest sibling, while in profile the compact dimensions aren’t played down. The side view continues to blend the soft curves and hard edges that have become a staple of Kia’s design approach, complemented by a set of wheels that closely mimic the ones showcased on the EV9. Inside the EV3 concept, Kia talks of a cabin that promotes “emotional well-being.” As such, you get soft mood lighting, ergonomic seating, and a whiff of minimalism. There’s lots of sustainability inside too. The seats are made out of natural fibre, which is touted as having an exceptionally strong structure, combined with being zero waste in comparison to carbon fibre. The EV3 concept’s centre console meanwhile, was “grown” from mushroom roots (mycelium) using a process called bio fabrication. Much like the Concept EV3, the Concept EV4’s exterior appearance is likely to carry on into production with minimal changes to the design. It follows the same complex approach to surfaces as exhibited across Kia’s electric range, but adds a sleeker silhouette with a low snout up front. While Kia’s claims that the EV4 concept “redefines electric saloons” may be a stretch, their affirmation that the profile is evocative of sports and racing cars is closer to being on the money. Just about. The interior of the Concept EV4 follows the path set out by the Concept EV3, incorporating new materials into its construction. Instead of mushroom roots, the EV4’s centre console uses hemp fibres — a plant that grows quickly and requires minimal resources in its cultivation. Other areas of the Concept EV4’s interior feature 100 percent recycled cotton, dyed naturally using madder roots and walnut shells. Designers also incorporated hand-woven fabric stripes to create a 3D knit finish to the storage area and dashboard, similar to the seat covers found in the EV3. Finally, the Concept EV4 comes with a new ‘Mind Modes’ feature that adjusts ambient lighting and ventilation patterns. For instance, in ‘Perform’ mode, the driver is given all the information needed for their day upfront. In contrast, the ‘Serenity’ mode offers a range of digital graphics to create a more relaxed ambiance. Kia has confirmed that an EV3 compact SUV will be making an appearance sometime next year as a 2024 model, while we may have to wait a little longer for the unveiling of the production-ready EV4. Both the EV3 and EV4 will likely ride on the E-GMP architecture, which would enable the crossover and sedan to use the 58 kWh and 77.4 kWh battery pack options from the larger EV6.

All-electric Kia models you can buy now include the highly rated EV6 and EV9.

With the end of production of the Rio, the mid-sized Forte, a model related to the Kia Ceed we see in Europe, is the smallest saloon offered by Kia, and this is joined by the larger and rather elegant K5.

Like everyone else, Kia has a much more extensive range of crossover models, starting with the Soul.

Following this are, in order of size, the Seltos, the Niro, the Sportage which is slightly different and larger than the European model and the Sorento, with the much-praised Telluride at the top of the range.

Of these, the Sorento is the one with a major update. Kia has taken the wraps off the 2024 Sorento. Set to go on sale early next year, the facelifted crossover adopts a more adventurous Opposites United design that closely echoes the Korean variant. However, there’s one big change and that’s the amber daytime running lights which are a bit much. Putting them aside, the crossover sports an all-new front end that is more muscular and athletic. It combines an expressive grille with new vertical headlights and a “wider skid plate garnish for extra rugged appeal.” Kia didn’t mention many other changes, but the crossover has been outfitted with a modified rear bumper and new taillights that are now connected. Buyers will also find a revised colour palette that includes Dawning Red and Midnight Lake Blue. Moving inside, there’s a new dashboard and updated switchgear. They’re joined by a newly available panoramic curved display, which consists of a 12.3-inch digital instrument cluster and a 12.3-inch infotainment. The latter runs a new operating system, which promises to provide faster responses as well as over-the-air updates. Other highlights include digital key technology, a digital rearview mirror, and an upgraded Forward Collision Avoidance Assist system. Speaking of the latter, other driver assistance systems include Lane Keeping Assist, Lane Following Assist, and Highway Driving Assist 2. Kia also said we can expect a Smart Cruise Control system with Machine Learning, which aims to replicate your acceleration and braking style. Besides the usual styling and equipment tweaks, the 2024 Sorento gains a new X-Pro variant that features 17-inch wheels wrapped in BF Goodrich all-terrain tires. It builds on the X-Line trim, which has unique bumpers, a gloss black grille, a bridge-like roof rack, and a centre-locking differential. Buyers will also find a classy cabin with leather seats, open pore wood trim, and “colour combinations in new Olive Brown and Sage hues.” Under the bonnet, there are naturally aspirated and turbocharged 2.5-liter four-cylinder engines. The former produces 191 hp (194 PS) and 181 lb-ft (245 Nm) of torque, while the latter develops 281 hp (285 PS) and 311 lb-ft (421 Nm). They’re paired to a traditional eight-speed automatic or an eight-speed dual-clutch gearbox. Customers can also get an optional all-wheel drive system. For the 2025 model year, the Sorento Hybrid and Plug-In Hybrid will adopt the new design. We’ll learn more about them next year, but their powertrains may carryover like in the standard model.

The latest version of Kia’s MiniVan is called the Carnival and there was one on show here.

LEXUS

Lexus’ sales in Europe may remain barely significant, but in the US, this has long been a popular brand, and there is a vast and still growing range of models on offer, all of which were to be seen here.

There are three traditional saloon shaped models, none of which have changed much in the last couple of years, the IS, ES and LS.

Some of the crossover models will be more familiar to Europeans as these are offered to us. The range starts with the UX, and then goes through the second generation NX to the popular RX, a new version of which made its debut here in 2022 and the at the top of the range are new GX and TX models.

There’s an all-electric car in the range too, these days, the RZ450e

Completing things are the sporty coupe models, the established RC and the pricey LC, also offered as a convertible, and to be seen here not just in road-going form, but also as a race car.

LUCID

This was a popular stand and it was hard to get close to the cars until very late in the day. The Air has been out for a while now, and you do see these elegant all-electric machines out on the roads, though sales have not been as great as Lucid were hoping for and the company’s finances are not looking brilliant.

Maybe that will change with the second model in the range, and one that was making its debut here, Lucid’s second act, the all-electric, three-row Gravity SUV. The young automaker assures us that the Gravity will provide ample room, deliver up to 440 miles (708 km) of range, offer a luxurious driving experience, and come with a price tag that’s a gentle breeze under $80,000. “The Gravity SUV represents a significant leap forward for Lucid’s world-leading technology and design,” said Peter Rawlinson, Lucid CEO. “Customers will find an unprecedented combination of space and manoeuverability, luxury, and versatility, all seamlessly integrated into one remarkable vehicle with the driving experience and range of a true Lucid.” Some details, such as the power and torque figures, have yet to be revealed, but Lucid says that the Gravity marks the introduction of its next generation of electric motors. They will be able to get the SUV up to 60 mph (96 km/h) in just 3.5 seconds. They will also allow it to tow up to 6,000 lbs (2,722 kg), and to haul 1,500 lbs (680 kg) of cargo. Lucid has yet to share details about the size of the Gravity’s battery pack but promises that it will be as little as half as large as its competitors. Despite that, it’s targeting a range of up to 440 miles (708 km) — by comparison, the Tesla Model X can manage just 348 miles (560 km). That figure is aided by the SUV’s slippery drag coefficient of 0.24, which matches the Tesla SUV and biggest rival. When it does run out of juice, its 900V electrical architecture will allow it to recover up to 200 miles (322 km) of range in as little as 15 minutes. Inside, Lucid says the Gravity will offer up to 112 cubic feet of cargo space, thanks to third and second-row seats that fold flat. That’s more than the Model X, which offers just 81.7 cubic feet (2,314 litres) of space behind the first-row seats. However, the Cadillac Escalade IQ has it beat with 119.2 cubic feet (3,374 litres) in all. Thanks to its spacious interior, Lucid promises that the Gravity will offer excellent legroom, even for third-row passengers. Meanwhile, those in the second row will be treated to luxurious accommodations, thanks to sliding seats and elongated convenience tables that offer an airline-like experience for the people in the back. The driver will also be treated to luxury accoutrements and the latest generation of Lucid’s infotainment technology. The centrepiece of the setup is the 34-inch curved OLED display that sits atop the dash. It starts in the middle of the vehicle, extends across the front, and stretches behind the squircle-shaped steering wheel, where it is placed near the driver’s line of sight, for better visibility while driving. To keep things comfortable for everyone inside, the Gravity introduces an innovative new suspension setting. Like other SUVs, drivers will be able to raise and lower the vehicle. The suspension also features a Zero Gravity mode that promises to automatically adapt to the terrain to offer the smoothest and most comfortable ride possible. “Lucid’s design and engineering philosophy has always prioritized doing more with less,” said Eric Bach, Senior Vice President of Product and Chief Engineer at Lucid. “Gravity applies this principle to offer customers more of what they need – more space, more utility, and more range – while avoiding excess battery cells, added cost of ownership, and unnecessary weight.” Like the Air, the Lucid Gravity will arrive with a targeted starting price of less than $80,000, which is similar to the Model X (which starts at $79,990 before incentives at the time of writing), despite offering more space and 92 extra miles of range. We’ll see if that wins customers over to Lucid when production begins in late 2024.

NISSAN

Nissan had an example of each of the models in their range on show. There are three sedans, which have such a close familiar resemblance to each that telling them apart quickly is far from easy. These are, in increasing order of size, the Versa, Sentra and Altima.

The crossover models are far easier to distinguish. Starting point is the Kicks, and this is followed up by the Rogue and Murano then the large Pathfinder and simply huge Armada.

In complete contrast are the sports cars. There were several examples of the model known just as Z, which I think looks quite agreeable, though the driving reviews have been a bit lukewarm about the car as whole.

The Z Nismo, already making rounds in media drives, impressed journos with real, genuine connectedness, inspiring confidence to attack curves on or off-track with a heavily revised suspension, RAYS wheels rocking the GT-R’s ultra-sticky Dunlop tyres whose full name I refuse to type out, and a wicked body kit that vaguely reminds of the JDM Fairlady Z G-nose. The VR30 twin-turbo V6 has been massaged to 420 (aye, lmao) horsepower, yet the move to keep it nine-speed-only sparked much ire for what’s to be a purist track Z. Ye ole GT-R Nismo adapts much of the same formula to the geriatric R35 platform, with a new swan neck wing, 600 horsepower from its 3.8-litre VR38 V6, similar RAYS wheels and sticky Dunlops, and a drop-dead gorgeous suite of carbon goodies, from the ground effects to the hood. Also new for 2024 are faster-spooling turbos from the GT-R GT3 race car and a front LSD. Old and possibly overpriced? I guess, but don’t tell me you can’t look at it and giggle with excitement even a little bit.

Nissan have two all-electric cars now, the established Leaf and the more recent Ariya (which the Americans seem to pronounce as “area”!)

Completing the range is the Frontier, yet another mid-size truck that grew quite significantly in its last update.

PAGANI

Probably the most costly car at the show, tucked away in a corned in the atrium area was this Pagani Huayra.

SUBARU

The Subaru stand had the same sort of appearance as last year, looking quite unlike any of the others at the Show, with a National Park style outdoors and countryside sort of theme. Highlight here, and the car showcased on the main display turntable was one of the cars making its debut, the 2025 Forester. This isn’t all-new, but you could be forgiven for thinking it is because Subaru has treated it to a major update that’s resulted in an entirely new exterior skin as well as a new interior, plus the promise of hybrid power next year for the 2026MY. Out goes the old BMW X1-style body with its pronounced curves and relatively low (for the sector) hood for one that’s much blockier, macho and modern, but arguably less characterful. It’s not hard to pick out a resemblance to the Forester’s Toyota RAV4 rival in the profile side profile, with its squared arches and little kink at the base of the D-pillar. And there’s good reason for that: Toyota shifted almost 400,000 RAVs last year, making it the fourth-best-selling vehicle in America, while the Forester only registered 114,000 sales and didn’t even make the top 25. But it’s the Forester’s similarity to another SUV that has really got people talking. The new, squarer front end is dominated by a large, upright grille flanked by a pair of headlights that spread out into the surrounding bodywork like a pair of wings. It’s nearly the exact same treatment Ford used on its older, fifth generation Explorer from 2010-2019. The interior, though, is all Subaru’s own work. It’s clearly an evolution of the one we’re familiar with, the focal point being a portrait-layout touchscreen that’s embedded into the dashboard between a pair of vertical heater vents. Base cars get a 7.0-inch screen but an 11.6-inch alternative is sure to be popular and comes with wireless Apple CarPlay and Android Auto. Fans of analog dials will be pleased to see a pair of traditional clocks inside the instrument binnacle, rather than a completely digital display, but sadly, the handy rotary dials for the climate controls that are usually found below a Subaru’s touchscreen have been scrapped. Fortunately, the temperature controls and audio controls are at least physical items embedded in the screen bezel. Being a reskin, rather than an entirely new car, the 2025 Forester throws up no real mechanical surprises, at least until a hybrid model joins the lineup a year after the ICE car’s 2024 arrival. Subaru dealers will still point EV fans in the direction of the Solterra, but plenty of brand devotees will be relieved that while the latest Forester’s styling is all-new, it still features the same 2.5-litre boxer engine and standard all-wheel drive transmission. Power actually drops by 2 hp (2 PS) to 180 hp (183 PS) for 2025, and the outgoing car was already looking weak in the performance stakes, taking around 8 seconds to reach 60 mph (100 kmh). But torque is up fractionally, from 176 lb-ft (239 Nm) to 178 lb-ft (241 Nm). The 8.7 inches of ground clearance Subaru quotes is identical to the one it claims for the 2024 car, but the new Forester does have the advantage of a 10 percent stiffer chassis structure and a new electric power steering system inherited from the WRX sports sedan. Base and Premium models make do with diddy 17-inch wheels while the Limited gets 18s and the posh Sport and Touring grades feature 19s that are bronze-coloured in the case of the Sport’s. New-for-’25 equipment includes an available panoramic roof and a power tailgate activated by foot gestures, but chiming with Subaru’s safety-first image, the bigger news is an improved EyeSight driver assist package that now has a wider field of view and can identify cyclists and pedestrians more quickly. The really, really big news, though, remains that confirmation that the Forester is finally getting hybrid power. Subaru didn’t give away any details of what form that powertrain might take or how much power it might have, but it sounds like it might be worth holding off ordering one of the cars unveiled today until we find out more, hopefully some time in 2024.

To one side of the main raised display area was a reminder of the legacy (no pun intended!) of the Forester with examples of the nameplate from the first generation car through to the about to be superceded generation.

The 2022 show had seen the launch of the latest Impreza which followed closely on the heels of the Crosstrek and these are now on sale and appealing to the Subaru faithful in the same sort of numbers as ever before.

Two very different saloons as the very sporty WRX and the rather practical Legacy.

The Outback was to be seen here in a new Wilderness Edition.

Three very contrasting further models are the Ascent, and two which closely resemble Toyota offerings, the all-electric Solterra and the second generation BRZ.

The BRZ here is like a regular BRZ, but is actually a BRZ tS. And by that, Subaru means “Tuned by STI.” And by that, they really mean they stole the black wheels off the Toyota GR86, threw on some Hitachi dampers, added a sweet set of Brembo brakes, and called it a day. Really, the 2024 BRZ receives the mildest of updates as it enters the new model year, but they’re still noteworthy enough on a car this basic to be worth sharing! Beyond the new brakes and dampers, the tS is built upon the BRZ Limited, which throws in luxury goods like suede and leather interior upholstery, heated seats, and an upgraded stereo, as well as an 18-inch wheel package wrapped in Michelin Pilot Sport 4 summer rubber, which is perhaps the most transformative performance upgrade on any BRZ, turning this diminutive sports car into a genuine Porsche Cayman fighter. Additionally, for 2024, EyeSight is now standard on all models, including manual transmission cars, which does increase the price by a couple of grand, pushing the BRZ in the low-$30,000 range. A tS will run you about $36,000, which is still a hell of a bargain compared to literally anything else on the market today, assuming you can snag one without that dastardly markup.

TOYOTA

A massive stand, reflecting the significance of this brand in the US market. Commercially, perhaps the most significant new car of the entire Show was here, the all-new 2025 Camry. Although no longer the best-selling passenger car in the US, as it had been for so many years, the Camry is still a significant vehicle for the brand. In 2022, the Camry was the fifth-best-selling vehicle in the United States with 295,201 deliveries. In fourth was Toyota’s own RAV4 at 399,941 units. What we see here is the ninth generation of the popular sedan. It’s available exclusively as a hybrid, and buyers can pick between front- or all-wheel drive configurations as well as LE, SE, XLE, and XSE trim levels. Its hybrid powertrain pairs a 2.5-liter four-cylinder to electric motors. The front-drive variant gets two electric motors and makes a total of 225 horsepower. The AWD version adds a third motor-generator to the rear axle, boosting total output to 232 hp. Both powertrains use an electronically controlled continuously variable transmission (eCVT). The hybrid system uses a lithium-ion battery, but Toyota isn’t disclosing its capacity until closer to the new Camry’s launch. It appears that the V6 engine is dead in the Camry. “[This is] just part of moving to all hybrid,” a spokesperson told Motor1. “[The] new system will have ample power and is retuned for performance driving feel.” However, this ninth-generation Camry is a heavy refresh, not an all-new car. The 2025 model rides on the same TNGA-K platform that was underneath the eighth-generation model. However, there is a reworked suspension with new shocks and revised tuning. The automaker touts the setup as offering “enhanced responsiveness and agile handling.” The 2025 Camry has a similar appearance to the eighth-gen model, with a large lower front grille and skinny headlights. The new model has standard LED headlamps, running lights, and taillights. Ocean Gem and Heavy Metal are newly available paint options, in addition to current Camry colors Ice Cap, Wind Chill Pearl, Celestial Silver Metallic, Underground, Midnight Black Metallic, Supersonic Red, and Reservoir Blue. The XSE model has a body-colour lower fascia, black trim on the trunk, and 19-inch wheels. It’s available with a Midnight Black Metallic roof in combination with Ocean Gem, Wind Chill Pearl, Heavy Metal, and Supersonic Red. The Camry comes with a 7.0-inch digital instrument cluster and an 8.0-inch infotainment screen. The XLE and XSE feature 12.3-inch displays for the gauges and multimedia duties. The tech includes support for wireless Apple CarPlay and Android Auto, in addition to having a wireless charging pad. The higher-level grades also offer a 10.0-inch heads up display. There’s also an available nine-speaker JBL stereo. The various trims offer different upholstery. The SE uses SofTex with white accents over Boulder or Black. The LE features fabric with an embossed ocean-wave pattern. The XSE has leather in black or bright red, and the XLE’s leather also has Dinamica microfiber trim. The XLE and XSE have optional heated and ventilated seats. These trims also come with acoustic laminated glass for the front-side windows to reduce wind noise in the cabin. All 2025 Camrys come with the Toyota Safety Sense 3.0 suite of tech. It includes a pre-collision system that detects vehicles and pedestrians, adaptive cruise control, lane-departure assist, road sign assist, automatic high beams, blind-spot monitoring, and rear cross-traffic alert. The XLE and XSE offer an optional Premium Plus Package that adds traffic-jam assist, front cross-traffic alert, lane-change assist, panoramic view monitor, and front and rear parking assist with automatic braking. There is no info yet about a sporty TRD trim. When asked, Toyota said this announcement covered all trims and powertrains for 2025, which didn’t shut the door on the model returning eventually. The new Camry hits dealers in spring 2024.

Sitting below the Camry in the US Toyota range is the Corolla. No longer an entrant in the Top 10 Sales lists, this is still an important car that inspires massive loyalty from people who want a non nonsense small family car. It is offered here with a choice of the hatch body we see in Europe and the much more popular saloon. Both were on show.

The Toyota Crown, a nameplate steeped in Japanese automotive history since 1955, has evolved into a flourishing sub-brand, offering four distinct body styles in Japan. After a long hiatus, the Crown made its return to North America for the first time in decades with a sedan-cum-crossover in 2022.

And now, Toyota is further expanding the lineup with the debut of the 2025 Crown Signia in Los Angeles. The mid-size SUV is the production version of the Crown Estate prototype that Toyota teased in 2022, and it’s expected to retain the same name in Japan. However, for the North American market, they are pulling out the fancier Crown Signia moniker hoping to emphasize that it will provide a more luxurious experience compared to other Toyota models, while also avoiding the stigma that comes with wagons on this side of the Atlantic. If you’re curious about where exactly the Crown Signia fits in Toyota’s lineup, the two-row SUV will effectively replace the Venza, which will be discontinued after the current 2024 model year.  The Signia carries forward the design language that has come to define the entire Crown family, with EV-inspired styling cues, the signature “hammerhead” front fascia, gentle contours, and slender full-width LED taillights. Its relatively short overhangs and fairly low roofline give it a sportier presence compared to typical SUVs. In fact, if it weren’t for the heightened ride and some ruggedized trimmings, the Signia could have embraced the role of a sleek wagon, but alas, we can blame America’s unending obsession with trucks and SUVs for that missed opportunity. While Toyota has not yet released the specific dimensions for the US-spec Crown Signia, it is anticipated that they will closely align with those of the original Crown Estate prototype, which measured 194.1 inches (4,930 mm) in length, 74 inches (1,880 mm) in width, and 63.8 inches (1,620 mm) in height. This would make the Crown Signia ever so slightly smaller than the Highlander. Inside, the dashboard closely resembles that of the Crown Crossover, featuring a matching 12.3-inch digital instrument cluster and a 12.3-inch infotainment display. This system is compatible with over-the-air (OTA) updates and offers connected services. The five-seater layout ensures ample space for rear passengers, while the rear bench can be folded flat to create a cargo area that spans 6.5 feet (1,981 mm). You can select from two interior shades: saddle tan or black, both accentuated with bronze accents. In addition to the interior choices, the Crown Signia offers a range of five different exterior colours: Storm Cloud, Finish Line Red, Oxygen White, Black, and Bronze Age. Depending on the trim level, the SUV is available with either 19-inch or 21-inch wheels. Toyota previously confirmed that the Japanese version of the SUV will be available in both hybrid (HEV) and plug-in hybrid (PHEV) variants, but only the former will reach North American shores. As with many other Toyota models, the self-charging hybrid system features a 2.5-liter four-cylinder gasoline engine paired to dual electric motors. This configuration results in a combined output of 243 hp (246 PS), transmitted to all four wheels via an eCVT (electronically controlled continuously variable transmission) with the help of the standard electronic on-demand AWD system. While Toyota hasn’t disclosed the battery pack’s exact capacity, the Crown Signia boasts an EV mode designed for emissions-free driving “at low speeds and short distances”, which complements the Normal, Eco, and Sport driving options. According to Toyota, the Crown Signia is estimated to achieve a combined fuel rating of 36 MPG (6.5 lt/100km) and is capable of towing up to 2,700 pounds (1,225 kg).  The 2025 Toyota Crown Signia will be available in two trims. The base XLE comes equipped with 19-inch alloy wheels, a digital cockpit with dual 12.3-inch displays, power-adjustable heated front seats upholstered in fabric, a heated leather-wrapped steering wheel, a power liftgate, a six-speaker audio system, a wireless charger, and five USB ports. Meanwhile, the flagship Limited trim elevates the experience with 21-inch alloy wheels finished in dark gray, leather-wrapped seats that are both heated and ventilated in the front and heated in the rear, an upgraded 11-speaker JBL Premium Audio system, and more. Both versions come standard with eight airbags and the Toyota Safety Sense 3.0 ADAS suite. Furthermore, the optional Advanced Technology package adds more sophisticated systems like Traffic Jam Assist and Lane Change Assist offering semi-autonomous driving, plus the Panoramic View Monitor for a better view of the surroundings. The 2025 Toyota Crown Signia is set to arrive in US dealerships during the summer of 2024. Pricing details will be disclosed closer to the launch date, although we suspect that it will be positioned at a higher price point compared to the regular Crown (crossover), which starts at $40,050. It’s worth noting that Toyota’s Crown lineup in Japan is even more extensive, featuring additional models such as the smaller and prettier Crown Sport SUV with the very Ferrari Purosangue-like aesthetics and the more traditional Crown Sedan, none of which have been confirmed for North America.

The Venza was still on show despite the fact that production ceases shortly.

There were examples of each of the crossover models on offer, from the Corolla Cross and RAV4 to the Highlander and new slightly larger Grand Highlander, as well as the 4Runner.

Toyota is one of just four manufacturers offering a MiniVan still, with their Sienna, and this practical but far from elegant machine was also on the stand.

Much more exciting are the GR family of models, which range from the GR Corolla that we don’t see in Europe to the GR86 and GR Supra that we do.

The fifth generation Prius made its debut here a year ago. Looking radically different from its predecessors, this car was quite a style about it, and indeed it was awarded Motor Trend’s Car of the Year just before the Show, reflecting the fact that this is now really quite a desirable car.

Toyota continue to research various alternative forms of propulsion, wit not just hybrid technology but also the hydrogen-powered Mirai that you do see in LA (there are some hydrogen refuelling stations!) and the all-electric bZ4X.

Also here were a number of the seemingly indestructible pickups, the Tacoma and Tundra, both of which have grown considerably in their latest incarnations.

VOLKSWAGEN

A massive stand, as ever, and one which was quite busy. The greatest interest, not surprisingly, was around the ID Buzz. Yet to go on sale in the US, and tipped to carry an ambitious price tag, this all-electric van is likely to prove popular in a market which loved and still loves the Type 2 model whose styling this model is influenced by.

The US range of VWs is a mix of models which are familiar to Europeans and ones that are not. The Mark 8 version of the Golf is only sold here in GTi and R version, the cheaper hatchbacks never having proved that popular in this market.

Instead customers select the Jetta, a small saloon that is built in Mexico. When the latest model came out, VW had adopted a number of measures to cheapen it and were severely castigated by the motoring press, but sales went up, proving that the customer really does not care about sophistication as much as we might thing that they do.  Gradually, some of the cost-saving measures have been undone, with sales performance showing little difference.

The crossover range starts with the Taos, a model we don’t see in Europe, and which really does look like the next car in the range, the Tiguan until you look closely.

There are two versions of the Tiguan offered, the regular 5 seater car and the slightly longer 7-seater Allspace.

Largest model are the Atlas and the Atlas Sport Cross.

US customers are spared the ID3. but the ID4 is now on sale, and demand still exceeds supply, for those who want what by all accounts is a competent but utterly soulless and rather forgettable looking family sized all-electric crossover.

The ID7 was on show here, too.

NORTH AMERICAN CAR OF THE YEAR

There was a separate display with examples of each of the cars and trucks that had been selected as finalists for the North American Car of the Year award, in advance of the winners being announced a few weeks after the show. 9 vehicles were here spread across three categories:

Finalists for the 2024 North American Car of the Year are the Honda Accord, Hyundai Ioniq 6 and the Toyota Prius/Prius Prime

The contenders for the 2024 North American Truck of the Year are the Chevrolet Colorado, Chevrolet Silverado EV and the Ford Super Duty

And the final category is for 2024 North American Utility Vehicle of the Year, and the finalists in this category are: Genesis Electrified GV70, Kia EV9 and the Hyundai Kona/Kona EV.

THE AUTOPIAN

In a small hall area just off the foyer leading to the West Hall was a collection of very varied machinery indeed, which included the following:

Aston Martin Cygnet: The Aston Martin Cygnet is a rebadged variant of the Toyota/Scion iQ marketed by Aston Martin beginning with the 2011 model year, allowing Aston Martin to comply with the 2012 European Union-imposed fleet average emissions regulations. It was developed under the codename P298. The Cygnet was initially only marketed in the UK. Sales commenced in January 2011 and the market coverage was expanded to cover other European countries the following year. Sales were not restricted, but demand from existing Aston Martin owners for Cygnet was expected to take priority initially. Aston Martin CEO Ulrich Bez announced shipping expectations of about 4000 per year at a price of about £30,000 – about three times as much as the iQ. Bez stated that the Cygnet demonstrated the company’s “commitment to innovation and integrity”, whilst respecting the need to “satisfy demands of emissions and space”. The Cygnet featured revisions to the exterior and interior but shared other specifications with the iQ, having a 97 bhp 1.3L inline-four engine, it produced 110 g of CO2/km and fuel consumption of 58.9 mpg‑US (3.99 L/100 km; 70.7 mpg‑imp). In September 2013, after just over two years of production, Aston Martin announced that it would stop production of the Cygnet. The Cygnet has been the second shortest running production car in the history of Aston Martin after the 2012 Aston Martin Virage, which was only produced for a year. The Cygnet was cancelled due to disastrously low sales, with the car reaching only 150 units in the UK (almost 600 across Europe) rather than its annual target of 4000

Batmobile: this is a genuine Batmobile, the second ever produced and used in the first film, back in 1967.

Berkeley Sports SE328: The Berkeley automobile was a collaboration between designer Lawrence “Lawrie” Bond and the Berkeley Coachworks factory owned by Charles Panter, which at the time was one of the largest manufacturers of caravans in Europe. It was an ideal project for Berkeley, who had developed considerable skills in the use of Glass-reinforced plastic (GRP), and were looking for something to fill the gaps in the very seasonal caravan market. What Panter and Bond wanted to achieve was “something good enough to win World 750cc races… but cheap, safe, easily repairable and pretty.” The early cars were an immediate success on the home market, and several derivative models were spawned over the four years of car production. Export markets, most notably the United States, were exploited and the cars earned a reputation for fun, if fragile, sports motoring on a budget. Recognising the threat posed by the newly introduced Mini and Austin-Healey Sprite in the late fifties, the company started to develop a more conventional model with the support of Ford Motor Company. The caravan market collapsed towards the end of 1960, and Berkeley’s cash flow problems forced the company into liquidation on 12 December 1960, taking its car manufacturing activities with it. After having produced about 4100 cars of various types, the workforce was laid off shortly before Christmas that year. An attempted sale of the company to Sharp’s Commercials Ltd (manufacturer of the Bond Minicar) came to nothing, and the company’s assets were liquidated in 1961. The factory was later used by Kayser Bondor Ltd to make women’s underwear, but it was demolished in 2002 and the site turned over to housing. A road named ‘Berkeley Close’ in the housing estate provides the only obvious link to the car factory. After 163 of the SA322 cars had been manufactured, a change was made to the SE328 model with a 328 cc Excelsior engine offering 18 bhp. The production run ran from Jan 1957 to April 1958 with chassis numbers from 164 to 1422, many being exported to the United States where it sold for approximately $1600. The manufacture touted the number 70, meaning it could reach 70 mph (113 km/h) and had an average fuel economy of 70 mpg. The export model was differentiated by having separate headlamps whereas on the home market they were faired into the wings, although the export type lamps could be specified. Early cars from Jan 1957 to about chassis number 476 in June 1957 still used a column gear change. During their production run a Deluxe model was offered which was bodily the same but featured polished wheel trims and spinners, tachometer and twin carburettors. The chassis plate was similar to the Anzani type on the early cars but was later changed to a printed type fitted to the bulkhead above the brake master cylinder. The printed type chassis plate had type ‘SE328’ printed on it. Most of these cars were supplied with a three-speed gearbox similar to the Anzani except for the mounting flanges. All of the cars had the sloping leading edges to the doors. Motor magazine tested a 328 cc Berkeley in 1957 and found it to have a top speed of 62.1 mph (99.9 km/h) and acceleration from 0-50 mph (80 km/h) in 30.6 seconds. Fuel consumption of 58.3 mpg imperial (4.85 L/100 km; 48.5 mpg‑US) was recorded. The test car cost £574 on the home market including taxes of £152. The SE328 enjoyed considerable success and press exposure through their involvement with lightweight motor racing, and their famous drivers included Pat Moss who drove one in the 1958 Liège-Brescia-Liège rally for cars up to 500 cc. The Berkeley team – a works-supported entry of six cars including BBC commentator Robin Richards – led as far as Slovenia, but slow climbing in summer heat found their weakness and Moss ended up being towed back to Italy by another Berkeley. None of the Berkeleys finished the event.

Messerschmitt Tiger: The FMR Tg500 was a sports car built by Fahrzeug- und Maschinenbau GmbH, Regensburg (FMR) from 1958 to 1961. Based on the Messerschmitt Kabinenroller monocoque, which otherwise was a platform for three-wheelers, the Tg500 was a four-wheeled car with a two-stroke straight-two engine. FMR had taken over production of the KR200 from Messerschmitt in 1956. While the KR200 still used the Messerschmitt name and logo, the Tg500 was badged as an FMR. “Tg” unofficially stood for Tiger. The “Tiger” name was claimed in Germany by Krupp, who used it on one of their trucks. There was also a Panhard Dyna Z Tiger at the same time. The Tg500 incorporated several features from the Kabinenroller platform on which it was based, including the narrow body with tandem seating, the transparent acrylic bubble canopy, the low stance, and the direct steering. The narrow body, and corresponding low frontal area, was achieved with tandem seating, which also allowed the body to taper like an aircraft fuselage, within a practical length. The tandem seating also centralized the mass of the car along the longitudinal axis which, combined with the low centre of gravity, low weight, and wheel placement at the vehicle’s extremes, gave the Tg500 good handling characteristics. A more minor advantage of tandem seating was that it made a mirrored export version to countries that drive on the left superfluous. The centre of gravity of the car was at the rear seat, which meant that the presence or absence of a passenger did not change the handling characteristics of the car. Except for the Sports Roadster model, entry to the Tg500 was through a canopy door hinged on the right side of the vehicle. The door included both the windows (windshield, window frames on all but the Roadster models, folding top on Roadster and Kabrio models, and acrylic bubble on other versions) and the frame in which it was set, extending from the right side of the monocoque tub to the left. On Sport Roadster models, the canopy was fixed and there was neither a top nor any windows at all, only a tonneau cover. The bubble top on the Tg500 was the same as the one used on the KR200. The Tg500 ran on a 494 cc air-cooled two-cylinder two-stroke engine positioned transversely over the rear wheels. The engine, designed by Fichtel & Sachs, was built by FMR. The Dynastart starter/generator unit was belt driven, and had a fan at each end of the unit, one to cool each cylinder of the engine. Unlike the KR175 or the KR200, the Tg500 had a reverse gear in its transmission, which was part of a transaxle unit. The controls of the Tg500 were similar to those of the KR200 except for the Tg500’s single starting mode for the engine and its H-pattern gearshift with reverse gear and no auxiliary lever. A tachometer was offered as an optional replacement for the clock. Apart from the use of 4.40 x 10 tyres all around and an increase in front track from 108 cm (43 in) to 111 cm (44 in), the front suspension and steering were the same as that on the KR200. The rear suspension was fully independent, with universal joints at both ends of each halfshaft, located by lower wishbones and coil springs with concentrically mounted shock absorbers. Unlike the three-wheeled Kabinenrollers, which had cable-operated mechanical brakes, the Tg500 had hydraulic brakes. In stock form, the Tg500 accelerated from rest to 60 mph (97 km/h) in 28 seconds and went on to a top speed of 78 mph (126 km/h). At a similar price, the first series of the Austin-Healey Sprite accelerated from rest to 60 mph (97 km/h) in 21 seconds and went on to a top speed of 82 mph (132 km/h)

Ford Crestline: The Ford Crestline was introduced as the top trim level of the 1952 Ford range, above the intermediate-level Customline and base level Mainline. It was offered in Victoria, Sunliner and Country Squire versions with 2-door hardtop, 2-door convertible and 4-door station wagon body styles respectively. Crestlines were offered only with a 239 cu in (3,920 cc) “flathead” V8 engine. The Crestline was updated with minor styling and trim changes for 1953. It retained its position as the top trim level in the Ford range while body styles and engine availability also remained unchanged. For 1954 the Crestline was again updated with minor styling and trim changes. Fordor Sedan and Skyliner versions were added, the latter being a 2-door hardtop with a tinted acrylic glass panel in the front section of the roof. 13,144 were sold in the single year of production, more than the two years of Crown Victoria Skyliner production that would follow. New 223 cu in (3,650 cc) straight-six and 239 cu in (3,920 cc) overhead valve V8 engines were offered. The Crestline was replaced by the Ford Fairlane in the 1955 Ford range. This 1954 example is a two-door Victoria version featuring a 239ci Flathead V8, the largest engine option available. The car was restored in its original Coral and White colour combination prior to the current owner’s purchase in 2000 and was paired with a rare Kompak camper trailer that was restored to match in 2018. An eye-catching representation of American motoring history, this Ford Crestline trailer combo is now being offered for auction by its seller out of Montana. This example was fully restored under prior ownership in its original combination of Coral (NM) paint with a contrasting white roof. It features a chrome grille, bumpers, and body mouldings as well as polished windowsills with “Victoria” script, dual polished mirrors, removable rear wheel covers, a fender-mounted antenna, and V8 badges on the front fenders. It rides on 15” wheels with chrome-three spoke hubcaps, coral accents stripes, and whitewall tires. The accompanying Kompak trailer was restored in a matching theme and is said to be one of only 6 surviving examples out of the 16 produced in total. The cabin features bench seats trimmed in Coral and White upholstery with contrast piping and matching door panels. A white two-spoke steering wheel is mounted ahead of a white-painted dashboard with an engine-turned aluminum fascia, a vintage radio, a locking glovebox, and a 110 MPH speedometer. The Kompak trailer is lined with carpeting and includes an integrated top-mounted fishing boat, a canvas tent cover, opening side windows, a forward storage compartment, and a rear kitchenette with a period Coleman stove, cooler jug, and ice box.

Shelby Series One: The Shelby Series 1 is a high-performance roadster designed by Carroll Shelby and produced by Shelby American. It was powered by Oldsmobile’s 4.0-litre L47 Aurora V8 engine. Unveiled at the 1997 Los Angeles Auto Show, it was intended to be a modern day reinterpretation of the original Shelby AC Cobra. Despite initial claims that the car was entirely built in-house, much of the production run was overseen by General Motors with much of the components used from their parts bin, including the powerplant. Prior to production of the Series 1, significant costs were incurred in testing and certification required to conform to 1999 Federal Motor Vehicle Safety Standards. In early 2000, Shelby announced a retroactive price increase but were forced to backtrack within a few weeks. Another developmental issue was the car’s soft top; these were not attaching properly and required reengineering after the first sixty-plus cars had already been built. Thirty cars had been delivered without convertible tops and technicians were sent to install them at buyers’ homes. A production run of 500 cars had been announced, but in total 249 of the Series 1 were constructed by Shelby American, all as 1999 models. The engine was rated at 320 bhp with two upgrade options available. The first option, called X50 cost US$20,150. It was supposed to add an additional 50 bhp to the engine’s power output. The second option included the addition of a supercharger costing US$35,100 which increased the power output up to 450 bhp. Shelby American Records show only 11 cars were built with both X50 and the supercharged options. Although the X50 package came up short of its advertised gains. The two options worked well together pushing the power output to just over 540 bhp. The X50 optioned cars required a US$4,160 2 piston brake package upgrade. While factory supercharged cars were additionally required to add an US$11,050 4 piston brake package upgrade and were additionally fitted with a special dual disc clutch system. The Series 1 came with all creature comforts of a luxury performance car. It had power steering, power disc brakes, factory air conditioning, power windows, and an AM/FM/CD audio system. The convertible top folded away out of sight in a compartment located behind the cabin. Some cars were sold as a true open top with no convertible tops. The Series 1 had dual wishbone suspension with coil-over remote reservoir dampers mounted inboard, and actuated by rocker arms. The engine was mounted completely behind the front axle and drove a drive shaft supported in a torque tube that spun a 6 speed ZF trans-axle specially modified for the Series 1. The chassis was made of extruded and formed 6061 aluminium. It was welded together and then post-heat-treated for maximum strength throughout. Then aluminium honeycomb panels specially designed were bonded into the floor boards and rocker panels for added structure and stiffness. The body panels were carbon fibre and fiberglass laminate. The engine, torque-tube, trans-axle, and damper mounts were all rubber-isolated from the frame. The supercharged prototypes had an engine power output of 600 bhp and 530 lb/ft (720 Nm) of torque. The Goodyear Eagle F1 tyres specially made for the car, were based on an IMSA racing rain tyres that had been used for the show car. Performance figures include a 0-60 mph acceleration time of 4.4 seconds and a quarter mile time of 12.8 seconds at 112 mph (180.2 km/h). The Series 1 can attain a top speed of 170 mph (274 km/h) – the car weighed 1,202 kg (2,650 lb). During production, Venture Corporation purchased Shelby American. The purchase included the rights to the Series 1 model, but not the rights to produce the “Continuation Series” Shelby Cobras. In 2004, after a subsequent bankruptcy by Venture Corporation, Carroll Shelby’s new company Shelby Automobiles, Inc. purchased the Series 1 assets for pennies on the dollar. Included in the asset purchase were sufficient components to produce several more complete Series 1s. Because the 1999 Federal Motor Vehicle Safety Standards certificate had expired, and the cost to re-certify the car was prohibitive, all Series 1’s produced after that date were completed as “component cars” and delivered with no engine or transmission. Those “component car” models built in 2005 are identified with a seven digit vehicle identification number (VIN) and were designated with a CSX5000 series serial number. The original 249 were production cars with a seventeen digit VIN. A lot of the interior components came from General Motors, such as a Monsoon premium sound system, an A/M-F/M cassette player and CD player radio from Buick, an instrument cluster and climate controls from Pontiac, and a few other parts. After the bankruptcy of Venture Corporation, new investors approached Carroll Shelby with plans to build a Series II (a.k.a.: “Series 2”). The design was much like the Series I, but with restyled bumpers, headlamp assemblies, improved powertrain, more horsepower and other refinements. Three prototype Series II’s were built for introduction at the 2006 Concorso Italiano in Monterey, CA. They were introduced at a price of $225,000 for the production models. Orders with deposits were placed for a limited production run. All but a few production slots sold out in a relatively short time. After the prototypes were completed and before production began, more restrictive US DOT emission and safety standards became law, pushing the cost of Series II homologation well beyond what was originally anticipated. With the significant changes and additional testing required to meet new standards, the project ran out of money and was put on hold. Over $5,000,000 US was invested into the Series 2 project, but only the three Series II prototypes were built.

THE GALPIN HALL OF FAME

Once again, local firm Galpin Motors had an entire hall to themselves in the area which links the West and South Halls. They had a variety of different displays to showcase everything from the latest production electrics to some supercars and a nice display of Porsche models from the last 75 years.

This was the only place to see cars from the Aston Martin product range, with the current Vantage in coupe and roadster forms here as well as the DBX crossover.

There was also a DBS 770 Ultimate, the most powerful production Aston Martin ever, whose uprated V12 engine delivers outputs of 770PS and 900Nm. The car has been extensively re-engineered for enhanced performance, driver engagement and visual drama. Striking styling changes include a new front splitter, dramatic horse-shoe vent and deeper rear diffuser, for improved engine cooling and aerodynamic balance. There are targeted improvements to suspension, steering, transmission and underbody structure accentuate feel, response and agility. Limited edition DBS 770 Ultimate marks the end of current DBS production. Production is limited to 499 examples globally.

 

Galpin are a big Ford dealer, and they had a number of the Blue Oval’s cars on display. One they showed last year was this Ford GT “Beauberry”. You’ve never seen a Ford GT like this before! Galpin Motors President Beau Boeckmann, custom ordered this 660-hp 2022 Ford GT with a one-off show stopping factory custom paint colour properly named Beauberry. This GT is loaded with interior and exterior factory options. The unique interior includes a serialized IP badge, F1-inspired steering wheel wrapped in ebony Alcantara, LED rev counter, matte carbon bezel and a set of fixed carbon fibre Sparco seats with leather wrapped bolsters and reclining functionality.  The exterior features an aero optimized design in full carbon-fibre, speed-activated splitter and keel deployable rear wing. Triple digit speeds and apex monster handling comes easy with Brembo carbon ceramic brakes on forged aluminium 20 x 8.5-inch front and 20 x 11.5-inch rear wheels wrapped on sticky Michelin Pilot Sport Cup tyres. Aside from being a supercar with raw performance, this Ford GT stands out in the crowd with its brilliant paint and unique interior.

Also here were a number of Mustang models and a sizeable showing of the Bronco.

This was the only place in the show to see a Land Rover product, specifically the latest Defender. This one is a 110 model and it features a custom painted Milltek Urban Body Kit, a Cerakoted Exhaust and 285/45R22 Nitto Recon Grappler Tyres.

Outside the main hall, in the corridor connecting the South and West Halls were a trio of classic Lotus models, the Plus 2, Esprit and Eclat. The Plus 2 dates from 1969. Following in the wheel tracks of the radical Elite, Lotus’ equally brilliant Elan proved to be Colin Chapman’s most successful venture to date. The Elite made headlines with its highly advanced fiberglass semi-monocoque body with a steel backbone chassis that gave it superb handling in a featherweight package. While the Elite was highly regarded for its deft handling and brisk performance, it suffered from quality control issues and a high price, which hampered sales. The Elan addressed many of the Elite’s quality issues, and the costs were kept low by replacing the costly Climax engine with a Ford-based four-cylinder topped by a twin-cam head. Lotus retained the rigid and light backbone chassis to ensure precise, balanced handling. The Lotus Elan proved to be a massive success, and Lotus production was booming throughout the 1960s and into the 70s. Very early into the Elan’s development, Colin Chapman ordered the addition of a “family man’s Lotus” to the lineup, returning nearly the same performance as the Elan but with more luxury, sophistication, and a bit of extra space for children or luggage. Chapman asked for a car with “the front of an Elan and the rear of an Elite,” so designers stretched the Elan’s chassis and revised the styling to better suit the longer wheelbase. The result was the Elan +2, introduced in 1967. Finished in a period appropriate shade of Jaguar willow green over a freshly restored blue leather cabin, this 1969 Elan +2 is an appealing and usable example of Colin Chapman’s remarkably capable Grand Tourer. It is the subject of a good quality cosmetic restoration, exhibiting attractive paintwork, excellent chrome, and factory-appropriate panel fit of the fiberglass body. On close inspection, some minor paint imperfections are visible, yet the car has a consistent overall finish quality. The clean and uncluttered exterior is finished with a set of period-correct Minilite center-lock alloy wheels fitted with appropriately vintage-looking Vredestein tyres. Despite its relatively small capacity, the Ford-based, 1,558cc Lotus Twin Cam ‘four packs a healthy punch, giving the feather-light Elan +2 impressive performance. It breathes through a pair of Weber 40 DCOE carburetors, features a tubular exhaust header, and sends power rearward via a four-speed manual gearbox. This rare and appealing Elan +2 is a charming example of the breed,

This 1977 Lotus Eclat Series 1 is a left hand drive USA spec example, one of around 540 produced for the US, Canadian, and Japanese markets. The odometer reads 31k miles and is believed to be correct. Originally yellow, the car was given a complete colour change sometime in the past to the current Lotus Laser Blue. It is factory equipped with a 5-speed and A/C and comes with a Lotus Certificate of Vehicle Provenance confirming the car retains its original engine. The paint remains in good condition and the car runs and drives well. Over $10,000 in recent service has been performed including refurbished brakes, new tires, rebuilt carburettors, and engine tuning. The interior is believed to be largely original and remains in good condition overall. There are split seams in the seat bottoms for both the driver and passenger seats, and the driver’s seat needs to be re-dyed where the tan colour has worn away. This model came equipped with air conditioning from the factory. It blows cold when freshly charged but has a leak somewhere in the system. This Eclat has the original California smog equipment, including air pump and catalytic converter, and recently passed its previous emissions test.

This 2003 Lotus Esprit is one of 79 Final Edition examples produced over the course of the 2003 and 2004 model years. It is powered by a twin-turbocharged 3.5-liter V8 paired with a five-speed manual transaxle and is finished in Mustard Yellow over black leather upholstery. Equipment includes pop-up headlights, body-color and tinted-glass removable roof panels, a rear wing, staggered-diameter wheels, AP Racing front brake calipers, and an Alpine audio system. The car was first delivered to Prestige Imports of North Miami Beach, Florida, and was acquired by the current owner in May 2015. Service since December 2021 has included repairing the engine wiring harness, changing fluids, and replacing the oil pressure switch, crankshaft sensor, idle air control valve, spark plugs, and fuel pumps. This Esprit Final Edition now has 15k miles and is offered by the seller on behalf of the owner with a Lotus Certificate of Vehicle Provenance, manufacturer’s literature, a clean Carfax report, and a clean Florida title in the owner’s name.

Inside the hall were the two current production cars, the Emeya and Emira.

A display of EVs included the Ford Mustang Mach E, Polestar 2 and the Volvo C40 Recharge

Among other brands was this example of the current Honda Civic Type R.

Celebrating 75 years of Porsche, there was a nice array of models, from a 356 to the different generations of 911.  As winner of the “People’s Choice” Award at the 2021 Porsche Restoration Challenge, this 1955 Porsche 356 Speedster  has been featured in dozens of publications. This specific 356 was built July 29, 1955 and imported through Max Hoffman’s dealership and has spent its whole life in California. The prior owner, of 50 years, had done customizing work to it, so Galpin knew it couldn’t be restored back to perfect original condition. Under the direction and vision of Beau Boeckmann, the team at Porsche Santa Clarita created a period correct custom, which is what we would have done if Galpin had a Porsche dealership in 1955. The body of the 356 was upgraded with shaved rocker mouldings and rear reflectors, a louvered deck lid, and filled, smoothed and chromed bumpers. A custom-mixed Blue-Green paint from PPG accents the tailored body, as does a set of 1960 magnesium Halibrand knock-off wheels finished in House of Kolor gold with a matte clear finish. Under the rear decklid lies an upgraded 1600SC flat-four air-cooled pushrod engine with chromed components mated to a 519 transaxle. The interior features red leather with tartan inserts and colour-matched Blue-Green trim. Porsche Santa Clarita technician Nicolas Briseno carried out the mechanical restoration while Dave Shuten of Galpin Speed Shop completed the body and paint modifications.

This one is a 1960 Porsche 356 B Super 90. While the name Ernst Paulsson is unfamiliar to latter-day sports car enthusiasts, he was an up-and-coming figure when a racing accident tragically cut his career short at age twenty-five. Paulson, described as among Sweden’s best young drivers of the day, was competing in an event in 1965 when his Elva-Porsche collided with another entrant. The Elva’s minimal roll-over hoop wasn’t tall enough to protect him from severe head injuries. Sadly, following the accident, he never drove again.  Prior to racing the Elva, Paulsson was successful in an Abarth Carrera but also owned this 1960 Porsche 356B Super 90 coupe. Its factory Kardex says it was delivered new to Swedish distributor Scania Vabis on October 6, 1960, finished in Signal Red and Paulsson took ownership a few days later. It appears to have been last registered in the 1970s and was then simply parked under a makeshift outdoor shed in northern Sweden and left to deteriorate. In 2016, it was discovered by Swedish muscle-car magazine Gasoline, whose editors decided to bring it back to life. Knowing nothing of its past ownership at that point, the magazine partnered with a Stockholm auto restoration school and a speed shop known for building American-style hot rods to rebuild the car. Progress reports were published on a regular basis, and readers soon provided a historical context. The goal was to properly rebuild the chassis, but retain the body’s patina. The badly rusted floors and some other panels were replaced and a new gas tank with a through-the-hood racing gas tank filler was fabricated. The body was pretty much left as found, although some severely rusted areas were creatively patched. A special coating was applied to the “rusted areas” to preserve its special appearance. The shop also added hood and engine lid straps, hand-painted logos, pinstriping, and a racing number. An engine acquired with the car, a replacement unit believed to be from a 1964 356 C 1600, is described as having been rebuilt and running well.  Real Super 90s are rare and desirable, and this example’s fascinating story and patina certainly lend to its allure. The car has been the visual star of the consignor’s collection and has attracted lots of attention from visitors of his collection.

Oldest of the 911s was 1974 Carrera in Birch green.  For 1974, the 911 underwent a drastic change – the most drastic in the then-decade-old vehicle. These cars would be referred to as G-body cars and would offer improvements over the preceding 911 versions. The front and rear bumpers were updated to conform to changing safety standards, engine displacement for the standard 911 was increased to 2.7L, and the cockpit was improved for better ergonomics and usability. The example on display is the 13th G-body car produced, and amongst the oldest still-surviving examples. The first 10 were used for crash testing.  This example was used to present and launch the G-body 911 for the US market. Recently, it was restored back to factory specification and sports a matching-numbers engine and transmission. Features include a Birch Green exterior over a Black leatherette interior with a Blaupunkt sound system.

Making another appearance here, having been seen also in 2022 was this rather dramatic looking car, a Galpin-modified Safari-themed 1974 911 Carrera. The ’70s stripe theme is erm, very period! It has all the hallmarks of a crazy-but-functional Porsche build: a wild and loud main colour, those amazing-looking graphics, and the right mods that make it not only look right but ready to hit the dirt. It even features a functional roll bar and harnesses for this Targa-topped Safari Porsche. Plus, there is a proper set of Safari-ready wheels with these Braid Fullrace A 16-inchers with a set of BFGoodrich All-Terrain T/A tyres in LT215/65R16. This wheel and tire combo can fit under the fenders thanks to a Stage 4 Elephant Racing Safari suspension with MCS coilovers to keep the body in full control. This modern suspension is backed by a modern 986 Boxster brake system all around. Of course, no true safari-ready vehicle can really be called such without a set of off-road lights. This 1974 Carrera uses a functional set of TRE lights within its hood-mounted TRE lightbar (and, as seen here, a cover). Another interesting bit are the speedholes cut into the front bumper and its period correct 1973-inspired ducktail spoiler on the rear deck.

Porsche Santa Clarita and Galpin Auto Sports have been participating in the Porsche Classic Restoration Challenge since 2021. For 2023, we chose a coveted yet tired 1988 Porsche 930 Slantnose for the build. The risky transformation tested the skills of the talented individuals involved. The end result, as you can see, is a ruby amongst diamonds, featuring 1980s touches like the Ruby Stone paint, heritage-inspired stripe, pasha interior trim, and 964-derived front and rear bumpers.

In 1973, Porsche created the Carrera RS 2.7 for homologation purposes. What followed was perhaps the most revered example in Porsche’s catalog. Drivers fell in love with the race-car performance somehow available in a road legal vehicle. A race car for the street is what the “RS” badge would represent. To homologate the Carrera Cup car for competition, it was mandated that road-going examples be produced. Porsche decided to create the Carrera RS and offer it to the public.  In the pursuit of weight savings for increased track performance, certain concessions were made. It sports manual windows, no air conditioning and radio and very little sound deadening. All these reductions shaved 300 lbs of weight compared to the standard 911 of the era; the vehicle weighs around 2,700 lbs. The lightweight nature coupled with enhancements to the engine, gearbox and suspension make the Carrera RS amongst the most desirable 911 variants to exist. The Carrera RS was never sold new in the US. 1,580 examples were produced for the rest of the world – this example was originally delivered to Japan. Being left-hand drive in a right-hand drive market was seen as a status symbol – making the vehicle appear even more exotic and foreign. Of the vast catalog of Porsche colours, Rubystone Red stands out as a favourite for many – which this example was painted. Rubystone Red was made famous on the Carrera RS and examples painted in the colour have become highly desirable amongst collectors.

This 2016 Porsche 911 GT3 RS may very well be the finest that Galin say they have ever seen. This stunning example in impeccable condition is ready to hit the tarmac to deliver maximum driving pleasure. It is finished in Lava Orange over a leather interior with accents in Lava Orange as well.  Additionally, it comes equipped with front excel lift, integrated navigation, steel brakes, LED headlights and an extended range fuel tank. A rear-mounted fixed spoiler and front splitter allow for maximum aerodynamic efficiency at high speeds. The power plant is a 4.0L flat-six sending power to the rear wheels via a 7-speed PDK transmission. The Porsche 911 GT3 RS has become the vehicle of choice for those who want something close to a race car that is road legal.  The GT3 RS is at home on the track as it is on some of the world’s finest roads. Its lightweight construction, increased aerodynamics and powerful drivetrain make it one of the quickest cars available. Advanced suspension dynamics, precise steering and powerful brakes give the driver an experience unlike anything else. All those and more are the reason why at any given time, there is a GT3 RS overtaking on the racetracks of the world and stunning attendees at the local Cars and Coffee.

The new 911 Sport Classic is the second of four collector’s items that Porsche has presented from its Heritage Design strategy. A total of 1,250 examples of the limited-edition model by Porsche Exclusive Manufaktur will revive the style of the 1960s and early 1970s. Like its immediate predecessor, the 997-based 911 Sport Classic presented in 2009, the appearance of this model is inspired by the original 911 (1964 – 1973) and in particular the 1972 911 Carrera RS 2.7.

There were also a couple of bb modified cars. This is a 1984 Porsche 930 Turbo BB Buchmann. The Porsche 911 has enjoyed a cult-like status amongst purists who desire originality and period-correct examples. Simultaneously, organizations such as RUF and Singer create drastically-altered 911s and mould it into what their vision of the car should be. One such firm, the Germany-based BB Auto, is perhaps the most influential modifier of Porsches. Aside from being pioneers in vehicle sound systems, BB Auto created unforgettable designs. One of their most ground-breaking is this 1984 930 Turbo BB. This example was delivered to BB’s Frankfurt headquarters in 1980 just after leaving the Porsche factory as a standard 9320 Turbo. Mechanically, it remains unchanged over a standard 1980 911 Turbo.  The transformation would include a slant nose front end with 928-inspired headlights, air ducts behind both doors, and custom BB 15” wheels. The interior would receive a 16-speaker Blaupunkt audio system, Recaro power seats with pasha inserts and a leather-wrapped MOMO steering wheel.

The second was transformed rather more dramatically. Based on a 1977 Porsche 928, this one has now got a convertible roof among the many changes made to the car.

And finally, there were two examples of the Danish Zenvo supercar here.

KEVIN HART KOLLECTION

Extensively promoted before the Show, this was a special feature that was held in the smallest of the main halls, the one that has always in the past been occupied by Porsche. With their absence from the event this time, something was needed to fill it, and this was the result. Kevin Hart is a megastar comedian, actor, and entrepreneur, and a huge car enthusiast who agreed to bring 11 of the cherished vehicles from his personal car collection for the very first time at the LA Auto Show. We were told that in addition to his amazing cars, the Kevin Hart Kollection Hall would feature integrated video, live DJ’s, interactive photo booths and partner activations inside the hall, including a VIP lounge featuring signature tequila drinks as well as delectable treats and nutritional samples to keep everybody’s energy up for a day of automotive exploration. Hmm…….. not quite my scene, really, but some of the cars were nice!

1959 Chevrolet Corvette “Mint Condition”

1966 Chevrolet Chevelle “Darkness”

1969 Chevrolet Camaro “Bad News”

1965 Ford Mustang “Secretary”

1966 Pontiac GTO Convertible “Money”

1969 Plymouth Roadrunner “Michael Myers”

1970 Dodge Challenger “Bane”

1970 Dodge Charger “Hellraiser”

 

1987 Buick Grand National “Dark Knight”

2023 Ferrari 812 Superfast Competizione

REVATIO MOTORSPORTS

AND MORE

There was more. A whole hall more, downstairs, the Kentia Hall. This is full of custom and modified cars, and trade stands. I had a quick one around it, and found nothing to my taste at all, and did not feel the need to record what I saw by photo at all.

As well as looking at cars, it was possible to try some of them out. In accordance with a strong EV theme to the Show (even if the newcomers were more SUV oriented this time< there was quite a range of EVs on the Electric Avenue that you could queue up for and go and test on a nearly 1 mile track around the complex. Makers offering this included Cadillac, Chevrolet, Ford, Kia, Lucid, Polestar, Porsche, Volvo, and Verge Motorcycle. It proved very popular and the queues were pretty long all day, so I did not bother.  As an alternative, you could ride-along indoors with Indoor EV Tracks, which showcased Ford, Hyundai, Nissan, and Volkswagen. For the first time, Ford featured an indoor to outdoor test track starting in their exhibit.

It was certainly disappointing to find not just that Stellantis had pulled out of the Show, but also that some of the other marques that were here in 2022 – namely Lincoln, Mazda, Polestar, Porsche, Vinfast and Volvo – were absent this time, with no brands deciding they missed out and thus making a reappearance. The organisers did a good job in ensuring that the show did not include obvious big empty spaces, and there was still plenty to see here so this was an entertaining way of spending some time, though you certainly don’t need a whole day to see it all in its current form. I only stayed as long as I did as it was exceedingly busy when I first arrived and I had to wait for the crowds to reduce before I could get a proper look. It will be interesting to see what happens in 2024.