-an OD of Love-

So, Yamaha has decided to celebrate their 50th anniversary by unveiling a new version of their Nmax scooter in Indonesia. They’ve called it the Turbo, but hold your horses—this thing isn’t actually turbocharged. The name might suggest otherwise, but Yamaha's playing a bit of a trick on us here. What we have is the Nmax Turbo, and while it lacks a turbocharger, it does pack a punch with some snazzy upgrades. The real kicker? Yamaha has outfitted this special edition with an electric CVT gearbox. Yes, you heard that right—an electric CVT. This isn’t just any old gearbox; it’s been tweaked to improve acceleration, boasting two distinct modes: “Sport Touring” and—you guessed it—“Turbo.” Now, when you flick it into Turbo mode, the CVT provides an extra burst of power to make overtaking a breeze. It’s the first time Yamaha has slapped this tech on a scooter, so it’s a bit of a big deal. Aside from this electric wizardry, the rest of the scooter remains unchanged. It still sports a 155cc

Is it Worth Getting an Unknown Brand to Save €500? Not Really . Let's cut to the chase. We've got two crossovers here: Honda and Voge, in a classic Japan vs. China face-off. They’re both well-equipped, versatile, and anything but entry-level. But should you go for the cheaper, lesser-known brand to save €500? The short answer: is a big fat NO . Pricing Smackdown Let’s talk numbers first. The Honda NX500 is priced at €7,600, while the Voge 500DS comes in at €7,150. you’re looking at a €500 difference. For that little amount, you’re always better off with the Honda even if the price is €1000 less. Here’s why. Head-to-Head: Honda NX500 vs. Voge 500DS Honda has been the king of this segment since the CB500X days. Now, the NX500 continues the legacy with serious competition from Voge. But despite the 500DS  being a well-designed bike with some Italian flair, it doesn’t quite measure up. The Breakdown Heritage: Honda’s pedigree is unmatched. The NX500 carries the legacy of the iconic

The sheer stupidity of humanity! Here’s a Tesla battery for you. To produce it, you need to dig up: - 12 tons of rock for Lithium - 5 tons of ore for Cobalt - 3 tons of ore for Nickel - 12 tons of ore for Copper You have to move 250 tons of earth to get: - 12 kg of Lithium - 13.6 kg of Nickel - 22 kg of Manganese - 6.8 kg of Cobalt - 100 kg of Copper - 200 kg of Aluminum, Steel, and plastic. The Caterpillar 994A used to move this earth guzzles 1000 liters of diesel in 12 hours. And there you have it, your "zero-emission" car. The greatest scam in history.

Forget the days of solo triumphs. Toyota is eager to crank out more sports cars, but it’s hit a wall—the Japanese giant can't do it alone. Enter the co-pilot strategy: partnering with other brands to bring the thrill back to the road. Case in point, the 2024 Toyota GR86 Trueno Edition.  Now, don’t get too misty-eyed over dreams of a new MR2 or Celica. As much as Toyota's top brass, and indeed all of us, would love a fresh take on these legends, the reality is stark. The market for such niche products is dwindling. Thus, Toyota’s bean counters have been more comfortable sharing the burden. Subaru helped birth the GR86/BRZ, while BMW joined forces for the Supra/Z4. These collaborations make financial sense, but they also keep the flame of performance cars burning. In a candid chat with the Aussie press, Gazoo Racing President Tomoya Takahashi didn't mince words. He admitted Toyota’s solo days in the sports car arena are numbered. “The sports car market is shrinking,” he lamen

Right, forget the Countach. In 2007, Nissan dropped a bombshell that redefined an entire generation. This burly silver coupe tore down the establishment, set the rubble ablaze, and paved a new path forward. With news that the Skyline GT-R namesake is dead—at least on our shores—it feels like the right time to take stock. Indeed, the R35 Nissan GT-R arrived with a bang that very year. For a middle-class Millennial kid like myself, the R35 seemed to have crawled from a sizzling impact crater like some gleaming alien mech. Those core memories remain. But the GT-R left us with something far more important when the dust settled: a performance-car formula that would dictate everything hence, from BMW to Tesla, even as the R35 itself faded into obsolescence. Maybe that initial feeling of an alien mech landing is hard to remember now. After all, it was 17 years ago. Or perhaps it’s because the GT-R has changed so little since its debut. The R35 feels like old wallpaper. But if you adjust those