For years, electric mobility has been shaped by predictable patterns: bigger batteries, denser charging networks, and efficiency improvements that feel more evolutionary than revolutionary. Yet the dependency remains the same: riders still need plugs, stations, and the infrastructure that powers their daily movement. In the middle of this familiar landscape arrives a concept that doesn’t try to optimize the system but instead questions why the system needs to exist at all. The SOLARIS Self-Charging Solar Motorcycle by MASK Architects challenges the core assumptions of electric mobility with a vehicle that produces its own energy and redefines the relationship between rider, machine, and environment.

Developed by Öznur Pınar Cer and Danilo Petta, the SOLARIS approaches mobility as something closer to a self-sustaining organism than a machine waiting to be recharged. It operates entirely on power it generates itself, eliminating reliance on fuel stations, external charging points, or electrical grids. This shift reframes freedom for riders, offering movement that isn’t conditioned by access to infrastructure or energy markets. It introduces a future where independence is built into the vehicle, pushing the concept of autonomy far beyond driving modes or connected features.

Designer: MASK Architects

The technology that enables this transformation begins with next-generation photovoltaic cells integrated into the motorcycle’s structure. These high-efficiency solar elements convert light into energy throughout the day, ensuring the system remains active under varying conditions. A defining feature of the SOLARIS is its deployable charging mechanism, which expands into a protective wing when the motorcycle is parked. This design increases the solar capture area by up to 150 percent, allowing the battery to be replenished whether the vehicle is in motion or stationary. The result is a power source that continuously supports itself, removing the downtime associated with conventional charging and allowing the vehicle to remain ready for use without external input.

Visual identity plays an equally important role in its appeal. The deployable wing draws inspiration from the structure of a dragonfly’s wing, merging natural efficiency with a mechanical aesthetic. This biomimetic approach gives the motorcycle a distinctive presence while reinforcing its connection to the environment it relies on for power. The blend of organic influence and engineered precision creates a form that communicates both purpose and innovation, capturing the attention of users who value sustainability and future-focused design.

The potential impact of a self-charging motorcycle extends beyond individual riders. Without dependence on fuel or electricity networks, the concept becomes a practical solution for remote regions, developing communities, and delicate natural environments where infrastructure is limited or intentionally preserved. For logistics operators, tour providers, and municipal programs, the removal of energy costs and reduced mechanical complexity offers clear economic advantages and faster returns compared to traditional electric models.

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Electric racing has always been about progress—each generation of Formula E machinery redefining what’s possible for battery-powered performance. From the original Gen1 car that barely completed a race on a single battery to the sleek, aerodynamically advanced Gen3 that pushed 200 mph, every leap has mirrored the rapid evolution of EV technology itself. Now, the newly unveiled Gen4 signals another turning point; one that blends raw speed, cutting-edge control systems, and true sustainability into a single statement of intent for the sport’s future.

Set to debut in the 2026–27 ABB FIA Formula E World Championship, the Gen4 car represents a substantial step forward in both engineering and purpose. It delivers 450 kW (around 603 hp) in race trim and up to 600 kW (over 800 hp) in Attack Mode, nearly 200 hp more than the outgoing Gen3 machine. The boost is complemented by a new permanent all-wheel-drive system, which, unlike the Gen3’s limited use of front-axle regeneration, remains active throughout the race. This not only improves acceleration and grip but also introduces an unlimited traction control system and anti-lock braking for sharper, more consistent handling.

Designer: Formula E

Energy recovery has also been significantly enhanced. The Gen4’s regenerative braking now peaks at 700 kW compared to Gen3’s 600 kW, allowing for faster recharge during races and fewer compromises on pace. Its usable battery capacity rises to 55 kWh from 51 kWh, enabling teams to adopt more flexible strategies while sustaining higher outputs for longer durations. Combined with new aero options, high-downforce for qualifying and low-downforce for race conditions, the car offers tunable performance that better suits diverse circuits and race formats.

Visually and structurally, the Gen4 is sleeker yet more responsible. Built from 100 percent recyclable composites and containing at least 20 %percent recycled material, it reinforces Formula E’s environmental focus. The design is a collaboration between the FIA and Spark Racing Technology, refined with input from manufacturers such as Porsche, Nissan, Jaguar, Stellantis, and Lola, all of whom are integrating lessons from the track into road-going EV programs.

When compared to its predecessor, the Gen4 is more than just a performance upgrade; it’s a philosophical evolution. The Gen3 prioritized efficiency and lightweight engineering, but the Gen4 couples that efficiency with unprecedented power delivery and stability. It bridges the gap between electric precision and traditional motorsport spectacle, pushing top speeds beyond 209 mph while maintaining a smaller carbon footprint than ever before.

As Formula E enters this new era, the Gen4 car embodies the championship’s original promise – to make electric racing not only sustainable but thrilling. The sport is no longer proving that EVs can perform; it’s demonstrating how they can outperform. For fans and engineers alike, the Gen4 marks the moment electric racing stops chasing its combustion past and starts shaping motorsport’s electric future!

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You don’t necessarily need a van or a pickup truck to have a camping rig capable of going off-grid for weeks on end. Wheelhome believes Tesla’s popular Model 3 is an ideal candidate to transform into a camping legend with a roof camper that fits seamlessly against its curving roofline.

The British manufacturer has been building compact camper cars and tiny caravans for more than three decades, but this latest conversion (or installation, rather) gives EV campers something entirely new to think about. With no modifications required to the car per se, Wheelhome has been able to turn the Tesla Model 3 into an electric rooftop camper complete with a sofa cum bed, an equipped kitchen, a sink, and a portable toilet, all within the camper’s full standing room and naturally lighted interior.

Designer: Wheelhome

The entire setup is made possible by mounting the Wheelhome Dashaway eRC (electric roof camper) onto the roof of the Model 3. Designed to sit on an additionally purchased Tesla roof rack and towbar, the Dashaway pop-up camping rig starts at about £23,400. It is a rooftop camper with a fast set-up time and an elevating roof, which adds roughly 150 kg of dead weight and turns the Tesla into a campervan-like facility for up to two people to share.

Dashaway eRC is a practical solution for the top of a Model 3 because, unlike the hard-sided rooftop tents, it has a nice standing height inside. The pod with a window and a mesh door offers ample natural light inside, while its fiberglass pop-up top keeps the construction lightweight and durable. The spacious interior cabin is good to sleep a couple and also cater to their daytime requirements with a two-seat rear-facing bench (that converts into a bed), plenty of storage just ahead.

The series of cabinetry is topped with a sink and a hideaway porta-potty (portable toilet). The folding counter and cabinets make space for a full-fledged kitchen, which can be packed with an induction cooktop, oven, microwave, and air fryer. Interestingly, the camper’s Water supply, compressor fridge, and the power bank reside behind the driver’s seat (converting the back into a two-seater bench). Behind the folding seats is Model 3’s boot, which is provided with storage containers (two of them a meter long each) for storing and transporting supplies.

You don’t need to be hooked up to a campsite for power; the camper’s battery can be powered by the car’s own low-voltage system, and the campsite electric grid can be used to charge the car battery, when required. The Wheelhome Dashaway eRC on the roof of the Model 3 is completely dismountable. According to the makers, it’s effortless, even a one-person can easily set up and remove the rooftop camper. Of course, you could wonder about the drag and range limitation with the Dashaway on the roof. Early tests suggest there are very few performance issues; yes, the speed takes a dip, but the camping solution doesn’t add more than 10 percent loss of the car’s range.

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The definition of a machine is to make life easier. Whether it’s a simple machine like a lever or a pulley, or something as complex as an electric vehicle, or even the AI you often find yourself using every time you have an obscure question. Machines make life easier by reducing effort – that’s just how they’re defined, but some machines do a better job than others. A wheelbarrow or a wagon does a better job than lifting things and transporting them on foot. So what does a better job than a wagon? An electric-powered one with 500W motors, regenerative braking, remote as well as handle-powered control, and a 12km range that makes transporting heavy items as easy as just applying a gentle push, or pressing a button.

The LITEFAR H1 doesn’t just add a motor to a wagon and call it a day. It’s designed for people who’ve ever struggled with a loaded cart on a hill, or tried to maneuver through a crowded festival while dragging gear, or just wanted to spare their back the strain of hauling groceries from the car. The specs tell part of the story: 200 lbs load capacity, 140L volume, a frame made of anodized aluminum alloy, and solid rubber tires that won’t go flat. But what really sets it apart is how it integrates those features into a cohesive experience. The MoveTrack Algorithm 2.0 adjusts power delivery based on terrain, so it feels smooth whether you’re on pavement, grass, or gravel. The thumbwheel speed dial lets you set your pace precisely, from a slow stroll to a brisk walk, and the cruise switch means you don’t have to constantly fiddle with controls. Even the folding mechanism is thoughtful, collapsing the wagon down to a third of its size for easy storage. This is the kind of design that doesn’t just solve a problem; it anticipates it.

Designer: XIVO

Click Here to Buy Now: $349 $640 (45% off). Hurry, only 53/100 left! Raised over $129,000.

Let’s talk about the dual control system – you’ve got two options: a handlebar with an integrated thumbwheel for precise control, or a remote joystick for hands-free operation. The handlebar is great when you want to walk alongside the wagon, guiding it like a traditional cart but with none of the effort. The remote, though, is where things get fun. You can send the H1 rolling ahead of you while you carry something else, or let it follow behind like a loyal robot mule. It’s not just a gimmick, either. The remote has a 50-meter range, and the wagon’s sensors automatically adjust speed and braking based on the terrain. That means it won’t go careening down a hill if you let go, and it won’t struggle unnecessarily on an incline. The regenerative braking system even recovers a bit of energy when you slow down or descend, which is a nice touch for extending battery life. It’s the kind of feature you’d expect in an electric car, not a wagon.

A 24,000mAh removable battery pack gives you up to 12km of range, which is more than enough for a day at the park, a camping trip, or even a long market run. The battery is also swappable, so you can carry a spare if you’re planning an extended outing. And because it’s USB-C compatible, you can use it to charge your phone or other devices on the go. That’s a level of practicality that’s rare in most gear, let alone a wagon. The H1’s battery isn’t just powering the motors; it’s an integral part of the system, designed to be as useful as possible. Even the charging time is reasonable, with a full recharge taking around 1.5 hours. For most people, that means you can top it up overnight and be ready to go the next day.

The frame is made from durable anodized aluminum alloy, which is lightweight but strong enough to handle the 200 lbs load capacity. The fabric is Teslin mesh, a material known for being breathable, water-resistant, UV-resistant, and easy to clean. That’s the kind of fabric you’d find in high-end outdoor gear, not something you’d expect in a wagon. The wheels are solid rubber, so no worries about punctures, and they’re wide enough to handle rough terrain without getting stuck. The handle is fixed, yet ergonomically designed to accommodate users of different heights. The attention to detail here is what separates the H1 from cheaper, flimsier alternatives. It’s clear that this wasn’t just designed to work; it was designed to last.

One of the most underrated features is the lighting system. The H1 comes with a telescopic lantern that can rotate 270 degrees, making it perfect for camping trips or late-night events. The light isn’t just a gimmick, either. It’s bright enough to illuminate your path, and the telescopic design means you can adjust the height and angle to suit your needs. There’s also a flashlight integrated into the remote control, making low-light or night-time usage easy. It’s the kind of feature that seems minor until you’re fumbling around in the dark, trying to set up a tent or find something in your gear. The lighting system is powered by the same battery as the motors, so you don’t have to worry about carrying extra batteries or chargers. It’s another example of how the H1 integrates multiple functions into a single, cohesive package.

The H1 features a folding mechanism that when collapsed, shrinks it down to just 30cm x 25cm x 80cm, which is small enough to fit in the trunk of most cars. That’s a 40% reduction in space, making it incredibly easy to transport and store. The folding process is straightforward, too, with no complicated steps or finicky latches. That’s important, because if a product is a pain to set up or put away, people won’t use it. The H1’s design ensures that it’s as convenient to store as it is to use. And because it’s lightweight at just 18 kg, it’s easy to lift and maneuver even when it’s not powered on. That’s a big deal for anyone who’s ever struggled with a bulky, heavy wagon.

The handle and remote are interchangeable, and the battery is swappable, meaning you can upgrade or replace components as needed. That’s a big deal for longevity, because it means the wagon can evolve with your needs. The modular design means future accessories can slot into the existing ecosystem, so LITEFAR can theoretically release weatherproof compartments, cup holders, or specialized cargo frames down the road.

The H1 comes in a color called Shadow Green, which is a muted olive tone that fits the outdoor aesthetic without being too loud or too tactical. Early bird pricing starts at $349, and the campaign includes optional add-ons like the Remote upgrade (available for $69, which is 22% off the $89 retail price), extra batteries, foldable tabletop, tow bar, and more. LITEFAR is offering global shipping, making it affordable as well as accessible for a whole host of users around the globe. Urban parents hauling kids’ gear to the park. Festival-goers moving coolers and tents across muddy fields. Photographers transporting camera cases and lighting rigs. Vanlifers and overlanders who need a versatile hauler that folds small and handles rough terrain. Older adults or people with mobility challenges who need help with heavy lifting. After all, a machine should make life easier for everyone, no?

Click Here to Buy Now: $349 $640 (45% off). Hurry, only 53/100 left! Raised over $129,000.

The post Still Dragging Your Cooler? This 500W Electric Wagon Makes Hauling 200 Pounds Feel Weightless. first appeared on Yanko Design.

When Ferrari marks its milestones, it doesn’t merely look back; the Italian marque sketches the future. In honor of its 76-year legacy since the 1949 win at 24 Hours of Le Mans with the 166 MM Barchetta, the company has introduced the Ferrari F76: a purely digital hypercar existing solely as an NFT, ushering in a new era of automotive design and ownership.

Ferrari describes the F76 as the first-ever “digital hypercar,” built not for asphalt but for the blockchain. The project was conceived by Ferrari’s Styling Center under Flavio Manzoni as a legitimate design exercise, rather than a mere digital novelty. The choice of the number 76 commemorates Ferrari’s endurance racing heritage while signaling a bold digital pivot.

Designer: Ferrari

The F76 breaks conventional design constraints by embracing the possibilities of digital space. Its double-fuselage layout separates driver and passenger into two distinct cells, flanking a central channel that transforms the entire body into a giant wing, something entirely unfeasible under road-car regulations. The front features retractable headlights tucked beneath a floating band, vertical side cuts echoing the forthcoming F80 hypercar, and a rear section where four characteristic Ferrari taillights are integrated into a wing-bridge structure.

Ferrari employed generative algorithms and parametric design to optimize the F76’s bodywork for aerodynamics, cooling and ground-effect performance, an approach that Chevrolet might call “physics by code”. Inside the two cockpits, drive-by-wire technology synchronizes steering and pedals so driver and passenger receive feedback in unison, even though in the digital realm “feedback” is to the senses rather than the seat of the pants.

Availability is strictly limited to invitation-only membership in Ferrari’s “Hyperclub.” Each owner selects livery, wheels and interior trim during a three-year drop schedule, then receives a locked-down digital file: a unique NFT that can be held, sold, or displayed in a virtual garage. Pricing remains undisclosed and no real-world counterpart is being built. This is creation at the speed of light, not rubber on tarmac.

With the F76, Ferrari isn’t just tapping into the NFT trend; it’s staking its claim on digital metamorphosis. The project serves as a concept vehicle for design ideas that could eventually filter into road-going models, even though today the F76 is confined to the virtual realm. For enthusiasts of car culture and digital innovation alike, it raises the question: if a hypercar only exists in code, how real is the experience, and how far will that novelty travel into the physical world?

If you’re intrigued by the intersection of hypercar design, blockchain and digital exclusivity, keep an eye on how the F76 evolves—and whether its design DNA migrates into tangible Ferrari models. Consider this your invitation to explore what the future of automotive expression might look like. We also cannot count out the appearance of this beautiful hypercar in game franchises like Forza Horizon or Gran Turismo.

 

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You can be forgiven for not knowing who Axiom RV is. They’re relatively new to the towable RV industry, but their presence is already being felt. Especially with the introduction of the Vendetta, a model designed to set a new standard in fifth wheels and toy haulers through its distinctive design and conceptualization.

The toy hauler market is typically dominated by rugged rigs built for adventurous couples seeking off-the-beaten-path experiences. The Vendetta, however, targets the other end of the spectrum. It’s designed to accommodate larger groups in comfort and style. If you’re a football team planning a camping trip together, this is exactly the kind of experience Axiom RV—founded by three industry veterans—had in mind with their latest offering.

Designer: Axiom RV

What sets the Vendetta apart is not essentially its insignificant clearance from the ground to make it a toy hauler for the days on the unpaved roads, but ideally its mammoth 47-foot real estate that can accommodate up to 12 people without feeling cramped. Based on a triple-axel trailer, the fifth wheeler has a dead weight of roughly 22,000 pounds and is easily the most extravagant camping trailer you can get your eyes on.

This distinction, of course, for most other rigs would start at the exterior or the luxurious interior. For the Vendetta, if I may, it starts at the roof, which has been essentially cleared out of any vents or holes; it’s a clean, new style of roof canvas for the user to explore. The body is made from marine-grade fiberglass with gelcoat, which Axiom proudly highlights, making no use of the unattractive wood or metal. The smooth and interesting finish is also durable. If you have been reading about the trailers and RVs we feature here on the website, you wouldn’t be surprised; most of the new adventure rigs are now employing fiberglass and composite materials in their construction, as Axiom RV boasts.

Once you enter the Vendetta, things really blow up in front of your eyes. The interior is nicely spaced and laid out to feel spacious and capable. And interestingly, the space inside is highlighted by the tall ceiling, which, according to the company, measures 9’10” high. The living area (in the middle) is outfitted with a U-shaped couch with 12 recliners, while the primary bedroom sits in the front of the trailer, and the garage goes into the rear side.  The trailer has four slides to create additional space, along with the convertible living space to sleep up to 12 individuals.

While the solitary bathroom may be a letdown for such a large occupancy, the open spaces, courtesy of a patio and the additional open garage door ramp, provide ample breathing room. Most fascinating still is the Vendetta’s huge rear kitchen. It is packed with extensive storage and large countertop space for homelike cooking on the road. The heating and cooling are catered to by the Mini Split HVAC system and rear-mount generator system, which allows for true pass-through storage. Available in two models: base model V4250 and a higher model V4250SP, priced roughly around $200,000, are provided with an entertainment system with a 65-inch TV, a 170-gallon fresh water tank, a 110-gallon gray water tank, and 200 watts of solar power. There is a range of add-ons that you can look for on the official Axiom website.

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Rivian didn’t simply add another e-bike to the market. Through their new ALSO spinoff, they applied automotive-grade engineering to reimagine what two-wheeled transportation could become when stripped of mechanical constraints. The TM-B e-bike represents a fundamental shift in how we think about pedal-powered vehicles, replacing century-old drivetrain conventions with a software-defined riding experience.

Designer: Rivian

What emerges is a platform for modular micromobility that prioritizes adaptability over specialization. The design philosophy centers on one radical premise: remove the mechanical connection between pedaling and propulsion, then rebuild the entire vehicle around what becomes possible.

Proportions Freed from Mechanical Constraint

Traditional bicycle design bows to the demands of mechanical drivetrains. Chains dictate frame geometry. Derailleurs determine clearances. Gear ratios constrain wheel sizing. The TM-B dismisses these limitations entirely.

The pedal-by-wire system, which Rivian calls DreamRide, severs the physical link between your legs and the wheels. When you pedal, you’re powering a generator. That energy charges the battery, which then drives a motor at the rear wheel. The implications for design freedom are profound.

Frame tubes can be sized for structural efficiency rather than mechanical routing. Standover height becomes a pure ergonomic decision. Wheel placement optimizes handling instead of accommodating chain length. The entire architecture flows from rider needs rather than mechanical requirements.

Full suspension with 120mm travel front and rear creates spatial generosity in how the bike absorbs terrain. Those gold-anodized stanchions aren’t just premium visual cues, they signal a riding experience tuned for urban chaos and trail exploration equally.

Modular Surfaces: One Frame, Multiple Identities

The top frame isn’t fixed structure but rather a design canvas that transforms the vehicle’s purpose in seconds. This modularity enables three distinct configurations without tools or complex adjustment procedures.

Swap in a solo seat configuration, and the TM-B becomes a personal urban runner with dual water bottle mounts. The proportions read athletic, lean, focused. Slide in the bench seat instead, and suddenly spatial relationships shift. The bike lengthens visually. Room for a passenger or substantial cargo alters how you perceive the vehicle’s stance and capability.

Mount the utility cargo rack, and form follows function most overtly. That 77-pound capacity reshapes what this platform enables: grocery runs, equipment transport, daily errands that traditionally demanded four wheels. The transformations require no tools. Seconds to swap. The design intelligence lies in creating attachment points that disappear when not in use while providing industrial-grade strength when loaded.

Each configuration tells a different spatial story while maintaining design coherence. The frame proportions accommodate all three personalities without compromise.

Material Reduction Through Digital Shifting

Eliminating the mechanical drivetrain removes visual and tactile complexity from the entire right side of the bike. This creates unprecedented surface cleanliness that most e-bikes can’t achieve because they still rely on traditional bicycle components.

No derailleur hanging vulnerably from the dropout. No cassette stack creating width at the rear wheel. No chain requiring guards, maintenance, or lubricant. The Gates carbon belt drive (on the pedal input side) delivers power silently and permanently to the generator, not to the wheel directly. It’s designed to outlast the bike itself with zero maintenance intervals.

This material reduction extends to the cockpit. Traditional bikes clutter the handlebars with shifter pods, brake levers, and sometimes throttle controls. The TM-B consolidates everything through a central touchscreen that floats between the grips. Gear selection happens through software, not mechanical clicking. Ten levels of pedal assist adjust seamlessly. Sport, Trail, All Purpose, and Conserve modes reshape the riding character without adding physical controls.

The visual result is clean surfaces throughout. The bike reads as intentionally minimal rather than stripped down, because the design removed complexity rather than hiding it.

Battery Architecture as Design Element

Most e-bikes conceal batteries within frame tubes, prioritizing invisibility over accessibility. The TM-B makes power storage a designed interaction.

Two removable battery options (538Wh and 808Wh) twist free without tools. The larger capacity delivers 100-mile range, extraordinary for a vehicle this size. But range becomes secondary to the design thinking behind making batteries user-facing rather than integrated.

USB-C charging at up to 240W means these packs double as portable power banks. The batteries become part of your broader electronic ecosystem rather than single-purpose components. Pull a battery, charge your laptop at a coffee shop, return it to the bike. The design acknowledges that modern urban life revolves around managing multiple devices, not just transportation.

An e-ink display on each battery provides status without requiring phone connectivity, giving you physical feedback and immediate information. This creates designed confidence where you know exactly how much range remains before needing to swap or charge.

Lighting Rituals: Biomotion Safety

Integrated lighting typically means front and rear LEDs that meet minimum legal requirements. The TM-B’s lighting philosophy comes from automotive safety research.

Biomotion lighting highlights the rider’s body movement (head, arms, legs) rather than just illuminating the bike’s extremities. Studies show that drivers recognize moving human forms faster than static vehicle shapes, especially in peripheral vision. The lighting system transforms the rider into a more recognizable threat that drivers process earlier.

This isn’t decorative accent lighting but rather lighting as designed protective intervention. It borrows from decades of automotive human factors research and applies it to two-wheeled vulnerability.

Security Through Remote Architecture

Physical locks represent designed failure. Cable locks cut easily. U-locks require carrying bulk. Frame locks add weight. The TM-B makes theft functionally pointless through software architecture.

When you walk away, the bike automatically locks the battery, wheels, and frame. Not physically, but electronically. Attempt to ride a locked TM-B and nothing responds. The motor won’t engage. The battery won’t discharge. The entire vehicle becomes an expensive sculpture.

Remote bricking takes this further. Report a bike stolen, and ALSO can disable it remotely. The bike becomes worthless to a thief: not resellable, not rideable, not even useful for parts. Security becomes invisible, permanent, and comprehensive without adding physical bulk or weight.

Regenerative Braking as Range Extension

Hydraulic disc brakes handle primary stopping. But regenerative braking captures energy during deceleration and feeds it back to the battery.

The design outcome: up to 25% range extension from energy that typically dissipates as heat. It’s not dramatic enough to feel like engine braking in an EV car. It’s subtle, seamless, almost unnoticeable, which represents successful design integration rather than engineered compromise.

The system demonstrates how automotive EV thinking translates to micromobility. Every descent, every slow-down, every controlled deceleration becomes an opportunity to extend range without conscious rider input.

Manufactured Variants as Design Personas

Three trim levels don’t just offer different equipment but represent distinct design philosophies about what this platform should express.

The Launch Edition ($4,500, spring 2026) introduces the concept with unique blue, purple, and other launch finishes that communicate newness and differentiation. It’s ALSO announcing they’ve arrived with something visually distinct.

The Performance trim (same price, summer 2026) adds air suspension and higher output motor specs. Design shifts from introduction to capability. This version targets riders who prioritize dynamic range over value positioning.

The Base model (under $4,000, late 2026) strips back to essentials with 60-mile battery and simplified spec. The design message becomes accessibility: getting this platform’s core benefits to wider audiences without the premium finish work.

Each trim tells a clear story about who this bike serves and why. The pricing strategy keeps Performance and Launch identical, making the choice about timing and aesthetics rather than value hierarchy.

The Quad Evolution: Four-Wheeled Platform Thinking

ALSO’s roadmap extends beyond two wheels to pedal-assisted quads designed for cargo delivery.

The TM-Q vehicles represent the same core philosophy applied to different constraints. Remove mechanical drivetrain limitations. Build software-defined platforms. Enable modular transformation. Optimize for bike lane operation rather than automotive infrastructure.

The design thread connecting the TM-B and TM-Q products is platform thinking: creating foundational architecture that supports multiple form factors rather than designing discrete vehicles. It’s how automotive manufacturers approach product development, now applied to micromobility at urban scale.

Form as Manifestation of Vertically Integrated Engineering

The TM-B doesn’t source components from Shimano, Bosch, or other e-bike suppliers. Rivian developed the battery, motor, electronics, and software in-house. This vertical integration enables design decisions impossible with off-the-shelf components. Where most e-bikes still rely on partial automotive supplier components, Rivian’s approach is pure ground-up integration applying full automotive engineering rigor to two-wheeled transport.

The pedal-by-wire system exists because Rivian controlled the entire drivetrain stack. The security architecture works because they own the software. The battery packaging succeeds because they designed the cells and the enclosures simultaneously.

What you see in the TM-B’s form is the physical manifestation of engineering control. Proportion and surface decisions made possible only when every component answers to a single design vision rather than marketplace constraints.

Over-the-air updates will refine this bike’s behavior throughout its life. The riding characteristics you experience at delivery represent a starting point, not a fixed state. Software-defined vehicles evolve. The TM-B’s design accommodates continuous improvement rather than planned obsolescence. Service and repairs happen at Rivian’s automotive service centers, not traditional bike shops, treating the TM-B as an extension of their vehicle ecosystem.

Why This Matters for Design

The ALSO TM-B demonstrates what becomes possible when automotive engineering rigor meets micromobility scale. It’s not about making bikes more expensive or complex but about removing century-old mechanical constraints and rebuilding around what riders actually need.

Modular transformation without tools. Batteries as portable power rather than hidden components. Security through software instead of physical locks. Drivetrain without mechanical compromise. Lighting that makes riders more visible through human factors research rather than brighter bulbs.

Rivian took their EV platform thinking (vertical integration, software-defined experiences, continuous improvement through updates) and scaled it to two wheels. The result challenges what we accept as inevitable in bicycle design.

The TM-B isn’t trying to be a better traditional bike. It’s showing what happens when you throw out the script entirely and rebuild from first principles. That’s what makes it worth studying, regardless of whether you ever plan to buy one.

The post Design Philosophy: When Automotive Thinking Meets Micromobility first appeared on Yanko Design.

In a move that would make Bruce Wayne proud, the AVG Batmobile Tribute roars out of the shadows as a street-legal blend of Gotham grit and German precision. Built upon a Mercedes-Benz CL55 AMG, this one-off creation channels the brooding spirit of Batman’s iconic ride while preserving the mechanical soul of a high-performance AMG coupe. It’s less of a movie prop and more of a real-world vigilante’s dream; honed by equal parts muscle, mystery, and meticulous craftsmanship.

The donor car already had serious credentials. Powered by a 5.4-liter supercharged V8, the second-generation CL55 AMG was tuned by Danish specialist Kleemann to deliver around 600 horsepower. From there, the transformation became an international effort involving AVG Autos in Germany and Specautotuning in Ukraine, both contributing to the complete redesign of the body and systems. The result is a Batmobile that looks like it just rolled out of Wayne Manor’s underground garage.

Designer: Specautotuning and AVG Autos

Visually, the Batmobile Tribute is a pure theatrics saga. Its matte-black composite body features floating wheel arches, dual rear wings, and a network of animated LED lights that bring a futuristic glow to its dark aesthetic. The car sits on enormous wheels that are 400/55-22.5 at the front and 500/60-22.5 at the rear. Wrapped around custom hubs, these boots look ready for Gotham’s roughest backstreets. Details such as vented hoods, faux turrets, and angular armor-like panels give it a cinematic presence, while the underpinnings remain authentically Mercedes.

The Batmobile Tribute packs an array of standout details like floating wheel fenders, twin simulated machine-gun turrets, flip-up doors with integrated windshields, dual rear spoilers, a twin-exhaust setup, and a rear plate proudly emblazoned with “GOTHAM.”

Inside, the cabin mixes AMG luxury with comic-book audacity. Original leather elements are retained but reimagined with carbon-fiber bucket seats, racing harnesses, and digital display screens that add to its high-tech vibe. Analog gauges are recalibrated to a top speed of 320 km/h, hinting that the car’s performance matches its menacing appearance.

The project reportedly cost more than €250,000 ($2,90,500), excluding the base car, which had logged roughly 150,000 km before its reinvention. A third-party inspection was completed in late 2024, ensuring that the finished machine isn’t just for show. In December 2024, it went up for auction through SBX Cars, with bidding starting around $18,000 is a surprisingly modest opening for something so unique.

Whether seen as a tribute to Bruce Wayne’s legendary crime-fighting fleet or as a bold art piece on wheels, the AVG Batmobile Tribute embodies the crossover between fantasy and engineering. It proves that with enough imagination and horsepower, even an ordinary luxury coupe can be reborn as Gotham’s ultimate street machine.

 

The post AVG Batmobile Tribute is a Mercedes-Benz CL55 AMG turned into Gotham’s Ultimate Street Machine first appeared on Yanko Design.

The 2025 Elantra N arrived at my driveway on a Monday morning, and within the first five minutes behind the wheel, I understood why Hyundai’s N division has earned its reputation. This is not a compromised daily driver with sporty aspirations. This is a legitimate performance machine that happens to be practical enough for grocery runs.

Designer: Hyundai

At around $33,000, the Elantra N undercuts the Honda Civic Type R by roughly $11,000 while delivering 276 horsepower through a chassis that feels purpose-built for enthusiast driving. That price gap matters, especially when you consider what you’re getting for the money.

Design and Ergonomics: Cohesive Performance Inside and Out

Hyundai’s “circuit sophistication” shows up everywhere: from the functional front intakes and aero management outside to the way your hands, eyes, and torso interface with the car inside. The Elantra N looks planted because it is, and the cockpit is arranged to help you drive it that way.

Air is managed with purpose outside; inputs are managed with equal intent inside. The N-mode buttons live exactly where your thumbs fall, the paddles are immediate, and the thick-rim wheel keeps your hands quiet and steady. Grippy suede on key touch zones favors control over flash. The heavily bolstered seats don’t just photograph sporty. They hold you when lateral loads build, without punishing you in the commute. Seat bolstering and hip-point height align with the car’s low roll attitude, so you feel the chassis working rather than bracing against it.

Information carries the same restraint. The N-specific cluster surfaces telemetry you want when you’re pushing, yet it never overwhelms during a coffee run. Compared to the GR Corolla’s rally bravado or the Type R’s anime aggression, Hyundai’s drama feels purposeful rather than performative. The Volkswagen GTI offers restrained elegance, the Golf R delivers understated menace, but Hyundai targets buyers who want their performance intentions visible from three lanes away.

If you want your performance car to advertise its intent from three lanes over, the Elantra N obliges. If you want the cockpit to back that up with clean ergonomics and low noise-to-signal while you’re actually driving, it does that, too. The N-specific blue accents and geometric wheel design create visual cohesion that feels intentional rather than applied by committee.

Technology That Stays Out Of The Way

The 10.25-inch touchscreen runs Hyundai’s latest infotainment system with Apple CarPlay and Android Auto. The interface is responsive and logical. I never fumbled through menus trying to find basic functions. The navigation system worked reliably, though I primarily used CarPlay during my test week.

Hyundai’s SmartSense safety suite is standard, including forward collision warning, blind-spot monitoring, and lane-keeping assist. The systems work unobtrusively in Normal mode. They’re more intrusive in Sport modes, which makes sense because the car is more aggressive in those settings. You can disable most features if they annoy you.

The sound system is good but not exceptional. It’s clear and reasonably powerful, adequate for daily use but not audiophile-grade. The active exhaust provides most of the soundtrack anyway, especially in Sport mode where it pops and crackles on overrun like a proper performance car should.

Daily Driving Reality Check

I drove the Elantra N for seven days as my only vehicle. I ran errands, sat in traffic, made highway trips, and attacked back roads whenever the opportunity presented itself. The car excelled in all those scenarios without demanding unreasonable compromises.

Fuel economy averaged 25 mpg in my mixed driving, which included plenty of enthusiastic acceleration and some sustained highway cruising. The EPA rates it at 22 city and 31 highway. Those numbers are realistic if you can resist the urge to use all that power constantly.

The ride quality is firm but never harsh. The engine note at highway speeds is present but not intrusive. The wind noise is well-controlled. This is a car you can live with every day without feeling like you’re making sacrifices for performance capability.

The Competition Context

The Honda Civic Type R costs around $44,000 and offers 315 horsepower with more aggressive styling. It’s the benchmark for front-wheel-drive performance, and it holds that crown for good reason. But that $11,000 price gap is significant, especially when the Elantra N delivers 90% of the Type R’s capability at 75% of the cost.

The Volkswagen GTI offers hot hatch refinement at a similar price point but with less power and a softer character. It’s the mature choice where the Elantra N is the enthusiast’s choice.

What Works And What Doesn’t

The Elantra N succeeds because Hyundai committed fully to the performance mission without half-measures. The chassis is properly sorted. The engine delivers usable power across the rev range. The DCT transmission offers performance and convenience in equal measure. The brakes inspire confidence. These fundamentals matter more than any individual feature or specification.

The styling won’t appeal to everyone. It’s aggressive with large intakes, a prominent rear wing, and N-branded blue accents throughout. You’ll either love the look or find it too much. There’s no middle ground, and Hyundai clearly doesn’t care about attracting buyers who want subtle performance.

The ride quality might be too firm for some buyers, particularly in Sport modes. If you prioritize comfort over handling precision, this probably isn’t your car. But if you value dynamic capability and driving engagement, the firm suspension makes sense.

The Bottom Line

The 2025 Hyundai Elantra N with the 8-speed DCT delivers legitimate performance sedan capability at a price that undercuts its primary competition by thousands of dollars. It’s quick, engaging, practical enough for daily use, and genuinely fun to drive hard. Hyundai’s N division has proven it can build cars that satisfy enthusiast drivers without requiring premium pricing.

This is the performance sedan for buyers who want the driving experience without the luxury brand markup. It’s honest, capable, and more enjoyable than its price tag suggests it has any right to be. After a week of driving it in every scenario from rush hour traffic to empty back roads, I came away impressed by how well Hyundai balanced performance and practicality.

The automatic transmission adds a layer of accessibility without compromising the car’s enthusiast credentials. Whether you’re navigating downtown traffic or attacking a favorite back road, the DCT adapts seamlessly to deliver exactly the experience you want.

If you’re shopping for a performance sedan under $35,000, the Elantra N deserves serious consideration. It’s not trying to be everything to everyone. It’s focused on delivering driving enjoyment, and it succeeds without apology.

The Subaru WRX starts around $32,000 with all-wheel drive and 271 horsepower. It’s a different character entirely, built for rally-inspired traction rather than front-wheel-drive dynamics. The WRX feels more utilitarian where the Elantra N feels more refined.

The post The 2025 Hyundai Elantra N: Korea’s Performance Statement That Actually Delivers first appeared on Yanko Design.

In general, truck campers are built to be stout. It’s the same with the Auriga Explorer as well. What sets this German camper apart from the others, however, is its finesse, materials, and the ample storage onboard. The Auriga Explorer combines the “freedom of a compact four-wheel drive pickup truck” with the “comfort of a luxurious expedition vehicle,” Frank Haltermann, Design Engineer & Managing Director, informs.

Designed for an unforgettable adventure off the beaten track, the Auriga Explorer is manufactured and assembled in Germany. It’s built on either the back of a Ford Ranger or a Volkswagen Amarok, and features a GRP (glass-fiber-reinforced plastic) body. The high-quality composite combines fiberglass and plastic to offer lightweight construction, weather-resistance, and durability for overland travel in a wide range of climates.

Designer: Auriga Explorer

The Auriga Explorer measures 5.85 m long, 2.25 m high, and 2.10 m wide. The interior is 8 sqm, and features a pneumatic pop-top roof, transforming the otherwise compact interior into a spacious home with 2.05m headroom at the highest point. An electro-pneumatic actuation system lifts the two-panel roof while the three button-activated slide-outs in the camper body make room for storage. The pop-up roof fits in a cozy alcove bedroom comprising split beds, which fold upward individually so one person can continue sleeping, while the other gets down to start their day.

It’s not just the upward space creation; the camper can slide out on the sides and the rear as well. The rear slide-out, for instance, serves as the garage storage to carry your gear. Slide-outs on the left and right sides let you store clothes and everyday travel accessories. A tall wardrobe separating the kitchen from the dinette inside can be used for hanging jackets and other necessities. The seating area with benches and a pull-out table offers space for up to six people, which can be used for dining, playing, or chatting with friends/family during the day. When the night falls, the seating area can be transformed into a comfortable guest bed.

The compact kitchen within the Auriga Explorer is provided with a diesel-powered two-burner hob and oven. Just on the opposite side, the removable floor and fold-out walls make space for a shower cubicle, while a dry separation toilet integrated inside can be pulled out when required. This truck camper is only a prototype at the time of writing. The website notes that Auriga Explorer will be available by the end of 2025, though when and for how much remains a mystery. If you’re someone away from Germany, you can take heart from the fact that the camper is designed to fit into a standard overseas container. So, the company should be able to transport it to any navigable corner of the world.

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Porsche revealed the interior of its upcoming electric Cayenne on September 30, 2025, and I’m experiencing the kind of cognitive dissonance that only comes from loving something I fundamentally disagree with. The cabin features what the company calls the largest continuous digital surface in any Porsche to date. Translation: screens everywhere. As someone who prefers minimal dashboard clutter, I should hate this. But Porsche’s execution here is genuinely impressive, even if it represents everything wrong with modern automotive design philosophy.

Designer: Porsche

Let me be clear about my bias upfront. After reviewing vehicles for over a decade, I’ve developed a strong preference for physical controls. Give me a rotary dial for volume, actual buttons for climate control, and a small display for Apple CarPlay. That’s all I need. Everything else just creates more opportunities for distraction and frustration. The industry’s obsession with touchscreens has turned dashboards into iPad showrooms, and I’m tired of it. But then Porsche goes and creates something like this.

Three Layers of Interaction

Porsche’s approach to the Cayenne Electric interior centers on what I’d describe as three distinct interaction layers. First, there’s the glance layer: a 14.25-inch curved OLED instrument cluster that bends horizontally to favor the driver’s sightline, paired with an optional augmented-reality head-up display. This is information you consume without touching anything.

Second is the touch layer, anchored by what Porsche calls the Flow Display. This is where the interface design gets genuinely interesting, and where my skepticism starts to crack.

Third is the tactile layer: physical buttons for key functions that you use most frequently while driving. Temperature, fan speed, volume. The stuff that should never require diving through touchscreen menus when you’re moving at highway speeds.

This three-layer framework represents Porsche trying to reconcile driver focus with customer demand for integrated entertainment. Rather than creating a single wall of glass like some competitors, the brand is using curvature, AR guidance, and selective hard controls to maintain some connection to traditional cockpit ergonomics.

The Flow Display

Porsche’s Flow Display is the center of the Cayenne Electric’s interior story. It’s a curved OLED that drops from the dashboard toward the console, so your wrist meets the glass at a natural angle rather than an upright plane. The curve is functional for reach and for stabilizing taps on the lower interface zones. Directly ahead, the 14.25-inch curved OLED cluster bends along a different axis to favor the driver’s sightline, which keeps EV power, navigation, and assistance info legible at a glance.

Together they make the largest continuous digital surface Porsche has put in a production cabin, but the company still leaves physical buttons for key functions to reduce menu diving in motion. Five predefined color schemes can be applied across the cluster, Flow Display, and passenger screen through a Themes App, turning the software layer into part of the cabin’s material palette.

I’ve seen plenty of curved displays in vehicles over the years, from the Mercedes-Benz S-Class to the Cadillac Escalade. Most feel gimmicky, like the design team added curves just because they could. The Flow Display’s vertical curve actually serves a purpose. After years of stretching to tap screens in various test vehicles, I appreciate the thought behind meeting my fingers at a more comfortable angle. It’s a subtle detail, but one that suggests actual human factors testing rather than pure aesthetics.

The Themes App detail is worth noting because it shows Porsche treating digital surfaces as coordinated design elements rather than isolated screens. You’re not just picking a wallpaper. You’re establishing a visual language across the entire dashboard that integrates with your interior trim choices. For a brand that obsesses over material quality and color matching, this makes more sense than I’d like to admit.

When Two Screens Aren’t Enough

An optional 14.9-inch passenger display lets the right seat control media, apps, and navigation features, with video playback allowed while driving. Porsche says the setup avoids distracting the driver, and several reports add that a polarized layer limits visibility from the driver’s angle. Keep it for road trips and copilots who actually manage routes, otherwise it risks duplicating what phones already do better.

My personal preference would be to use my phone for entertainment content. It’s already configured with my accounts, my preferences, my content libraries. Why do I need a separate infotainment ecosystem that inevitably provides a worse user experience? But I recognize that many people want more integration, more seamless connectivity between their vehicle and their digital life. That’s the market speaking, and manufacturers are listening.

The augmented-reality head-up display projects guidance and speed into the driver’s forward view with an effective size of 8.7 inches. Use it if you like arrows on the road ahead. If you don’t, the curved cluster is already doing the glance work. I’ve used HUDs in countless vehicles, and my opinion on them remains unchanged. Some people swear by them. I find them distracting and unnecessary, one more piece of visual information competing for attention when you should be watching the road.

The Screen Debate

Stephan Durach, BMW’s Senior Vice President for UI/UX Development, recently told BMW Blog that passenger screens are in high demand, especially in larger vehicles. “People are asking for that,” he explained. “People say, ‘I want to have a dedicated screen for consuming content.’ There is room. So, you can think about that.”

I understand the appeal from a product planning perspective. American buyers love options and choices. If some customers want passenger entertainment systems, why not offer them? The counterargument is that just because people ask for something doesn’t mean it’s a good idea. We’re increasingly treating vehicles like mobile living rooms, with every occupant consuming their own content through their own screen. At some point, we’ve lost the plot on what cars are actually for.

What Porsche Isn’t Saying Yet

The interior recently revealed focused on the digital interface rather than full performance specifications. Porsche hasn’t disclosed final power output, acceleration figures, or detailed battery specifications in this announcement. Those details will presumably arrive with the world premiere at the end of 2025.

What we do know is that Porsche will offer an 11-kW wireless charging pad, launching first in Europe in 2026 before expanding to other markets. I’ve tested wireless charging systems in a few vehicles, and while the convenience factor is undeniable, the efficiency loss compared to wired charging makes me question the value proposition. You’re paying more for the privilege of slower, less efficient charging, though the 11-kW capability is reasonably competitive for inductive systems.

Standard air suspension comes on all models, with optional rear-wheel steering that reduces the turning circle. That’s genuinely useful in a vehicle this size, making parking lot maneuvering significantly easier. The Active Ride system from the Panamera and Taycan will also be available, providing impressive body control and ride comfort.

The Electric Cayenne in Context

Porsche’s commitment to keeping the combustion-powered Cayenne well into the next decade reveals something important about EV adoption. The market isn’t progressing as quickly as manufacturers hoped a few years ago. Rather than forcing a full electric transition, Porsche is hedging its bets by offering both powertrains simultaneously. The same strategy applies to the Macan, where the electric version will coexist with a new gasoline-powered model arriving in 2028.

This pragmatic approach makes sense given current market realities. Some buyers want electric. Many don’t, at least not yet. Offering both options maximizes potential sales while giving the charging infrastructure more time to mature. The Cayenne Electric represents Porsche’s best effort at making EVs appealing to luxury SUV buyers who might otherwise stick with traditional engines.

As for the interior’s screen situation, it’s simultaneously the most impressive and most excessive I’ve seen from Porsche. The execution is genuinely impressive, with thoughtful ergonomics and quality OLED displays. The three-layer interaction model shows more restraint than a pure touchscreen approach, and the Flow Display’s vertical curve actually solves reach and tap accuracy problems rather than just looking different.

But I can’t shake the feeling that we’ve collectively normalized maximum complexity when minimum would serve most people better. Porsche is doing this well because customers are demanding integrated entertainment and the brand is responding with curvature, selective physical controls, and coordinated design language. That doesn’t mean it’s the right direction, just that it’s the direction the market is pushing everyone.

The world premiere happens at the end of 2025, with deliveries expected to begin in 2026. Porsche hasn’t announced pricing yet, but expect a significant premium over the gasoline model. You’re paying for advanced electric powertrain technology, the largest continuous digital surface in any Porsche, and apparently, enough screens to satisfy the most demanding copilots.

The post The Porsche Cayenne Electric Wants You to Forget Physical Buttons Exist first appeared on Yanko Design.

Have you ever experienced leaving the house with just one bag but throughout the day, you seem to be carrying more and more stuff? It’s probably okay if you’re moving around with a car but for those of us who commute, it can be a hassle. And as someone who can’t seem to just bring a small bag around, I do a lot of heavy lifting so to speak which can be a pain to my back and arms.

POTRIK is an innovative concept that reimagines how we move our belongings in the city. Designed by Yungwon Kang, Jueun Lee, Hyeonji Yang, Hyeongjoon Joo, and Hyogyeong Park, this concept tackles the hassle of carrying heavy shopping bags, making last-minute stops after errands, or picking up second-hand finds. With this modular sharing mobility system, you can enjoy lighter hands and more freedom every day, as POTRIK takes care of the heavy lifting for you.

Designers: Yungwon Kang, Jueun Lee, Hyeonji Yang, Hyeongjoon Joo, and Hyogyeong Park

At its core, POTRIK is a modular, detachable delivery mobility designed to move seamlessly between roads and sidewalks. The system is made up of two primary components: the Driving Module and the Storage Module. When you need to send something, a simple request through the POTRIK app sets everything in motion. The Driving Module, waiting at a city charging station, connects with the loaded Storage Module at your chosen departure point. Together, they form a single mobility unit that quickly transports your baggage along the road.

Upon reaching your destination, the Storage Module detaches and navigates sidewalks and building entrances autonomously. This means your items are delivered directly to you—no need to trek to a pick-up point or wait outside. With this system, quick and secure delivery is always within reach, whether you’re running errands or need to send something across town. POTRIK’s user experience is designed for simplicity and control.

You can track your belongings in real time through the POTRIK app, and with the 24H PASS, the system stays ready to respond at any hour, moving between strategically placed charging stations. When your delivery arrives, a tap with NFC opens the Storage Module so you can access your items instantly and securely.

The process is as easy as three steps: Send, Move, and Receive. Just set your pick-up and drop-off locations, and POTRIK handles the rest. This new delivery system is not just about moving things from place to place. It’s about making the process smarter and more personal. Whether you’re managing busy days packed with errands or need reliable help with heavy loads, POTRIK promises a lighter, more flexible way to get things done.

Though still a concept, POTRIK’s vision points to a new era of personalized, on-demand delivery. With POTRIK, your belongings arrive exactly where and when you need them, freeing you up to enjoy the city with lighter hands and a more liberated routine.

The post Potrik concept reimagines urban mobility and personal delivery first appeared on Yanko Design.

It’s baffling to think about how it’s been more than 2 decades since EVs actually entered the mainstream. Here’s a factoid – Tesla was founded in 2003 and acquired in 2004 by Elon Musk (contrary to popular belief, Musk isn’t the founder of Tesla). The first Tesla car was launched in 2008, just a year after the first iPhone. Pretty incredible, huh?

To celebrate over 20 years of mainstream electrification, Tesla just released a limited edition Speedform Set of all the cars they’ve sold. The set features a gold miniaturized lineup of every car from the first Roadster to the Cybertruck, made to look like a ‘speedform’ or an abstract sculptural version of the car, in automotive design parlance. The Speedform Set features 7 cars, with the year that each of them launched etched onto the baseplate, and costs $250.

Designer: Tesla

Speedforms are usually created in the design stage, to quickly test out proportions, aesthetics, and overall fluidity. They don’t go through any meticulous engineering. Automotive Designers just make rough sketches and then convert them into 3D models to gauge what a car ‘could’ look like. They’re made to a tiny scale, often the size of tabletop models barely a couple of inches wide. These Tesla models have the exact same proportion and level of detail.

The $250 kit comes with the 7 cars that Tesla is currently retailing. It starts with the 2008 Roadster (v1), going up to the S3XY models, and finally the Tesla Semi and the Cybertruck. The Model 3 speedform even has the gullwing style open doors for added detail. Notably, the Roadster V2 is still missing in action, even though it was announced nearly 8 years ago. Even though just recently announced, the Robotaxis haven’t made it to the set yet, although it does make sense considering they’re still concepts that are open to refinement.

The post Tesla Ushers In 20th Anniversary with commemorative Speedform Model Set first appeared on Yanko Design.

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