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News

Skytop Proved BMW Can Sell Dreams—Now It Needs to Build One

BMW didn’t need the Skytop.

That’s what made it matter.

It wasn’t the fastest BMW ever built. It wasn’t the most technologically advanced. It wasn’t practical, affordable, or scalable. What it was, however, was a half-million-euro admission that someone in Munich still knows what a dream looks like.

A two-seat, open-top grand tourer with a removable hardtop you can stash in the trunk is the kind of idea accountants normally murder before lunch. But BMW built it anyway—50 hand-assembled cars at €500,000 each—and every one of them sold. The Skytop didn’t just prove there was money in ultra-low-volume exotica. It proved BMW’s board was finally willing to say yes to Adrian van Hooydonk’s sketchbook after years of politely saying no.

Then came the Speedtop, and the message got even louder.

Seventy units. Same price. Same glorious twin-turbo V8. But now the body was a shooting brake—one of the rarest, most style-driven silhouettes in the entire automotive world, and one BMW had never dared to put into production before. With its long, sweeping roofline dropping into a muscular rear haunch, the Speedtop looked like something a 1960s Italian coachbuilder might have dreamed up after a very good lunch.

Inside, BMW took what the Skytop started and went further. Better materials. More craftsmanship. Less “concept car” and more “bespoke luxury object.” Both cars run the M8’s S63 V8, which feels like a miracle in an industry currently obsessed with turning everything into a rolling battery pack.

So now the question isn’t whether BMW will keep going. Of course it will. These things sold out before most people even knew they existed.

The real question is: what should come next?

Not another open-top. Not another limited-run shooting brake. The logical next step is sitting right there, practically begging to be built.

BMW needs a grand touring coupe.

Not an M car. Not a Nürburgring hero. A proper, front-engine, long-hooded, two-door luxury GT—something that can roll up to a five-star hotel in Monaco looking like it owns the place, then rip across the Alps without breaking a sweat. The territory occupied by cars like the Bentley Continental GT, Aston Martin DB12, and Ferrari Roma.

BMW has never truly played there.

And BMW, by itself, probably still shouldn’t. A €500,000 BMW coupe sounds absurd—until you remember that BMW doesn’t stand alone anymore.

It owns ALPINA.

And ALPINA changes everything.

ALPINA has always been BMW’s parallel universe. Where M is about lap times, aggression, and tire smoke, ALPINA is about refinement, distance, and dignity. Their engines are tuned for smooth, effortless thrust instead of top-end drama. Their suspensions are built for autobahn hours, not track-day heroics. Their interiors have long been among the best in the business, with leather quality that can embarrass brands twice the price.

So imagine a bespoke, ultra-low-volume ALPINA grand touring coupe built on the same philosophical foundation as Skytop and Speedtop.

Picture a long-hooded, fastback GT with proportions that feel timeless rather than trendy. Elegant but muscular. Athletic without being aggressive. The ALPINA cues would be subtle and confident: forged multi-spoke wheels, a heritage paint color exclusive to the model, ALPINA lettering integrated into the design instead of slapped on as a decal.

Under the hood, the S68 twin-turbo V8 would get the full ALPINA treatment. Not necessarily more power—just better power. More linear. More cultured. A torque curve that feels like it was designed for crossing countries, not chasing lap records. The exhaust would be deep and rich, not loud and juvenile.

And the cabin? That’s where ALPINA would really earn its keep.

Think full-grain leather everywhere your eyes and hands go. Hand-finished details. The brogue-style stitching BMW introduced with Skytop finally living in a space where it makes complete sense. Open-pore wood, brushed aluminum, or whatever material a half-million-euro customer feels like specifying that day.

This is the crucial part: the price would make sense.

BMW has already proven it can sell €500,000 cars with roundels on the hood. Add ALPINA’s brand equity, and suddenly that number feels not just justified, but expected. ALPINA buyers are used to paying more for subtlety, craftsmanship, and a different kind of performance.

Build 50 to 70 of them. Sell them by invitation. Keep the exclusivity intact.

And just like that, BMW’s luxury architecture snaps into place. Rolls-Royce sits at the top, offering chauffeur-driven opulence. ALPINA becomes the driver’s alternative: sporting, elegant, and deeply luxurious without being ostentatious.

The Skytop proved BMW could do this.
The Speedtop proved it wasn’t a fluke.

An ALPINA grand touring coupe would prove BMW understands what it has unlocked.

And if you think Adrian van Hooydonk’s design team hasn’t already sketched it, you haven’t been paying attention. Some ideas are simply too good to stay in the notebook forever.

Source: BMW

News

2026 Mitsubishi Outlander Gets 5G—and That Might Be Its Most Important Upgrade Yet

If the modern SUV has a secret weapon, it isn’t horsepower or ground clearance—it’s bandwidth. And for 2026, Mitsubishi is finally giving its flagship Outlander the kind of digital backbone it needs to compete in an increasingly software-defined automotive world.

Mitsubishi Motors North America has confirmed that the 2026 Outlander will arrive with built-in AT&T 5G connectivity, bringing the compact-SUV stalwart into the era of ultra-fast data, over-the-air updates, and always-on infotainment. It’s not just about better Spotify buffering; it’s about turning the Outlander into something closer to a rolling smart device.

More Than Just Faster Wi-Fi

5G in a vehicle isn’t just a party trick for passengers streaming TikTok on the highway. The big story here is what Mitsubishi can now do to the vehicle after it leaves the dealership.

With AT&T’s 5G network onboard, the 2026 Outlander gains full over-the-air (OTA) update capability for select systems. That means Mitsubishi can push software upgrades, feature enhancements, and security patches remotely—no dealership visit required.

In practical terms, that could mean:

  • Improved infotainment performance over time
  • Bug fixes and system stability upgrades
  • New features added months or years after purchase

In a market where Tesla and Rivian have conditioned buyers to expect their cars to get better with age, Mitsubishi’s move feels less like a luxury and more like a necessity.

Turning the Outlander Into a Rolling Data Hub

AT&T’s 5G brings low latency, high bandwidth, and massive capacity, which opens the door to more advanced connected-car services down the road. Think cloud-based navigation that reacts in real time, richer voice assistants, faster app loading, and more sophisticated driver-assistance systems that rely on live data.

Mitsubishi says the goal is to make every drive a “connected and entertaining experience,” which in automaker-speak usually translates to fewer frozen screens, quicker responses, and a system that doesn’t feel like it’s running on 2016 smartphone hardware.

Bryan Arnett, Mitsubishi’s Director of Digital Product Strategy, put it more diplomatically, saying the company wants to deliver a “transformative, personalized experience for every driver.” Translation: your Outlander should feel more like a modern tech product and less like a DVD player on wheels.

Why AT&T Matters Here

Automakers can’t just slap a SIM card into a dashboard and call it a day. Network reliability is everything, and AT&T is one of the biggest players in the connected-car space, covering more roads in the U.S. than any other carrier.

That matters when your vehicle depends on constant connectivity to deliver navigation, entertainment, and system updates. According to AT&T Connected Solutions VP Matt Harden, the partnership is designed to be “future-ready,” meaning Mitsubishi can scale services and features as vehicles—and customer expectations—evolve.

In other words, this isn’t just a one-model experiment. It’s infrastructure for Mitsubishi’s next generation of vehicles.

What It Means for the Outlander

The Outlander has always been Mitsubishi’s most important model in North America, but it’s traditionally competed more on value than on cutting-edge tech. With 5G and OTA updates, the 2026 model suddenly looks a lot more like a serious player in the digital arms race that defines today’s compact-SUV segment.

Mitsubishi has confirmed that additional models and trim levels will follow, but the Outlander gets to be first—and that’s fitting for a vehicle that’s supposed to represent the brand’s future.

In a world where your phone updates overnight and your car doesn’t, Mitsubishi is finally fixing the disconnect. And if 5G is the foundation for smarter, faster, and more capable vehicles, the 2026 Outlander just plugged itself into the right network.

Source: Mitsubishi

Auctions

This 1966 Ford Bronco Was Built to Fly Over Sand, Not Crawl Over Rocks

Classic Ford Broncos are everywhere right now. They’re being reborn as six-figure restomods, lifted into Instagram-ready off-roaders, and polished into weekend cruisers that will never see a dirt road. But this 1966 example doesn’t care about any of that. It was never meant to crawl over boulders or idle through Cars and Coffee. This Bronco was built for one thing: going as fast as possible in a straight line across loose sand—and it looks like it still wants to do exactly that.

What makes this truck especially fascinating is that it didn’t start life as a normal Bronco at all. This was a pre-production model, later handed over to off-road legends Charlie Erickson and Bill Stroppe in the mid-1960s. Their goal wasn’t refinement or utility—it was domination. The result was a one-off sand drag racer that competed in desert events at a time when off-road racing was still being invented on the fly.

The first rule of racing is simple: add power and remove weight. This Bronco did both. Anything that didn’t make it faster was stripped off. Doors? Gone. Windows? Useless. Comfort? A luxury for people who aren’t trying to win. What remains is a skeletal, purposeful machine that looks more like a homemade missile than a vintage SUV.

Power comes from Ford’s humble 170-cubic-inch inline-six, but don’t let the displacement fool you. This one is force-fed by a Paxton supercharger and breathes through dual Stromberg two-barrel carburetors sitting on a custom intake manifold. Add revised intake and exhaust lobes, and you’ve got a recipe for a six-cylinder that’s working far harder than Ford ever intended. No one seems to know the exact output—and that somehow makes it even better. It’s paired with a modified three-speed manual, because of course it is.

The Bronco was fully restored in 2011, and Mecum notes that while its wild appearance was preserved, everything underneath was gone through properly. The suspension was revised, traction bars were added, and both axles now feature limited-slip differentials. Heavy-duty front shocks and custom 15-inch wheels help keep it pointed in the right direction, wrapped in Goodyear tires with hand-cut grooves specifically designed for sand.

And then there’s the braking system—or rather, the lack of one. In a move that perfectly captures the spirit of this machine, the front brakes were deleted entirely to save weight. In sand drag racing, slowing down is someone else’s problem. Preferably after the finish line. Hopefully on flat ground.

Inside, the Bronco is just as uncompromising. There’s a single bucket seat, a steering wheel, and a handful of gauges mounted into a wooden dash. That’s it. No insulation. No trim. No creature comforts of any kind. There aren’t even doors or windows, so driving it is less like piloting a truck and more like strapping yourself to a mechanical projectile. A helmet and goggles wouldn’t be overkill—they’d be smart.

Mecum will auction this Bronco on March 21, though no estimate has been released yet. Whatever it sells for, it won’t just be another classic SUV with a shiny paint job. It’s a rolling artifact from the wild early days of off-road racing, when builders made things up as they went along and weight reduction meant simply unbolting anything that looked unnecessary.

If you’re the kind of enthusiast who thinks doors, windows, and front brakes are optional, this Bronco isn’t just appealing—it’s perfect.

Source: Mecum Auctions