Police Use Vehicle Tracking To Foil $4.7 Million Renoir Heist On The French Riveria

Family road trips are usually full of unexpected occurrences. Somebody needs to hit the restroom minutes after leaving the last stop; nobody agrees on where to get lunch; someone constantly wants to know how much longer until they get where they’re going. But according to one Avis bill, a Toronto man's trip also involved the sort of non-stop driving that would interest an endurance racing team, as the company charged him for covering almost 18,000 miles in a week. When one simply divides the mileage by the time allotted, the plausibility of the charge becomes comical. According to Toronto CityNews, Yuehao Huang rented a vehicle in Montreal on September 11 for a seven-day family trip. He says his phone recorded roughly 1400 km (870 miles) traveled during the journey, including walking. Yet Avis billed him for 28,933 km (17,978 miles), adding about CA $5900 (roughly $4200 at current exchange rates) to a prepaid rental costing more than CA $1000 ($710 USD). Let's do the math. Seven full days contain 168 hours, so covering the billed distance would require averaging 172 km/h (107 mph) throughout every one of them.

“David, can you please fix the garage?” my wife Elise asked me on Sunday. “You barely have any time to do house stuff, and today you’re free.” She’s right about the first part — The Autopian really does take up all of my time, and the garage does need to be fixed — but she wasn’t quite right about the second part. I wasn’t exactly free; I had a Jeep to look at. Convincing Elise that me looking at another Jeep somehow made sense was… a challenge. Frankly, I was unable to successfully do it before heading out the front door, and that did weigh on me a bit as I drove my BMW i3 to follow my own advice, which I dished out last week in my article “Why The ‘Early’ 1993 Jeep Grand Cherokee Is The Best Deal In All Of Jeeps.” I think writing that article altered my algorithm, serving me an ad for a gorgeous early-1993 Jeep ZJ for sale for just $2,300. The car looked minty fresh in the pictures aside from a bit of front-end damage and some sap on the paint.

Chris Bruce has worked in the automotive industry since 2011 and has written thousands of stories about cars, motorsports, and motorcycles in that time. He has written for Autoblog, Autoviva, CarFax, Edmunds, Hagerty, InsideEVs, Motor1, and New Roads. He has also hosted hundreds of podcast episodes. As hobbies, Bruce enjoys building plastic models of robots and cars. He also enjoys video games, particularly the 16-bit variety. His dog keeps him busy. In 2026, Subaru celebrates the 60th anniversary of introducing its first boxer four-cylinder engine in 1966. The unit had modest beginnings, with a 977-cc flat-four making 55 horsepower to power the Subaru 1000. Since then, the flat powertrain layout has become inextricably linked to the brand. All-wheel drive, the brand's other hallmark, arrived in 1972. However, Subaru's boxer engine won't enjoy another major anniversary, at least in one market.

A recent patent filing sheds light on the new shifter Most car enthusiasts would agree that driving an EV isn't as enjoyable as driving a car with an engine and a transmission. Electric cars can be extraordinarily quick, but most lack the emotion that rev-heads crave. Fortunately, a new simulated transmission for EVs patented by Toyota may bring some much-needed fun to EVs. Hyundai pioneered simulated transmission technology on the Ioniq 5 N, and more recently added it to the Ioniq 6 N and Genesis GV60 Magma with its N car vibe.

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From the June 1979 issue of Car and Driver. The Toyota Corona has been around long enough that we all know it isn’t an Asian cigar. Coronas have tradition­ally embodied the Japanese idea of how Japan ought to interpret the standard American sedan, albeit smaller and a few years out of styling phase. Toyota, however, never allowed those small dis­crepancies to interfere with league-lead­ing sales in the United States. What happens in that league within the next two or three years will bear close watch­ing, because Toyota has chosen to increase the interior capacity of the Coro­na through the time-honored American method of an overall stretch job, con­sciously rejecting more modern, more efficient ways of creating greater carry­ing capacity. Moreover, while the Corona retains the old-fashioned front-en­gine-rear-drive layout, even the Ameri­cans are switching to front-wheel drive. The new Corona is nothing if not a shriveled-up Mercury Marquis. It has all the qualifications: quiet cruising, super-­plush interior, doodads here, thingama­jigs there. On this score, the Corona is another direct hit for Toyota—if it de­termined the correct grid coordinates before calling in the strike.