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Count Rossi's Street-Legal Porsche 917 in Photos

Count Rossi's Street-Legal Porsche 917 in Photos

Yahoo26-04-2025

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Count Rossi's Porsche 917
The race car was converted for road use in 1975
The dashboard was covered in suede
The tan leather seats were commissioned from Hermes
The 917 drove from the factory to Paris
Gregorio Rossi di Montelera and his street-legal Porsche 917

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Test-Driving The GMC Canyon AT4X AEV
Test-Driving The GMC Canyon AT4X AEV

Forbes

time28 minutes ago

  • Forbes

Test-Driving The GMC Canyon AT4X AEV

Front 3/4 view of the 2024 GMC Canyon AT4X AEV Edition in a field. A few years after the latest GMC Canyon hit dealership lots, I recently had the chance to thoroughly test-out the 2025 GMC Canyon AT4X AEV. There's good reasoning behind this dressed-up Chevy's long name: The AT4X is appointed from the factory with increased clearances and choice components to up its capability. The AEV part is actually an aftermarket supplier brought into the tier 1 parts chain; American Expedition Vehicles provides a variety of added equipment to bolster this top-spec Canyon's off-road-ability even further. In spite of sporting a powertrain that at first sounds like it'd be lacking, the end product is one of the most fun 4X4s that I've ever taken off the beaten path. Here's what $65,995 worth of an American-made, adventure-ready truck has to offer. Focused through and through. The highest-riding Canyon's appearance ensures nobody would ever assume it talks the talk but doesn't walk the walk. Big tires, big steel bumpers, big fender gaps, and a lifted ride height, as well as big dimensions compared to the previous-generation—there's more big about it than an '80s Peter Gabriel song. Additionally, its massive grille and sharp headlights fit into GMC's design language well and definitely add to its muscle-bound prowess. Inside, the interior is well-appointed, featuring a chic stitched contrasting leather, comfortable leather seating sporting embroidered AEV branding, and an aesthetically pleasing center console, dash, and touchscreen layout. From there, the amount of gloss black plastic trim throughout is par for the course on the new car market, and only a few surfaces are of a thin, cheap-feeling plastic. The gear selector, drivetrain dial, and buttons that lock and unlock the differences possess a substantial feel, too, which were a pleasant surprise. GMC's definitely stepped up its game in this area. Interior view of the 2024 GMC Canyon AT4X AEV Edition. Buttons are logically placed, too—including those that actuate its various drivetrain settings, more on that later—and the touchscreen and digital instrument cluster are of a reasonable size and run easy-to-use, lag-free software. However, I still have two criticisms. Firstly: the interior is a tad too nice. The jury is out on how many buyers will consistently put the AT4X AEV through its paces, but for those who do, and are even keen to outfit something for substantial overlanding duty, they might want to avoid dirtying it up with mud, dirt, and sand. But I can personally attest to it being surprisingly easy to clean: the massive rubber floor mats helped here, but otherwise it was easy to wash off the leather seats and blow out the sand after a long afternoon in the field. Secondly: its interior dimensions are weirdly cramped for this truck's size. With the seat set as low as possible, I just barely fit at six-foot-three, and couldn't imagine being comfortable in the backseat for very long. Small engine, large moxie. Being such a visual and dimensional bruiser, you'd think a thirsty GM V8 lived under the hood of the 2025 GMC Canyon AT4X AEV. But what's actually in there is far from it: power comes from a turbocharged 2.7-liter inline-four, hooked up to an eight-speed transmission with high and low range, plus power locking front and rear differentials. That may sound like not enough, but it's actually right at home. The previous, off-road-focused Canyon and its dressed-down Chevy Colorado sibling sported a turbo diesel inline-four of similar displacement, and it was a riot to rip around with. I was sad to find out that this powerplant is no longer available, but the gasoline 2.7 is still good fun. Despite sounding a bit strained and uninspiring at times, its 310 horsepower and impressive 430 pound-feet of torque suits the 4,970-pound AT4X well, and with a massive 21.4-gallon fuel tank to sip from, guarantees excellent range. This counts on lengthy off-road expeditions where gas stations may be few and far between, plus, fuel consumption becomes a real thing with the revs high in the low gear set while scrambling up steep climbs, and at high elevation. The little four-banger feels like it reaches peak torque just off idle, and its little turbo keeps the power on full blast all the way to redline, maximizing the lockers' effect. To sum it up: this lump of aluminum is very good at cosplaying as its sturdy diesel predecessor. With independent suspension up front and a conventional straight axle out back, there's no mistaking the way it rolls down the road as anything other than a pickup truck, but it does so quite comfortably due to the secret sauce that ties the suspension all together: Its Multimatic DSSV dampers. These are—hyperbole incoming—the most beautifully riding passive shock absorbers that I've ever experienced in any 4X4. Due to their intuitive way of routing shock fluid around inside, they give the AT4X such a good ride quality, yet the AT4X stays respectably planted under hard cornering. Then, they shrug off the stresses of ripping up and down trails with ease, and ensure that weight is always shifting across the axles as effectively and smoothly as possible. The 2025 GMC Canyon AT4X AEV American Expedition Vehicles is an authority in all-things capability in the off-roading/overlanding realm. With the AEV package, customers get front and rear steel bumpers with added tow provisions, as well as a substantial amount of underbody armoring to protect the body, frame, and various drivetrain components from the roughest terrain. Additionally, a host of interior auxiliary switches for connecting added lighting and other accessories are wired up and handsome 17-inch beadlock-ready wheels wrapped in meaty 35-inch Goodyear Wrangler Territory MT rubber fill out its massive wheel wells. Additionally, a full-size fifth wheel is secured to the bed for easy changes in case a sidewall gets cut—it inhibits rear visibility, but I was glad to have it while far, far away from any wheel and tire shop. This equipment, combined with the AT4X AEV's moxie-filled turbo-four and versatile drivetrain makes for one impressive spec. But it doesn't end there: Approach, breakover, and departure angles reach 38.2, 26.9, and 26 degrees, respectively, and ground clearance underneath its 131-inch wheelbase is a massive 12.2 inches, thanks to a 1.5-inch higher ride height over the standard AT4X. The 2025 GMC Canyon AT4X AEV I had the pleasure of feeling all of this out at one of Southern California's most beloved off-road areas, Rowher Flats, just north of Los Angeles. With a whole midweek afternoon in front of me, I decided to venture further into this stretch of the Castaic Mountains than I ever had before climbing up and over an entire mountain. The GMC Canyon AT4X AEV's whole package was simply brilliant. Jumping in and out of high and low range, enabling and disabling the lockers, and configuring GMC's intuitive hill descent control was all easy to figure out and took no time at all. This accommodates snap decisions based on quickly changing terrain features and conditions rather well. In terms of doing a lock-off—which is my new term for a race to see how long trucks take to lock and unlock their front or rear differentials—the 2025 Mercedes-Benz G550 G-Wagen has the Canyon beat, but not by much (for the record: this is a fun comparison and not an actual reason to spend double the money on the Benz). The 2025 GMC Canyon AT4X AEV And boy did the terrain change while crawling up, along, and down steep unpaved terra firma. The only moments of mild terror were some mildly cocky, overly-confident inputs while crawling down incredibly steep terrain—I definitely danced on the edge of this thing's maximum pitch angle. Otherwise, its chunky Goodyear rubber, locking differentials, and awesome chassis helped this beast push forward with so much ease. Its long wheelbase required making multi-point turns to properly line up for particularly steep moments on the trails' more narrow sections. But its massive array of front and rear camera angles accompanied sticking my head out the window and provided great resolution. My only gripe was a lack of visibility while cresting the top of steep climbs, as I wish I had more of a view of what laid ahead—I was surprised this was an oversight. Otherwise, the AEV went about the rest of my journey exhibiting nothing but assured confidence. The brakes were strong and enabled precision modulation, the chassis' ability to articulate and maximize its footing was solid, and it scoffed at any menacing trail I pointed it at. Rather than stressed and feeling worn out, I ascended towards the trail's end relaxed and happy to take in all of the scenery. For under $70,000 fully loaded, the 2025 GMC Canyon AT4X AEV is a top-shelf piece of comfortable machinery for those looking for a turn-key way of taking on tough terrain. The 2025 GMC Canyon AT4X AEV

Automotive Expert Joins New U. S. Steel Podcast
Automotive Expert Joins New U. S. Steel Podcast

Business Wire

time43 minutes ago

  • Business Wire

Automotive Expert Joins New U. S. Steel Podcast

PITTSBURGH--(BUSINESS WIRE)--'Steel Stories' by U. S. Steel shifts gears with a dynamic new episode featuring renowned automotive analyst and trend expert Rebecca Lindland, Managing Director, Automotive at Stagwell. With decades of experience tracking the evolution of the auto industry, Lindland joins host David Kirkpatrick for a fast-paced conversation on the technologies transforming today's vehicles — and the role American steel continues to play in driving safety, efficiency, and innovation. Listeners will get an inside look at how consumer demand for larger, safer, and more efficient vehicles is reshaping the automotive landscape. Lindland shares how the American steel industry is responding with next-generation materials like lightweight, high-strength steel paving the way for safer electric vehicles (EVs), hybrids, over-the-air updates and emerging autonomous technologies. "Durability, reliability, and safety — those are the table stakes,' Lindland said. 'Steel is the literal and figurative frame around it all." The curated episode is available now on your favorite podcast platform. For those who want even more, an extended Director's Cut is available on U. S. Steel's YouTube channel, featuring deeper conversations on EV infrastructure, future mobility trends, evolving consumer habits, and the enduring role of steel in modern vehicle design. The conversation marks the beginning of the podcast's deeper dive into the automotive world. Lindland will return as a guest host for an upcoming Steel Stories mini-series dedicated entirely to the future of mobility. The series will explore what's next for consumers, manufacturers, and materials – focusing on how design, innovation, and safety come together, with steel enabling it all. U. S. Steel plays a critical role in the automotive sector, delivering a broad portfolio of advanced steel products designed to meet the industry's rapidly evolving needs. Through close collaboration with automotive manufacturers, the company supports key priorities such as lightweighting, sustainability, and enhanced vehicle safety. U. S. Steel is also the only domestic steelmaker to operate an Automotive Research & Design Center in Troy, Michigan—strategically located near major auto manufacturers to foster innovation and accelerate development. About U. S. Steel Founded in 1901, U. S. Steel delivers profitable and sustainable steel solutions. Propelled by its talented employees and an unwavering focus on safety, U. S. Steel serves the automotive, construction, appliance, energy, containers, and packaging industries with high value-added steel products. Steel production begins with our competitively advantaged iron ore production capabilities which fuel our integrated steelmaking facilities and investments in electric arc furnaces. To help our customers create the best products with the fewest emissions, we are committed to reaching net-zero greenhouse gas emissions by 2050. U. S. Steel is at the forefront of creating steels that are stronger, lighter, and better for the environment. This includes our proprietary XG3® advanced high-strength steel, verdeX® steel produced with 70-80% lower CO2 emissions with a recycled content of up to 90%, and ultra-thin lightweight InduX™ steel for electric vehicles, generators, and transformers. U. S. Steel maintains operations across the United States and in Central Europe and is headquartered in Pittsburgh, Pennsylvania. For more information, please visit and follow U. S. Steel on LinkedIn, Instagram, Facebook, and X.

Trump's China Tariffs Are Backfiring in Funniest Way Possible
Trump's China Tariffs Are Backfiring in Funniest Way Possible

Yahoo

timean hour ago

  • Yahoo

Trump's China Tariffs Are Backfiring in Funniest Way Possible

Donald Trump's tariffs on China have sent automakers scrambling to keep production lines moving—and their main solution is the exact opposite of what the U.S. president intended. When Trump announced his sweeping 'reciprocal' tariffs on almost every country (and a few uninhabited islands) in April, he promised that 'jobs in factories will come roaring back into our country.' Apparently, part of his goal was to make it so expensive to import certain products that companies would simply start manufacturing them in the U.S. But so far, the opposite is coming true. Four major automakers are rushing to find a way to keep procuring rare-earth magnets, a key component of car motors, which are primarily made in China. Without the magnets, the companies fear car production could shut down in a matter of weeks. Several carmakers, both traditional and electric, are considering moving part of the manufacturing process to China, The Wall Street Journal reported Wednesday. This could include building electric motors in Chinese factories or shipping American-made motors to China to have the magnets installed, according to the Journal. Trump's restrictions only cover the Chinese-made magnets, not finished parts such as a fully built motor. 'While efforts are under way to bolster supply chains and suppliers of these elements outside of China, this will take additional time and will not alleviate the immediate shortage of elements vital for automotive components used to produce vehicles here at home,' the heads of the Alliance for Automotive Innovation and MEMA, the Vehicle Suppliers Association, warned in a letter. China had agreed to reduce export controls on rare-earth magnets as part of a 90-day tariff pause with the United States. Trump has since accused China of dragging its feet on license approvals for magnets, while broader trade talks between the two nations appear to have come to a total standstill. Trump complained about the state of trade talks at 2:17 a.m. Wednesday. 'I like President XI of China, always have, and always will, but he is VERY TOUGH, AND EXTREMELY HARD TO MAKE A DEAL WITH!!!' he wrote on Truth Social.

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