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“Be a Hollywood stuntman” is such a perfect premise for a video game. What a great excuse to weave insanely disparate situations into one narrative; obliterate the line between realistic and whimsical. This new trailer for the upcoming Stuntman Hollywood game sells that spectacularly, but even if you’re not into gaming, the clip is deeply satisfying and fun to watch.

Check it out:

Stuntman: Hollywood – Announce Trailer | PS5 Games

I’m sure my fellow millennial, Gen-X, and older friends will recognize all the movie and TV references in this clip and appreciate it the most. If you’re not quite tracking, the real magic of this video is how smoothly it transitions between the musical beats associated with the shows and movies as the cars do a proverbial baton-pass through scenes.

The real heater is how The Fast And The Furious slips into Miami Vice. The way the classic Miami Vice cymbals clap in right before the iconic white Tesstarossa appears?! Absolute cinema.

If you’re too young to care about Miami Vice, you really just need to watch the intro to get the vibe. And you can skip the Colin Farrell remake completely. Here:

Miami Vice Theme HD

A new Stuntman Hollywood game is, of course, kind of double-layered nostalgia because the original games were fan-favorites in the PS2 era. I always thought it was odd the series hadn’t been rebooted, and I guess I wasn’t the only one. It’s back, baby.

As a millennial gamer myself, I find Saber Interactive‘s involvement in this new upcoming version encouraging. That’s the same outfit responsible for Snowrunner, which is a great showcase of vehicular physics.

There’s no official release date on this new Stuntman Hollywood joint, but it is being promised for XBox, PS5, and PC. And while a lot of that trailer is not actual gameplay, the studios have confirmed official movie tie-ins. “Take on iconic stunts inspired by fan favorite Universal Pictures films and NBCUniversal TV shows like Fast & Furious, Back to the Future, Knight Rider, Miami Vice, and Death Race,” according to the release.

OK, I’m going to hit “publish” now so I can watch this clip again. This is my favorite hype video in a while, and suddenly my second-favorite car game teaser ever (the 2010 Need for Speed Hot Pursuit E3 Reveal Trailer will never be topped).

What’s that? We should watch that again, too? OK, fine:

Need for Speed Hot Pursuit – E3 Reveal Trailer

Got a favorite car game trailer I might not know about? Hit me up at andrew.collins@thedrive.com.

The famous Italian sports car manufacturer Ferrari has officially entered the electric vehicle market. The company revealed its very first battery-powered production vehicle, the Ferrari Luce, at a launch event in Rome. The new model arrives as a five-door hatchback sedan that offers five seats – a layout that challenges traditional definitions of a Ferrari.

To create the vehicle, Ferrari collaborated with LoveFrom, an independent design firm led by Sir Jony Ive and Marc Newson. This is the first time that Jony Ive, best known for designing iconic consumer electronics like the original Apple iPhone, has styled an automobile. The creative partnership introduces an entirely new look to the brand, blending a minimalist design language with complex packaging solutions required by modern EVs.

The physical dimensions make the Ferrari Luce the largest vehicle the company has ever built. It measures 197.9 inches in length, 78.7 inches in width, and 60.8 inches in height. The wheelbase stretches 116.6 inches. Compared to the Ferrari Purosangue, the Luce is 2.09 inches longer and 1.77 inches lower. The exterior look separates the body into two clear parts: a dark, glassy upper section that sits inside a painted lower shell. Staggered wheels complete the stance, measuring 23 inches at the front and 24 inches at the rear.

Aerodynamic efficiency guided the development process to ensure maximum driving range. Engineers completed two and a half times more digital fluid dynamics calculations than they did for the Purosangue. The body features an integrated front S-duct that guides incoming airflow and shortens the visual appearance of the front nose. Floating front and rear spoilers allow air to glide cleanly between the body layers, while vertical windshield wipers sit tight against the edges of the front glass. These changes give the model the lowest drag coefficient of any road car from Maranello, reducing drag by 25 percent compared to the Amalfi model.

Inside the cabin, the styling team moved away from the digital trends that dominate many modern electric cars. Instead of replacing controls with giant touchscreens, the interior uses traditional physical touchpoints. Drivers interact with heavy, precision-machined aluminum dials, buttons, and switches to adjust basic cabin settings. The three-spoke steering wheel uses 100 percent recycled aluminum with an anodized finish. The instrument panel holds classic mechanical needles along with high-definition digital screens developed by Samsung.

The absence of a mechanical transmission tunnel creates a flat floor, allowing Ferrari to offer its first true five-seat cabin. Passengers access the rear compartment through large, rear-hinged suicide doors. The layout offers plenty of legroom, but the sloping roofline restricts vertical space. Passengers who stand over 180 centimeters or taller will likely touch the ceiling if they lean back against the headrests. Behind the rear seats, the vehicle provides a 21.1 ft³ trunk, which is the largest luggage space ever featured on a Ferrari.

The Luce is built on a custom 800V electric architecture. A 122 kWh battery pack integrates directly into the floorpan to lower the center of gravity by 3.74 inches compared to the Purosangue. Ferrari builds the 1,389 lb pack in-house using lithium-ion pouch cells developed with South Korean supplier SK On. The layout uses 15 modules, including a double-stack underneath the rear passenger seats. The electrical system supports direct-current fast charging up to 350 kW, which can add 70 kWh of energy in 20 minutes. A full charge provides an estimated range of 329 miles.

Four independent electric motors drive the car, giving each individual wheel its own power source. Together, they produce a total output of 830 kW – that’s 1,036 horsepower and 739 lb-ft of torque. The system sends most power to the rear axle, where two large motors make 416 horsepower each and spin up to 25,500 revolutions per minute. The front axle uses two smaller motors that contribute 141 horsepower each and spin up to 30,000 revolutions per minute. The front units automatically disconnect when the vehicle runs in its energy-saving Range mode.

The Luce accelerates from zero to 62 mph in 2.5 seconds, and reaches 124 mph in 6.8 seconds. The maximum top speed is 193 mph. To control the 4,982 lb curb weight, the vehicle uses a double-wishbone suspension setup paired with 48-volt Multimatic TrueActive electronic dampers that eliminate the need for traditional mechanical anti-roll bars by adjusting rapidly to changing road surfaces.

Engineers introduced custom software controls to maintain high driver engagement. The steering column keeps its physical paddles, but instead of mimicking traditional gear changes, the left paddle adjusts regenerative braking across five stages – it can deliver up to 0.33g of stopping force when the driver lifts off the accelerator. The right paddle changes how the system distributes the electric power, giving the driver extra acceleration with each pull.

To provide acoustic feedback, an accelerometer on the rear axle tracks the vibration of the electric motors and amplifies those real sounds into the cabin.

The Ferrari Luce arrives with a high price tag to match its advanced technology. It will cost £469,000 in mainland Europe, with an estimated price of GBP 440,000 for the UK market. Continental deliveries will begin early next year, and right-hand-drive versions will reach the United Kingdom in spring 2027. Ferrari keeps a strict factory cap of roughly 14,000 vehicles per year across its entire lineup, meaning the new model will be highly exclusive.

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The Mercedes-Benz CLR is remembered for all the wrong reasons. It infamously took flight, not once but three times at the 1999 24 Hours of Le Mans, flipping end over end and soaring right over crash barriers like something produced by a broken video game physics engine. YouTuber Mike Fernie recently visited one of the surviving cars—now part of the Loh Collection in Germany—and explains its full story in a detailed video.

The CLR was the result of an evolutionary process that began with the CLK GTR and CLK LM. Those cars were built to the GT1 ruleset that defined the top class of endurance racers in the latter half of the 1990s, and mostly produced race cars masquerading as street cars. The CLR was built to LMGTP rules, which represented a tilt back toward dedicated prototype race cars and let Mercedes dispense with the road-car pretension.

Mercedes kept the CLK LM’s V8, but increased displacement from 5.0 liters to 5.7 and wrapped it in more snug bodywork. The familiar four round headlights and grille from the then-new C215 CL-Class coupe are mounted ridiculously low on the front end, and the bodywork droops down below the wheel arches. That bodywork, with long front and rear overhangs to accommodate big diffusers and run with very little rake, would turn out to be the CLR’s undoing.

The V8 was loosely based on the M119 road-car engine, which, in turbocharged form, had powered the Sauber-Mercedes C9 to victory at Le Mans a decade earlier. It made about 600 horsepower in the CLR, enough to turn this car into an airplane.

While Mercedes claimed to have conducted over 20,000 miles of testing, the three cars it brought to Le Mans had trouble on the Circuit de la Sarthe’s high-speed straights. Future F1 driver Mark Webber took off during qualifying, then again during a pre-race warmup. In his autobiography Aussie Grit, Webber says team management didn’t take his crashes seriously (they weren’t caught on film), hence why he was sent back out, and why Mercedes didn’t withdraw.

The two undamaged cars took the start, although Mercedes made some tweaks (with input from Adrian Newey) and advised its drivers not to follow other cars too closely at high speeds. That wasn’t enough to prevent Peter Dumbreck’s crash during the race itself—one of the most replayed moments in motorsports.

I Found The Flying Car Mercedes Has Hidden Since 1999

That moment was caused by a lack of balance in downforce between the front and rear ends. The low-rake setup took downforce off the front end but the fixed rear wing didn’t bring a corresponding reduction at the back. That caused the front end to pitch up on the bumpy Circuit de la Sarthe, allowing more air to get underneath and push the front end higher, while the rear wing kept pushing down on the back of the car. The wake from a car in front made things worse.

Just as no battle plan survives contact with the enemy, the cleverest ideas of engineers don’t always work in the real world. Aston Martin and Honda are getting a painful reminder of that in F1 right now, although at least the nerve-jangling AMR26 hasn’t taken flight.