Audi has announced launch details for its 2017 R8, significantly increasing the base price as the entry-level V8 variant drops from the lineup.

Buyers now must pay at least $164,150 (including $1,250 freight) for Audi’s redesigned supercar, representing an increase of $47,000 over the discontinued V8 package.

Comparing just MSRPs for the standard V10 edition, the 2017 model costs $9,000 more than the outgoing edition. The V10 ‘plus’ now fetches $191,150, up more than $16,000 from the first generation.

Introduced early last year in Geneva, the revamped R8 is powered by a Lamborghini-derived 5.2-liter FSI V10 with 540 horsepower and 398 lb-ft of torque. Stepping up to the ‘plus’ trim brings a more aggressive tune, good for 610 ponies and 413 lb-ft of twist. The variants are claimed to reach 62 mph in just 3.5 seconds and 3.2 seconds, respectively, with top speeds ranging from 200 to 205 mph.

The second-generation R8 brings a modestly evolved exterior styling, centered around a more aggressive front fascia with angular headlights and a wider Singleframe grille.

Dropping the cheaper V8 package puts the R8 into the same price bracket occupied by the McLaren 570S ($184,900), Ferrari California T ($198,973), Porsche 911 Turbo S ($182,700), Aston Martin V12 Vantage S and even the Lamborghini Huracán LP 580-2 (under $200,000, TBD).

Live images by Ronan Glon.

BMW has joined Tesla in pushing to replace side mirrors with cameras for production vehicles.

The German automaker showed off the i8 Mirrorless concept earlier this month at the Consumer Electronics Show. Two side-mounted pods and a third camera above the rear window provide a wide view of the surroundings, presented on an 11.8-inch digital display in place of the rear-view mirror.

Tesla Motors was among the first companies to recently increase pressure on the National Highway Traffic Safety Administration to amend its archaic regulations and allow cameras to supplant traditional mirrors. Concepts boasting such systems have been around since at least the 1990s, providing several decades for the technology to be made production-ready.

BMW development head Elmar Frickenstein suggests the company is approximately three years away from implementing mirrorless systems in production vehicles. The i8 would make a likely launch candidate, potentially followed by an updated 7-Series.

“First, should there be a development like a mirror camera, it will trickle from top to bottom in the upcoming model family,” he said, according to a Focus.de report translated by BMWblog.

Three cameras can theoretically provide a much more natural view to the sides and behind the vehicle, free of blind spots and requiring no adjustments to suit different drivers. Cameras can be paired with machine-vision algorithms to help highlight potential danger, such as approaching vehicles.

The Mirrorless concept featured camera lenses protected by Gorilla Glass with a dirt-repellent coating. It may not be difficult to argue the virtues of digital cameras when the lenses are unobstructed, but automakers may need to prove that mirrorless systems can reasonably compete with traditional mirrors when the lens surfaces become covered by snow, water, dust, salt residue or other grime.

The NHTSA recently promised to begin granting exemptions for autonomous driving technology, potentially eliminating red tape that sometimes takes years to overcome via traditional rule-making. It remains unclear if associated technologies, including mirrorless systems, will also be considered.

Some automakers may opt to launch their first mirrorless vehicles in markets with less restrictive regulations, rather than waiting for the NHTSA to complete its research and move forward with a notoriously slow rule-making process.

Amid persistent low gasoline prices, electric vehicle demand has fallen short of President Barack Obama’s 2015 sales goal.

Announced in 2008 before gasoline prices collapsed from a 10-year high of more than $4 per gallon, the ambitious plan called for EV and plug-in hybrid sales to reach more than a million units.

Despite gasoline prices staying above $3 per gallon for four years, only 400,000 EVs have been sold in the US since Obama announced the target, according to a Reuters report.

The market failed to reach the figure despite billions of dollars in incentives, aimed at both consumers and automakers, and ever tightening fuel efficiency standards.

EV adoption so far has been limited by a combination of high battery costs and low gasoline prices. The Nissan Leaf carries a mass-market MSRP, but with a range that many potential buyers believe is too short to completely replace their existing gasoline-powered vehicles. At the other end of the spectrum, the entry-level Tesla Model S can travel nearly three times as far as the 24-kWh Leaf but costs more than twice as much.

Some analysts believe current gasoline prices will remain low into the foreseeable future. Oversupply and a change in Saudi Arabia price-manipulation strategy initiated the stumble, while Iran’s fresh return to global oil markets could further extend the slump.

Many automakers are still investing heavily in electrification technologies, and with good reason. Battery prices per kilowatt hour are expected to continue a downward trend in the coming years, eventually making long-range EVs competitive with gasoline-powered vehicles in terms of up-front price and long-term ownership costs. Sub-$2 gasoline prices will undoubtedly delay the meeting point, however the intersection is widely viewed as inevitable.

The Chevrolet Bolt and Tesla Model 3 are expected to usher in the next generation of EVs with sub-$40,000 price tags and at least 200 miles of range. If the Obama Administration gets its way, federal incentives could bump to $10,000 to further offset the premium prices paid for EVs. Automakers are also under pressure to meet ever-tightening fuel-efficiency regulations, even if they are effectively forced to temporarily sell EVs or fuel-cell vehicles at a loss.

A Porsche executive has confirmed development progress on the plug-in hybrid 911.

The oft-rumored 911 PHEV is said to present several technical challenges, but the company is under pressure to raise its fleet-wide average mpg ratings. Engineers are reportedly working to offset the battery’s weight penalty and integrate the hybrid powertrain into the rear-engine layout.

“It takes some time to bring something like this to market,” Porsche engineering head Erhard Mössle said at the Detroit auto show, as quoted by Autocar. “With the packaging problems of the car, there are a lot of things to solve before then.”

Previous reports have suggested a hybrid could debut in concept form by 2018 or 2019, however the latest report claims the next-generation electrified 911 is not likely to arrive on the market until 2020.

Whenever it does arrive, the hybrid is expected to be offered in an all-wheel-drive configuration. A gasoline engine will turn the rear wheels, while one or more electric motors will power the front wheels as needed. The company has not yet disclosed electric range targets or an estimated performance boost from the electric system.

The hybrid will be sold alongside traditional powertrains, which will continue to center around a flat six for the foreseeable future. The company is presumably focusing on turbocharging and electrification to meet fuel efficiency regulations.

Looking further down the road, Porsche has indicated that a pure electric 911 is also under consideration.

Volkswagen CEO Herbert Diess said Wednesday that the company is taking measures to reduce development times and improve cost savings in its core (VW) brand.

To accelerate these efforts, Diess appointed new senior managers for each of Volkswagen’s four main product lines–small, compact, midsize and EV. These managers will have direct control over the products in their portfolios, allowing decisions to be made more quickly.

“We expect these changes to bring about a major acceleration in (vehicle) development,” Diess told the wire service. The new structure “strengthens cooperation across all functions and also increases the profitability of the brand.”

Diess plans to reduce investment costs by as much as 1 billion euros per year, according to Reuters. The company’s long-standing goal has been a profit margin of six percent. Slow growth in North- and South-American markets due to lagging shifts in product strategy have left Volkswagen falling short of that goal. Since Dieselgate, that target seems even more out of reach.

Volkswagen Group was working toward decentralizing its leadership long before the Dieselgate scandal. Back in June, the company announced a major restructuring that is currently being realized. Individual brands are to be grouped under one of four new holding companies.

By volume, the largest company is that overseeing Volkswagen, Skoda and Seat. The next rung up is a group comprised of Audi, Lamborghini and Italian motorcycle manufacturer Ducati. The top-tier group manages Bentley, Bugatti and Porsche.

The fourth group, which doesn’t represent a different tier so much as an entirely different sales channel, is to oversee the group’s commercial vehicle offerings, including MAN and Scania (VW-branded commercial vehicles will also be managed by this group).