Polestar’s Formula 2030 concept previews a softer evolution of the brand’s styling, with the next Polestar 2 and Polestar 7 set to share its design language.

Polestar is preparing a significant evolution of its design language, but the brand doesn’t want its future EVs to look intimidating.

Designer Philipp Römers says the company’s next generation of cars will remain ambitious without becoming overly aggressive.

The upcoming Formula 2030 concept, set to debut in October, will provide the first major look at that direction.

A New Design for Polestar

Formula 2030 is Römers’ first Polestar design developed entirely from scratch since joining the company in 2025.

The concept will preview styling elements expected to appear on the next-generation Polestar 2, arriving in 2027, and the Polestar 7 compact SUV, expected in 2028.

The Polestar Formula 2030 concept will preview design cues for the brand’s upcoming models.

Römers describes the approach as a bold evolution rather than a complete departure.

The goal is to preserve Polestar’s identity while making its vehicles more approachable.

Dual-Blade Lights Are Staying

One of the most recognizable Polestar design elements will remain.

Formula 2030 retains the brand’s distinctive Dual Blade daytime running lights, while maintaining a low and wide stance.

Römers wants to evolve those familiar elements rather than replace them with an entirely new visual identity.

That strategy should allow upcoming models to look different while remaining immediately recognizable as Polestars.

Bold Without Being Aggressive

Polestar’s current models use sharp lighting and angular bodywork, particularly the Polestar 4 and its new SUV counterpart.

Formula 2030 is expected to refine those elements through different proportions and cleaner surfacing rather than making the vehicles more confrontational.

The Formula 2030 concept will explore new proportions, materials, and sustainability ideas.

That balance will become increasingly important as Polestar expands its lineup.

The next Polestar 2 and Polestar 7 will need to share a common design language despite serving very different segments.

For Polestar Formula 2030, the message is straightforward: the brand wants its future EVs to remain distinctive and modern, but approachable enough that their styling doesn’t scare potential buyers away.

Federal safety regulators are reviewing how Tesla self-certified the steering-wheel-free Cybercab under existing U.S. vehicle safety standards.

Tesla’s Cybercab is facing immediate scrutiny from U.S. safety regulators.

Just hours after Tesla began charging passengers for Cybercab rides in Austin on September 3, 2026, the National Highway Traffic Safety Administration (NHTSA) opened an audit covering approximately 1,000 vehicles.

What NHTSA Wants to Know

The audit is not primarily about how well the Cybercab drives itself.

Instead, regulators are examining how Tesla determined the vehicle complied with federal safety requirements despite its unusual design.

The Tesla Cybercab has no steering wheel, pedals, or conventional mirrors.

The two-seat robotaxi was designed without a steering wheel, pedals, or mirrors, while many existing Federal Motor Vehicle Safety Standards were written around conventional vehicles.

NHTSA says it will examine how Tesla’s certification relied on determinations that certain safety standards were not applicable to the Cybercab.

Tesla Relied on Self-Certification

Under the current U.S. system, automakers generally self-certify compliance with Federal Motor Vehicle Safety Standards before selling vehicles.

NHTSA can later audit those certifications or investigate potential defects.

Tesla used the U.S. self-certification system to begin deploying the Cybercab without waiting for advance federal approval.

The agency has emphasized that existing standards remain applicable to automated vehicles until new regulations are created specifically for driverless vehicles.

Tesla chose this route instead of seeking a formal exemption.

Zoox Took a Different Path

Amazon’s Zoox provides a useful comparison.

Its own steering-wheel-free vehicle initially went through self-certification before the company withdrew that claim following an NHTSA investigation.

Zoox eventually received a temporary exemption for its unconventional driverless vehicle.

Zoox later secured a temporary exemption allowing limited deployment of up to 2,500 exempt vehicles annually through July 31, 2028.

Tesla, meanwhile, wants to rapidly expand Cybercab operations to additional vehicles and cities.

The outcome of the Tesla Cybercab audit could therefore become important for how quickly that expansion happens and how regulators treat purpose-built autonomous vehicles under the current U.S. safety framework.

Ford has developed a six-wheeled Ranger Super Duty prototype for the U.K. military, adding extra capability to its already heavy-duty pickup.

Ford is turning its Ranger Super Duty into a six-wheeled military vehicle.

The prototype is being developed for the U.K. Ministry of Defence’s Light Mobility Vehicle Program, with Ricardo and General Dynamics Land Systems U.K. involved in the conversion.

A Ranger With Six Wheels

Ford and its partners are considering several military configurations, including a light tactical vehicle, an armored model, a troop carrier, and an ambulance.

Some versions feature six-wheel drive, including a crew-cab pickup with a tray bed positioned above the additional axle.

Ford and its partners are developing several Ranger Super Duty configurations for potential military use.

Ford has not released complete specifications for the military prototypes.

However, the standard Ranger Super Duty already offers impressive capability, with up to 9,921 pounds of towing capacity and 4,370 pounds of payload.

More Payload Than a U.S. Ranger

The Ranger Super Duty uses a 3.0-liter diesel V6 producing 443 lb-ft of torque.

That capability also helps explain why Ford does not offer the Super Duty version in the United States.

The Ranger Super Duty offers substantially greater payload capability than the U.S.-market Ranger.

For comparison, the U.S.-spec Ranger can tow up to 7,500 pounds and carry up to 1,767 pounds.

The F-150 can tow as much as 13,500 pounds, but its maximum payload is 2,440 pounds.

Built for Global Deployment

Ford says the Ranger is its most global truck, produced at five plants across four continents and sold in more than 180 markets.

That global footprint could be particularly valuable for military applications because it provides established parts production and potentially easier access to replacement components.

The Ranger’s global production network could help support military fleets deployed in different regions.

For the Ford Ranger Super Duty, the six-wheel military project adds another extreme application to an already capable pickup—and shows just how far Ford can stretch the Ranger platform.