Roped off on the Volkswagen Group stand at the IAA Mobility auto show in Germany was perhaps the sexiest car present, the Porsche Mission X concept. The supercar is aimed at being the fastest road-legal vehicle at the Nürburgring race track’s Nordschleife loop. The inspiration, on Porsche’s 75th anniversary, was the legendary 1985 959, the fastest series-production car of its time, capable of traveling 196 miles per hour. A more modern ancestor was the 918 Spyder of 2013.
Of late, Porsche, Rimac, and Tesla have been battling back and forth over the electric record at the German track. Rimac took the title Aug. 18 via its Nevera, but the Tesla Model S Plaid Edition with Track Pack has also been a contender, beating Porsche’s Taycan Turbo S.
Despite its racing mission, the Mission X will be a production car and appears totally ready for road work, with a luxurious leather-clad interior. The steering wheel looks like a video game controller, though, and the passenger-side stopwatch is for timing events—with both an analog and digital display. The road version seems likely to become a limited-edition special edition, and if so it should sell out quickly—even at what is likely to be a pretty high price.

Jim Motavalli
Over at the Tesla booth was the revamped Model 3, which now has a much kinder and more aerodynamic built-to-be-electric nose. It no longer appears to be missing its grille.
Other Model 3 improvements in 2023 include new head and tail lamps, new wheels, fresh aluminium, and textile trim on the interior, customisable ambient lighting and ventilated seats, a quieter cabin thanks to sound-deadening materials and acoustic glass, dual wireless phone charging, available 17-speaker audio and, a somewhat dubious achievement, delete of the turn-signal stalk. Instead, in the name of decluttering the interior, there are a pair of touch-sensitive buttons on the steering wheel. Unfortunately, the wheel turns around so the buttons are not always in the same place. It seems confusing and unnecessary.

Jim Motavalli
BMW’s most striking exhibit was the Vision Neue Klasse sedan, reviving a name the company used to introduce its winning line of cars in the 1960s. The car sits on a new EV platform that will support six or seven Neue Klasse models between 2025 and 2027. Combining that platform with the sixth-generation BMW eDrive powertrain and more efficient batteries is said to yield a 30% range and 25% efficiency gain over previous models. The concept shown is striking and uncluttered, managing to be futuristic and slightly retro at the same time. The cabin on view was very airy, with large windows and a panoramic sunroof, an interior-dominating central screen, and seats with avocado inserts.
From Audi came the 2025 Q6 e-tron, which is slotted between the Q4 and Q8, and has been tested in 373 and 479 horsepower variants.
Volkswagen itself showcased another electric, the ID. GTI “hot hatch” concept based on the ID.2 (an entry-level EV we didn’t get in the U.S.) The GTI model has always been welcomed by American buyers, so this one could be too. The European price when it goes on sale in 2026 will be approximately US$32,000. VW also displayed the ID.7, a larger EV sedan aimed at executives with a 77-kilowatt-hour battery and a US$67,000 price as shown.

Chinese brands haven’t penetrated the American market yet, but they were out in force in Munich. BYD, the best0selling brand in China, has a large dealer network in Germany already, and showed off its marine mammal-themed Dolphin and Seal models. The Seal is an electric sedan, and its new Seal U variant is a small SUV that uses its technology. The Seal U will have both 71- and 87-kilowatt-hour battery options, and 218 horsepower. That’s not hugely impressive, but the affordable price ($48,000 in Europe) will be a convincer for many buyers. Both Seals had impressive fit and finish, auguring that—if the road performance matches the appearance—BYD is probably ready for U.S. competition.

Jim Motavalli
The venerable British sports car brand MG (an abbreviation of “Morris Garages”) is now Chinese-owned, like Volvo and Polestar. MG has been selling gas, hybrid, and electric SUVs in Europe (16 countries), but at Munich it showed the new Cyberster, a pretty two-seat roadster concept with an electric powertrain. It resembles a beefier Miata more than it does a classic MGB, but it’s definitely attractive. U.S. sales of what was once a popular brand could happen in five to eight years.
Many suppliers were at the show hoping to catch the attention of major automakers. Rimac, which makes its Nevera supercar in tiny numbers, had a stand offering its cutting-edge electric components to other manufacturers. Michigan-based Gentech, a leading maker of the world’s rear-view mirrors, was there showing how technology—from cameras to driver monitoring systems and back-seat kid detection—can be embedded in what was once a simple device. Gentech announced a stake in Israel’s Adasky, which makes tiny thermal cameras that fit just about anywhere.

MG
Israel-based Mobileye and Canadian parts supplier Magna International demonstrated their technology for automated driving. Massachusetts-based Nodar revealed its stereo cameras’ ability to see objects in the road at great distances. New York-based J.P. Morgan Chase’s offering was an all-in-one plan for mobility payments—loans, car subscriptions, parking, tolling, and electric vehicle charging. It debuts later this year. And SAE, the standards agency, announced a move into Europe and work on a Battery Passport that will trace the origins of minerals used in their production. “Just as we don’t want blood diamonds, we don’t want blood batteries,” said Fabian Koark, chief operating officer of SAE Europe.
Rugged coastal drives and fireside drams define a slow, indulgent journey through Scotland’s far north.
A haven for hedge-fund titans and Hollywood grandees, Greenwich is one of the world’s most expensive residential enclaves, where eye-watering prices meet unapologetic grandeur.
Their careers spanned the personal computing, internet and smartphone waves. But some older workers see AI’s arrival as the cue to exit.
Luke Michel has already lived through two technology overhauls in his career, first desktop publishing in the 1980s and online publishing later on. But AI? He’s had enough.
So when his employer, the Dana-Farber Cancer Institute, made an early-retirement offer to some staff last year, the 68-year-old content strategist decided to speed up his exit. Before, he had expected to work a couple more years.
“The time and energy you have to devote to learning a whole new vocabulary and a whole new skill set, it wasn’t worth it,” he said.
It isn’t that he’s shunning artificial intelligence—he is learning Spanish with the help of Anthropic’s Claude. But, at this point, he’s less than eager to endure all the ways the technology promises to upend work.
“I just want to use it for my own purposes and not someone else’s,” he said.
After rising for decades and then hovering around 40% in the 2010s, the share of Americans over 55 years old in the workforce has slipped to 37.2%, the lowest level in more than 20 years.
The financial cushion of rising home equity and stock-market returns is driving some of the decline, economists and retirement advisers say.
But for some older professionals, money is only part of the equation.
They say they don’t want to spend the last years of their career going through the tumult of AI adoption, which has brought new tools, new expectations and a lot of uncertainty.
Many people retire when key elements of their work lives are disrupted at once, said Robert Laura , co-founder of the Retirement Coaches Association and an expert on the psychology of retirement.
“Maybe their autonomy is being challenged or changed, their friends are leaving the workplace, or they disagree with the company’s direction,” he said.
“When two or three of these things show up, that’s when people start to opt out.”
“AI is a big one,” he adds. “It disrupts their autonomy, their professionalism.”
Michel, whose work required overseeing and strategizing on website content, has been here before.
When desktop publishing arrived in the 1980s, he was a graphic designer using triangles and rubber cement.
The internet’s arrival changed everything again. Both developments required new skills, and he was energized by the challenge of learning alongside colleagues and peers.
It felt different this time around. “Your battery doesn’t hold a charge as long as it used to,” he said.
He would rather spend his energy volunteering, making art, going to operas and chairing the Council on Aging in North Andover, Mass., where he lives.
In an AARP survey last summer of 5,000 people 50 and over, 25% of those who planned to retire sooner than expected counted work stress and burnout as factors.
About half of those retired said they had left work at least partly because they had the financial security to do so.
In general, older Americans are less likely than younger counterparts to use AI, research shows.
About 30% of people from ages 30 to 49 said they used ChatGPT on the job, nearly double the share of those 50 and older, according to a 2025 Pew Research Center survey of more than 5,000 adults.
Baby boomers and members of Generation X also experienced the sharpest declines in confidence using AI technology, according to a ManpowerGroup survey of more than 13,900 workers in 19 countries.
“We as employers aren’t doing a good enough job saying (to older workers), we value the skills that you already have, so much so that we want to invest in you to help you do your job better,” says Becky Frankiewicz , ManpowerGroup’s chief strategy officer.
Jennifer Kerns’s misgivings about AI contributed to her departure last month from GitHub, where the 60-year-old worked as a program manager.
Coming from a family of artists, she said, it offends her that AI models train on the creative work of people who aren’t compensated for their intellectual property. And she worries about AI’s effect on people’s critical-thinking skills.
So she was dismayed when GitHub, a Microsoft-owned hosting service for software projects, began investing heavily in AI products and expecting employees to incorporate AI into much of their work. In employee-engagement surveys, the company had begun asking them to rate their AI usage on a scale of 1 to 5.
When it came time to write reports and reviews, colleagues would suggest that she use ChatGPT.
“I’d be like, ‘I have no idea how to use that and I have no interest in using AI to write anything for me,’” she said.
It would have been more prudent to work until she was closer to Medicare eligibility, she said. But by waiting until her children were out of college and some of her stock grants had vested, the math worked.
Her first act as a nonworking person: a solo trip to Scotland, where she took a darning workshop and learned how to repair sweaters.
“The opposite of AI,” she said.
Employers already under pressure to cut workers—such as in the tech industry—may welcome some of these retirements, said Gad Levanon , chief economist at Burning Glass Institute, which studies labor-market data.
“The more people retire, the fewer they have to let go,” he said.
Some of the savviest tech users are also balking at sticking around for the AI upheaval. Terry Grimm, who worked in IT for 40 years, retired from his senior software consultant role at 65 last May.
His firm had just been acquired by a bigger firm, which meant learning and integrating the parent company’s AI and other tech tools into his work.
Until then, Grimm expected he might work a couple more years, though he felt that he probably had enough saved to retire.
“I just got to the point where I was spending 40 hours at work and then 20 hours training and studying,” said Grimm, who has since moved with his wife from the Dallas area to a housing development on a golf course in El Dorado, Ark.
“I’m like, ‘I’ll let the younger guys do this.’”

