Choosing the Tremor means choosing the turbocharged 2.0-liter engine, since Ford doesn’t offer a hybrid version here. In return, you get specialized suspension and traction hardware for rougher terrain, but you also trade off towing capability, road noise, handling, and fuel economy. I wanted to see whether those additions are worth it compared with a less expensive, more economical Maverick, and whether the Tremor’s steep price tag justifies itself over a larger, more capable Ranger. Ultimately, by the end of my week with this rugged little truck, my overall opinion of the Maverick remained favorable, but I’m not totally convinced the Tremor is the best way to have one.

2026 Ford Maverick Tremor Specifications

U.S. specifications. Power and torque are rated on premium fuel. Payload varies with configuration.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

Powertrain & Driving Dynamics: 7.5/10 — How Much Truck Do You Really Need?

Like the adrenaline-injected Maverick Lobo, the Tremor’s standard 2.0-liter EcoBoost four-cylinder delivers plenty of exciting turbocharged whooshes and responsive low-end torque; both variants also share that trick twin-clutch rear-drive unit and torque-vectoring capabilities. Whereas the Lobo gets a quick-shifting seven-speed gearbox, the Tremor keeps the eight-speed automatic transmission found throughout the rest of the non-electrified Maverick lineup, offering smoother, more robust shifts. In the higher end of the rev range, that little four-cylinder can produce a coarser note, but since it favors low-end power delivery and heavy boost, you’ll rarely find yourself using the latter half of the available RPMs anyway.

Unlike the Lobo, which handles surprisingly well for something with a pickup bed, the Tremor sacrifices much of its lateral control for greater off-road capability, thanks to its chunky Goodyear all-terrain rubber, raised ride height, and uniquely calibrated suspension. Handling on curvy roads and highways is noticeably worse than on other Maverick trims, and those hefty tires also produce much more road noise. These trade-offs are to be expected in a vehicle that prioritizes off-road use, but keep them in mind if you prefer the Tremor’s rugged looks more than you’ll actually make use of its enhanced all-terrain capability. It’s also thirstier than the typical Maverick, and I averaged just 19 mpg across city, highway, and off-road use.

During my brief encounter with a muddy forest access road, the Tremor showed why someone might gladly sacrifice road handling for added trail readiness. Dedicated off-road modes help manage throttle calibration and ease steering sensitivity, while its chunky tires and clever all-wheel-drive system let you trudge through mud, sand, snow, or whatever else nature throws at you, without hesitation. There’s no denying that the Tremor package adds real capability to Ford’s bite-sized pickup truck, but this all still raised one big question in my mind: for even less money, one could just as easily purchase a larger, more capable, body-on-frame Ford Ranger, and if off-road use is the overriding priority, why would anyone opt for the Maverick over one of those? More on that later.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana: no-haggle pricing, 100% online.

Technology: 8.0/10 — A New Data Plan, But Bring Your Own Charging Cable

Ford’s biggest tech addition for 2026 is a data plan. The Ford Connectivity Package includes a year of Wi-Fi hotspot data and connected navigation, with a seven-year option available. The 13.2-inch SYNC 4 touchscreen, eight-inch instrument display, and wireless Apple CarPlay and Android Auto arrived with the 2025 refresh. I found the system generally straightforward, and wireless CarPlay worked effectively throughout the week. The B&O sound system was decent, too, making for a reasonably agreeable technology package overall. The drive modes also made palpable differences to the truck’s behavior, giving me useful ways to adjust its responses as conditions changed. Oddly, though, Ford has taken something away: wireless phone charging disappears for 2026. You can connect your phone to the system wirelessly, but you still need a cable to charge it. The Tremor keeps its 360-degree camera and Trail Control with Trail 1-Pedal Drive, though neither is new this year.

Exterior Design: 9.0/10 — The Maverick Has Been Raiding Its Big Brother’s Closet

Although I personally prefer the shiny gloss-black, dinner-plate wheels and lowered stance of the Maverick Lobo, the Tremor might be the meanest-looking pick of the litter. The truck’s recent facelift adds newly shaped headlights that freshen the overall look, and the Tremor-specific orange graphics pair well with those meaty all-terrain tires for a convincingly rugged aesthetic. Parked next to a Ranger or an F-150, the Maverick looks no less aggressive, only more compact. This Maverick is certainly no city slicker, even if its proportions might suggest otherwise.

Compared with the Hyundai Santa Cruz, the Maverick’s only real rival, the Ford looks unmistakably truckish. While the Santa Cruz looks more like a Hyundai Tucson with part of the rear lobbed off, the Maverick has the boxy, upright shape American buyers tend to associate more fondly with pickup-truck authenticity; myself included. Its design makes no compromises because it shares a CUV platform, whereas the Santa Cruz seems to. Even beyond looks, the Maverick seems to be one of the few domestic models that outweigh its Korean competition, most evident in sales: Ford moves roughly 8.35 Mavericks for every Hyundai Santa Cruz sold in the U.S. Clearly, buyers prefer the boxier shape here.

Interior Design & Quality: 7.0 — Does the Cabin Know What This Truck Costs?

I will gladly accept a simple interior in an affordable pickup, but the Tremor’s price makes the inexpensive materials harder to overlook. The truck’s tall stature delivers impressive headroom, but the cabin still feels cramped, and the upright seating position can become uncomfortable on longer drives. Rear legroom is particularly tight, but the bench is still more accommodating than the sideways jump seats found in some older compact pickups, and proper rear doors make access much easier than backward-opening half-doors.

Ford has, at least, been clever with storage. The rear-seat cushion flips up to reveal useful bins and create extra room for belongings inside the cabin. That flexibility is welcome when transporting items that must be sheltered from the weather. The passenger-space compromise also leaves room for a surprisingly useful bed. Its floor measures 54.4 inches against the Hyundai Santa Cruz’s 52.1—a 2.3-inch advantage. Bed volume is 33.3 cubic feet versus 27.0 in the Hyundai, giving the Ford another 6.3 cubic feet edge. So there’s obviously a worthwhile utility advantage here, even if rear passengers might wish Ford had allocated the space differently.

Pricing & Value: 6.5/10 — This Little Truck Has Expensive Hobbies

Although the Maverick lineup generally offers solid value, that’s not necessarily true of the trim-topping Tremor. The Santa Cruz XRT costs just $610 more than the Tremor and can tow up to 5,000 pounds when properly equipped, whereas the Tremor is limited to 2,000 pounds and up to 1,140 pounds of payload. Even a Maverick Hybrid AWD can tow 4,000 pounds with the optional 4K Tow Package, so buying the rugged Maverick involves some decidedly practical sacrifices.

All figures are in U.S. dollars, excluding taxes and additional options.

That brings me back to the Ranger. The mid-range XLT 4×4 starts $1,070 below the Tremor before destination, or $870 below it with delivery included. Add the $1,195 FX4 package and $535 Trailer Tow Package, and it reaches $43,200—only $860 above the Tremor. That buys a body-on-frame truck with low-range gearing, an electronic rear locker, additional underbody protection, a longer 59.6-inch bed, and up to 7,500 pounds of towing capability.

The Tremor does include heated seats, B&O audio, and a 360-degree camera, while that Ranger has cloth seats and fewer comfort features. The Maverick’s compact size also has value in tight parking spaces and on narrow access roads. For regular trail use, though, I would probably start shopping Rangers instead. For mostly road driving, the XLT Hybrid AWD saves $7,780 before further options and makes a more economical daily driver with friendlier road manners. That leaves the Tremor serving a narrow demographic: someone who needs the extra traction hardware, specifically wants the compact footprint, and accepts its reduced work capacity. I get the appeal, but it isn’t where I’d put my own money.

The Real Verdict: 7.3/10 — I Still Want a Maverick, but I’d Spend My Money Differently

After a week with the Tremor, I remembered why I fell for the Maverick in the first place. This little pickup has plenty of character, and its useful bed, clever storage, and manageable dimensions make a convincing case for keeping your truck purchase small. The Tremor adds worthwhile traction hardware, an entertaining turbocharged engine, and enough cosmetic toughness to make me glance back after parking it. But choosing this particular Maverick requires accepting several substantial compromises. Noisier tires, less composed handling, and disappointing fuel consumption affect everyday driving, while the cabin’s inexpensive materials are harder to excuse at this price. Its reduced towing capacity also makes the toughest-looking Maverick a less useful truck for some buyers.

For my money, an all-wheel-drive Maverick Hybrid still seems like the most appealing daily companion. If regular trail use were a priority, I’d give a Ranger XLT 4×4 with the FX4 package a serious look before signing up for the Tremor. So there’s really only one reason to choose this truck: you insist upon the Maverick’s compact dimensions and will actually use its added off-road capability often. For that buyer, the Tremor has a real purpose, but otherwise, it feels a bit superficial. I’d happily recommend the Maverick to almost anyone; I’d just need to know more about their weekends before I’d recommend the Tremor.

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission.

It’s been five years since our family went camping, so I decided to make a quick weekend away with my two boys. The two-hour drive to Wisconsin didn’t seem like too much of a commitment, and I was fortunate enough to get a Land Rover Defender 130 X from the Midwest press fleet to manage the arduous task of hauling tons of camping gear and firewood for our somewhat outdoorsy adventure. Here’s how the three-row Defender 130 X fared.

It Swallows a Ton of Gear

The photo above shows the Defender 130 X loaded with about 25 percent of the total camping gear I shoved inside. The problem with camping is that, aside from food, spending two nights camping takes about the same amount of gear as five days. I couldn’t get over how much I needed to bring. Here’s an abbreviated list: tent, tarps, folding chairs, stove/propane, pots/dishes/utensils, air mattresses, backpacks, sleeping bags, lanterns, flashlights, cooler, knives/axe, water jugs, firewood, coffee pot, food, and clothing. That’s for me and my two boys.

View the 2 images of this gallery on the original article

The front cupholders can take big coffee tumblers, and the door pockets held plenty of snacks and two sets of binoculars. The deep center console binnacle and armrest compartment can manage tablets, small books, and small items you prefer to keep out of sight. It does not scrimp on convenient storage spaces. Even the dashboard has a deep shelf with a lip, ideal for pens, campsite documents, trail maps, etc.

View the 4 images of this gallery on the original article

I only needed to use the 28.4 cubic feet of cargo space behind the second row seats and the front passenger seat for camping gear. My boys sat in row two and kept their backpacks between the second row seats, which proved to be ample. I could have loaded more into the back, but the Defender 130 was capacious enough to get all the gear in without compromising passenger space. I didn’t want to put either of them in the front passenger seat, so it worked out well.

The side-hinged tailgate might not be great for tight city spaces, but it’s ideal for the outdoors. Easy access to the cargo section, a storage shelf inside the tailgate, and no chance of hitting your head on a liftgate at night. Finally, I loved the broad, boxy hood that allowed me to dry off the tent tarp when breaking camp down on our final day.

Mighty Comfy Digs for an Off-Road Monster

I can’t name another bona fide off-roader that’s as comfortable as the Defender 130. If I was blindfolded and sat in the front seats, I would guess it’s a luxury vehicle. The seats are plush but not overly so, and they’re properly wide and very supportive. Long drives don’t present an issue, and the driving position is excellent. The rear Captain’s Chair’s are similarly good, and passengers have gobs of legroom.

The walkthrough to the back row is generously wide. Land Rover placed the 2nd row cupholders in the slightly raised portion of the transmission tunnel, as opposed to putting a console between the seats. This saves space and also makes the Defender 130 X feel bigger inside than it already is. The interior configuration and comfort also proves the Defender 130 X can manage more occupants when less gear is needed. You can fold down fractions of the third row for longer items and still seat one or two people way in back.

Highway Speeds and Trail Management are Superb

Two hours of highway driving proved that the Defender 130 X is more than just an off-roader. Getting up to 75+ mph in fast-moving traffic was no problem with the 395-horsepower P400 inline six engine with mild hybrid assist. Adaptive cruise control and lane keeping assist made the miles less tiresome after a busy morning getting all our gear together. The system works very well, and the Defender responds quickly when the car in front is speeding up or slowing down. It’s a remarkably good highway cruiser, which is more than I can say for the Ford Bronco or the Jeep Wrangler Unlimited.

Once we hit some dirt roads and trails, the Defender 130 X remained in Auto mode and didn’t require a configurable setting for Terrain Response 2. Even without selecting one of the various modes (including mud & ruts, grass/gravel/snow, sand, rock crawl, and wade mode), the Defender can handle a lot. I’d love to say we did some serious off-roading on our trip, but that was not the case. It’s good to know, however, that the Defender 130 X is more than capable of doing some serious off-roading, minus the compromised departure angle due to the elongated tail.

Final Thoughts

Most Defender owners will never do more than we did when we went camping. It’s one of the most adept off-roaders that also happens to be comfortable, spacious, and great on-road. We loved using the Defender on our trip, and my boys remarked how easy and comfortable it was. It’s the vehicle they want me to buy next (a discussion which will certainly involve their mother). Finally, they said the Woolstone Green paint was a perfect match for the woods of Wisconsin. All the more reason for me to get one.

This idea is probably testing the waters for another luxury Ford off-roader. This one, the rumor mill indicates, will actually be built by the brand’s dedicated luxury marque: Lincoln.

What Will Ford’s Luxury Bronco Look Like?

Ford will use Lincoln to bring a sort of cut-rate G-Wagen to market, with production starting up in the next few years at the very same plant Ford builds the Bronco at in Michigan. The new Lincoln, like all Lincolns, will of course draw heavily from its Ford counterpart. Just as the Navigator is inspired by the Explorer, the Lincoln Bronco will be inspired by Ford’s. No one knows what it’ll be called just yet.

What the SUV will look like is a bit clearer, given how similar it will be to the Bronco. I’d expect the general silhouette of the Bronco to stay, including the high waist, boxy front, and upright cabin. A little more chrome will probably make its way into the design, but the rugged essentials will stay put. I’d be mad if they got rid of the handy hood tie-downs, which also help to locate the front inside of the wheels when off-roading, as well as the removable roof.

What Will Lincoln’s Budget G-Class Have Under The Hood?

It’d be no surprise if the stuff under the sheet metal were the same as the Bronco. There’s no sense in changing it, but Lincoln will likely make some modifications to tame the Bronco’s wild on-road manners. It does, after all, drive like a giant Tonka truck, plastic wheels and all.

That logic probably won’t extend to engines. The Bronco’s powertrains will probably carry over, but I doubt the four-cylinder will make it. That leaves the optional turbo 2.7-liter V6, which produces 330 horsepower. Lincoln is already using another Ford powertrain: the one out of the Bronco Raptor. In the Aviator, it makes 383 horsepower, but in Ford’s Raptor, the twin-turbo V6 makes 418 horsepower. Given the mission of the Lincoln Bronco, the latter figure will probably be employed. More power depends on how directly a competitor Lincoln wants this thing to be with the G-Class.

Cost And Timeline

It’ll likely be a few years before the SUV debuts. The model should arrive before the end of the decade, though, which points to a debut sometime in 2028 or 2029. The money depends on how upmarket Lincoln thinks it can take an SUV based on the basic Bronco architecture.

The G-Class is a lofty target, with its dedicated architecture and super-luxe interior accompanied by a massive $155,000 MSRP (to say nothing of AMG models). I think the Defender is more the Lincoln’s speed. The base Defender 110 starts at a more modest $67k or so, which feels like a more realistic target given it’s quite easy to spend that money on a Bronco already.

I’m a suburban dad with three kids. My wife and I both own Mazdas, a CX-9 and a Mazda6. Someday, I’ll own a rear-wheel drive, manual transmission sporty car again, but that’s probably when the kids are gone and I’m retired. My wife and I also consider buying a vehicle for overlanding, and I may have found it. The qualifier is that any vehicle chosen for this purpose must also work as a family vehicle to eventually replace our CX-9, while adding the ability to do the rough stuff when necessary.

The 2026 Land Rover Defender 130 X brings those two worlds together beautifully. It combines three-row seating with a 395-horsepower inline-six with mild hybrid assist, standard air suspension, and serious four-wheel-drive hardware. This isn’t simply a family SUV with a rugged look. It has the goods to do what most SUV owners never will.

My tester’s base price was already substantial at $105,000. With the $1,850 destination charge and options like the Cold Climate Pack, Towing Pack, and heated second row Captain’s Chairs, the total price arrived at $110,010.

Exterior & Interior Styling – 9.75/10

I’ll admit that the 130 isn’t the best-looking version of the Defender. That superlative belongs to the well-proportioned 110. The 90 looks like two-thirds of a Defender. The 130 looks a little ungainly due to the added 13.3 inches of length. It has the same wheelbase as the 110, but that extended tail section makes it seem almost hearse-like. That said, I still love the Defender’s unapologetic uprightness, boxy body, and purpose-built look. The 130 X’s Woolstone Green Paint and black trim pieces might just be the perfect combination. For my family the longer back is what could make ownership a reality.

View the 4 images of this gallery on the original article

The cabin is even better than the exterior. It’s a wonderful combination of physical controls, rugged materials, and utilitarian design. None of it looks or feels overdone or chintzy, and it feels like the kind of luxury SUV you’d actually feel okay beating up a litle with mud, camping gear, and kids. The beefy steering wheel, chunky dashboard, integrated grab handles, and huge cubbies give the Defender the right vibe for town and country. It’s refined without pointless decoration and rugged without overkill.

I’m utterly fascinated by the powdercoated steering wheel spokes and similarly tactile center console. I don’t know any other vehicle that uses this, and it’s wonderful. Sure, there’s no wood in here, but who cares? The plastics, metal trim pieces, and leather are all handsome and high-quality. It all comes together in a cabin that matches the exterior.

View the 4 images of this gallery on the original article

I have to confess that when the new Defender came out in 2020, I was skeptical about its newfangled interior. I thought it would be to posh and too complex, but the result is a near perfect execution of form following function. Land Rover should absolutely take some of this and slide it into the overly minimalist cabin of the top dog Range Rover, which is challenging to use quickly. The Defender’s interior is one of the best I’ve experienced, and it’s one you won’t be afraid to dirty up on occasion.

Infotainment & Technology – 8.25/10

For 2026, the Defender gets a standard 13.1-inch infotainment touchscreen running its Pivi Pro interface. The larger curved screen replaces the previous 11.4-inch display. A 12.3-inch configurable instrument display handles the driver’s information, while wireless Apple CarPlay, wireless Android Auto, and wireless phone charging cover the everyday essentials. The system works well, but the main menu takes some adjustment due to the layout and similar coloring. I didn’t score the same system as high in the Range Rover, but that’s largely because of said vehicle’s lack of accompanying physical controls.

The instrument display is one of my favorites because it looks genuinely analog. The brushed matte surfaces of the gauges appear to have texture, and the font is a nice blend of modern and classic. Other tech features include surround-view and ground-view camera functions that help with vehicle placement, and an available digital rearview mirror can maintain a useful view when passengers or cargo block the rear window.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana: no-haggle pricing, 100% online.

Comfort, Space, and Usability – 9.5/10

The interior of the 130 X is superb. The seating upholstery employs both Windsor leather on the seating surfaces and something called Kvadrat, a premium wool-blend textile, on the side trim. It has texture and can handle more rigors than leather. The seating materials are a combination of refinement and ruggedness, and the formula works.

The front seats are very supportive and the right amount of cushioning. The Captain’s chairs are similarly comfy, and both rear rows can house real adults. The massive opening between the Captain’s Chairs makes third-row access minivan-like. The third row seats have nice level cushions, and even the middle position is comfortable. 31.7 inches of legroom back there is solid. All three rows of the 130 X come with standard heated seats, while the front row also gets ventilation.

View the 4 images of this gallery on the original article

Although the cabin is largely utilitarian, the Defender 130 X has great standard amenities like a panoramic sunroof, a power tilt/telescoping steering wheel, configurable cabin lighting, a crisp head-up display, and a booming 700W Meridian Surround Sound System.

Cargo space in the 130 is generous. With just the third row folded flat, there’s 28.4 cubic feet of space. I was able to load it up with gobs of camping gear and firewood and didn’t even need to fold row two down to do so. With the third row in place, there are 15.3 cubic feet behind it. It’s not a lot of room, but I was able to fit 7 full grocery bags across its width. Fold all rows down, and the Defender 130 provides 89 cubes.

View the 4 images of this gallery on the original article

The Defender lineup has some of the best physical controls in the segment. I love bent nail shift knob. It has a mechanical feel, although it returns to the same position each time. The climate control knobs with digital readouts and seat heat/ventilation are excellent. Once you get used to the location of the other buttons for climate, traction control, ride height, etc., it all becomes easy to use. The rear cliamte control knobs are just like the ones for the front row. The control pads and switches on the steering wheel for adaptive cruise control and audio also work very well, making it easy to control while driving.

Driving Experience – 8.5/10

When it comes to a family SUV with solid off-road chops, I don’t require gobs of horsepower. I’d rather have comfortable and roomy accomodations instead of 500+ horsepower. The P400 powertrain feels like the sweet spot for the 130 X. Its 3.0-liter mild-hybrid inline-six produces 395 horsepower and 406 lb-ft of torque, paired with an eight-speed automatic and four-wheel drive. 0-to-60 mph happens in the low-six-second range, and it’s plenty of performance for a large SUV that weighs nearly 6,000 pounds.

The result is strong acceleration and smooth shifts, while cruising at 75+ mph highway speeds feels pretty effortless. There’s a little lag off the the line, but it’s quick once it gets going. There’s good steering effort, and its very accurate. The largest Defender is tall and hefty, so managing turns takes a little bit of planning. Standard air suspension and Adaptive Dynamics work wonders, and ride comfort is superb over broken pavement and gaps.

Some might criticize the Defender’s use of unibody (vs. body-on-frame) construction, but it’s rigid as hell without sacrificing comfort. Low-range gearing and Terrain Response 2 wiht Off-Road Modes give the X equipment that goes well beyond rugged styling. I didn’t take it on any serious trails, but dirt roads with divots and drops when I took my boys camping were dispatched with virtually no effort.

Final Verdict – 9.5/10

The Defender line is tremendously good. It manages to do utility, luxury, and style in almost equal measures, and the 130 X makes it very family-friendly. In the entire Land Rover lineup, it’s my favorite vehicle, and one of my favorite rugged SUVs. There’s not much it can’t do, although its added length diminshes the departure angle. On road, it remains surprisingly comfortable and composed. For the family, there are few competitors that can manage the toughness of the Defender 130 X. I’m putting this one on the short list for my family.

Honda launched its first TrailSport model in 2021 with the Passport. Since then, the badge has shown up on more Hondas, adding features like chunkier tires, rugged trim, and outdoor-inspired colors for a more adventurous look.

But that dress-up game is about to get a serious overhaul. Honda’s TrailSport crew says the days of just slapping on some rugged bits are numbered. Instead, future TrailSport models are set to get real engineering upgrades aimed at making them actually useful when the pavement ends, led by the 2027 Passport TrailSport.

Honda’s TrailSport Team Has Real Off-Road Credentials

This change is being pushed by a handful of Honda engineers and product planners who actually live and breathe off-roading. According to MotorTrend, these folks have garages full of classic off-roaders – some heavily modified for extra trail cred. A few even have International Four Wheel Drive Training Association certifications, and they’ve racked up miles on trails from North America to Japan.

That experience is important, because building a true off-roader requires more than just adding bigger tires and plastic protection. Suspension geometry, ground clearance, traction systems, recovery gear, and the software that controls everything all determine whether your SUV can handle tough terrain or just look rugged in a parking lot.

Of course, the team still has to sell the idea to the higher-ups. Honda’s engineers are busy convincing the execs back in Japan that going all-in on off-road hardware could give the brand a real boost – especially in the US, where trail-ready SUVs are practically a rite of passage.

Electrification could also be part of the plan. Honda is developing a V6-based hybrid system for its larger vehicles, and the electric power could provide instant torque when needed, such as when climbing over rocks or going up a steep hill.

Future TrailSport Models

The next-generation Honda CR-V, which will likely be revealed next year, is likely to receive the tougher TrailSport upgrades. The Ridgeline is also expected to get a new version in 2028. Honda may use suspension parts from the Passport, following its usual parts-sharing approach. The Pilot could also be included, but nothing has been confirmed yet. Acura could collect strays, too, with the premium arm recently confirming its move to introduce a rugged model.

Meanwhile, Honda and Mitsubishi are working together on a Honda-branded pickup based on the Mitsubishi Triton’s ladder frame, with sales starting in ASEAN markets in 2028. This could give Honda a true pickup in a region where traditional body-on-frame trucks are still very popular. However, there is no information yet about a TrailSport version of this model, though we’re seeing it as a potential application of this newfound TrailSport direction.

Honda Racing Corporation (HRC) is going to compete at the 2027 Score World Desert Championship. The Honda Passport “Baja Spec” race truck will be unveiled on October 29, 2026, and if you want to see it in the metal, it’s going to be on display at the 2026 SEMA Show from November 3 to 6, 2026.

Who knew that the Passport could look so bad-ass? The teaser shows a side profile of the soon-to-be-unveiled race truck, and it looks like it will be absolutely ridiculous. The Honda Passport Baja Spec will have 1,300 under the hood, feature Honda’s latest and greatest technologies for going fast off-road, and it will also be driven by two-time Baja 1000 winner Bryce Menzies.

HRC Returns to The Desert in 2027

The Big H is no stranger to Baja racing. Honda is the winningest manufacturer in Baja-spec motorcycle history, with 22 victories in its trophy cabinet and numerous class wins. The Japanese brand has also taken its two-wheeled expertise to the four-wheeler classes, amassing 17 class victories since 2015, which include four wins at the Baja 1000 and five at the Baja 500. Now, the brand has already set its sights on the 2027 Score World Desert Championship, and it has the right Passport for the job, figuratively and literally.

All we see is a side-profile silhouette of the Honda Passport Trophy Truck, but we can already tell it’s going to be an absolute menace in person. In fact, so much was done that I guess corporate had to put the “Passport” nameplate on the side of the car, lest people forget the car that it is based on. However, as with most Trophy Trucks, it’s obvious that a lot of reengineering was done in order to get this up to a Baja Spec.

Stay Tuned for the Dunes

For now, this is just a sneak peek, but the reveal is shaping up to be one for the books, especially for Passport fans and owners. With 1,300 horses under the hood, massive tires, and bodywork that’s sure to make its mark on the desert dunes, Honda might have a very eventful season in front of it.

This truck takes all of the latest and greatest technologies from Honda’s motorsports efforts, ranging from Formula 1, IndyCar, and IMSA, in addition to its already storied history in the desert rally stage. HRC U.S., if you’re unaware, heads all of Honda’s racing efforts, and engineers cars to compete at the highest levels.

Again, the reveal is set for October 29, 2026, and it will be held at a private event in Downtown Los Angeles and hosted by the Menzies. Following that is a public unveiling at the HRC booth at SEMA 2026 from November 3 to 6, 2026.

The Onyx Touring starts at $51,995, adding premium paint and destination takes it to nearly $54,000 before taxes. At this price, buyers should demand more than familiar Subaru virtues and blacked-out trim. A closer look at the three-row SUV segment shows more appealing options this price point.

What Does the Ascent Give You?

The Onyx Edition Touring is more than an appearance package. It adds black exterior details and 20-inch black wheels, along with Nappa leather upholstery, navigation, Harman Kardon audio, and a panoramic moonroof. Its seven-passenger configuration includes second-row captain’s chairs. This is Subaru’s family SUV with more stealth and more luxury.

Nevertheless, the underlying mechanical package won’t blow your hair back. Every Ascent gets one powertrain: a 260-horsepower turbocharged 2.4-liter four-cylinder and continuously variable automatic transmission. The Onyx Edition Touring returns an EPA-rated 21 mpg combined. Neither its output nor its efficiency provides an especially persuasive reason to spend this kind of money when there are better choices out there.

The Subaru still deserves consideration for those who love the brand and the accompanying safety and standard all-wheel drive. But those strengths don’t automatically make its most expensive version the smartest purchase.

Toyota Grand Highlander Hybrid Limited

The Grand Highlander Hybrid Limited trounces the Ascent in the fuel efficiency department, for starters. the Grand Highlander Hybrid earns an EPA-estimated 34 mpg combined. That’s a substantial improvement over the Subaru’s 21 mpg. For families piling on school-run, commuting, and vacation mileage, the difference adds up quickly. It’s reason alone to move away from the gas-only Ascent.

This near top-trim Highlander Hybrid Limited’s starting price is $53,110, and the total comes to $54,705 with destination. Its standard equipment set is comprehensive for this price and comes with the right equipment to go toe-to-toe with the Ascent Onyx Edition Touring. All-wheel drive, 20″ wheels, leather seats, heated/ventilated front seats, heated second row outboard seats, tri-zone automatic climate control, a JBL premium sound system, and the list goes on.

The Grand Highlander Hybrid Limited’s 12.3″ is larger, and its interface is more modern with better responsiveness. The Ascent also lacks the superb switchgear found in the Grand Highlander, one of its standout benefits. On top of that, the Toyota also supplies 20.6 cubic feet of cargo room behind its third row, compared with the Ascent’s 17.8. That additional space is particularly useful when passengers occupy every row and folding seats isn’t an option. Total cargo space in the Grand Highlander is 84.3 compared to the 75.6 in the Ascent. It’s more family-friendly and road trip ready.

Honda Pilot TrailSport

If the Ascent Onyx Edition Touring’s dark trim appeals to your outdoorsy side, the Honda Pilot TrailSport puts considerably more substance behind it’s blackened trim bits. Honda’s current configurator lists the 2026 Pilot TrailSport at $50,595 before its $1,595 destination charge, bringing the starting total to $52,190. That undercuts the flagship Ascent trim by a couple grand, while preserving standard AWD and seven-passenger seating.

More importantly, the Pilot TrailSport includes 18″ alloy wheels, all-wheel drive, all-terrain tires, an off-road-tuned suspension, two skid plates, a multiview camera system helps with TrailWatch, and recovery points, These are functional upgrades, not simply visual suggestions of adventure. Creature comforts that come standard include rugged synthetic leather with orange stitching, heated front seats, a 12.3″ color infotainment touchscreen, 2nd row sunshades, 2nd-row Captain’s Chairs, tri-zone automatic climate control, wireless Apple CarPlay/Android Auto, and a CabinTalk intercom system.

A 285-horsepower V6 and 10-speed automatic provide another benefit for buyers who would rather skip the Subaru’s turbo-four/CVT combination. The Pilot isn’t the fuel-saving choice here, but it offers a more satisfying driving experience and off-road capability that the Ascent can’t match.

Hyundai Palisade XRT Pro

The redesigned 2026 Palisade XRT Pro offers another way to buy a family SUV with an outdoors-oriented personality. The styling is more rugged and more cohesive than the Ascent’s and it looks significantly more modern thanks to its full redesign for the 2026 model year. Its $50,170 base price plus $1,600 freight comes to $51,470 total, well below the Ascent Onyx’s $54,000. The Palisade XRT Pro comes standard with a 287-horsepower V6 mated to an 8-speed automatic transmission, all-wheel drive, Terrain Mode Select (Mud, Snow, Sand), and Tow Mode. Hyundai backs the styling of the XRT Pro with all-terrain tires and increased ground clearance.

In terms of interior tech features, the Palisade XRT Pro handily beats the Ascent with a responsive and cutting-edge 12.3″ touchscreen and matching instrument display, and a 14-speaker Bose premium audio system. The Palisade also offers 43 inches of 2nd row legroom and 32.1 inches of third row legroom, more than both rows in the Ascent. 19.1 cubic feet behind the third row and 86.7 cubic feet with both rows folded flat, giving it a luggage-space advantage over the Subaru.

Final Thoughts

Ultimately, the Ascent Onyx Edition Touring makes sense for someone who specifically wants a fully equipped Subaru. The price, however, is hard to justify when these three alternatives provide more modern styling, more interior space, and more convincing standard feature sets. Toyota offers stronger efficiency, Honda supplies more purposeful trail hardware, and Hyundai delivers rugged appeal at a lower starting price. At $54,000, brand loyalty feels like a cruel mistress for a model that needs a redesign.

Toyota Snowhunter SEMA Concepts: Ready for Deep Snow

View the 3 images of this gallery on the original article

Toyota’s CALTY Design Research department in Ann Arbor, Michigan, led the project, with Toyota and TRD lifting parts helping complete each. Rigid Industries also contributed to each vehicle with additional lighting, but Toyota hasn’t revealed which aftermarket entity it worked with on the tracks. Nevertheless, all the concepts look ready for brutal blizzards, starting with the Tundra Snowhunter Concept. This is designed as a mobile basecamp and features billet rear control arms from TRD, Predator Step running boards, and the aforementioned lighting. It also has a CALTY-designed TrailLift Pro Rack System Concept, which turns the truck bed into a flexible platform that can accommodate bicycles, kayaks, canoes, and more.

Next up is the Tacoma Snowhunter Concept, which gets a roof rack, a full-length bed rack with MOLLE panels, an awning, recovery equipment, and bed lighting. Extra storage is also unlocked, and this less extreme concept is designed to handle tight trails with agility, while the 4Runner Snowhunter Concept adds skid plates to protect the underbody, extra cargo carrying capacity, and upgrades like Toyota rock rails, a Prinsu roof rack with accessory panels, and a Thule Pulse 2 cargo box. The Prinsu and Thule upgrades also appear on the Land Cruiser Snowhunter and the Sequoia Snowhunter, with the former adding a Thule SnowPack ski rack and the latter a TRD front skid plate and cast aluminum running boards.

Autoblog’s Insight

View the 4 images of this gallery on the original article

Toyota’s Snowhunter concepts are too extreme to become production vehicles, and they’d cater to an extremely small niche if they did. But they do serve a purpose. The Snowhunter concepts’ snow tracks create a wow factor and grab our attention, and after the shock wears off, the other accessories and enhancements take the limelight, showcasing what a Tundra, Tacoma, 4Runner, Land Cruiser, or Sequoia could be with enough aftermarket upgrades, many of which are factory-approved. Builds like these help the pensive enthusiast envision what the most extreme version of their truck or SUV might be like, and that can be enough to warrant at least a visit to a TRD parts store. If that happens, the concepts accomplish their ultimate mission.

View the 19 images of this gallery on the original article

2027 Jeep Compass Gets Safer and More Convenient

The 2027 Jeep Compass now gets adaptive cruise control as standard on all trims, while the mid-range Limited, Limited Altitude, and Trailhawk add a wireless charging pad and second-row USB ports. Optionally, the Premium Lighting Group gives these trims LED headlights, taillights, and fog lights, while the Driver Assist Package adds a 360-degree camera and a garage door opener. Stellantis adds that the 2027 Compass has a smaller price variance between the Limited trim and the slightly better-equipped Limited Altitude, now down to $995. The Altitude adds blacked-out exterior and interior elements, painted wheels, and contrast stitching. Unfortunately, the automaker has not provided a full breakdown of pricing for each trim, but besides the 85th Anniversary Edition, all 2026 trims carry over, including the Limited (~$33,500), the Trailhawk (~$34,000), and the Limited Altitude (~$36,000).

2027 Jeep Compass Colors and Availability

The color palette is unusually large for this segment, with Joose, Diamond Black, Bright White, Sting Gray, Red Hot, Hydro Blue, and Fathom Blue already available. But for 2027, Jeep is adding four new hues: Ghost, Copper Shino, ’41, and Goldilocks (availability TBC). As before, the Mexico-made Compass is powered by one engine across all trims, a 2.0-liter turbocharged four-pot making 200 horsepower and 221 lb-ft of torque, capable of a 2,000-pound towing capacity as standard. Orders are currently open, but Stellantis has yet to announce when deliveries will begin. Late in 2027 (the 20th anniversary of the now-aging Compass), a new model will begin production in Belvidere, Illinois, arriving for the 2028 model year. We’re probably dreaming, but perhaps domestic production will bring the price down again.

Scout Motors hasn’t even sold a single car yet, and it’s still at odds with the ‘volks’ that can sell them ‘wagens.’ Under the startup’s business model, the Volkswagen-backed brand is planning to go directly to consumers, but it’s encountered stiff resistance because of certain laws that prevent automakers from doing so.

Chief Judge Cynthia Bashant of the U.S. District Court for the Southern District of California has denied both Volkswagen Group of America and Scout Motors the motion to dismiss a California New Car Dealers Association lawsuit that’s against the startup’s direct-to-consumer plans.

Dealer Franchises Are Not Happy

Scout Motors’ legal team seems to be working overtime, serving suits to protect its interests and standing its ground in court at the same time. Because the brand wants to sell straight to the end consumers, franchised dealers under the Volkswagen Group of America are strongly opposed to this, so much so that some dealers have even banded together in order to assert the franchise laws that protect them.

The California New Car Dealers Association filed the suit in April 2025, stating that Scout is wholly owned by the Volkswagen Group of America, and the association claims that the company cannot use a subsidiary to sell cars, even if it is under a different brand. Additionally, the association also “plausibly” alleges that the Volkswagen Group of America violated California’s Unfair Competition Law through Scout Motors.

Under an amendment to the state’s franchise law, which took effect on January 1, 2024, the association claims that the direct-to-consumer model that Scout is planning to employ violates the amended state law. Specifically, that state law requires affiliated brands to use franchised dealers to sell and service vehicles, according to the suit. The other allegation that the association is holding against VW and Scout is that VW is circumventing California law by positioning Scout as a different brand altogether and competing with its own existing franchisees.

California is only one state that has filed a suit against Volkswagen of America for the Scout brand. Even in Florida, Scout fought existing franchises because of its direct-to-consumer business model.

Motion Denied… Twice

This development was reported by Automotive News. Scout Motors moved to dismiss the case once before, but it was eventually denied. Now the same situation is playing out. During the first denial, the Volkswagen Group of America raised several arguments, but the case continued anyway. Now, another motion to dismiss was denied once again, and the case will proceed with more discovery.

“The court told Volkswagen and Scout essentially what it told them in March, said Anthony Bento, the California New Car Dealers Association chief legal officer. “They raised arguments that were available to them the first time around, and the court declined to dismiss the case – now twice. Our claims stand, and we continue with discovery in the case.”

As usual, Scout Motors and Volkswagen Group of America declined to comment.

This year’s SEMA Show (Nov. 3-6) marks the world debut of the 2028 Outlander Diamond Trail Edition, the most rugged variant yet of the brand’s bread-and-butter SUV. The Japanese automaker obviously wants a bigger slice of the popular off-road SUV market, and a cheap way to do that is to give the existing Outlander some off-road chops.

A New Off-Road Mode for the AWD System

The off-road model gets an array of exterior, interior and hardware upgrades that make it “the most capable and adventure-focused Outlander ever offered in North America”—Mitsubishi’s words, not ours.

For starters, the Diamond Trail Edition adds a new Rock mode to the Outlander’s standard Super-All Wheel Control System (S-AWC) for more capability off the beaten track. The setting is said to use enhanced brake control to quickly suppress wheel-slip and help secure traction. Furthermore, Rock mode is said to activate faster than other S-AWC modes.

Additionally, when Rock mode is selected, the Hill Descent Control (HDC) system is automatically activated as well to help the driver control speed in rocky or mogul terrain. HDC can also be adjusted for the speed at which it holds the vehicle.

Another new addition is a screen that can be displayed in the instrument cluster showing front-wheel steering angle, individual wheel-slip and traction-control intervention. The Multi-View Camera System can also be activated and remains on up to 18.6 mph, a 6.2 mph increase from the standard model.

More Rugged Bumpers for Increased Approach and Departure Angles

Seen from the outside, the 2028 Outlander Diamond Trail Edition looks significantly more rugged thanks to redesigned bumpers that improve approach and departure angles—from 18.3 to 20.5 degrees (approach) and from 22.2 to 23.1 degrees (departure). The bumpers match the aggressive over-fenders and the unique 18×7.5″ black alloy wheels shod with dedicated Nexen Roadian ATX all-terrain tires, contributing to a rugged, trail-ready look.

The Outlander Diamond Trail Edition also gets a new matte black grille with black Dynamic Shield, as well as a black finish for the headlights. Keeping with the off-road-capable theme, the SUV also gets two round projectors attached to the front bumper and raised roof rails that allow easy installation of roof racks. Finally, the Outlander Diamond Trail Edition debuts a new Trail Green Metallic color that can be offset with a white roof.

Moving to the cabin, there’s an all-new seating material finished in dark grey with khaki stitching. Unique to the Diamond Trail Edition, this material repels water and is easier to clean, which should come in handy for an adventure vehicle.

The interior also features unified matte and dark tones, as well as textured matte black, dark chrome and dark satin. The Diamond Trail Edition logo, which represents skilled athletes on a downhill course, is found on the seat backs, floor mats and the door trim.

View the 5 images of this gallery on the original article

A New Generation of Off-Road-Capable Vehicles Is Coming to USA

While Mitsubishi has yet to confirm whether the all-new Montero/Pajero body-on-frame SUV is coming stateside, its Momentum 2030 long-term business plan notes that the 2028 Outlander Diamond Trail Edition will head a new generation of off-road-capable vehicles for North America.

Future models will focus on adventure and vehicle capability while building on the brand’s history of quality, dependability and reliability.

This vehicle represents the next step in our Momentum 2030 vision, combining Mitsubishi Motors' off-road heritage with the capability, technology and versatility today's customer demands. From the production model to the customized concepts on display, we're showing enthusiasts how far their adventures can go, while reinforcing our goal to helping customers truly ‘Drive their Ambition.’

Mitsubishi will showcase three Outlander Diamond Trail models at SEMA. One vehicle will be stock except some Mitsubishi Genuine Accessories and a color-matched Thule roof box, while the other two will be heavily modified.

Winner: Toyota 4Runner

With legendary body-on-frame durability, a standard two-speed transfer case on 4WD models, a massive aftermarket community, outstanding resale values, and documented reliability, the Toyota 4Runner is the perfect halfway point between hardcore off-roader and dignified daily driver. Genuine 4×4 is complemented by up to 10.1 inches of ground clearance, and there’s a choice between a 2.4-cylinder turbocharged four-cylinder producing 278 horsepower and a hybrid version developing 328 hp. The 2025 redesign made the SUV even more handsome without going soft, and inside, the cabin feels utilitarian but not sparse; it’s fancier than a Wrangler and less luxurious than a Defender. As a midsize vehicle that can seat up to seven (on non-hybrid trims), it’s unusual, but predictably, the third row is only really suitable for children.

Leather upholstery, heated and ventilated front seats, a wireless charging pad, and dual-zone climate control are available, as are a 12.3-inch gauge cluster and a 14.0-inch touchscreen infotainment setup instead of the standard 7.0-inch driver display and 8.0-inch infotainment screen. Wireless smartphone integration comes standard with an 8-speaker sound system, but a 14-speaker JBL system is also offered. All of these features are supplementary to the 4Runner’s true calling card: even with a 2WD system, the 4Runner is tougher than most SUVs, and with 4WD it becomes the ideal zombie apocalypse survival vehicle. Even the cheapest trims (starting around $42,000) can be optioned with 4WD for an extra $2,000, and while they don’t feel opulent by any means, they still feel somewhat refined (unless you hate turbo noises).

Toyota 4Runner Pros

• Genuinely good off-road capability
• Torquey hybrid powertrain
• Good ride quality
• Diverse trim lineup for several use cases
• Complimentary maintenance included

Toyota 4Runner Cons

• Hybrids lose some cargo space
• Third row is tight for adults
• Cabin materials are not premium, though they are hardy

Scores:

Capability: 4.5/5

Daily Usability: 4.5/5

Value: 4/5

Who’s It For?

The 4Runner will appeal to the buyer seeking a no-nonsense approach to reliable off-road tenacity without losing all road manners. It’s a vehicle that will be solid after hundreds of thousands of miles and still attract good resale prices, making it a good value proposition.

Recommended Trim

We recommend the TRD Off-Road version of the Toyota 4Runner. It capitalizes on the 4Runner’s best bits – off-road confidence and reasonable pricing – without feeling spartan. You get the most important off-road hardware and decent added features without the near-$70,000 pricing of the Trailhunter and TRD Pro models.

Runner-Up 1: Subaru Outback Wilderness

The Subaru Outback’s redesign raised eyebrows, but with the addition of the Wilderness trim, previously found on the Forester, the wagon-turned crossover makes more sense. But don’t let its segment-straddling nature imply that it’s a poor alternative to a serious 4×4; the Outback Wilderness has better off-road ability than is immediately obvious, with 9.5 inches of ground clearance and a dual-function X-MODE that optimizes the engine, transmission, and brakes for low-traction scenarios. The Subaru Symmetrical All-Wheel Drive system includes Snow/Dirt and Deep Snow/Mud modes specifically tuned to those environments, and although all four wheels are permanently driven through a CVT (with an 8-speed paddle-shit mode), the Outback Wilderness is decent to drive, with the base 2.5-liter naturally aspirated boxer-four (180 hp) making way for a 2.4-liter turbocharged flat-four with 260 hp and 277 lb-ft of torque.

Inside, a 12.3-inch cluster with a touchscreen of matching size comes standard with wireless smartphone integration. The Wilderness also boasts 12-speaker Harman Kardon audio, doubling the standard speaker count, dual-zone climate control (standard on all models), heated front and rear outboard seats, and a heated steering wheel. More importantly, the cabin is trimmed in durable, water-repellent StarTex upholstery, and standard rubber liners for the floors and removable cargo tray mean you don’t need to hose off a muddy mountain bike before heading home. Keyless access, eight cup and bottle holders, and loads of safety features (like whiplash-reducing front seats and the EyeSight suite of driver aids) mean it’s not just capable off the beaten path but also secure on the sometimes wilder paved roads.

Subaru Outback Pros

• Standard AWD, ample ground clearance on all trims
• Roomy cabin and cargo area
• Physical climate control buttons
• Legitimate off-road hardware and adaptive dampers with Wilderness

Subaru Outback Cons

• Base powertrain is slow
• CVT lacks engagement
• No complimentary maintenance

Scores:

Capability: 3.5/5

Daily Usability: 4/5

Value: 4/5

Who’s It For?

Someone who likes adventuring but doesn’t want something as imposing and tall as a true SUV will appreciate the Outback’s polished all-round, all-terrain competence. The wagon-like shape makes loading cargo simpler and is arguably easier to adapt to if you’ve never driven SUVs before, which can be useful on tight trails.

Recommended Trim

Our runner-up spot is specifically for the Outback Wilderness, but if you’re less serious about proper off-roading and simply want permanent security on loose terrain, the Outback Limited dresses the cabin in leather, adds navigation, and features a power moonroof, Harman Kardon audio, and heating for the rear seats and steering wheel.

Runner-Up 2: Ford Bronco

With between 8.3 and 13.1 inches of ground clearance depending on trim, the Ford Bronco looks ready to take on anything. All trims get four-wheel drive with Ford’s Terrain Management System, but unfortunately, the Badlands trim no longer features a front stabilizer bar disconnect as standard, though it is still available as an option or in the Sasquatch Package. This features 35-inch tires and more ground clearance than base trims, while the Bronco Raptor, or Braptor, gets wider fenders, 37-inch rubber, unique bumpers, a reinforced frame, and Fox Live Valve dampers. Other off-road goodies available in the range include an electronic locking rear diff, a front locker, a 4.7:1 final drive (Sasquatch Package), and the Bronco’s famous Go Over Any Thing (G.O.A.T.) mode, which adjusts throttle, shift, and traction settings on snow, sand, rocks, and mud. Whatever Bronco you choose, you get removable doors like a Wrangler, but here, the wing mirrors stay in place.

Ford elected not to update the Bronco with a redesign because, like the Wrangler, people love it just the way it is, and the way it is is simple. Inside, the cabin reflects the usable, durable, and adventure-ready look of the exterior, with off-road trims getting marine-grade vinyl seats to resist moisture and mud, while drain plugs in the rubberized floors make hosing down the interior quick and easy. Ford also concentrated on the switchgear, with large, easy-to-use controls designed to be operated with gloves, and you can spec a MOLLE strap system to store more gear against the front seatbacks. As for tech, a 12-inch digital cluster is paired with a 12-inch SYNC 4 touchscreen display as standard, including navigation and wireless smartphone integration. Meanwhile, powertrains range from a 2.3-liter turbo-four to a 330-hp 2.7-liter twin-turbo V6 and a 418-hp 3.0-liter twin-turbo V6, with the base Bronco powering all four wheels through a rare seven-speed manual and all the others using a 10-speed auto.

Ford Bronco Pros

• Serious off-road capability on all rims
• Available seven-speed manual
• Removable doors and roof provide open-air novelty
• Better on-road behavior than a Jeep Wrangler
• Modern tech, 12-inch displays are standard
• Multiple powertrains

Ford Bronco Cons

• All engines can be thirsty
• Two-door Broncos have tight rear seating
• More expensive than comparable Wrangler trims
• Manual gearbox only available with base engine
• Noticeable wind and road noise

Scores:

Capability: 4/5

Daily Usability: 4/5

Value: 4/5

Who’s It For?

The person who wants to do serious off-roading without the cheap feel and questionable on-road manners of a Jeep Wrangler while still enjoying a retro design and a rugged cabin that wants to get dirty.

Recommended Trim

For most people, we recommend the Ford Bronco in Big Bend 4-Door guise, which starts at a little over $40,000. Sitting just above the base model, you get nice upgrades like a leather-trimmed steering wheel, better interior materials, and access to the Mid Package, which offers heated front seats, dual-zone climate control, remote start, the 2.3-liter EcoBoost engine with 300 hp, and Ford Co-Pilot 360 driver aids. For those who want to go more extreme, the Badlands costs roughly 10 grand more, but $50,000 is still “cheap” compared to the $81k Raptor.

Honorable Mentions

Kia Telluride X-Pro

The Kia Telluride builds on the rugged appearance of the X-Line package with remarkably solid off-road upgrades. Ground clearance increases to 9.1 inches, 18-inch wheels are wrapped in all-terrain tires, and there are recovery hooks on both ends. In addition, the AWD system boasts a center-locking diff and an electronic limited-slip differential. If you just want to take your family somewhere remote rather than conquer the trails of Moab, this is an excellent SUV with decent trail-crawling ability.

Honda Passport TrailSport

With 8.3 inches of ground clearance, a 285-hp V6 engine mated to a 10-speed automatic, all-terrain tires, steel skid plates, and i-VTM4 all-wheel drive, the Honda Passport TrailSport is a vehicle that may not immediately spring to mind when considering AWD SUVs, but its mechanical all-wheel system is sturdy and capable. The Pilot TrailSport is worthy of consideration if you need three rows, but the smaller Passport is more agile on rocky trails where breakover angles from a shorter wheelbase are better, and its more aggressive bumper improves approach angles, too.

Conclusion

From hardcore off-roaders like the Bronco to softer crossovers like the Outback Wilderness, and the sweet-spot Toyota 4Runner TRD Off-Road in between, there are plenty of AWD and 4×4 options on offer, several of which offer varying degrees of extremism through their trim ranges. Not mentioned above but also worthy of consideration are the Toyota Land Cruiser, Land Rover Defender, and Ineos Grenadier, but our winner, runners-up, and honorable mentions are the easiest to live with, on or off the trails.

First, make sure the prices describe the trucks you want

AT4 is a trim; in the United States, TRD Off-Road is a package offered on several Tundra grades. My Canadian Toyota tester’s closest U.S. equivalent is an SR5 CrewMax 4WD with the 5.5-foot bed and TRD Off-Road Package. That SR5 starts at $51,510, and the $2,125 package brings the base-plus-package sum to $53,635. GMC advertises the AT4 at $68,300, but that includes the standard Duramax diesel. The V8 and active exhaust add $1,895, bringing that combination to about $70,195 before additional equipment.

All figures are in U.S. dollars and exclude destination, taxes, and other equipment. Totals are calculated examples, rather than U.S. prices for my Canadian test vehicles.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

The roughly $16,600 difference between the V8 GMC and SR5 Toyota therefore includes a substantial jump in cabin equipment. Moving to a Limited, Toyota adds leather, ventilated front seats, and larger displays. Its TRD package also costs more—$3,580—so the full step from SR5 TRD to Limited TRD is $7,805, not just the $6,350 separating their base prices. That narrows the illustrated GMC’s premium to about $8,800. My Sierra’s additional packages, sunroof, cover, and other options would widen it again. The Limited is a closer comfort comparison, although my firsthand Toyota impressions come from the simpler truck.

The GMC makes a stronger first impression inside

The Sierra’s lifted stance, red recovery hooks, and 20-inch wheels give it plenty of presence. The Tundra’s Mudbath paint and 18-inch TRD wheels suit its more straightforward specification. Open the doors, though, and the price difference becomes much clearer. GMC adds perforated leather and Kalahari accents, plus heated and ventilated front seats, a 13.4-inch touchscreen, and a 12.3-inch instrument display. The SR5-based Toyota has cloth, an eight-inch touchscreen, and a 4.2-inch information display between analog gauges. The off-road package hasn’t transformed the rest of its interior.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana: no-haggle pricing, 100% online.

I found Toyota’s presentation a bit simpler, for better or worse, though both trucks retain useful physical controls and wireless Apple CarPlay. The Sierra’s richer surroundings don’t automatically settle the comfort question, either: its front cushions felt firm on longer drives, while the Toyota’s seats remained supportive. This is where I would revisit the Limited. Its larger displays and better upholstery bring the Toyota much closer to what I expect at this price. Buyers should also check individual options: my GMC’s head-up display and rear camera mirror were add-on technology, and its sliding rear window was additional equipment.

A Limited TRD also moves to 20-inch wheels, so it changes more than the dashboard and upholstery. I would drive that configuration before assuming it reproduces everything I liked about the 18-inch-wheel test truck. An appealing spec sheet still needs to suit you from behind the wheel. Toyota supplies an especially good alternative to that little sliding pane. The CrewMax’s entire rear window lowers electrically, opening the cabin in a way the GMC cannot match. I’d miss it after getting used to it. Both trucks offer plenty of passenger space, with rear legroom measuring 43.4 inches in the Sierra and 41.6 in the Tundra. GMC’s extra room is another worthwhile advantage if the rear bench regularly carries adults, rather than jackets and shopping bags.

The V8 earns its appeal on the road

Toyota extracts more torque from a much smaller displacement. Its 479 lb-ft exceeds the GMC’s 460, although the delivery feels different. A hard acceleration request in the Tundra brought a pause for kickdown and boost before the shove arrived; the Sierra’s response felt more immediate. The GMC also delivered the soundtrack I wanted from a big pickup, helped by my truck’s optional exhaust. I chose the Sierra because I enjoyed driving it so much more, even though the Toyota could do the job for less.

The Toyota countered with a comfortable ride and light steering that made it feel manageable around town. Its coil-spring rear suspension handled imperfect pavement well. The Sierra felt composed through the Sea-to-Sky’s bends, but its size was harder to ignore in tight parking spaces. More engine didn’t translate into a meaningful difference in economy in these tests. I recorded about 15 U.S. mpg in the GMC and 14.7 in the Toyota, though they were driven on different routes and under different conditions. Neither result made the Tundra’s smaller engine an obvious financial consolation. Those impressions only apply to the engines driven. AT4 buyers can keep the standard diesel, while higher Tundra grades offer the 437-hp, 583-lb-ft i-FORCE MAX hybrid.

Similar ambitions, different useful hardware

Both trucks have credible equipment beneath the styling. The AT4 combines a two-inch lift, Rancho monotube shocks, skid plates, and an automatic locking rear differential. Toyota’s TRD package supplies Bilstein shocks, a selectable rear locker, terrain settings, and Crawl Control. GMC’s Autotrac transfer case also offers an Auto setting to adapt to changing traction conditions. Toyota’s part-time four-wheel drive requires the driver to select the appropriate range, and its rear locker operates in low range. The GMC’s automatic 4WD mode is a useful everyday distinction, separate from its automatically locking rear differential.

I used the Toyota’s off-road systems at Stave Lake in British Columbia, while the GMC tackled moderate terrain in Squamish Valley. Both handled their respective outings, but the different routes leave me without a fair basis for naming an ultimate trail winner. More specialized options exist when the trails demand them. The AT4X adds Multimatic dampers and front and rear electronic lockers; Toyota’s TRD Pro uses FOX shocks and hybrid power. Their prices reflect different suspension and traction hardware. Neither badge is necessary to get a rugged truck with a comfortable cabin.

Around the back, GMC’s MultiPro tailgate gives the AT4 something Toyota cannot duplicate: several opening arrangements, including a load stop and a step into the bed. On a tall, lifted pickup, easier access matters. The Sierra’s short box offers 62.9 cubic feet, and Toyota uses an aluminum-reinforced composite bed. Towing gives the less expensive Toyota another argument. GMC advertises up to 9,000 pounds for the AT4, while Toyota rates the comparable short-bed CrewMax TRD Off-Road at roughly 11,000. The Sierra range’s 13,300-pound maximum belongs to a different configuration.

Bed volume and payload also answer different questions. A larger box gives you more space, while the payload rating limits the combined weight the truck can carry. A family, their luggage, and a trailer’s tongue weight can use that allowance before the bed looks particularly full. I did not tow with either. Buyers should check the specific truck’s trailer and payload ratings, allowing for occupants, cargo, and tongue weight; choosing an off-road version can change what remains available for work.

What I would actually pay for

Between the trucks I drove, I would choose the V8 Sierra. Its engine delivered enough enjoyment to make the indulgence feel worthwhile, and the cabin gave me more to appreciate between uses. I would be more selective about the options, though. The engine, useful cameras, and practical bed equipment deserve priority over additions that mainly dress up the truck.

The Toyota becomes much harder to dismiss when I price a Limited TRD Off-Road. Around $8,800 separates the illustrated configurations before destination and further options, with the Toyota now supplying several comforts missing from my SR5-based tester. That leaves a more honest buying decision. Someone content with cloth and smaller screens can save considerably more with the SR5, while someone who wants comfort alongside trail capability should compare the Limited before deciding whether the GMC is worth the stretch.

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission.

Winner: Chevrolet Colorado ZR2

Our winner is the Chevrolet Colorado ZR2, and it boasts DSSV Multimatic dampers shared with the Silverado ZR2, a factory three-inch lift, and unique looks thanks to a special front end, rear bumper, and fender flares. We’ve decided against awarding the ZR2 Bison because its ARB armor and accessories, while impressive, increase weight and make approach angles worse. The Colorado ZR2 had approach, breakover, and departure angles of 38.3, 24.6, and 25.1 degrees, respectively, with 10.7 inches of ground clearance.

You also get front and rear locking differentials and Dana M190 front and Dana M220 rear axles. Under the hood is a turbocharged 2.7-liter four-cylinder engine producing 310 horsepower and 430 lb-ft of torque, delivered to all four corners through an eight-speed automatic transmission. A Ford Ranger Raptor is quicker on sand, and a Jeep Gladiator Rubicon has the edge in climbing rocks, but the Colorado ZR2 blends the best of both as the Goldilocks choice in the mid-size off-roader segment. Anything smaller is not as capable, and anything bigger is too unwieldy.

Chevrolet Colorado ZR2 Pros

• Excellent suspension articulation
• Relatively lightweight
• Sufficient power and efficiency from TurboMax engine, with strong low-end torque
• Advanced suspension comes standard
• Purposeful styling

Chevrolet Colorado ZR2 Cons

• Interior is cramped in the rear
• Material quality trails rivals like Nissan and Toyota
• Costs roughly $10,000 more than the Trail Boss

Chevrolet Colorado ZR2 Scores:

Off-road ability: 5/5

Durability: 4.5/5

Daily Usability: 4.5/5

Who’s It For?

The Chevy Colorado ZR2 is for the individual who wants a capable daily driver but also wants to go off-road without getting stuck. Other, more extreme trucks are only truly at home off-road, and better daily drivers exist, but this fills the middle ground beautifully and is the right size for most garages.

Recommended Trim

We think the ZR2 Bison is too aggressive for most, so save some cash and get the “regular” Colorado ZR2.

Runner-Up 1: Ford F-150 Raptor

Particularly on loose surfaces, few trucks have the off-road ability that the Ford F-150 Raptor boasts. It’s available with a 3.5-liter twin-turbo V6 making 450 hp, but there’s also the Raptor R, with a supercharged 5.2-liter V8 making 720 hp (both come with a 10-speed automatic). The F-150 Raptor has front and rear Fox Racing shocks with live valve technology, Trail Control that allows one-pedal driving, and selectable drive modes, including Slippery, Off-Road, Baja, and Rock Crawl settings.

The F-150 Raptor is the de facto choice for the desert runner, and it’s pretty capable on rocky surfaces too, but its size and relative lack of maneuverability compared to something like the Colorado ZR2 on tighter trails relegated it to second place. Still, it has locking electronic differentials, power-adjustable pedals so drivers of any size can find the perfect position, and heated and ventilated Recaro seats up front (heating only in the rear). In a nutshell, the Raptor is comfortable and capable, and its design commands attention, so it’s no wonder this is a popular choice all across America.

Ford F-150 Raptor Pros

• Powerful engines
• Incredible dune-bashing and jumping abilities
• Comfortable interior with loads of tech
• Great Bang & Olufsen sound system
• Fox suspension is remarkably comfortable, no matter the surface
• Supercharged V8 available

F-150 Raptor Cons

• F-150 Raptor is a big truck, bad for narrow trails
• Engines are thirsty
• Either F-150 Raptor variant is expensive
• Long-travel suspension negatively affects payload

Ford F-150 Raptor Scores:

Off-Road Ability: 4/5

Durability: 4/5

Daily usability: 4/5

Who’s It For?

The F-150 Raptor is something of a status symbol, but it’s also for those who regularly leave the city and suburbs behind to launch their trucks into the air at high speed, with little else coming close.

Recommended Trim

While we’d love to recommend the insane Raptor R with its supercharged Predator V8, the regular Raptor does pretty much everything the R can do without the gas mileage penalty. We won’t advise against the Raptor R, but we do prefer the normal F-150 Raptor’s relative attainability and efficiency.

Runner-Up 2: Ram 2500 Power Wagon

If even the F-150 Raptor is too small for you, the Ram 2500 Power Wagon is still the gold standard for heavy-duty off-road pickups. Under the hood is a 6.4-liter HEMI V8 generating 405 hp and 429 lb-ft of torque, and although the eight-speed auto feeds a part-time 4WD system, the Power Wagon gets front and rear locking differentials, solid axles, a 12,000-lb winch, Bilstein shock absorbers, underbody protection, and a class-exclusive electronically disconnecting stabilizer bar. Also now available by popular demand is a 430-hp 6.7-liter Cummins High-Output turbodiesel engine with a best-in-class base diesel torque rating of 1,075 lb-ft, and Stellantis has also added fifth-wheel gooseneck preparation for the first time, as well as a new 3.42 rear axle ratio. A 31-gallon fuel tank should deliver roughly 600 miles of range, and the Cummins option starts at $89,560 including destination.

Bigger tires would make the truck even better (33-inch rubber on 17-inch wheels is standard), but the Power Wagon is still remarkably agile over loose and challenging surfaces. Of course, its sheer size can be a compromise, but the HEMI has plenty of torque, and the truck is capable enough to make drivers look like off-roading heroes with ease. Climbing a cliff with a truck big enough to tow over 10,000 lbs is a weird but immensely cool sight, and that only adds to the Power Wagon’s appeal.

Ram 2500 Power Wagon Pros

• Reliable V8 power or monstrous turbodiesel available
• Plush cabin is suitable for families
• Rock-crawling and trail-busting abilities are greater than the size suggests
• Power Wagon is equally capable as a work truck, daily driver, or off-road toy

Ram 2500 Power Wagon Cons

• Payload is relatively poor due to suspension
• V8 is notoriously thirsty, with double-digit mpg figures barely achievable in the real world
• Ride can be stiff and bouncy on normal pavement
• Immense width makes parking a challenge, especially for urban garage spaces
• Pricing starts over $70,000

Ram 2500 Power Wagon Scores:

Off-Road Ability: 4/5

Durability: 4.5/5

Daily Usability: 3.5/5

Who’s It For?

The Ram 2500 Power Wagon is for the buyer who needs one heavy-duty vehicle that delivers a pleasant cabin, strong towing capacity, and impressive off-roading in one commanding vehicle. It’s a work vehicle and play truck in one, but it’s definitely not for shrinking violets.

Recommended Trim

The Power Wagon is a Ram 2500 trim, and it’s our choice. But if your budget can’t stretch to the Power Wagon, a 4×4 Tradesman (base) is still decent for most off-roading excursions.

Honorable Mentions

Toyota Tacoma

The Toyota Tacoma has long been a cult favorite of the off-roading enthusiast, and with multiple trims and powertrains on offer for 2027 (228-326 hp/243-465 lb-ft), it’s still guaranteed to be popular. The i-FORCE MAX hybrid powertrain had some early reliability issues, but Toyota’s strong reputation still translates to great resale values. Towing and payload figures aren’t as impressive as some rivals, and the higher trims are expensive, but the Tacoma remains an attractive, durable, and affordable off-road pickup. We like the TRD Pro for its isolated internal bypass suspension and built-in trail cameras.

Ram 1500

More luxurious inside than many rivals, the Ram 1500 is a great daily truck that can also hold its own off-road. We particularly like the Ram 1500 RHO. It’s not as extreme nor as thirsty as the TRX SRT, yet it’s still happy to drive on jagged surfaces at speed, thanks to a 540-hp Hurricane twin-turbo inline-six, Blackhawk e2 adaptive suspension from Bilstein, and a heavy-duty locking rear differential. It also looks aggressive enough to fool the uninitiated into thinking it might be a TRX, so there’s that.

Conclusion

There are several other trucks we could praise here, from the Ford Ranger Raptor to the GMC Sierra 1500 AT4X, but our picks are arguably the best in their respective classes, and while most off-road trucks will satisfy most casual adventurers, our choices are the best for those who will take overlanding seriously and want to get the most out of off-road excursions on a regular basis.

The 2026 Ford Ranger and Chevrolet Colorado give buyers plenty of room to make those decisions. I got to know them through a 2.7-liter V6 Ranger Lariat on a roughly 620-mile trip between Vancouver, B.C., and Vancouver, Washington, and a week with a Colorado Trail Boss around coastal British Columbia. City traffic and gravel backroads gave their respective talents—and irritations—somewhere to expose themselves. Those two trucks are the lenses through which I experienced both lineups, but we’ll start with what the different trims buy you, then move on to the engines, cabins, beds, and towing capabilities. Along the way, my time behind each wheel helps answer the question that gets harder as the options accumulate: which features would I actually pay for, and which truck would I rather live with?

What Your Money Buys Across The Lineups

Ford offers XL, XLT, Lariat, and Raptor variants of the Ranger. Chevrolet advertises WT, Custom, LT, Trail Boss, Z71, and ZR2 versions, with the Bison package taking the ZR2 further into specialist territory.

Prices exclude destination, options, taxes, and dealer charges. Regular Ranger starting prices cover the 2.3-liter engine and rear-wheel drive; the 2.7-liter V6 requires optional 4×4. Colorado Trail Boss, Z71, and ZR2 have standard 4WD.

Chevrolet starts $1,150 lower, but neither brand wins the value argument at every price point. XLT and LT begin around $36,000; Lariat and Z71 start within $150 of each other. A ZR2 starts $6,965 below a Raptor, before Bison or other options, but offers far less potent performance. Ford lets buyers combine its regular trims with an FX4 package, whereas Chevrolet gives its off-road models more distinct identities. The handsome, lifted Trail Boss I drove occupies one branch of that range, though we suspect a Tremor-branded Ranger will eventually arrive to directly take on Chevy’s no-frills overland-ready version.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

Two 2.7s, With Two Fewer Cylinders In The Chevy

Ford offers three engines in the Ranger: a 2.3-liter EcoBoost four-cylinder, a 2.7-liter EcoBoost V6, and a 3.0-liter EcoBoost V6. Chevrolet uses the same 2.7-liter TurboMax four-cylinder throughout the Colorado range, paired with an eight-speed automatic. Every Ranger uses a 10-speed automatic transmission, and every Colorado uses an 8-speed.

Manufacturer-rated outputs; Raptor figures are based on premium fuel.[4–6]

That gives even the least expensive Colorado 40 more horsepower and 120 more lb-ft than a standard Ranger. Comparing the two 2.7-liter engines I drove, Ford has just five more horsepower, while Chevrolet has 30 more lb-ft, meaning that opting for six cylinders doesn’t automatically get you the strongest torque figure. In fact, Chevrolet’s four-cylinder makes the same torque as the Ranger Raptor, albeit with far less horsepower.

The Chevy backed that up with eager low-speed response, a well-matched eight-speed, and an entertaining turbo whistle. The Ranger pulled hard on boost, but lag and reluctant downshifts could disrupt smooth driving. Its transmission was also less agreeable in slower traffic, where it often seemed unsure of which gear to be in. My impressions favor the TurboMax for everyday driving. Ford’s more diverse engine lineup still deserves credit: you can retain the less expensive 2.3, upgrade to the 2.7 without buying a Raptor, or spend considerably more for the Raptor’s additional 95 horsepower over any Colorado. Still, the Colorado’s powertrain offers far more for less, generally speaking.

That engine equation is likely to change for 2027, however. As Autoblog reported on October 19, the Ranger’s XLT and Lariat are expected to replace their optional 2.7-liter V6 with “a bigger, more powerful 3.0-liter EcoBoost V6.” That likely means a detuned version of the Raptor’s engine, though that report didn’t confirm final output or pricing.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana: no-haggle pricing, 100% online.

The Cabin Changes As You Climb The Range

Both trucks offer crew cabs and five seats. Chevrolet installs an 11.3-inch touchscreen and 11-inch instrument display across its range. Ranger XL and XLT start with a 10-inch touchscreen and an 11-inch cluster; XLT adds a 12-inch touchscreen, while Lariat and Raptor get two 12-inch displays. My Lariat demonstrated the appeal of spending more on the Ford: heated ActiveX seats, B&O audio, proximity entry, and a useful power-sliding rear window. Opening that glass reduced buffeting with the side windows down. The seat, though durably appointed, wasn’t the most comfortable place to spend two separate six-hour straight driving stints, and its stiff headrests and limited arm support left my neck and shoulders aching. The Colorado’s Evotex seats suited my outings better, though apart from some multi-hour highway jaunts, I didn’t take the Colorado on as extensive a road trip as I did with the Ranger, so take that with a grain of salt.

My Trail Boss lacked proximity unlocking and a telescoping steering wheel, but crucially, those aren’t shortcomings across the Colorado lineup. LT, Z71, and ZR2 have both, but even a Ranger XL supplies a telescoping wheel. Chevrolet’s trim ladder therefore requires closer scrutiny before consideration. The less expensive LT has conveniences the Trail Boss omits. Z71 combines more cabin amenities with its outdoorsy presentation, and it also offers ventilated front seats, which ZR2 includes as standard; the upper Rangers’ front seats offer heating without ventilation. I preferred the Chevy’s cabin overall, but I’d choose its equipment carefully. Paying more doesn’t always mean keeping everything from the cheaper version.

Off-Road Hardware Changes The Character

The regular Rangers provide a familiar pickup layout, with rear leaf springs. The FX4 package adds off-road-tuned shocks, skid protection, and Trail Control without requiring the Raptor’s price or thirsty engine. The Colorado Trail Boss, by contrast, takes a visibly different approach with a two-inch lift and a wider stance. My Reef Blue example’s optional 20-inch wheels and 33-inch tires looked the part, although its firm ride was obvious on rough roads. The standard setup is 18-inch wheels with 32-inch tires.

Z71 brings additional equipment without the Trail Boss’s two-inch lift. ZR2 is the more substantial mechanical departure, with a three-inch lift, Multimatic DSSV dampers, and front and rear lockers. Bison adds 35-inch mud-terrain tires, further underbody protection, and jounce-control dampers. Ford answers with the Raptor’s Fox Live Valve dampers, coil-sprung Watts-link rear suspension, front and rear lockers, and a 405-hp V6. These are meaningful reasons to shop particular versions.

Beds, Back Seats, And Trailer Numbers

Both ranges offer a single crew-cab, roughly five-foot-bed format. Ford gives you a wider bed floor; Chevrolet gives you more length.

Payload and towing are configuration-dependent maxima, not every truck’s capacity. Options, occupants, cargo, and trailer tongue weight affect usable capacity. The highest payload and towing figures need not occur together.

A tenth of an inch doesn’t make one rearward cabin substantially more desirable than the other, but the bed-width difference could matter for your regular load. I also liked the Colorado’s tailgate ruler markings, and its roughly 2 more inches of length is worth noting. For towing, Chevrolet’s headline advantage is only 200 pounds on most models. Ford’s base four-cylinder can reach its regular Ranger maximum, so the V6 upgrade doesn’t raise the ceiling. Choose Raptor or ZR2 hardware, and the towing limit drops, though the Raptor sacrifices more hauling capability than the ZR2 does. Fuel economy also depends entirely upon specification. My V6 Ranger returned 22.2 mpg on its highway-heavy trip; the Trail Boss managed roughly 17 in mixed use, but their different routes skew that comparison.

Which One I’d Rather Live With

Ford makes a persuasive case through choice: an affordable four-cylinder, an optional V6, and a Raptor with substantially more horsepower than Chevrolet offers. Its wider bed and available cabin equipment add practical reasons to consider it. That said, I’d still buy the Colorado out of these two if it came down to it. Its standard engine supplies the torque I want without an upgrade, and I preferred how its powertrain and cabin worked during my test. Plus, I’d be lying if I didn’t admit its loud, whistling turbo noises hadn’t factored into that decision. The Colorado’s appeal goes beyond the Trail Boss badge, but it’s still the one I’d go for, since I appreciated its no-frills, pure-capability direction, though I still wish it at least had a telescoping steering wheel.

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission.

If there’s one Jeep that needs no introduction, it’s the Jeep Wrangler. Boxy, rugged, and instantly recognizable, it’s the SUV that refuses to blend in with the crossover crowd. For the next model year, Jeep isn’t messing with the winning formula – just adding a few more toys and tweaking the sticker price.

You can now build your 2027 Wrangler on Jeep’s US website, but expect to pay a bit more. The base Sport starts at $39,985, up $945 from last year. Sport S and Willys see the same increase, while the Rubicon goes up by $795. If you want a higher-end or special-edition model, prices vary even more. Keep in mind, these prices don’t include destination fees, taxes, or other extras.

What’s New for 2027

The most notable changes focus on standard equipment, with several trims gaining features that make the Wrangler more convenient for daily use. Five Twelve 4 Twelve special editions also carry over into the next model year: Moab 392, Willys 392, Whitecap, Rewind, and Rockslide.

Sport, Sport S, and Willys now get a 7-inch color screen in the gauge cluster as standard. Sport S and Willys also score passive entry, so you can leave the key fob in your pocket and just hop in.

The four-door Sahara gets the biggest haul of new goodies: McKinley-trimmed seats, side steps, a nine-speaker Alpine sound system, built-in navigation, rear park assist, blind-spot monitoring, cross-path detection, an auto-dimming mirror, automatic high beams, a universal garage opener, and even a front-facing TrailCam for off-road adventures.

Rubicon buyers now get toasty front seats, a heated steering wheel, and built-in navigation as standard. Over on the two-door Willys, there’s now a vented power dome hood to match its four-door sibling.

Jeep’s also shaking up the color palette. New shades like Ghost and the limited-run Gum 31 are in, with Fathom Blue joining the party too. Gobi, Sting Gray, and Hella Yella are on the list, but you’ll have to wait a bit longer for those.

Familiar Engines and Off-Road Capability Remain

Under the hood, the same trio of gas engines. The 2.0-liter turbo-four puts out 270 horsepower and 295 lb-ft, paired with an eight-speed auto.

The 3.6-liter V6 is good for 285 hp and 260 lb-ft, and you can still get it with a six-speed manual if you’re one of the few who still wants to row your own gears off-road.

At the top, there’s the 6.4-liter V8 with a thumping 470 hp and 470 lb-ft. It’s reserved for the four-door Willys 392 and Moab 392, which still wear the biggest price tags: $70,995 and $79,995.

Of course, off-road chops are still front and center. Depending on trim, you get Command-Trac, Rock-Trac, or Selec-Trac 4WD. Jeep claims a 100:1 crawl ratio, up to 12.9 inches of ground clearance, 5,000 pounds of towing (if you spec it right), and the ability to wade through 34 inches of water.

The Wrangler still offers removable doors, a foldable windshield, and the optional Sky One-Touch powertop. These features keep it popular with buyers who want an SUV that works for both daily driving and outdoor adventures.

View the 4 images of this gallery on the original article

Every time I get to drive a Defender, whether it’s the two-door 90, the two-row 110, or the behemoth 130, I come away seriously impressed and swear I’ll own one someday. Its demeanor and cabin are a fresh departure from the more refined Land Rover models like the Range Rover and the Velar. It’s the three-row adventure vehicle that other brands can’t compete with. Here are five reasons the longest Defender deserves attention from buyers.

1. A Spacious and Comfortable Cabin

When the 130 came out, the 90 and 110 had already been on the market for a couple of years. The Defender 130 was the family SUV answer to the brand’s most rugged SUV. The 130, however, isn’t an afterthought when it comes to passenger space. Its standard eight-passenger arrangement provides three seats in the second row and three in the third. Row two provides 38.7 inches of legroom, and row three has 34.0 inches. That’s more than the BMW X7, making the 130 useful for families whose passenger requirements have outgrown the occasional-use third row.

The atmosphere is equally appealing. Rather than imitating a traditional luxury SUV cabin, the Defender mixes premium materials with an upright, purposeful layout. Materials are superb, and the dash is one of the most original I’ve ever seen. It feels substantial rather than delicate and fussy. It has a huge storage shelf on the passenger side, great seating and even available creature comforts like heated/ventilated seats, heated steering wheel, and a refrigerated center-console compartment. The result is a cabin suited to road trips, muddy weekends, and everyday errands. It isn’t quite as opulent as a BMW X7 or Mercedes-Benz GLS, but it is more purposeful and consistent with the Defender’s rugged mission.

2. Great Physical Controls

A luxury SUV shouldn’t require a touchscreen tutorial just to make basic adjustments, and the Defender abandons that route for easy physical controls. The 130’s physical dashboard controls consist of a sweet “bent-nail” shift knob protruding from the center stack, big climate controls with digital readouts, ample HVAC buttons, and an audio knob. Its substantial switches and rotary controls complement the vehicle’s functional design, and everything is straightforward, including the traditional wiper and headlight stalks.

The PIVI Pro touchscreen isn’t my favorite, but it works fine. The Defender 130’s physical controls also mean it’s better to use than the top-run Range Rover, which relies all too much on the screen. The touchscreen still handles plenty of functions, so this isn’t an entirely analog setup (that no longer exists in the industry, if you care to know). Nevertheless, the physical controls make the Defender a real world SUV that’s not painfully tech-y. It reinforces the idea that the Defender is equipment to operate, not some electronic showcase. It’s one of the best reasons to love this model.

3. Great Reliability for a Land Rover

Let’s get this out there. Land Rover is not known as reliable brand. Consumer Reports puts it near the bottom of its annual list. The Defender, however, seems to be an exception. J.D. Power gives the 2025 Defender (the current generation) an 82-out-of-100 Quality & Reliability score, placing it in its “Great” category. That offers a legitimate reason for optimism and a stronger ownership argument than the Land Rover badge’s reputation has been known for. The assessment covers owner-reported defects, malfunctions, and design flaws, including infotainment issues.

However, it is a qualified statement of reliability. The report covers the entire Defender model line, not a separately established Defender 130 reliability record. Nor does it guarantee trouble-free long-term ownership. Consumer Reports says it lacks sufficient detailed reliability data for the 2025 model, while Edmunds’ owner-review summary includes reports of software glitches and major repairs. The key takeaway here is the model’s overall reliability rating, and it is encouraging, but not bulletproof: there is positive evidence, but shoppers should still scour forums, reported service histories, and warranty coverage carefully.

4. Powerful Engine Choices

The Defender 130 offers powertrains that suit different buyers. Its P300 uses a 3.0-liter turbocharged inline-six gas with mild hybrid assist, producing 296 horsepower and 347 lb-ft. of torque. The P400 raises output to 395 horsepower and 406 lb-ft. giving the big three-row SUV a better power-to-weight ratio. Like the P300, the P400 has mild hybrid assist. Both pair with an eight-speed automatic transmission.

The P400 hits the sweet spot and gets the big Defender to 60 in just over six seconds. EPA estimates put it at 18 mpg combined. The top dog supercharged 5.0-liter V8, rated at 493 horsepower, is performance minded (and also has the associated thirst at 16 mpg combined). Whatever your preference, it’s good to know the Defender 130 has an array of powertrain choices.

5. Superb On- and Off-Road Capability

The Defender 130’s most impressive achievement is how little its off-road mission compromises everyday comfort. It’s remarkably comfortable on pavement, absorbing bumps and gaps with ease for a large SUV, with a smooth, refined ride even over the roughest pavement. Its eight-speed transmission also shifts smoothly, supporting the relaxed demeanor that matters during commuting and long-distance travel.

Away from pavement, standard electronic air suspension, intelligent all-wheel drive, and Terrain Response provide serious off-road prowess. Unlike the original Defender, the modern version uses a lightweight aluminum unibody architecture (the D7x monocoque platform) rather than a traditional body-on-frame truck chassis, but it’s been designed to be three times stiffer. The result is an off-road master than can handle just about anything you throw at it.

It can also ford water up to a depth of 35.4 inches and tow up to 8,200 pounds when properly equipped. This means the Defender 130 can handle more than most SUVs, and the same vehicle can carry the family, handle pavement duties, and tow substantial equipment. That versatility makes the Defender 130’s ruggedness go far beyond its tough (but still refined) appearance.

Final Thoughts

The Defender 130 is one of the most impressive SUVs sold today. Not only is it legendary off-road, but its interior is remarkably accommodating and user-friendly. Most of these three-row beasts of burden will never see a real trail, so it’s good to know that the space, controls, engine choices, road manners, and reliability are more than just okay. They make for a genuinely comfortable and capable SUV that can just about do it all.

HRC Wheels, Exhausts, and More Coming to Honda Products

To begin with, the range of HRC Performance Parts will include lightweight forged wheels and tuned exhaust systems, but Honda has much more coming, which we’ll discuss shortly. The initial range caters to the Civic Type R (2023+) and Integra Type S (2024+), with HRC working alongside Italian outfit 2elle-engineering (wheel supplier for the race-winning 10,000-rpm Acura ARX-06 LMDh race car) to develop a forged aluminum wheel measuring 19 inches in diameter and 10 inches in width (0.5 inches wider than standard CTR/ITS wheels), finishing the thin spokes and rims in a glossy gray that matches the race car’s aesthetic. Each wheel tips the scales at just 20.8 pounds, or 5.5 lbs less than factory, saving 22 lbs of unsprung mass overall, and the offset on each has risen 5 millimeters to 55 mm. Not only does this improve track width, thus enhancing traction and grip, but the increased offset will also improve ease of fitment of larger calipers, which is not by accident…

View the 2 images of this gallery on the original article

For the Honda Passport (2026+) and Pilot (2023+), HRC worked with Titan 7, which supplies the corporation with wheels for Pikes Peak International Hill Climb racers and other production-based racing programs. In this case, strength was the key, and the new HRC 18×8-inch wheel (ET40) is forged from aircraft-grade 6061 aluminum at 10,000 tons of pressure, increasing load capacity for each wheel by over 220 lbs compared to the standard wheel. This comes in either Machine Black or Techna Bronze, each with “Honda Racing” impressions on the wheel face. The SUVs also get access to a 304 stainless steel Borla exhaust with HRC logos on the tips. This increases flow by up to six percent without causing drone at cruising speeds, and it’s designed to take up as little space as possible while working with the factory exhaust hangers. As a result, ground clearance on the Passport and Pilot increases by an impressive 1.9 inches. All of these upgrades will be available exclusively through Honda and Acura dealers or the online Honda DreamShop, but more is coming.

More to Come From Honda and HRC

View the 2 images of this gallery on the original article

When an automaker announces that it will offer factory-backed aftermarket upgrades, wheels and exhaust systems are the easiest place to start, but many stop there. Not so with Honda and HRC – their SEMA exhibit will also showcase “prototypes of future parts,” and these will include adjustable coilover suspension with camber plates, a big brake kit from Brembo with six-piston calipers, and a short-throw shifter. Those things are catnip to serious driving enthusiasts, and we can’t wait to see what else Honda and HRC offer next. Hopefully, pricing is as fun as the parts themselves.

View the 7 images of this gallery on the original article

Prices exclude options, taxes, and destination. My Ford tester had the Bronze + Black Diamond Off-Road equipment; a standard Big Bend does not include all that hardware.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

Powertrain And Driving: Ford Makes The Ordinary More Enjoyable, GMC Makes It More Comfortable

On paper, the numbers suggest something a draw. Just five horsepower separates these engines’ outputs, and GMC counters with only three extra pound-feet of torque. Both also use conventional eight-speed automatics, an appealing distinction for buyers who dislike a CVT’s rubber-band delivery. When it came down to actual driving character out on the road, I personally favored the Ford, at least from the driver’s seat. Its three-cylinder has a raspy voice and an audible turbocharger whoosh, while its drive modes make a noticeable difference. Sport suits winding coastal roads; Eco feels far more relaxed around town.

The GMC felt responsive enough when accelerating from a standstill, but less enthusiastic on the highway. Occasional abrupt shifts also interrupted its otherwise agreeable manners. Its strength was settling into the journey smoothly, rather than encouraging me to make more of it. So simply matching engine displacement and similar output figures doesn’t guarantee a similar driving experience here. Anyone expecting the GMC’s higher price to buy stronger performance should think twice.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana: no-haggle pricing, 100% online.

Comfort And Practicality: Passengers And Cargo Want Different Things

The Terrain’s smoother ride and quieter cabin make for a stronger overall experience than these two SUVs. Its cabin also impressed me with its assembly quality in ways the Bronco Sport didn’t quite match. The Ford’s firmer ride and tighter rear seating are also more obvious compromises. For someone regularly transporting adults, that matters far more in a vehicle like this than how entertaining the turbo sounds. A vehicle can justify its added cost through the experience it gives passengers, even when it offers little advantage to the driver.

Cargo space tells a different story. The Bronco Sport provides 2.7 cubic feet more behind its rear seats and 1.7 more with them folded. Its upright body uses vertical space well, though volume alone can’t tell you whether a particular stroller or suitcase will fit. Ford’s rear glass can also be opened separately from the rest of the tailgate, adding another useful dimension. You can reach smaller items without opening the entire liftgate, and the available cargo-management shelf provides another way to organize the space. The GMC counters with underfloor storage and a console pass-through. Your choice should depend on what you carry most often: comfortable passenger space and cargo volume are separate advantages, and these SUVs prioritize them differently.

Adventure Hardware: Compare The Equipment You’re Actually Buying

The AT4 includes all-terrain tires, off-road-tuned suspension, a front skid plate, underbody protection, and recovery hooks. Its Terrain mode assists with low-speed crawling, while the factory hitch supports a 1,500-pound towing rating. Whereas GMC loads the AT4 up with off-road goodies right off the bat, Ford makes the equipment decision more configurable with the Big Bend. A standard Big Bend wears all-season tires; the available Black Diamond Off-Road package adds all-terrain rubber and steel skid plates. My tester’s additional Bronze treatment supplied visual character, but buyers should distinguish appearance spending from equipment they will use. Neither test established a winner on an identical obstacle course. My drives support their suitability for ordinary backroad outings, rather than a claim that either can follow a full-size Bronco anywhere. The Ford’s superior 2,200-pound maximum towing rating is useful, provided you order the required package.

Technology: Both Work Well And Stay Out Of Your Way, GMC Has A Larger Touchscreen

Ford supplies a 13.2-inch SYNC 4 touchscreen. GMC uses a 15-inch display, an 11-inch instrument screen, and Google built-in compatibility, with additional camera views available. Both handled wireless Apple CarPlay well during my tests. Ford’s system mostly stayed out of my way; GMC’s camera presentation was particularly welcome. Check which cameras and convenience features come with the specific vehicle, especially when comparing an optioned Big Bend against a standard AT4.

Value: The Price Gap Needs A Purpose

Before destination, the Terrain AT4 costs $7,555 more than the Big Bend. That is substantial money in this segment, although comparing the cheapest Ford with an equipped adventure trim overstates how closely those configurations match. My Canadian-market Bronco Sport reached C$50,665, including delivery, after it had been equipped with packages that bring its overall feature list much closer to the GMC’s. A U.S.-market Big Bend with a similar configuration costs roughly $39,000, including destination charges and acquisition fees, quickly narrowing the value proposition.

Fuel economy offers Ford another modest advantage: 27 mpg combined against 25. At 15,000 miles annually and an assumed $4 per gallon, those ratings imply roughly $180 in yearly savings. My average with the Ford was only 21.4 mpg, however, so real-world fuel economy will ultimately depend more on your driving habits. GMC’s premium therefore needs to earn its keep through comfort, equipment, and cabin appeal; it doesn’t buy stronger performance or extra cargo volume.

Overall Verdict: The Bronco Sport Earns My Vote

Out of these two SUVs, I’d personally opt for a carefully configured Bronco Sport Big Bend. Its character makes routine driving more enjoyable, its boxy retro-modern design is far more enticing, and its cargo flexibility and lower entry price give that preference practical substance. The Terrain AT4 remains a more persuasive choice for someone who values a more comfortable commute and regularly carries adult passengers in the rear seats. Its appeal becomes strongest when you decide that refinement deserves more of your budget than quicker acceleration or nostalgic styling.

The Ford leaves me wanting hybrid power and a gentler ride, while the GMC leaves me wanting a more competitive price. Of those wishes, the latter is harder to overlook when the less expensive competitor is also the one I enjoyed driving more. An adventure SUV still has to make the grocery run worthwhile. For me, the Bronco Sport does just that.

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission.

By the early 2000s, Lexus had two SUVs in its stable, namely the LX and RX. But by then, the luxury SUV market was growing, and there was a clear need for a third model. That became the GX, giving Lexus a second leather-lined off-roader.

It’s been over 20 years since that model debuted, and we’re now in the third generation of the midsize SUV. The current version premiered in late 2023 for the 2024 model year, adopting a boxier look like the 250 Series Toyota Land Cruiser. As it’s still a pretty fresh model, it hasn’t been facelifted yet, but it’s benefitted from a few updates.

2026 Lexus GX Lease Deals for October

Lexus doesn’t have national lease deals for the GX, so you’ll have to enter your ZIP code on the official website to find offers. After scouring around, we found that Florida has some of the more ‘affordable’ leasing rates for this model. In this case, it’s the Premium trim, and it’s $749 for 36 months, with $5,999 due at signing.

For those who live on the West Coast, there’s good news as the exact same deal is being offered in California. Do note that not all states have lease deals for the GX. As usual, mileage is limited to 10,000 per year, with a penalty of $0.25 per mile exceeded. The offer is valid until November 2, 2026.

2026 Lexus GX Highlights

The 2026 Lexus GX is offered in six trims with prices ranging from $68,335 to $84,300. The variants start with the Premium and Premium+, followed by the Overtrail and Overtrail+, and topped by the Luxury and Luxury+.

No changes are expected for the 2026 model year, but it’s worth noting some standard features. All GX trims come with four-wheel drive, Lexus Safety System+ 3.0, wireless Apple CarPlay and Android Auto, power tailgate, and LexusCare. Do be aware that the Overtrail and Overtrail+ models cannot be specified with three-row seating. For that, you’ll have to go for Premium and Premium+ or Luxury and Luxury+

You can have any engine you want in the 2026 GX, as long as it’s the 3.4-liter twin-turbo V6. It makes 349 hp and 479 lb-ft of torque, and it’s something its lesser cousin, the Land Cruiser, doesn’t have. A hybrid version is reportedly in the works.

Final Thoughts

If you’d like the Toyota Land Cruiser but bemoan the lack of a six-cylinder option, the Lexus GX is the only way to go. Yes, it’s more expensive, but the grunt from the two extra cylinders is well worth it. On top of that, you get a plusher-feeling cabin that offers a more elevated ownership experience. The GX is one of the few high-priced SUVs that will still happily play in axle-deep mud while still delivering a truly luxurious feel.

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

At NWAPA’s Drive Revolution event in Vancouver, Washington, I spent about 30 minutes behind the wheel to see how that outrageous engineering translates into normal, everyday driving on ordinary roads. For all its airborne ambitions and sports-car acceleration, the TRX still needs to offer something worth enjoying between the opportunities to unleash it. With my tester wearing a $108,215 price tag, I wanted to understand how much of its appeal remains when your right foot exercises a little restraint—and all four tires stay on the ground.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

Powertrain And Driving: What 777 Horsepower Feels Like On Normal Roads

After sitting out the 2025 and 2026 model years, the TRX returns with a reworked supercharged 6.2-liter Hemi V8. A smaller pulley spins its 2.4-liter supercharger harder, while a revised intake, higher fuel pressure, and updated calibration help raise output from 702 to 777 hp. The redline climbs to 6,500 rpm, and torque reaches 680 lb-ft. The TRX stamps out its power less abruptly than other Hellcat-powered models, perhaps owing to the truck’s weight. Instead, it gathers pace progressively, then suddenly you look down, and the speedometer reads a considerably higher speed than what your senses believe to be true. The supercharger gives the powertrain a sharp, immediate sense of elasticity you can play with—via the positioning of your right heel—to either waft you around town or snap the three-tonne truck to speeds you’d be swiftly arrested for doing in some states.

The TRX’s chassis adopts second-generation Bilstein Black Hawk e2 adaptive dampers from the RHO. Electronically controlled valves regulate compression and rebound independently, while Ram Active Terrain Dynamics coordinates suspension behavior with traction and stability control. Front spring rates, jounce bumpers, and damping calibration are matched specifically to the V8 application. Hydraulic jounce control cushions extreme suspension compression, while the long-travel layout retains 13 inches of front travel and 14 at the rear. Those clever underpinnings deliver a cushy ride with surprisingly refined body control, capable of conquering a road trip as comfortably as it can hop over sand dunes.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana: no-haggle pricing, 100% online.

Interior And Technology: Luxury To Match The Muscle

With a supercharged V8 making such a spectacle of itself, the TRX’s cabin risks having its surprising sense of occasion overshadowed. Yet its material quality impressed me immediately, and the generous use of suede adds abundant visual depth. The striking headliner adds tons of drama to an experience already overflowing with it, making the interior feel appropriately indulgent for a six-figure truck. For 2027, that full suede headliner and the matching sun visors are new to the TRX, alongside a leather-wrapped airbag cover—details borrowed from the luxurious Ram 1500 Tungsten.

As specced, my tester also borrowed massaging front seats, heated and ventilated seating in both rows, and reclining rear seats from the luxurious Tungsten model. 2027’s updates also add a 14.5-inch Uconnect 5 touchscreen and standard hands-free driving assistance. Those amenities are now standard TRX equipment, which helps explain where some of that purchase price goes. Although my time with the Ram was brief, the cabin felt seriously luxurious, contributing something worth enjoying whenever the engine’s theatrics subside.

Value: Making Sense Of A Six-Figure Supertruck

There’s no doubt in my mind that, despite its six-figure price tag and downright disturbing fuel economy—EPA estimates just 10 mpg in the city and 14 mpg on the highway, for an unsettling combined total of 12 mpg—the Ram 1500 SRT TRX won’t struggle to find buyers. The TRX’s callous disregard for rationality is precisely what makes it so desirable in the first place, and though I wouldn’t go so far as to call the thirsty, expensive truck a “bargain,” its value proposition actually has a bit more substance than emotional appeal alone. Starting at $102,790 including destination, it undercuts the 2026 Ford F-150 Raptor R’s $113,725 starting price by nearly $11,000. Even my $108,215 tester costs about $5,500 less than the Ford’s starting price, while delivering 57 more horsepower and massaging seats. Within this wonderfully irrational corner of the truck market, the Ram’s pricing is surprisingly competitive.

Used examples add another intriguing element to the value equation. A 2021 TRX with 31,000 miles sold on Bring a Trailer for $69,500 in August 2026, retaining approximately 78% of its original $88,990 sticker price. A 2022 example with 14,900 miles brought $73,000 on Cars & Bids that May, roughly 80% of its original $90,985 MSRP. Keep in mind these are real auction results before fees and taxes, so they offer far more substance than optimistically priced classified ads. Two sales on platforms known to draw in high bids may not be enough to establish an average depreciation rate or predict this new model’s future value, and anyone who paid a substantial dealer markup faces different margins of return. Nevertheless, I find those results somewhat reassuring here: buyers still tend to attach considerable value to the TRX’s particular brand of excess long after they leave dealer lots.

Its 12-mpg combined rating is still an expensive appetite to satisfy, and maintenance, insurance, and tires deserve consideration, too. But desirability matters when buying a vehicle and when eventually selling it, and, truthfully, I don’t imagine the average TRX buyer really cares all that much about fuel economy. The TRX might be an expensive way to turn gasoline into laughter, but its financial case is still somewhat more defensible than its outrageous personality initially suggests.

Overall Verdict: Appeal Beyond The Numbers

The TRX’s appeal, as raucous and bodacious as it is, may actually lie mostly in how surprisingly refined and luxurious it feels as a complete package. Its elastic, brutal power delivery, cushy yet controlled ride, and indulgent cabin give you plenty to appreciate between the moments when the Hellcat engine gets to really stretch its legs. That matters, because even the most committed supertruck owner will spend more time cruising than catching air. At six figures, I expect more than a party trick or two, and the TRX’s blend of absurdity and refinement delivers an experience that feels special even on an ordinary drive. Its thirst remains difficult to defend logically, but thankfully, the enjoyment isn’t limited to the moments you’re emptying its tank fastest. Ram engineered this truck to leap over dunes, but I didn’t need to defy gravity to discover why it deserved to return from extinction.

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission.

Early off-road vehicles mounted spare tires on the tailgate, and it wasn’t for aesthetics. It was mainly for accessibility, keeping departure angles high, and freeing up space in the cabin. But over the years, many automakers have moved SUV spare wheels back under the chassis, under the floor, or not give one at all.

A few holdouts still keep the spare mounted on the tailgate. One of them is the Land Rover Defender, and its spare stays there for function. It just so happens that it looks good, all while staying true to tradition.

Not Everyone is a Fan

Of course, some people wouldn’t like a tailgate-mounted spare. Some reasons for not liking that is the weight it puts on the door, the slightly obscured rearward visibility, and the higher cost of repair should the SUV be rear-ended. Still, some people like the Defender despite that. The aftermarket has offered spare delete kits.

It’s been popular enough that Land Rover is now offering the same straight from the factory. Yes, you heard that right: you can now choose the tailgate spare tire delete before you take delivery of your Defender. There’s no price for that delete kit yet, and it’s unknown whether the option will be offered outside Europe. We reckon it will be, but there’s no official word from Land Rover North America.

The Catch

For those interested, there is a bit of a catch here. Aside from the yet-to-be-determined price and stateside availability, the spare delete kit isn’t available on all Defender body styles, at least for now. According to Motor1, this is offered on the two-door 90 model, and it wasn’t mentioned whether the four-door 110 and three-row 130 will get this option down the line.

That said, dropping the spare does make the Defender 90 even more maneuverable. It wasn’t mentioned if the spare is simply relocated or thrown out altogether, but that’s something to keep in mind if you plan to hit the trails with it. Mind you, the spare delete doesn’t change the tailgate layout, so it’s still a swing-out affair like the standard 90, but at least it’s a little less bulky.

It’s no secret that Mercedes-Benz is expanding the G-Class family pretty soon. Like the Toyota Land Cruiser, a smaller version will soon appear, and it’s a pretty exciting prospect given the legenedary status of the big G. But whereas the Land Cruiser FJ is effectively a scaled-down FJ Cruiser on a Hilux chassis, the baby G might not follow the same trajectory.

Nonetheless, it’s coming soon, and Mercedes-Benz is already promising big things about it. As to what it’ll be like is still unknown, but expectations are high, nonetheless. After all, it still carries the name.

What Mercedes Said

Speaking to Road and Track, Mercedes-AMG CEO Stefan Weckbach had this to say about the scaled-down G-Class. “We will make sure that the little G-Class will target a different segment. It will be significantly different from the big brother or mother or father… It won’t target the real G customer.” Of course, the question is, what exactly is the real G customer? Surely though, it’s not just the kind of person who drives it up and down Beverly Hills as that would be a waste of its capabilities.

That aside, the DNA will still be there, but as to what kind of audience the downsized G will cater to is yet to be fully determined or defined by Mercedes-Benz, at least publically. Still, Mercedes-Benz CEO Ola Källenius promises “The Little G will have very good off-road capability.”

It Can’t Outshine Big Brother

The current G-Class may have become more of a statement piece and occasional tax write-off, but it stays true to its roots. It’s one of the few factory luxury SUVs out that that will happily still play in axle-deep much and offers goodies such as triple locking differentials. While not as opulent in the inside as, say, an S-Class, the G-Class offers a different kind of luxury, which is to give its owner a sense of unburstable robustness.

The baby G probably won’t have the same levels of granite-like solidity, as doing that might just end up stealing sales from its big brother and reder it redundant. It could be less luxurious and have a more utilitarian feel, but on the flipside, it could also offer a more car-like experience behind the wheel. Either way, it can’t outshine the big brother, but there’s still great expectations.

Good news comes in the form of its confirmed body on frame chassis, though, so it won’t be something like a Ford Bronco Sport. It won’t be a crossover cosplaying as an SUV, but rather, the real deal. And while it was initially supposed to be electric-only, Mercedes-Benz has since reversed that decision and will offer combustion engines for it. If this will be a more accessible version of the G-Class with less luxuries and a more hard-wearing cabin, then we can get behind this idea.

But reliability is a different matter. The Jeep reliability record is worth a closer look, particularly as its vehicles have become more complex. Modern models feature turbocharged engines, plug-in hybrid powertrains, advanced driver assistance systems, and increasingly sophisticated infotainment technology. While these features bring added capability and convenience, they also raise questions about how well the vehicles hold up over time.

The current lineup includes everything from the compact Compass to the Wrangler and Gladiator, the family-oriented Grand Cherokee, and the luxury-focused Grand Wagoneer. They serve very different buyers, but how reliable are they once the new-car shine wears off?

To find out, we looked at J.D. Power’s 2026 U.S. Vehicle Dependability Study to see how Jeep compares with other brands, alongside the organisation’s individual Quality and Reliability ratings for current Jeep models.

Where Does Jeep Rank Compared To Its Rivals?

Jeep does not perform particularly well at the brand level. According to the 2026 J.D. Power US Vehicle Dependability Study (VDS), the Stellantis-owned marque recorded 267 problems per 100 vehicles (PP100), considerably worse than the industry average of 204 PP100. Here, a lower score indicates fewer problems, with automakers such as Lexus scoring as low as 151 PP100.

This puts Jeep towards the bottom of the 2026 rankings and behind several brands competing for the same SUV and off-road buyers.

An average PP100 result of 267 means Jeep recorded around 31% more reported problems than the industry average, with brands such as Toyota and Subaru scoring 185 and 181 PP100, respectively. Jeep did, at least, perform slightly better than Land Rover (274 PP100) and significantly better than Volkswagen – once a byword for reliability – at 301 PP100.

There are several important caveats one should consider before being put off by Jeep products entirely. The Vehicle Dependability Study surveys owners of vehicles that are three years old, meaning the 2026 results primarily reflect MY2023 vehicles, rather than Jeeps currently leaving showrooms. It measures problems experienced during the preceding 12 months across several areas, including powertrain, infotainment, driving assistance, interior and exterior components.

The PP100 figure also does not mean that 267 Jeeps out of every 100 suffered mechanical failures. One vehicle can generate several reported problems, and comparatively minor technology complaints count alongside more serious mechanical faults.

Technology remains one of the biggest contributors to poor reliability scores across the industry. J.D. Power found that infotainment was the most problematic vehicle category in the 2026 study, accounting for 56.7 PP100 industry-wide. Android Auto and Apple CarPlay connectivity remained the single most frequently reported problem (8.9 PP100).

Nevertheless, there is evidence that Jeep’s reliability niggles extend beyond irritating connectivity glitches. Consumer Reports’ owner data provides some indication of where Jeep’s weaker dependability scores originate.

Owners of the 2023 Grand Cherokee reported problems involving electrical accessories, the drive system, in-car electronics, suspension, body hardware, and noises and leaks. Specific complaints included intermittent Apple CarPlay connectivity, freezing or blank infotainment screens, and battery or electrical system problems.

The 2023 Wrangler has also generated owner-reported problems involving in-car electronics and electrical accessories, while Consumer Reports records isolated reports of more serious transmission trouble.

Where Do Individual Jeep Models Rank In Reliability?

The individual model scores provide a more positive picture. J.D. Power provides a 100-point Quality and Reliability rating measuring defects, malfunctions, and design flaws experienced by owners, covering everything from the engine and transmission to infotainment systems. It’s worth noting that not every current Jeep has received a 2026 score.

The Gladiator is Jeep’s strongest rated model at 83/100, which J.D. Power classifies as “Great.” The pickup is largely a carryover model for 2026 and continues to use a 3.6-liter V6 paired exclusively with an eight-speed automatic transmission.

Wrangler and Compass models both score 81/100, also placing them in J.D. Power’s “Great” category. The results mean three of Jeep’s four currently rated 2026 models achieve scores above 80, despite the brand performing poorly in the broader Vehicle Dependability Study.

The exception is the Grand Cherokee, which scores just 69/100 and is classified as “Fair.” That creates a 14-point gap between it and the Gladiator, making the Grand Cherokee the weakest of the MY2026 Jeeps (for which J.D. Power currently publishes a Quality and Reliability score).

For MY2026, the Grand Cherokee received a powertrain change. While the entry-level Laredo and Laredo X models still gain motivation from the 3.6-liter Pentastar V6, the four higher trim levels utilize the new 2.0-liter Hurricane 4 turbocharged engine that produces 324 horsepower. The 4xe plug-in hybrid derivative has also been discontinued. The new turbocharged four-cylinder has not been on the market long enough for its long-term durability to be judged, and the model’s overall score should not be interpreted as a reliability verdict on that engine alone.

J.D. Power lists the Grand Cherokee L as a separate 2026 model, but does not currently publish a Quality and Reliability rating for it. The same applies to the Grand Wagoneer, which was repositioned for 2026. The Wagoneer has been folded into the Grand Wagoneer range, with the 420-hp Hurricane six-cylinder becoming the standard powertrain, while the former Series II and Series III derivatives have been renamed Limited and Summit.

There are currently no Quality and Reliability scores for the all-electric Recon and Wagoneer S, and not for the all-new Cherokee, which made a return for MY2026.

Jeep Reliability? A Mixed Bag

Jeep’s reliability record is difficult to summarize with a single number, but the overall picture is not particularly strong.

At brand level, its 267 PP100 result places it well below mainstream rivals; for buyers who place long-term dependability at the top of their list, there are clearly stronger-performing alternatives. However, the individual model ratings provide more context.

The Gladiator and Wrangler boast respectable ratings, showing that Jeep’s poor overall ranking does not apply equally across every vehicle in the contemporary lineup. The Grand Cherokee highlights this, with a 14-point gap between it and the high-scoring Gladiator.

There is also uncertainty around some of the brand’s newest vehicles. The Grand Wagoneer, Wagoneer S, Cherokee, and Recon do not yet have comparable Quality and Reliability scores, making it too early to judge how Jeep’s newer turbocharged engines and electric powertrains will perform over the longer term.

For prospective buyers, the data suggests that reliability should be assessed model by model and powertrain by powertrain, rather than on the strength of the Jeep badge alone.

Recently, I had the opportunity to use a 2026 Toyota Tundra TRD Pro as my daily driver in Los Angeles. That’s the equivalent of driving a hippopotamus in a world of capybaras. It’s big, remarkably athletic and surprisingly comfortable. Toyota has refined this truck since my earliest encounters with the i-FORCE MAX powertrain, and the results are impressive. There are still things I would change, but this particular hippo has learned some excellent moves.

View the 1 images of this gallery on the original article

Powertrain and performance

The TRD Pro comes standard with Toyota’s i-FORCE MAX hybrid system, combining a twin-turbocharged V6 with an electric motor positioned between the engine and ten-speed automatic transmission. The V6 displaces 3,445 cubic centimeters, commonly described as 3.4 liters, although Toyota has also marketed it as a 3.5-liter engine. Combined output is 437 horsepower and 583 pound-feet of torque.

That’s a lot of shove, and the electric motor helps provide immediate response while the turbos get to work. Put your foot down, and this substantial pickup moves with considerably more enthusiasm than its size suggests. It’s stupid fast for something that can carry your family, tow a trailer and transport enough landscaping material to ruin an entire weekend.

Maximum towing capacity is approximately 11,175 pounds, while maximum payload is around 1,600 pounds. The towing number is useful, but payload deserves attention. Passengers, cargo, accessories and trailer tongue weight all count toward that allowance. A powerful engine doesn’t give you permission to ignore the sticker on the doorjamb.

The 32.2-gallon fuel tank helps with driving range, although this is a performance-oriented full-size pickup rather than a Prius with a bed. Toyota lists fuel economy at 18 mpg city and 20 highway. I averaged closer to 17 mpg. Considering the truck’s size, tires and my occasional inability to leave the accelerator alone, that didn’t surprise me.

View the 2 images of this gallery on the original article

Driving a TRD Pro through Los Angeles

What makes this truck compelling is its balance between ride comfort and body control. The TRD Pro has a 1.1-inch front suspension lift, so it doesn’t feel dramatically taller than a regular Tundra. Its 2.5-inch FOX internal-bypass shocks, including rear piggyback reservoirs, help absorb broken pavement and the everyday obstacles Los Angeles generously provides.

The 18-inch matte-black BBS forged-aluminum wheels look excellent, and the approximately 33-inch Falken Wildpeak all-terrain tires are a sensible choice. Personally, I would like 35s, partly for capability and partly because I apparently haven’t finished being twelve. Still, larger tires bring compromises, and the factory setup works well on the street.

The truck settles into a comfortable rhythm when you ease off the accelerator. It feels composed, handles its mass respectably and takes the sting out of rough roads. I still prefer the overall driving character of the Ram RHO, but the Toyota has become a more persuasive daily companion than I initially expected.

There is also some artificial engine sound in the mix. It gives the V6 a burly soundtrack, but I’m aware that some of the performance is coming from the speakers. I appreciate the enthusiasm. I just prefer my exhaust notes to come from the exhaust.

View the 3 images of this gallery on the original article

Off-road hardware and the competition

The TRD Pro includes four-wheel drive, an electronically locking rear differential and dedicated trail technology, including Multi-Terrain Select and Crawl Control. The suspension and tires give it meaningful capability beyond the appearance package, even though my time with this particular truck focused on daily driving.

The Ford F-150 Raptor and Ram RHO are obvious vehicles to consider, but they aren’t its only rivals. Chevrolet’s Silverado ZR2 and GMC’s Sierra AT4X also belong in the conversation. Forced induction isn’t what defines an off-road pickup; the chassis, tires, traction systems and intended use matter considerably more.

Related: Ford’s $30,000 Fathom Electric Truck Is Taking Names, Not Orders

The Toyota doesn’t duplicate the long-travel, high-speed desert-running mission of a Raptor or RHO. Its appeal is the compromise: substantial off-road equipment combined with everyday comfort and conventional pickup usefulness. For buyers whose adventures involve trails rather than treating every weekend like a qualifying session, that makes sense.

View the 3 images of this gallery on the original article

Exterior and interior design

My tester wore Wave Maker, the TRD Pro-exclusive blue offered across several Toyota models for 2026. It’s a fantastic color, and I suspect you could identify the truck from low Earth orbit. Against the Tundra’s squared-off bodywork, black trim and heritage-inspired TOYOTA grille, it gives this enormous pickup a surprisingly playful personality.

Inside, a 14-inch central touchscreen and 12.3-inch digital instrument cluster provide plenty of information. I’m still not entirely sold on Toyota’s multimedia interface, and I would prefer more physical shortcuts for certain functions. Fortunately, the large volume knob and substantial climate controls remain easy to operate.

View the 3 images of this gallery on the original article

The integrated grille-mounted LED light bar has its own switch and operates with the high beams under the appropriate conditions. It’s useful equipment, although learning its operating requirements takes a moment. The rest of the cabin is generally straightforward, with comfortable seating and ample room for passengers.

Some people have complained about a firm spot in the seat cushion. My large American backside did not register a formal objection. That’s hardly a laboratory finding, but it counts for something.

Final thoughts

Toyota’s engine recalls remain relevant to any discussion of this generation’s Tundra. Certain earlier non-hybrid trucks have been recalled over machining debris that could cause bearing damage and engine failure. Toyota has described manufacturing changes and an improved bearing, but a pleasant week with a newer hybrid truck cannot establish long-term reliability. I can appreciate how this Tundra drives without declaring the entire issue ancient history.

Related: Rivian Vs. Tesla Safety: Crash Tests Reveal a Surprising Divide

The 2026 TRD Pro starts at $72,565 before delivery, taxes and extras. Add equipment and accessories, and the total can move toward or beyond $80,000. I wouldn’t call that cheap, and it doesn’t automatically undercut every rival. Still, the standard hybrid powertrain, suspension hardware and comfortable cabin make a credible case for the money.

Most owners will drive these trucks daily and venture off-road occasionally. For that balance, the Tundra TRD Pro is an excellent fit. I still miss the old V8, but this truck has made it considerably harder to complain about its replacement.

The hippo has won me over. Now I just need a parking space large enough to accommodate it.

Related: Toyota GR Corolla vs. Subaru WRX: Which Rally-Inspired AWD Machine Deserves Your Money?

That very same year, Ford debuted the Bronco Sport. Advertised as but a bite-sized taste of the real-deal Bronco, keener eyes may have noticed that, despite the clever branding, Ford was effectively selling the original-recipe Escape alongside the new-and-improved, European-inspired variant under the “Bronco Sport” guise, only with modernized equipment and powertrains. Shortly thereafter, Bronco Sport sales began to outpace Escape sales, leading Ford to eventually discontinue the longstanding nameplate altogether in late 2025. Whether it comes down to the automaker’s clever marketing strategy that piggybacks plenty of hype from the actual Bronco, or to buyers’ tastes for crossovers increasingly shifting toward older-school rugged authenticity, there was no denying Ford hit the nail on the head here from a product planning perspective before I had even stepped into the driver’s seat.

When Ford handed me the keys to the 2026 Bronco Sport Big Bend for a week, my task, then, seemed pretty simple: determine how well the Bronco Sport lives up to its old-school Ford Escape spirituality, how much “Bronco” disappears with the added “Sport” qualifier, how well it still stacks up as a contemporary, well-rounded crossover for the modern audience despite all of its retro appeal, and, plainly, how much I enjoyed driving and spending time with it. In the end, the Bronco Sport checked a lot of boxes and genuinely impressed me, but it still had a few drawbacks worth considering.

I tested the Canadian-market 2026 Ford Bronco Sport Big Bend for a week in western British Columbia, covering under 1,000 kilometers in fair weather with some occasional light rain, across city driving, highway jaunts, winding coastal roads, and light trail driving.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

Powertrain And Driving: Zippy On The Highway, Grippy On The Trail — 8.5/10

The 2026 Bronco Sport offers two powertrains: a 1.5-liter EcoBoost inline-three, or a 2.0-liter EcoBoost inline-four. This one had the former, and despite seeming like the relatively gutless base engine option on paper—not to mention comically low on cylinder count—it was surprisingly fun to drive. Because almost everything else in its segment packs a four-cylinder punch, the Sport’s boosted three-cylinder has its own distinctive character, with a raspy engine note further aided by audible, whooshy turbo noises. Pair that with the fact that the Bronco Sport skips the segment-standard CVT for a more conventional 8-speed automatic, and stepping on the throttle becomes quite an enjoyable experience for a vehicle that plays in the same sandbox as the Nissan Rogue and the Subaru Forester.

With up to 180 horsepower and 200 lb-ft of torque on tap, the Bronco Sport not only makes many of its other non-hybrid rivals feel slouchy by comparison, but it can also trade that zippiness for calm, quiet smoothness at the turn of a dial. Sifting through the various G.O.A.T. (Goes Over Any Terrain) modes can be a hassle, but choosing the right setting for the conditions can make a palpable difference. Whereas Sport mode makes it feel tighter and more responsive on coastal highways and mountain roads, Eco mode can just as easily take the wind out of its proverbial sails in the city, offering a soft, relaxed experience that favors higher gears and leans more on the turbocharger for thrust. Slippery and Off-Road modes are also included, letting drivers change the SUV’s personality on the fly to suit the many types of driving the Bronco Sport is built to handle. During the week I had it, I averaged 11.0 L/100 km after a pretty even mix of city and highway driving, with a brief bit of light trail driving. That’s roughly 21.4 mpg in U.S. fuel economy terms, which, in my opinion, is merely adequate for something this size, this rugged, and this fun to drive.

My only real concern regarding the powertrain is its long-term durability, or potential lack thereof. Although the 1.5-liter EcoBoost engine’s main camshaft timing is chain-driven, Ford drives the oil pump with an oil-bathed wet belt, treating it as a component designed to last the vehicle’s “lifetime” rather than be routinely maintained. My concern is that if anything goes wrong with the oil pump down the line, repairing it would be incredibly time- and labor-intensive. That said, after more research and digging through forum posts, owners generally report solid durability from these motors, though its 1.0-liter ancestor was not as well regarded. So while the wet belt is worth keeping in mind if you plan to own one long term, it doesn’t seem worth breaking a deal over. As for driving dynamics, the Bronco Sport impressed in most ways, except for ride quality, which is quite firm and can be a bit rough on the spine over harsh pavement, but it’s a predictable trade-off for its more-capable-than-most adventure-readiness.

Technology: All You Need, No Added Fluff — 9.0/10

Although the Bronco Sport falls into the modern trap of cramming too many controls into one giant screen, I still appreciated how easy the software was to navigate. Everything loads quickly, common commands sit permanently at the bottom of the screen, and some physical buttons still exist on the center console and steering wheel. Despite the large screen, the Bronco Sport’s tech experience still feels as though it fades into the background—in the best way possible. Most of it disappears around the experience, so you can stay present as you trudge through muddy trails, meander through picturesque mountain passes, or navigate dreadful city traffic on a rainy autumn evening. There’s not much more to say about the Bronco Sport’s tech than that it does its job properly: wireless Apple CarPlay is seamless, adjustable drive modes are well calibrated and tangibly shape the SUV’s dynamic personality, and its active safety systems aren’t overly sensitive, yet are still dependable when needed.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana: no-haggle pricing, 100% online.

Exterior Styling: Hitting The Right Note — 9.5/10

The Bronco Sport’s styling isn’t for everyone. Some find it a bit too stubby and old-school, and others can’t get past the fact that it tries too hard to look like the “real Bronco,” despite not actually being one by virtue of its unibody underpinnings and transversely mounted powertrain. Me, though? I think Ford nailed it, and its sales figures prove I’m not alone. Perhaps I’m a bit biased—after all, I own a Series 1 Land Rover Discovery, so I couldn’t help but appreciate all the subtle details the Bronco Sport borrows from the iconic British marque. Beyond the squared proportions, the Bronco Sport adds a raised rear roof for stadium-style rear seating without sacrificing headroom, a raised window behind the C-pillar for added stylistic emphasis, and roof rails that visually connect both sections. Add a frame-mounted bull bar, as my tester did, and although it doesn’t protect the headlights like the one on my own Disco, it underlines the SUV’s rugged intentions in dramatic fashion.

Meaty metal tow hooks sell the adventure-ready look from the rear, and my tester’s “Bronze+Black Diamond Package” adds even more depth to the design. The Sport does an excellent job of toeing the line between Land Rover-inspired styling and staying true to its own Escape and Bronco heritage, and so I don’t really have any complaints about its exterior design other than that it doesn’t look nearly as striking as the actual Bronco, so although it’s entirely by design, the Bronco Sport can’t help but live in the full-fat Bronco’s shadow, both spiritually and visually.

Interior And Practicality: Short But Tall — 8.5/10

The Bronco Sport’s Land Rover-inspired exterior styling is even more impactful inside, where its raised rear roof allows for stadium-style rear seating, which, in my case, means less motion-sickness suffering as a rear occupant. Although its tall body offers plenty of headroom, the Bronco Sport still feels a bit cramped inside. That’s largely because many rivals, including the Toyota RAV4, Honda CR-V, and Chevrolet Equinox, have longer wheelbases, so the Ford’s rear legroom feels pretty tight by comparison. Even the Subaru Forester, which actually has a shorter wheelbase than the Bronco Sport, still offers better rear legroom.

The same goes for cargo capacity: height over length. The Bronco Sport’s trunk is tall, but its horizontal depth falls short of key rivals like the RAV4 and Equinox, making it more difficult to fit longer items like golf clubs and skis. What sets the Bronco Sport apart from almost all of its rivals, though, is its openable rear window hatch—a feature previously found on first- and second-generation Escapes, but disappeared when the model went full Euro—which not only allows for easier tailgate access in tight spaces, but also a layered and partially hidden storage stacking solution with the help of a foldable shelf in the trunk. In some cases, this glass hatch might actually make up for the Bronco Sport’s lack of horizontal depth and then some. Depending on your climate tolerance, you can easily load surfboards, skis, and snowboards diagonally into the trunk, with their tips hanging out of the open glass for transport.

Value: Good Value, Provided You Choose Carefully — 8.5/10

The Bronco Sport Big Bend starts at $31,845 in the U.S., before destination, and includes four-wheel drive. That gives it a head start against the $35,600 Equinox Activ AWD, $36,995 Forester Wilderness, and $39,900 RAV4 Woodland Hybrid, all quoted on the same basis. However, the value competition tightens quickly as you tick more boxes on the options list. My Canadian-market tester reached C$50,665 including delivery, with Black Diamond and the additional Bronze treatment accounting for C$4,610 after the package credit. That’s roughly $35,600 American dollars, placing it in immediate Equinox Activ territory.

The spatial comparison is a bit more nuanced than the Ford’s stubby body suggests. Both the Subaru and Chevrolet provide more rear legroom, but the Bronco Sport actually offers more overall cargo volume than the Equinox with the rear seats upright or folded. The Forester has less cargo volume behind its rear seats, yet more with them lowered. Its 9.3 inches of ground clearance and 3,500-pound towing rating also give buyers tangible reasons to spend more than the appropriately equipped Big Bend, which has 7.8 inches of ground clearance and a 2,200-pound tow limit.

The Toyota poses the strongest challenge on running costs. Its hybrid powertrain delivers 236 horsepower and an EPA-rated 38 mpg combined, against the Ford’s 27 mpg. At 15,000 miles annually and an assumed $4 per gallon, that difference works out to roughly $640 in yearly fuel savings. The Woodland also provides more rear legroom and cargo capacity. My own 21.4-mpg average makes the Bronco Sport’s missing hybrid option harder to overlook, especially since the original Escape offered one more than 20 years ago, and its platform mate, the Maverick, now offers one paired with all-wheel-drive. Nevertheless, the Big Bend makes a convincing case with a carefully chosen specification. Its character, useful equipment, and enjoyable driving experience recover much of what made the original Escape appealing. Just make sure the optional equipment earns its cost through actual use.

Overall Verdict: A Return To Form Under A New Name — 8.8/10

After a week with the Bronco Sport, I’m convinced Ford remembered what made the original Escape so appealing and brought it back, albeit with updated nomenclature. The Big Bend trim combines rugged personality, useful everyday practicality, and an unexpectedly entertaining powertrain in a compact SUV that I actually looked forward to driving. Its appeal runs deeper than some nostalgic styling and a familiar badge on its nose, but it isn’t flawless. The ride can be harsh, rear passengers don’t have much room to stretch out, and my fuel consumption was hardly something to celebrate. Still, its distinctive styling, uncomplicated technology, and clever details make those shortcomings easier to forgive than they would be in something more generic-feeling.

What I’d like most is the Maverick’s hybrid AWD powertrain as an option. A hybrid could lower fuel bills and make city driving more relaxed while keeping the all-weather traction buyers expect, and the Maverick’s powertrain avoids wet belts. Considering the original Escape offered hybrid power more than two decades ago, that feels like the obvious next step toward perfecting the recipe. For me, this is about the closest thing to a modern Honda Element, what the Land Rover Discovery Sport should have been, and a masterful return to form for the Escape. Ford has made a compact SUV that feels like it knows what it wants to be. Apparently, it just wants a different name.

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission.

Xavier Peugeot, the head of Jeep Brand Europe, outlined the next steps for the brand which combine a strong product plan to expand the European lineup with a vision for the future.

New Jeep Renegade, Recon and Unnamed D-Segment SUV Coming to Europe

The big news is the Renegade is coming back for a new generation by 2030 to strengthen the brand’s portfolio and reach new customers.

Including the new Renegade, Jeep will be expanding its European lineup up to six models by 2030 and will re-enter the D-segment with the all-electric Recon off-roader and a new model arriving in 2028.

The Recon will sit above the all-new Jeep Compass compact SUV, which is also one of the six models.

Jeep said it will boost its presence across the B-, C-, and D-SUV segments and give the brand coverage of around 90% of the European SUV market by 2030.

Jeep Did Not Say Whether the New Renegade Is Coming to U.S.

It will be interesting to see how the Renegade will fit in the lineup as Jeep already has a B-segment model, the Avenger. Logic would dictate that the new Renegade bridge the gap between the Avenger and the Compass.

The fact that Jeep said the new Renegade would target a broader audience “in one of Europe’s key SUV segments” seems to support that hypothesis. There’s no official word yet on the Renegade returning to the U.S., though.

As for powertrains, the automaker said its European roadmap focuses on multi-energy platforms, which suggests the Renegade will feature some form of electrification.

Jeep stressed that its “Freedom of Choice” powertrain strategy remains central to its approach, with different powertrain solutions allowing customers “to choose the technology that best fits their needs and preferences.” Staying true to the brand’s DNA, every model will feature a 4×4 version.

Jeep has sold more than 610,000 Renegade SUVs in Europe since the first-generation model launched in 2014, but the new Avenger hasn’t done bad either, selling nearly 300,000 units since its launch in early 2023.

What Happens Beyond 2030?

Now, if you do the math, you’ll notice that Jeep hasn’t named the sixth model that will be part of its lineup by 2030 in Europe. The list includes the facelifted Avenger, all-new Renegade, all-new Compass, the Recon electric off-roader, and an unnamed new D-SUV, so what’s missing?

Normally, that should be the Wrangler, but Jeep recently stopped taking orders for its core model in Europe due to its incompatibility with a number of European regulations; that explains why the Recon is coming to Europe.

That leaves room for a sixth model in Jeep’s European lineup, and two teaser images may provide some clues about what it could be. The images show a big crate with the words “Not Fragile” written on it and a Willys MB military vehicle in front of it. If you look closely, you’ll notice that the shadow projected on the crate does not belong to the Willys; it suggests a boxy rugged SUV with a tailgate-mounted spare wheel.

So what could it be? Jeep says that beyond 2030, it is “exploring new ways to respond to evolving mobility needs,” namely growing demand for “compact, sustainable vehicles equally suited to everyday city driving and getting away from it all.”

Jeep notes that this changing context opens the way to a new vision for the brand: “a future inspired by Jeep icons, such as the Willys with capable, compact and electrified vehicles designed to meet tomorrow’s mobility needs.”

This sounds exciting and suggests Jeep is working on a small off-roader—likely all-electric—that will revive the Willys’ rugged, bare-bones philosophy for the 21st century.

The term Sport Utility Vehicle, or SUV, came into common parlance around the mid-to-late ’80s. Before that, it showed up in marketing materials here and there, but not many folks called these SUVs per se. Instead, SUVs, at least the ones that can do SUV things back then, were called ORVs or off-road vehicles.

One of the original ORVs was the Ford Bronco. Introduced in 1965 for the 1966 model year, it was the brainchild of Donald N. Frey, who also pursued the Mustang idea. Ford’s first civilian ORV faced the International Scout, Jeep CJ-5, and Toyota Land Cruiser. These were unapologetically off-road oriented, and absolutely not made for posing.

The Backstory

While SUVs dominate the landscape today, ORVs were practically a niche in the ’60s. Still, it was successful enough for Ford to build five generations of the Bronco. It started out as a compact, but eventually evolved into an F-Series-based model in succeeding years. Today, it’s the first-gen that’s the most valuable. Classic.com lists average values for the wagon version at $55,295, but interestingly, custom restomods average at $122,037.

That makes the one we spotted on Bring a Trailer worth mentioning. It was originally purchased as a work in progress, but unlike usual passed-on projects that spend years with little to no progress, this one was actually completed. Artistic Customs in Fall Creek, Oregon, finished the build. Its body is still that of a Bronco, but it has a Kincer Freeway chassis, so it runs on live-axle coil-spring suspension with extended radius arms. It’s then powered by a Gen-3 5.0-liter Coyote V8 and even mated to a 10-speed automatic transmission. Even the transfer case is now electronically controlled, and overall, it’s a thoroughly modern vehicle.

The Offer

Interested in this car? View the listing here.

Why it’s Special

Restomods either ruin a car or unlock a greater potential. We say this one is in the latter camp, as it’s practically a modern Bronco in all but its skin. If anything, the full live-axle setup should make it even more capable on the rough stuff. If your idea of an off-road rig is uncompromisingly old-school, this might be the ticket.

View the 9 images of this gallery on the original article

Nearly a year ago, Jeep set out on its Twelve 4 Twelve adventure, rolling out a new limited-edition Wrangler every month to honor the brand’s heritage, design chops, and off-road cred. Now, the curtain falls with the 2027 Jeep Wrangler Switchback – the twelfth and final act in this colorful saga.

The Switchback is Jeep’s grand finale for this yearlong birthday bash. Earlier editions tipped their hats to military roots, retro vibes, and diehard fan clubs, but this last one goes off-script, channeling the mashup energy of gaming and digital culture.

Built on the Wrangler Rubicon X, the Switchback comes in both two-door and four-door flavors. The big draw? A purposely mismatched look that throws clashing colors and swap-meet parts right in your face. Of course, it’s still a Wrangler at heart, with all the four-wheel-drive muscle you’d expect – so it’s not just a fashion statement.

View the 2 images of this gallery on the original article

Contrasting Colors Define the Switchback

On the outside, the Switchback is all about Gloss Black and Sting-Gray, with the two shades swapped around like someone played musical chairs with the body panels. The dual-vented power dome hood and doors make it look like two Wranglers collided in a parts bin – and we mean that in the best way.

Gecko green steals the spotlight as the main accent, splashed across the grille surround, hood graphics, swing-gate decal, and beadlock wheel rings. Those rings get a custom Gecko finish, and yes, this is the first time Jeep has dared to put such loud beadlock rings on a production model.

Other exterior details include a three-piece hardtop finished in either Gloss Black or Sting-Gray, black Jeep and Trail Rated badges, and black tow hooks. The hood graphics carry the Switchback name, while a Sting-Gray “41” body-side decal adds another reference to Jeep’s heritage.

Inside, the cabin gets Global Black Nappa leather seats stamped with a Switchback logo you won’t find anywhere else, plus Sea Salt Nappa leather on the dash, door armrests, and center console. Jeep claims this is a Wrangler first.

Pearl and Lime stitching sneak in pops of color, while custom cupholder and swing-gate plaques add even more personality. The swing-gate plaque is loaded with blueprint-style Wrangler sketches, specs, map details, and shoutouts to Detroit and Toledo. A satin-chrome Willys shifter medallion and unique HVAC vent graphics finish things off.

View the 2 images of this gallery on the original article

Pricing and Availability

You can put your name down for a 2027 Wrangler Switchback starting in November. The package itself runs $2,870, with the two-door starting at $66,695 and the four-door at $69,995 – destination charge included.

If you like unique factory styling, the Switchback offers a Wrangler Rubicon X that stands out without needing aftermarket changes. The mismatched panels and Gecko accents make it easy to spot, while still highlighting the Wrangler’s off-road strengths.

View the 6 images of this gallery on the original article

A week around Vancouver, B.C., gave me the perspective I needed. Between negotiating city parking, following the Sea-to-Sky Highway’s sweeping bends, and heading its bright red recovery hooks toward rugged terrain near Squamish, the GMC developed a considerably entertaining personality without sacrificing too much functionality in the process. While the Toyota Tundra TRD Off-Road I recently tested felt more like a sensible, adventure-capable family pickup, the Sierra felt closer to an enormous, more emotional muscle truck: still spacious and comfortable enough for everyday use, but best enjoyed when its V8 can sing at full volume. Its luxury features made that experience easier to live with, but the engine itself is what made the whole truck worth remembering.

Canadian total includes destination and the listed maximum dealer fee; U.S. MSRP excludes destination and options.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

Powertrain & Driving Experience — 9.2/10: A V8 Worth Making Excuses For, And Handling To Match

The optional 6.2-liter V8 brings the AT4 to life in a way that feels seriously unapologetic. Its 420 horsepower and 460 lb-ft produce a brutish response that makes a truck this hefty feel surprisingly eager to move, while the lack of turbochargers removes the boost lag that can intrude upon the experience in some rivals. Around town, it has ample shove without ever needing to be worked especially hard. Ask for a bit more, and the character changes dramatically. The acceleration itself is satisfying, but the combination of response and sound kept my right foot on the gas. I could hear and feel much of the same character that draws me to a Camaro or Corvette, just expressed through a much taller, heavier vehicle.

Sport mode makes this truck’s performance car connection especially clear. The active exhaust becomes more expressive, and dropping a gear really lets the engine strut its vocal tune. Every tunnel and overpass prompted an obligatory stomp on the throttle, just to hear it roar some more. My tester’s window sticker also included an additional C$575 dealer-installed “exhaust calibration,” on top of the C$455 active exhaust system, so the EcoTec3 under its hood must have really been making the most of its sizable lungs. That temptation helped me average about 15 mpg with a mix of city and highway driving. It is undoubtedly thirsty, despite the word “Eco” in its engine name, but paying for fuel felt a little less irritating when I could at least tie the expense to something I was enjoying thoroughly. Someone seeking better economy should probably approach the AT4 with different priorities, perhaps by considering the standard Duramax diesel instead.

Thankfully, and despite its pickup truck roots, the Sierra AT4 is no mere straight-line pony, and its chassis supplied another pleasant surprise. Normal mode provided a sensible everyday setting, and the ride stayed agreeable on pavement and the moderate trails I explored, but Sport mode made the overall driving experience feel more tightly controlled, especially through the Sea-to-Sky’s long curves and tighter bends, whereas Off-Road mode made the controls and steering feel more relaxed on rougher trails. The AT4’s Rancho shocks are conventional, not electronically adaptive, so the drive modes change how the truck responds through its control settings; they don’t soften or stiffen the suspension at the twist of a dial. From behind the wheel, each setting suited different environments appropriately, and the truck’s ride and handling felt incredibly controlled in every situation.

The trails around Squamish, British Columbia, were only just moderately challenging, not an attempt to push the truck to its absolute limits. Its lift, all-terrain tires, and substantial presence inspired confidence, and it felt more than capable of muscling through the terrain I encountered. Skid plates, an automatic locking rear differential, and a two-speed transfer case support its trail ambitions. Owners seeking more specialized hardware can look to the AT4X, with its Multimatic dampers and electronic locking differentials. In the city, however, the AT4’s limitations were easier to spot. On an open road, the Sierra was surprisingly straightforward and rewarding to drive, but in tight parking lots and alleyways, it felt noticeably more cumbersome than the Tundra and even the Ram 1500. On a good highway, its personality shrinks around you; on a tight city street, its mass reasserts itself.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana: no-haggle pricing, 100% online.

Technology & Infotainment — 8.7/10: Useful Buttons, Dependable CarPlay

The cabin’s technology was refreshingly straightforward. Wireless Apple CarPlay connected and functioned consistently throughout my test, without the glitches that can turn a supposedly convenient feature into yet another thing to troubleshoot. GMC pairs its 13.4-inch touchscreen with a 12.3-inch digital instrument display, but it still keeps plenty of physical buttons, which matter far more to me than screen size. The Ram 1500, for example, replaces most of these buttons with one huge vertical screen, which might look good in photos but is far less intuitive on the go. Adjusting interior features remained simple, and familiar controls stayed easy to access without scrolling through submenus for basic functions.

My truck’s Technology Package added a 15-inch head-up display, a rear camera mirror, and a bed-view camera. Its equipment also included HD Surround Vision, parking assistance, and adaptive cruise control. Together, these features created a seamless, modern experience, but for me, the Sierra’s strongest tech selling point was its dependable phone integration and straightforward controls. The drive modes also earned their place through changes I could feel, and the heated and ventilated seats also provided useful temperature adjustment. GMC has supplied plenty of equipment, but the everyday success comes from how cohesively the basics still fit into the truck.

Exterior Design — 8.4/10: Still Mean, Suddenly Made A Bit Familiar

The AT4 looks properly mean. Its lifted stance, chunky tires, red recovery hooks, and red detailing give it the rugged identity the badge promises. My Sterling Metallic tester’s 20-inch wheels and black badging complemented that look without needing an especially flamboyant paint color to draw attention. I felt like the king of the world driving it in town and out in the country, and I especially enjoyed being the target of discontented cyclist leers. The truck looks like it doesn’t care whether you like it or not, and the V8 backs up that look with real muscle and a genuine lack of concern for fuel economy.

Its age is nevertheless becoming apparent. GMC has unveiled the redesigned 2027 Sierra, and I think the new truck looks fantastic, but seeing the replacement may itself have made this one feel more familiar and dated than it otherwise would. The outgoing shape is still attractive, but buyers now have a clear picture of what comes next, creating an interesting distinction between desirability and freshness. I still enjoyed the 2026 AT4’s presence throughout my test, even though I prefer the direction GMC has taken with its successor.

Interior & Comfort — 8.2/10: Spaciously Secretive

The Sierra’s cabin was generally quite comfortable, although the front seats felt a little stiff on longer drives. Heating and ventilation helped regulate temperature, but those features couldn’t quite make the underlying cushions as soft as I would want for repeated long-distance journeys. Space, though, is a much stronger argument. The Crew Cab is incredibly roomy, with 43.4 inches of rear legroom, making it feel like a truck that can carry people as easily as equipment. The Jet Black interior, with Kalahari accents and perforated leather seating surfaces, adds a welcome upscale touch without making the AT4 feel delicate.

The rear seatbacks include discreet storage compartments that seem suspiciously well concealed, almost as if they were designed especially for smugglers. For owners with more conventional cargo, they offer another clever place to tuck away smaller items inside an already spacious cabin. I also enjoyed the power-sliding rear window, which adds another route for fresh air and reduces buffeting when the windows are down, though Toyota’s fully retractable Tundra rear glass is still preferable. Once you’ve experienced the entire window disappearing, a smaller opening feels like a compromise.

The short box provides 62.9 cubic feet of cargo volume, with a spray-on liner, cargo lighting, and a 120-volt outlet. My tester also had a folding hard tonneau cover. The clever MultiPro tailgate is a particular highlight, with a separate inner panel that turns the tailgate into a wide step for easier access to the bed, a work surface, or a load stop for long items. These functions address the difficulty of accessing and arranging cargo in a tall pickup, giving the truck useful versatility beyond simply leaving the tailgate down. With cabin storage and generous passenger space, that equipment gives the AT4 a convincing practical foundation. Its luxury streak shows in the comfort features and convenient controls, even if the seats can feel a bit stiff on longer drives, but its efficient use of space is what truly defines the cabin.

Value — 8.0/10: Paying For Size And Character

The U.S. AT4 starts at $68,300 before destination and options. My Canadian test vehicle had a C$100,383 sticker price, including the listed maximum dealer fee. Those figures reflect different markets and configurations, but regardless of where you live, this is an undoubtedly substantial purchase. My truck’s options included the V8, AT4 Premium and Technology packages, a sunroof, tonneau cover, black badging, and exhaust equipment. Some additions improve convenience; others largely enhance the ownership experience, so buyers should decide which of those benefits they will actually appreciate.

For me, the 6.2-liter engine is the most persuasive reason to choose this specification if you want a pickup truck experience that really leans into the bit, but its thirst should still factor into the calculation. The AT4 makes its strongest case when a buyer values the complete combination: substantial capability, generous space, comfort features, and a V8 that makes the journey exhilarating. Buying it primarily as a sensible transportation appliance would leave much of its appeal unused.

Overall Verdict — 8.5/10: Muscle With Some Manners

If I were to seriously recommend the Sierra AT4 to someone in the market for a pickup truck, it would have to be someone who already understands what owning a large V8 pickup involves; someone who’s lived it. They ought to think muscle cars are cool, not tacky and rudimentary. They must happily swallow the fuel bills and have enough patience to turn a three-point maneuver into a five-point one when the surroundings require. For a softer, more refined take on the full-size pickup, the Tundra, or even a Ram 1500 Hurricane, better suits more utilitarian priorities. And I would place the HEMI-powered Ram somewhere between those approaches and the GMC’s more boisterous character.

The Sierra is most compelling if you deeply believe the roar of a naturally aspirated V8, chunky all-terrain tires, and a lifted suspension are central to worthwhile pickup truck ownership. And I don’t believe there’s anything wrong with that outlook—it’s a recipe that’s worked quite well for quite a long time, and if it ain’t broke, why fix it? Its cabin is spacious enough for everyday life, its trail performance is convincing, and its road manners deliver far more enjoyment than I expected. The next-gen Sierra’s styling and even larger V8 appeal to me more, and I would welcome softer seats and easier parking, but the 2026 AT4 puts those compromises into perspective. It made the fuel bill tolerable through sheer emotional fulfillment, made long, twisty highways feel easy and fun, and is about as practical and roomy as a vehicle can get. Plus, it’s uncomplicated, robust, and easy on the eyes. Perhaps rather unsurprisingly, the GMC Sierra still feels like a winner.

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission.

What The Money Buys

Beyond the standard Super Duty truck, the hardware list is mostly visual, with some chassis work. Roush fits 35-inch General Grabber A/TX tires on new 20-inch gloss-black wheels, plus a Roush Performance Suspension System, slotted brake rotors front and rear, and a shortened front air dam for better clearance off-road. Outside, there’s an illuminated gloss-black grille, color-matched fender flares with integrated lighting, and graphics with optional silver or red accents. Inside are carbon-fiber trim, Roush floor liners, and a serialized console badge. Roush also lists a performance exhaust, which Ford Authority says is for Power Stroke diesel models.

What It Leaves Out

There is a significant lack of information regarding horsepower or torque gains, and Roush hasn’t published approach-angle or ground-clearance figures. That is interesting to note because the 2027 Super Duty’s standard engine is now the 7.3-liter Godzilla V8, rated at 430 horsepower and 485 lb-ft, with the high-output 6.7-liter Power Stroke diesel at 500 horsepower and 1,200 lb-ft as the only option. Roush leaves all of that alone according to current reports.

The Factory Alternative

The more interesting comparison is Ford’s own off-road package. The 2027 Tremor package is now available on XL trucks with the STX Appearance Package, with 35-inch Goodyear DuraTrac tires, a factory lift, electronic locking rear and limited-slip front differentials, skid plates, and Trail Control. Ford hasn’t announced 2027 pricing yet, so a direct dollar comparison isn’t possible. Buyers should price both before assuming the Roush is the capability upgrade. On what’s been published, the $21,399 buys looks and brand, not performance.

The Jeep Wagoneer S has actually skipped the 2026 model year in North America to return with an improved 2027MY version after sales plummeted 95% year-over-year through the first three quarters of 2026, dropping to only several hundred units compared to 10,000 the previous year.

The Recon Covered Just 160 Miles in the Highway Range Test

Launched in June 2026, the Jeep Recon has done much worse so far, racking up only about 80 sales through the first three quarters of the year. One of the reasons for the abysmal market debut is the range, which severely falls short of EPA estimates.

Car and Driver recently tested the 2026 Jeep Recon and concluded that the electric off-roader’s poor result “puts it among the least efficient EVs we’ve ever tested.”

The outlet tested the Recon Moab launch edition model, which boasts a 94-kWh battery pack that’s EPA-rated at 222 miles combined, 250 miles city and 196 highway. But in Car and Driver’s real-life highway test undertaken at a steady 75 miles per hour, the Jeep Recon only managed to cover 160 miles on a full battery charge—18.4% below its EPA highway rating.

The highway range delivered in the test equates to just 1.7 miles per kWh, making the Recon one of the least efficient EVs tested by the magazine. For comparison, other boxy EVs like the 2022 GMC Hummer EV Edition 1 and Mercedes-Benz G580 with EQ Technology were similarly inefficient.

The Hummer EV, which is powered by a 205-kWh battery, managed 290 miles in the same test, or 1.4 miles per kWh, while the electric G-Wagen squeezed just 160 miles from its 116-kWh pack, or 1.4 miles per kWh. As Car and Driver points out, these figures are roughly half the miles per kWh achieved by many EVs currently on sale, including 1,000-horsepower super sedans.

The Boxy Recon Is Half As Efficient As the Wagoneer S on the Highway

While the Recon is slightly more efficient than the Hummer EV or G580, it’s also considerably smaller and lighter than those electric off-roaders. The Jeep tips the scales at 6,190 pounds, while the G580 weighs 6,908 lbs and the Hummer EV is a behemoth at 9,640 lbs.

Given that size and weight difference, the Recon was expected to be more efficient. But the more shocking comparison when it comes to efficiency is with Jeep’s own Wagoneer S, which shares the Recon’s STLA Large architecture down to the 94-kWh battery and 335-horsepower dual-motor AWD powertrain.

The Wagoneer S managed 280 miles in the same highway range test—3.0 miles per kWh—making it nearly twice as efficient as its more rugged sibling. Why is that? It all comes down to the Wagoneer’s much more slippery shape (0.29 coefficient of drag versus the Recon’s 0.40 figure), lower ground clearance (6.4 inches versus 9.1) and more street-oriented tires.

So if you’re in the market for an electric Jeep, picking the Wagoneer S is a no-brainer if range is the most important factor. If you plan to take it off-road more than occasionally, though, the Recon is the obvious answer.

Jeep has built much of its reputation on off-road capability, with models like the Wrangler competing directly with the Ford Bronco. But even a capable product needs strong marketing to stay visible in a competitive market and ultimately drive sales. Jeep’s latest venture appears to be doing exactly that.

The automaker recently announced a two-year partnership with Moab, Utah, becoming the “Official 4×4 of Moab.” The deal gives the company a license to use Moab’s branding and exclusivity over automotive sponsorships at covered events, which may be crucial since Moab is one of the country’s best-known off-road destinations. In exchange, the city receives funding, a fleet of vehicles, and media support worth millions.

Pay to Play

According to Moab Sun News, Jeep is paying Moab $125,000 per year, or $250,000 over the two-year deal. The city also gets the use of five Jeep vehicles under a separate vehicle-use agreement, though the exact models weren’t disclosed. As for the media support, the automaker is targeting $10 million in media value over the two years. One city council member said the arrangement should help showcase the “soul of Moab” rather than simply sell it.

With this partnership in place, expect Jeep to have a strong presence at local events, including the Easter Jeep Safari, which has been around for six decades. It will also promote trail stewardship and educate off-roaders on responsible recreation. The stewardship push comes as off-roading faces increased scrutiny elsewhere, including California’s Mojave Desert, where routes through critical habitat were recently closed to recreational off-highway vehicles.

Outside Moab, Jeep also supports off-road events and trail-access initiatives to sustain the off-road experience. For this year, these include Jeep Beach in Daytona Beach, Florida; Toledo Jeep Fest in Toledo, Ohio; Smoky Mountain Jeep Invasion in Pigeon Forge, Tennessee; the Rebelle Rally; and trail restoration and access initiatives supporting California’s Rubicon Trail.

The Moab Connection

Even before this collaboration was announced, Jeep had already been using Moab’s name in its model lineup, including the Wrangler Moab 392. It was the first of 12 limited-edition Wranglers in a year-long rollout tied to the brand’s 85th anniversary. The all-electric Recon also offers a Moab trim, which, fittingly, is its off-road-oriented version.

The two-year deal doesn’t reveal every initiative in store, but expect Jeep and Moab to work together to promote and improve the off-road experience. That’s particularly relevant as off-roading grows in popularity, with even performance brands like Lamborghini and Porsche getting in on the action with the Huracán Sterrato and 911 Dakar, respectively.

View the 5 images of this gallery on the original article

Ford Bronco Could Finally Go Hybrid

Rumors of a Bronco Hybrid have been circulating since as far back as 2020, but they’ve picked up steam again in August after Automotive News, generally a reliable source of insider information, claimed a Bronco Hybrid would debut in 2027. It’s also worth mentioning that this new report claims Ford said the new engine is not the recalibrated four-cylinder engine in the Bronco RTR, nor the V6 in the Bronco Filson, and with Ford CEO Jim Farley saying at the beginning of the year that Bronco buyers “should expect a lot of exciting powertrains” for 2027 while ruling out the Chinese Bronco New Energy powertrain for the U.S., we can only assume that Ford is working on something special just for us. The question is, if the Bronco is about to be electrified, how? Mild-hybrid, plug-in hybrid, range-extender, or something else?

Related: 2027 Ford Bronco RTR Starts Nearly $30k Below the Bronco Raptor

With Farley previously saying that the company is aware of Bronco buyers’ desire for more power options like the Pro Power Onboard system, something relatively traditional seems likely, and Ford already has a good base to work from – the Bronco is underpinned by the T6 platform, an architecture shared with the Ranger. That matters because other markets get access to a 2.3-liter plug-in hybrid Ranger with Pro Power Onboard, so the groundwork for electrifying the platform has already been done. However, with just 277 horsepower combined, perhaps the U.S.-spec model could and should get the 2.7-liter EcoBoost as a base. But there’s one more possibility.

Time for a V8 Ford Bronco?

When an American automaker talks about “exciting powertrains,” our minds immediately think of the V8. In 2020, Ford said a V8-powered Bronco couldn’t happen because of emissions regulations, but with President Trump rolling fuel economy standards back by years, those constraints may not be as relevant anymore. While this remains only an outside possibility, the Bronco DR from 2021 (pictured above) proves a V8 can be crammed under the Bronco’s hood. Of course, such a thing may prove considerably more expensive than a Bronco Raptor, which already knocks on the door of $80,000. Hopefully, Ford will give us more clues soon.

MINI Countryman Untamed Edition Gets Loads of Changes

View the 4 images of this gallery on the original article

The new Countryman Untamed Edition stands apart from other variants with a new front grille featuring redesigned, upright elements. The grille surround also gets special treatment with an exclusive color called Dark Steel, which reappears on the MINI emblems, Countryman lettering, and other areas. Elsewhere, the side sills get a new look, and the underbody protection plates on the front and rear of the crossover have been redesigned. MINI has also added textured matte black film to the side sills, hood, and wheel arches, helping reduce damage from scratches. The same care hasn’t been taken with the Untamed Edition Spoke 19-inch alloy wheels, which, while styled after resilient steel wheels, are finished in a high-gloss black (with the center cap wordmark in Dark Steel) that will surely show blemishes after a trip or two on a gravel road. While we’re on the subject of finishes, the Untamed Edition gets special color options inspired by earthy tones: Hideaway Grey, Nomad Blue, and Frozen Nomad Blue, the first matte finish ever applied to a series-production MINI. Also available are Nanuq White and Midnight Black, while the roof can be had in either Glazed White or Jet Black. The finishing touch is an Untamed logo on the C-pillar.

View the 3 images of this gallery on the original article

More importantly, the Untamed Edition features a 15-millimeter lift and specially developed Pirelli Scorpion All Terrain Plus tires that bring total ground clearance to 19 mm. In North America, this rubber will be standard, while Europe will get them as an option, and other regions will get access through MINI’s aftersales department. The automaker has recalibrated the anti-lock braking, dynamic stability control, and steering systems to suit the new tires, and with ALL4 all-wheel drive, the Untamed Edition should have no problems getting to a campsite. Finally, the roof can handle loads up to 165 pounds while driving and up to 661 lbs while stationary, and in the U.S., a factory trailer hitch enabling a maximum towing capacity of 3,500 lbs will be standard.

MINI Countryman Untamed Interior and Availability

View the 4 images of this gallery on the original article

Inside, the Untamed Edition gives the Countryman Vescin Nightshade Blue sports seats with perforated fabric and knitted upholstery. Their design, including Cornflower Blue stitching and an Untamed logo, is said to be inspired by rock formations, and the knitted finish reappears on the dashboard and door panels in dark grey and blue. Interior accents are no longer Vibrant Silver, as usual, swapping the finish for more Dark Steel and Cornflower Blue, the latter appearing on a strap on the base of the steering wheel, its spokes, and other areas, including the redesigned center console storage cubby. Rubber all-weather floor mats and a cargo area mat, with more rock-inspired patterns, add to the rugged look.

View the 4 images of this gallery on the original article

Production is expected to begin in November, with a global market launch scheduled for early 2027. In the U.S., the Untamed Edition will be based on the Countryman S ALL4 and the Countryman SE ALL4, with pricing starting at $43,900 (excluding $1,350 for destination) for the gas model. The EV will be priced later. This means that, with MINI basing the special model on the Signature Plus trim and not the entry-level Oxford Edition, the Untamed Edition’s upgrades are priced at $1,600. Worth it? Well, MINI clearly seems to think a package like this is something its customers have been missing, and with off-roading and overlanding continuing to increase in popularity, perhaps this is the perfect time to jump on the trend.

View the 21 images of this gallery on the original article

Fully Loaded RTR Bronco Will Cost Over $60,000

All three versions of the Bronco get access to HOSS 3.0 suspension with Fox internal bypass shocks, which isn’t available anywhere else in the range, but it doesn’t come standard here; Ford has also revealed that a fully optioned version of the 2027 Bronco RTR will start at “just under $60,000” before delivery, adding the Sasquatch Package with RTR Suspension and 35-inch Goodyear rubber, the RTR Appearance Graphics package, and the Hyper Lime appearance package. In other words, if you want the Bronco RTR that Ford has shown us in these pictures, you’ll pay at least around $61,000 before a dealer lets you take the keys. Of course, not everyone wants or needs the full Monty.

View the 3 images of this gallery on the original article

As standard, the Bronco RTR gets unique lighting, RTR design elements (like the LEDs in the grille), HOSS 1.0 suspension, 33-inch tires (a first for a factory Bronco) with model-specific 17-inch RTR Evo 6 beadlock-capable wheels, and, as newly available images reveal, a similar interior aesthetic to the bodywork, with several lime accents in the stitching, knobs, seatbelts, grab handles, air vents, and on-screen graphics.

Autoblog’s Take

View the 4 images of this gallery on the original article

The Bronco RTR certainly commands attention, particularly with Hyper Lime accents, and the interior is just exciting enough to feel special without being so overdone that you’d feel bad getting it dirty. Light-colored seatbelts tend to show grime pretty easily, but other than that, the cabin looks like a good mix of comfortable utility and exuberant RTR flavor. At “just over” $50k, it’s also not bad value. Granted, the price of a fully optioned one could get you a relatively high-mileage Raptor (30,000 to 60,000 miles seems to be the average in the $60k price range), and the 2026 Badlands is also tempting, but the RTR gets special anti-lag tech for the 2.3-liter EcoBoost four-cylinder, the 1,000-watt cooling fan from the Bronco Raptor, and a reinforced steering system. And don’t forget, all this comes with a factory warranty. The way we see it, the Bronco RTR’s price and package are ideal for those who want a more off-road-capable Bronco without the risks of aftermarket tuning or a used Raptor’s full-blown extremism.

Starting at about $10,700 and topping out at around $18,500, you can get the new Mahindra Thar OG. This all-new model from Mahindra reimagines India’s most iconic lifestyle SUV. This new model continues the story Mahindra started with the first iteration of the Thar, introduced in 2010 and based on the Mahindra MM540, a nameplate in production in India since the 1980s.

The first generation of the Thar was much closer to the classic Jeeps, but once the second generation was introduced in 2010, the model essentially became a more affordable Jeep Wrangler.

Now, I know what you might be thinking: this is a Jeep clone through and through, but a quick Google will show you that Mahindra actually had a license to create its own version of the Jeep CJ, cementing the look in Mahindra’s history books since the 1940s, so it’s a bit of an admission that it takes from the iconic Jeep look. Mahindra also won a case in court that allowed it to sell another off-roader in the U.S. despite similarities between it and another Jeep model.

“An Indian Icon”

According to Mahindra’s press release, “Reimagining a legend was never about rewriting its story. It is about honouring its spirit while making it relevant for a new era. Since inception, the Thar has evolved from being just an SUV into an Indian icon, inspiring a unique Thar Life built around exploration, freedom, and self-expression.”

The front features a bold new grille and headlights. Now, I wouldn’t call it an “Indian Icon,” but it does have an iconic, rugged look. Mahindra refreshed the design and ushered it into a new era, with 19-inch alloy wheels, rugged front and rear bumpers, and a wider track. It still retains the three-door body style, similar to the Suzuki Jimny, and a boxy aesthetic.

The new Thar OG uses the M_Glyde 4G platform and rides on a rear Pentalink suspension with a Watts Link for better cornering stability and control. Mahindra also has an adaptive suspension feature called Davinci Damping Technology with Frequency Dependent Damping for an enhanced ride.

View the 6 images of this gallery on the original article

“More Capable”

The Thar OG features a ton of off-road-specific features. At this price, you already get an Electronic Locking Differential, Terrain Modes (Mud, Sand, and Snow), and three engine options. Sadly, no electrified hybrid system here, but what did you expect from a car that goes for under $20,000?

At its base is a CRDe diesel engine with 116 horsepower and 221 ft-lbs of torque. Step up, and you get the D22 mHawk Diesel, which produces 150 horsepower and 243 ft-lbs of torque. At the top of the heap is the G20 TGDi mStallion gasoline motor, which makes 159 horsepower and 243 ft-lbs of torque. Not all trims will receive four-wheel-drive, however.

It’s amazing to think you can get an off-road-ready vehicle for less than $20,000, but the rules are very different in India.

View the 4 images of this gallery on the original article

Toyota Land Cruiser

The Toyota Land Cruiser is maybe the most obvious budget alternative to the Land Rover Defender. Even new, they start at a comparatively tame $60,000. The retro looks fit in well with the Defender’s similarly retro-ish vibe, as does the four-wheel drive capability. The Land Cruiser, though, is decidedly softer and less powerful than the Defender.

However, if you want a cruiser with some respectable off-road chops, heritage-inspired looks, and some of that Toyota reliability, it isn’t a bad option, especially at such a discount over the Defender. The added fuel economy from the hybrid powertrain doesn’t hurt, either.

Mercedes-Benz G-Class

The greatest true alternative to the Defender is a used G-Class Mercedes. The beloved G-Wagen is exactly the kind of luxury off-roader you want in your garage. There’s serious power, true curb appeal, heritage styling, and some serious depreciation to take advantage of. More than that, AMG versions often carry more than 500 horsepower and a V8 engine, making them similarly powerful when contrasted with the Defender’s V8 lineup. Don’t expect to pay more than $100,000 for a pristine used example with the V8.

Land Rover Defender

2026 brings a slew of updates to the current Defender, like a refreshed front end, a larger screen, and other minor changes. Don’t let that push you into a new one, especially with used models priced the way they are. Lower-tier inline-six-powered Defenders are a particularly good bargain if you can live without the V8 engine. These can easily be had in pristine condition on the used market, and for less than $70,000. Most of the ones I saw had fewer than 25,000 miles on them.

Lexus GX

Another new-or-used option, the Lexus GX also delivers on the promise of a luxury off-roader, but fixes a lot of the problems I have with the Land Cruiser. The hybrid engine is great, but the power from the GX’s 349 horsepower turbo V6 is much more appetizing. Add to that a plush ride and some serious off-road capability from the Overtail and Overtral+ trims, and the GX is hard to turn your nose up at. You’d have no trouble finding one for under $85,000, and that’s including last year’s refreshed 2025 models with better off-road capability.

As ever, our tester is my 85-pound dog, Beorn. He’s happy to do it and he works for cheap.

Ease Of Access: Too Tall For Some

Accessing the Defender, and how easy your pet finds it, all comes down to vertical. If they’re spry and they’ve got some hops, this is a non-issue. The Defender’s rear doors are very wide, and so is the path to entry. Beorn had no trouble getting inside, but he’s also pretty tall, very young, and would rather die than be left somewhere alone for 10 seconds. If your dog is smaller or more independent, the Defender might be a tough sell.

If you prefer to put your pet in the trunk, though, I have good news. All Defenders equipped with air suspension can be lowered at the trunk, providing better access not only to the rear of the vehicle, but to the second row, too. After all, the whole rear of the SUV lowers a few inches when you press the button, which is located on the left side of the trunk.

Interior Space: Plush And Spacious

It’s good to be a dog, but it’s probably better to be one in a Defender. The OCTA’s ride is noticably more firm than the more pedestrian versions, but even so, it’s a comfortable place to spend some time. The rear seats are plenty wide enough for even big dogs like Beorn to sit like a sapien, and with headroom to spare. I caught him staring out the safari windows and the passenger windows, which also provide some excellent ventilation in the back. Speaking of which, there’s an independently controlled fan in the back that can help provide some added airflow to pets in the trunk space.

The seats also fold totally flat independently, which makes the simulatneous carrying of pets and cargo much easier. You could, for example, have a pet occupy two rear seats, while leaving the third folded to accomodate larger items like skis inside the car. It’s a pretty sweet setup, and I don’t have much to complain about.

Materials: Tough-Feeling, But Too Nice For Pets

Still, this is billed as a high-dollar luxury SUV. While the materials no doubt feel luxurious and of high quality, they’re also way too nice for dogs. Maybe skip the white interior. The Defender OCTA in particular makes use of some high-quality leathers, which you’ll find on the seats, armrests, and even the seat backs. While these materials are great for people, I’d certainly want to avoid letting pets on them.

Verdict: A Nearly Perfect SUV For Dog Owners

In summary, the Defender’s biggest weaknesses for pets are the things people love about it: the off-road ride height and premium materials. These two things can present some obstacles for dog owners, but they’re also easily mitigated. What you’re left with is an excellent SUV for hauling pets and conquering trails.

The current generation looks anything but rugged. In its most refined iteration, the body is slinkier than the model has ever been. Flush exterior door handles, thin grille and lighting elements, a large faux fender vent, and fancy paint schemes give it a truly upscale appearance. Under the hood, you can choose from four engine options including a turbo-six with mild hybrid assist, a twin-turbo V8 mild hybrid, a PHEV, and the top dog twin-turbo P615 engine with 606 horsepower.

1. The Seats in All Positions Are Uncomfortable

My tester was outfitted with the optional SV Bespoke Full Extended Leather seats, and they’re stunning. The leather is thick and soft. The seats have heat, ventilation, and massage function. The second row gets heat and ventilation. Land Rover’s famous adjustable armrests are also present in the first row seats. That said, I can’t get over how uncomfortable the front and rear seats are. For the past few days, I have made multiple adjustments using the 24-way power-adjustable seats, but nothing seemed to solve the discomfort problem.

View the 2 images of this gallery on the original article

I don’t think it’s my body type because I have no problem in most of the vehicles I review. The lumbar feels like its pushing forward even when I have it adjusted to the flattest setting. I feel like I’m being shoved forward by the backrest. I’ve driven it for an hour at my longest stint, and I don’t feel relaxed at all. Both the front and rear seat cushioning feels hard and non-conforming to my body.

The rear seats are similarly bad. The outboard seats have the same issue with backrests that feel like they’re pushing you forward. The seat cushion is hard, and you feel like you’re sitting on the seats rather than in them. Forget about the middle position because it’s one of the worst in any SUV at any price. The backrest protrudes, and the cushion sits too high. Nobody, regardless of size, should sit there for more than 10-15 minutes. I have no idea why a vehicle of this caliber should have seats this uncomfortable.

2. The Panel on the Center Stack Does Nothing

The first thing that caught my eye inside the Range Rover was the glossy black panel tucked beneath its sweeping curved touchscreen. It looked so deliberate that I assumed it had to do something—perhaps a second display that would wake up with the ignition, or a concealed storage compartment hidden behind a retractable door. But no. It is simply a large slab of piano-black trim: no screen, no controls, no secret cubby, and no apparent purpose beyond attracting dust and fingerprints and making you wonder what could’ve been.

It is hard to believe Land Rover could not have found a more useful purpose for that space. A shallow cubby would have helped, or the company could have eliminated the panel altogether and created a small angled shelf for a phone, keys, or sunglasses. Instead, Land Rover appears to expect us to accept that the continuiation from the panel into the center console’s sliding lid makes the cabin feel more upscale. Sure—it is clean-looking, but it also a total waste of potentially useful space.

3. Piano Black Plastic is Everywhere

Just when it seemed automakers were phasing out the dreaded piano black plastic trim in favor of matte textured finishes, Land Rover goes and slathers the cabin with the atrocious stuff. It’s on the center console, the center stack, the window switch surround, and the seat adjusment controls/memory buttons. My tester had the most smudge and dust proned materials located on the most frequently used touch points.

The prevalence of piano black actually made the cabin look and feel cheaper, not more expensive. To festoon a $140k vehicle with piano black plastic seems like an offense. To make things worse, the “Gloss Grand Black Veneer” is actually optional equipment. Apparently, the brand thinks Mozart’s descendants will fawn over it and actually pony up $1,300 for the stuff.

4. Terrible Ergonomics Abound

For this price, buyers expect high end materials. And, aside from the piano black plastic, the Range Rover mostly checks this box. But if the ergonomics are poor, the user experience suffers. The little details can get to you over time if they’re not done right. The first issue is the location of the door handles, especially on the front doors. They’re situated too low and too far forward. You have to reach down, and they’re hard to see because they blend in with the surround on the door lock/unlock buttons, which are also too far down, close to the driver’s knees.

The rear doors have similarly difficult-to-find door handles. I had passengers in back during the week, and several people had to ask where the door handles were. The handles blend in too much, and finding them isn’t easy. This wouldn’t bode well in an emergency situation when someone needs to exit quickly.

The center console has two main storage compartments, aside from the center armrest compartment. The one behind the shifter is a convertible binnacle where the cupholders conveniently slide back and out of the way to reveal a deeper compartment. Then, there’s a compartment in front of the shifter that’s just as deep. The problem is that items are both hard to see and hard to reach. The wireless phone charging deck is all the way forward, and it’s also hard to place your phone there, as well as remove it. You have to reach over the shift knob to get there.

These frequently used areas were not well thought-out by Land Rover interior designers. While the door handles and center console look good, they’re not easy to operate. It seems the driver and passengers have to work to locate them, and that makes for challenging daily use. One can get used to the door handles over time, but the center console will continue to be challenging.

Final Thoughts

There’s a lot to love about the Range Rover. It’s refined, rugged, powerful, and attractive. Its daily use case, however, is compromised. The seats are uncomfortable, there’s way too much piano black, the center stack is wasted space, and ergonomics are poor. There are much less expensive SUVs that do it better. But for those who want one of the most visually appealing high-end off-roaders on the planet, perhaps these issues are mostly ignored. I could get past the door handles, eventually, but those seats are a total deal breaker.

The Tacoma TRD Pro comes only with Toyota’s i-FORCE MAX hybrid powertrain. A turbocharged 2.4-liter four-cylinder works with an electric motor and eight-speed automatic to produce 326 horsepower and 465 pound-feet of torque. Those aren’t Ranger Raptor numbers, but the torque is the figure that gets my attention. Strong response at low speeds is useful when you’re easing over an obstacle, climbing a loose grade or trying to keep momentum without launching yourself into the next county. Toyota estimates 22 mpg in the city and 24 on the highway. That’s respectable for a truck like this, but make no mistake: this hybrid is primarily here for muscle.

Toyota has given the TRD Pro hardware worthy of its name. It gets 2.5-inch Fox QS3 internal-bypass shocks with rear reservoirs, an electronic locking rear differential and a front stabilizer disconnect. Multi-Terrain Select and Crawl Control can help manage traction and speed when a trail gets tricky, while the high-clearance front bumper improves the approach angle.

Related: Toyota Tacoma vs Ford Ranger 5-Year Depreciation: It’s Not Even Close

Toyota quotes up to 35.7 degrees of approach angle and 11.5 inches of ground clearance. Those figures don’t make every line on a trail a good idea, but they do tell you this truck was designed to leave the pavement. I would still get out and look before putting a nearly $70,000 pickup on top of a pointy rock. Pride heals faster than a rocker panel.

One of the TRD Pro’s strangest features is also one of its most interesting: the IsoDynamic front seats. They have their own damping system intended to reduce the punishment occupants take when the truck is bouncing across rough terrain. It’s the sort of equipment you expect to see in a specialized off-road machine, not something added merely to justify a badge. The trade-off is that the seatbacks are bulky, and rear-seat space in the Double Cab was never generous to begin with. If you regularly carry tall adults in back, invite them to sit there before you buy. Better to hear their complaints in the showroom than three hours into a highway trip.

That highway trip matters because even an enthusiastic off-road owner will spend plenty of time getting to the trail. The Tacoma’s hybrid torque gives it useful passing power, and the eight-speed automatic helps it behave like a normal pickup when there isn’t a boulder in sight. Still, the TRD Pro’s tires and suspension are chosen for rough ground, so shoppers seeking a plush, quiet commuter should try one of the less specialized Tacomas. This is a truck whose best equipment becomes most valuable once the road turns ugly. On the way home, the 14-inch touchscreen and 12.3-inch digital instrument display provide modern conveniences, although I appreciate that Toyota also gives the driver actual controls for important off-road functions.

It can do truck work, too. The TRD Pro is rated to tow up to 6,000 pounds when properly equipped, which is enough for a modest trailer or a collection of expensive toys to drag into the wilderness. As always, check the specific truck’s payload and towing labels before loading it with passengers, gear and a trailer. The Double Cab gives you a usable back seat and a pickup bed, even if neither is the most spacious answer in the truck world. The appeal is that you can commute, haul, tow and go exploring without keeping a dedicated trail rig in the driveway.

Final thoughts

Here’s where I become less cheerful. Toyota lists the 2026 Tacoma TRD Pro at $64,750 before options and other charges, and a well-equipped example can pass $68,000. That is an incredible amount of money for what used to be considered an affordable midsize pickup. The Ranger Raptor, Colorado ZR2 and Canyon AT4X also ask buyers to open their wallets wide, so Toyota isn’t alone in this madness. It just happens to have joined in enthusiastically.

I still think the TRD Pro makes a compelling case. The Ford is the more obvious choice for fast desert driving, and the Colorado’s front locker gives serious rock crawlers something Toyota does not. The Tacoma counters with a strong hybrid powertrain, a thoughtful collection of trail equipment and enough everyday usefulness to justify driving it the other six days of the week. I’m not over the moon about the price, but I can see why someone who actually uses its capability would pay it.

That has to mean something.

Related: I Drove the 2027 Kia Telluride X-Pro SX-Prestige: $58,335 Buys a Lot of SUV

CarPlay Never Really Worked For Long

This issue is likely specific to this car, but bears mentioning nonetheless. I’m not sure why, but wireless Apple CarPlay never really worked well. While it looked great, there were multiple failure points. During one drive, the map couldn’t keep up with the car’s real-world location when being displayed in the gauge cluster, leaving me without directions until I tabbed over to Maps in the center display, which caused CarPlay to crash mid-drive.

These mid-drive crashes happened a lot, usually accompanied by skips or pauses in media being played before my phone would simply disconnect. Thankfully, the car’s Bluetooth connection was rock solid, but the crashes did mean that any directions I had put into Apple or Google Maps were totally lost.

Our Defender Showed Up With A Squeaky Trunk

Another general build quality problem emerged while I was off-road in the OCTA, and then never really went away. The truck developed a squeak in the trunk, somewhere near the rear passenger quarter window. I took everything out of the car to try and get to the bottom of it, but never did. I didn’t enjoy having to drown out this sound in the $170,000 luxury super SUV. Luckily, the Meridian sound system did a decent job.

There’s Still Too Much In The Screens

A more substantive critique, I think, is the lack of a few key physical controls that are still placed in the new 13.5-inch screen. The lumbar and bolster adjustments are located in there, which is just downright annoying to have to mess with. Other specifics, like drive mode fine-tuning, are also handled here, but what really irks me is that the camera button is here, right next to the settings menu. At least twice I reached for the cameras and got settings.

Sometimes The Cameras Saw Ghosts

Another glitch: When reversing or parking, the Defender’s parking sensors started seeing ghosts. While I wasn’t able to capture it, the cameras would display an object as being far too close, sounding alarms so you don’t back into all the air behind the car. It happened twice while reversing, but the problem also persisted at the front of the car, though that only happened once.

All The V8 Noise Is Outside

I think I might prefer this to fake engine noise, but it’s still a problem. The Defender is so quiet, you can hardly hear the V8 at lower speeds. It takes a heavy foot to wake it up, even in the most sporty drive modes. Rock the car’s drive mode selector into OCTA mode, and all those V8 pops and bangs aren’t really much inside the cabin – they’re like distant fireworks you’re only barely aware of. For such an extreme car, I expected a lot more V8 noise in the cabin.

If you knew nothing about the legendary Range Rover’s off-road prowess, you’d be convinced by the affluent suburban moms behind the wheel that this SUV was strictly for cruising and shopping. It wears its capability with the nonchalance of someone arriving at a muddy trailhead in the finest athleisure wear the world has to offer. Clad it in Batumi Gold paint ($1,950) and big 23″ turbine-style wheels, and and the bling-factor levels up. My tester’s base price was $134,100 with the twin-turbo V8 enging choice. With options and the $2,150 destination fee, the total price came to $155,535.

A SIinky Range Rover? Yes and Yes.

For some, it would be hard to tell the difference between the last Range Rover and the current (5th) generation. While the current Range Rover, which debuted in 2022, retains the model’s iconic shape, it smooths out the doors with flush handles and simplifies the vertical door appliques. The grille is slightly smaller with a new mesh patter, and the headlight clusters have been reshaped. The Range Rover’s lower fascia now has full-width aperture that incorporates vents and LED foglights.

View the 4 images of this gallery on the original article

The biggest change between the generations is the rear fascia. The result is a more refined and more cohesive look. The back end has no resemblance to the last Range Rover. It loses the blocky taillights and the unifying metallic silver bar. The 5th-gen’s slim vertical taillights are simple but very attractive, helping frame the liftgate with the two black horizontal bars. Since the tailights no longer wrap around on the rear quarter panel, that section looks more refined and more muscular, at the same time. There isn’t a cleaner, more refined look on any luxury SUV.

Power and Smoothness Behind the Wheel

The Range Rover’s road manners are impeccable. No, it’s not a sporty SUV, but it’s seriously potent with the twin-turbo V8. The level of on-demand thrust is significant (0 to 60 mph in the low fours). The 523 horsepower P530 engine is silky but authoritative. What’s even more noticeable is the sublime ride. nd the ride. Its adaptive air suspension has an uncanny ability to take the sharpness out of bad pavement without even trying. Even big bumps are dispatched with ease. The larger 23″ wheels don’t do it a disservice, either, and the Range Rover behaves without feeling isolated and spongy.

The steering is light but accurate, and it’s not hard to place the big Range Rover where you want. There’s ample body roll, but the balance and control are predictable. It’s not sharp like a BMW X5, but the Range Rover isn’t meant to be driven like a sporty SUV. Take it off road, and it’ll display its goods better than just about any other luxury SUV. It comes with Electronic Air Suspension with up to 11.6 inches of ground clearance, Terrain Response 2 with selectable drive modes (Mud/Ruts, Sand, Rock Crawl, and Grass/Gravel/Snow), an Electronic Active Rear Locking Differential, and Wade Sensing for water fording up to 35.4 inches.

One major plus for the Range Rover is its four-wheel steering, one of the best I’ve used. It significantly reduces its turning radius, and on some streets it makes the three-point turn obsolete. Getting into tight parking spots is made similarly easy, and the system provides remarkable nimbleness for such a big vehicle.

Fuel economy is less enchanting. The EPA fuel economy rating for the Range Rover P530 with the 4.4-liter twin-turbo V8 engine is 16 MPG city, 21–22 MPG highway, and 18 MPG combined. During my week behind the wheel, the Range Rover V8 did just over 13 mpg, and I hardly used Dynamic mode.

Luxury Digs With Some Odd Decisions

The cabin is a mixed bag. While beautiful and rich, it’s not especially accommodating. Despite the high-end leather upholstery, the front and rear seats make you feel like you’re sitting on them rather than in them. The lumbar feels uncomfortable even in the tamest of settings. The middle position in row two is especially punishing with overly dramatic bulges in the cushion and backrest. My tester did not have the optional third row.

View the 2 images of this gallery on the original article

The interior design is restrained rather than in-your-face like the current BMW or Mercedes ethos, with broad two-tone horizontal surfaces, thick and soft leather, and a lack of visual clutter. Even the modestly sized infotainment screen, as well as its placement, contribute to the simplified look. It’s lounge-like with some compromises like the optional piano black plastic on the center console and on the doors (way too much on the doors).

View the 3 images of this gallery on the original article

The curved central touchscreen is crisp and dramatic, but Land Rover’s pursuit of minimalism occasionally goes too far. Aside from the painful absence of switchgear, the Pivi Pro screen is obfuscating, and the inconsistently responsive haptic feedback is annoying. You have to menu dive to make seat support adjustments, get heated/cooled seats, adjust vent aperture, etc. Speaking of menus, they’re not intuitive, and I found myself constantly scanning to find the function I needed.

View the 4 images of this gallery on the original article

It’s difficult to full capture how bad the climate controls are. There’s a haptic temperature slider, but sliding it or tapping it doesn’t bring up the climate menu. That’s a separate icon, and then you can start making changes on the screen. To make things worse, you can move the HVAC vents on the dash by moving the adjustment tab, but you have to adjust the aperture on the touchscreen, which makes no sense. Changing ambient lighting is also an exercise in frustration. At least the angled instrument cluster is crisp and data is easy to configure in the center display.

Final Thoughts

The Range Rover SE is powerful, rugged, sexy, and occasionally impractical in ways that become more conspicuous at this price. As it was meant to be, however, the Range Rover is hard to ignore even with the sketchy reliability. Few vehicles combine this level of comfort, visual appeal, off-road credibility, and on-road power. It is a mountain goat with a personal tailor—and, somehow, it still makes the combination work. You have to get past some usability and comfort issues to do so, but what a show it is.

The added funds amount to more than triple the $214 million figure listed in the Army’s original 2020 contract for Infantry Squad Vehicle (ISV) procurement.

The ISV-U Will Become Safer and More Comfortable for Troops

On September 14, the US Army exercised a $697.7 million modification to its Infantry Squad Vehicle (ISV) contract. The action, issued through Army Contracting Command-Detroit Arsenal under the program’s original 2020 award, covers engineering changes to the Infantry Squad Vehicle-Utility (ISV-U) and ISV Utility Winch Kit.

The modification brings GM Defense’s vehicle manufacturing contract with the government to a total of $915.6 million, the Department of War said on September 21. That’s pretty close to GM CEO Mary Barra’s $1 billion U.S. Army order estimate she provided on the company’s second-quarter earnings call in July.

GM Defense, which uses the Chevy Colorado ZR2 midsize pickup platform as a basis for the ISV-U, is the prime contract holder for the ISV-U variant and winch solution, company spokeswoman Erica Mitchell told the Detroit Free Press. Besides fitting a winch, the engineering changes in the revised contract include the addition of a windshield, heater and defrost system, as well as options for a full crew enclosure kit.

“The Utility variant is built to support logistics requirements and can integrate multiple mission packages including command and control, fire support, electronic warfare, counter-drone, and other future mission packages,” Mitchell said.

GM Defense Has Also Started Delivering Patriot Missile Components to Lockheed Martin

The Department of War said the estimated completion date of the contract is June 25, 2028. The revised military contract comes not long after GM Defense reached a formal agreement with top military contractor Lockheed Martin to produce missile components.

Lockheed recently confirmed at an event in Dallas on September 17 that GM Defense had already delivered the first mission-critical components for its PAC-3 Missile Segment Enhancement (MSE) interceptor missile, which is used by the MIM-104 Patriot air and missile defense system.

The ISV is the lightweight, unarmored squad-transport vehicle currently fielded by Infantry Brigade Combat Teams, Security Force Assistance Brigades and special-operations units. The updated contract signals the U.S. Army’s commitment to the ISV platform as light infantry mobility is reshaped for dispersed operations typical of drone warfare.

V8 Go Brr

Let’s get this one out of the way now. That big V8 is the start of the OCTA experience. The name alludes to it, of course, and with good reason. This is by far the most entertaining Land Rover SUV I’ve ever driven, largely because it feels like it has about 200 too many horsepower for what the body can handle. That’s fun, and the soundtrack is pretty excellent, too. Like the Defender itself, the 626 horsepower V8 is capable of being luxurious too. It’s seriously quiet when you’re not on it, which is great in an SUV with an interior this plush. Of course, just a tap of the throttle wakes the whole thing up, with intake noise nearly as loud as the V8 out back. It’s glorious.

A Dedicated Kill Mode Button Rocks

View the 2 images of this gallery on the original article

Mounted on the wheel is the key to unlocking the OCTA’s full potential. Rather than burying the most aggressive drive mode under a bunch of submenus, Land Rover puts it front and center. I like the quick access; it makes the whole thing more of an event. The drive mode in question changes a whole bunch of stuff, but the most important thing to note is that it also slackens the traction and stability control while making the transmission response more aggressive. Read as: big skid. It’s a hilariously good time to slide an SUV that weighs as much as some people’s entire garage.

The OCTA Fixes One Of The Defender’s Biggest Problems

The OCTA isn’t all about the performance. Its seats are way better than the basic Defender ones. Those are flat, nearly rounded at the edges, and I never feel very secure in them when I off-road one of these. That’s different in the OCTA, which gets these sweet bolstered seats with side adjustment and much deeper bolsters on the thigh. It’s a huge game-changer, and the whole driving experience is so much more confidence-inspiring with these under you. Plus, they’re super comfy, heated, and ventilated.

This Teeny Little Air Vent Is Great

The OCTA is maybe too nice to put pets in the passenger seats. You still should, but if you don’t, I love that this little vent is here – no doubt a carryover from the three-row 130 model. It feeds air into the cargo area, and I used to keep my dog cool after a long day of hiking. I suppose you could also use it to maybe keep some other items cool? Regardless, it’s a nice touch, and so is the dial sitting opposite the vent that lets you control the airflow separately from the rest of the car’s climate systems.

In response to demand for overlanding kits, KW Suspensions is answering the call with a new product line that makes it easier to build a Dakar-style 911. Born from the special construction and custom build department, KW initially developed and sold these products for older air-cooled 911 models in North America. Now, the aftermarket brand is establishing a dedicated line of products not just for SUVs, but also for other vehicle models.

Station wagons, compact cars, sedans, and sports cars are on the list; though KW’s assets show many Porsches, they’ve implied that other models will be available in the future.

Not Designed From Factory

The goal of the Safari line is to equip vehicles not designed for off-road use with the ability to go off the beaten path and do what they weren’t initially designed to do.

KW understands “overlanding” as “self-sufficient, vehicle-supported travel away from paved roads, combining camping and off-road activities,” as stated in the brand’s press release. The first V3 Safari Style suspension systems come with approval certificates and are available for selected Porsche and Volkswagen models, at least for now. In the future, the brand plans to expand product availability further. With its extensive library of vehicles, it’s only a matter of time before we see exotic projects like lifted Lambos.

View the 8 images of this gallery on the original article

KW V3s, But Lifted

The Safari Style coilovers feature stainless-steel construction. Multi-valve dampers, spring rates, spring length, and adjustability are expected features depending on the model; however, the Safari Style coilovers enable increased ride height. “You can increase ground clearance within a tested and vehicle-specific adjustment range,” said KW.

For its initial launch, KW has announced that V3 Safari Style kits are available for the Porsche Cayenne (9PA), VW Touareg (7L), and the 996 and 997 Porsche 911 models. KW says the Cayenne and Touareg kits add up to 30 millimeters of ground clearance to the front and rear once installed. The 911s add between 20 and 30 millimeters of ground clearance.

“Compared to our other KW coilover kits, the Safari Style suspensions differ through their longer struts, damper housings, spring rates, piston rods, and so on — everything is designed for the adjustable increase in ride height and also for the fitment of off-road tires. Nevertheless, our KW V3 Safari Style suspensions are not competition suspensions for professional rally use. They are raised suspension kits designed for overlanding tours,” KW Suspensions said.

Of course, the quality and performance of this kit are expected to match other KW products, and it’s only a matter of time before we start seeing more KW Safari Style kits for other models. The brand also teased that it’s going to do more than just VWs and Porsches, so we’re staying tuned.

View the 2 images of this gallery on the original article

Three days and 1,000 kilometers—or approximately 620 miles—later, I returned home and immediately handed back the keys, having exhausted essentially every inch of my mileage allowance. The Ranger had carried my luggage and gear, crawled through Seattle traffic in both directions, endured Vancouver’s severely outdated Massey Tunnel during a particularly disastrous rush hour, and delivered pretty decent fuel economy in spite of it all. It also shook at elevated highway speeds, fought against me at slower speeds with a remarkably jolty transmission, and left my neck rather less enthusiastic about the journey than the rest of me. By the end, the Ranger had earned much of my respect, but it still hadn’t won me over.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

Powertrain And Driving: 7.0/10 — Strong Numbers, Rough Execution

Offering the Ranger with a 2.7-liter twin-turbo V6 is a compelling move by Ford, especially as its principal rivals have abandoned six-cylinder engines entirely. Its 315 horsepower and 400 pound-feet of torque provide ample evidence for the decision’s effectiveness once both turbochargers had finally spooled up. Under full throttle, the Ranger is genuinely quick for a midsize pickup. It had enough power to merge assertively from a stop, and it never felt strained once boost arrived. The problem was how long I sometimes had to wait for it. Passing required more anticipation than the output figures suggest, as pressing the accelerator prompted a notable pause while the transmission lazily selected a lower gear and the turbos built boost, after which the Ranger surged forward convincingly.

The V6 also lacks much character. It sounds coarse, even bland, compared with the Colorado’s 2.7-liter TurboMax four-cylinder, which produces an entertaining diesel-like turbo whistle, and even more torque. Even the Tacoma’s turbo four can sound far more memorable when fitted with Toyota’s raised air intake, which amplifies its blow-off noises to an almost comical degree. More cylinders don’t automatically produce more personality, and the Ranger’s 2.7-liter V6 is proof of that. Far more troublesome, though, was the 10-speed automatic. Delayed engagement, abrupt downshifts, rough upshifts, and occasional indecision made it feel as though I was constantly arguing with it. Stop-and-go traffic exposed its worst tendencies, with the lower gears delivering a particularly jolty experience whenever traffic began to move again.

Its efficiency, however, was considerably more impressive. My trip-computer average settled at 10.6 L/100 km, equivalent to approximately 22.2 mpg U.S., over a journey dominated by highway driving but including Seattle congestion and an exceptionally slow return through Metro Vancouver. That nearly matched the Ranger 2.7L 4×4’s official 23-mpg highway estimate despite my not treating every accelerator input as an exercise in fuel conservation. A full tank covered the entire southbound drive with approximately one-quarter remaining. For a four-wheel-drive pickup with all-terrain tires and a twin-turbo V6, that is a difficult figure to fault. City mileage would undoubtedly be less flattering, but as a long-distance machine, the Ranger proved unexpectedly economical.

The ride was about what I expect from a midsize pickup: slightly busy, but never excessively harsh. Road and wind noise remained controlled, while the all-terrain tires contributed less hum than their appearance suggested. The steering is light and mostly forgettable, although the Ranger tracks confidently and never feels unnecessarily cumbersome. One concern emerged at approximately 80 mph, though. A repeatable vibration appeared through the steering wheel before spreading through the truck’s body as speed increased. I couldn’t connect it to any particular surface, crosswind, or tire-pressure warning, and it happened consistently enough that I couldn’t dismiss it as an isolated patch of road. Because this was just one press vehicle, I wouldn’t go so far as to diagnose it as a model-wide fault from the driver’s seat, but it did reduce my confidence at higher interstate speeds.

The underlying chassis nevertheless showed its composure during a genuine emergency. Another driver suddenly moved into my lane without seeing the Ranger, forcing me partially onto the grassy median to avoid contact. The truck remained stable and responsive, allowing me to return safely to the pavement once the lane was clear, and after laying on the horn in furious anger. It wasn’t a situation I could have anticipated, but the Ranger’s ability to react as quickly as I did inspired confidence.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana, no haggle pricing, 100% online.

Technology: 8.3/10 — Useful Equipment Without Needless Complexity

The Ranger Lariat combines a 12-inch digital instrument cluster with a vertically oriented 12-inch center touchscreen. Both are clear, responsive, and logically organized, while wireless smartphone integration worked reliably throughout the trip. The wireless charging pad also did its job effectively, more than can be said for most, and did so without turning my phone into a cast iron skillet. Ford’s 360-degree camera was also especially valuable when parking. The Ranger is easier to place than a full-size pickup, but its tall hood and squared-off body still make the camera system more than a luxury in tight parking lots.

Adaptive cruise control managed speed and spacing competently. I stopped using it after short periods, however, because the inconsistent flow and poor lane discipline on busy interstates made manually adapting to traffic feel more natural. Staying actively involved also helps me remain alert on long drives. The lane-keeping assistance could occasionally become annoying, although it was never among the industry’s most irritating examples. The standard 10-speaker B&O system was undoubtedly the cabin’s technical standout. Its clarity and bass remained impressive at highway speeds, and it gave me one less reason to hyperfocus on what the transmission was doing beneath me.

Exterior: 8.2/10 — Handsomer, Even If It Still Blends In

The current Ranger presents itself far better than its rounded and comparatively anonymous predecessor, though I still don’t believe it’s as distinctive as the better-known Rangers that came before its post-2011 North American hiatus. Still, its upright front fascia, squared-off body, and angular taillights give it a tougher, more distinctive stance without the visual theatrics of the Raptor. Marsh Grey also suits it extremely well—the warm, muddy gray has enough brown in it to look interesting under changing light, pairs naturally with the truck’s black trim, and hides road grime effectively.

The Black Appearance Package adds a black grille and 18-inch black-painted aluminum wheels, and those wheels became some of my favorite exterior details on the entire truck. Their intricate, angular design adds much-needed texture to the otherwise restrained body, while the all-terrain tires provide just enough sidewall to look purposeful. Even so, the Ranger still lacks the instantly recognizable character of the Tacoma and doesn’t look as cohesive to me as the current Colorado. It’s handsome, though not especially memorable.

Interior And Practicality: 7.4/10 — Functional, But Not The Class Benchmark

The Lariat cabin is pleasant enough at first glance. Its ActiveX upholstery feels durable, the major controls are sensibly placed, and the assembly quality gave me no reason for concern. Ford also retains enough physical controls to keep common functions from becoming touchscreen chores. Spend several uninterrupted hours inside, though, and its ergonomic compromises become clearer. The driving position is upright, arm and elbow support is limited, and the front headrests feel unusually stiff. My back survived each multi-hour stint without much complaint, but my shoulders and neck became progressively less comfortable. The Chevrolet Colorado’s interior, by contrast, feels richer and more contemporary, while newer Tacoma variants have a stronger visual identity. The Ranger’s global-market roots show through in a cabin that feels comparatively narrow, upright, and utilitarian—even in Lariat form.

I traveled alone and therefore used the rear seat as a secure luggage compartment. My carry-on suitcase, backpack and camera bag all fit easily, which mattered because the five-foot bed lacked the security of a tonneau cover. Rear under-seat storage provides another useful place to keep smaller items away from curious eyes. The spray-in bedliner and integrated box-side step make the 43.5-cubic-foot bed easier to use, although I didn’t tow or carry a meaningful payload during this test. The optional 400-watt Pro Power Onboard outlet also adds useful flexibility for tools and smaller electrical equipment. One seemingly minor feature made an outsized difference on the road: the power-sliding rear window. Opening it dramatically reduced buffeting when the side windows were lowered, making it possible to enjoy fresh air at highway speeds without blowing out my eardrums.

Value: 7.5/10 — The V6 Is Unique, But Not Automatically Superior

A U.S.-market Ranger Lariat begins at $44,450 before destination and options. My Canadian test truck had a base price of $55,095 CAD and was delivered for $64,570 CAD. Its additions included the $2,895 CAD 2.7-liter V6, $600 Marsh Grey paint, $675 Black Appearance Package, $1,165 Advanced Towing and Technology Package, a $295 box-side step, a $550 Convenience Package, and a $700 spray-in bedliner. I would retain most of that equipment, particularly the V6, appearance package, towing technology, and side step. The numbers illustrate what the Ranger gains—and does not gain—from its additional cylinders:

Maximum figures vary by trim, drivetrain, and equipment.

The Ranger’s V6 produces 5 more horsepower than the Colorado’s, but the Chevrolet produces 30 additional pound-feet of torque and can tow 200 pounds more when properly configured. Toyota’s standard engine trails the Ranger, although the i-Force Max hybrid eclipses it for both horsepower and torque. The Ford’s clearest distinction is therefore the appeal of experience and potential durability of a non-hybrid six-cylinder—not outright numerical dominance. For someone who regularly needs truck capability but also intends to use it as a daily driver, the Ranger remains a credible choice. Its manageable dimensions, good highway economy, 7,500-pound towing ceiling, and broad collection of useful equipment create a strong foundation. Unfortunately, its transmission makes the truck feel less refined than those fundamentals deserve. The Colorado has a more intriguing engine and nicer cabin, while the Tacoma possesses stronger character and remains the truck I would personally choose first.

Verdict: 7.7/10 — It Earned My Respect, But Not My Preference

Long journeys reveal whether a vehicle just makes a dazzling first impression or remains convincing once that initial novelty wears off. Across more than 620 miles, the Ranger proved relatively economical, practical, and sufficiently stylish. Its twin-turbo V6 delivered real strength, the B&O stereo made six-hour stints easier, and the power-sliding rear glass became one of those features I would want on every vehicle. During an unexpected evasive maneuver, its chassis also demonstrated reactive composure when it mattered.

But distance exposed the other side just as clearly. The transmission was clunky far too often, the engine lacked the character its cylinder count promised, the driving position left my neck stiff, and the recurring high-speed vibration was difficult to ignore. The 2026 Ford Ranger Lariat is a good midsize pickup with several genuinely persuasive strengths, but it simply does not feel as polished or distinctive as the Chevrolet Colorado, nor did it charm me as effectively as the Toyota Tacoma. Six hundred miles gave it enough time to earn some of my respect, but they also gave it enough time to unravel its numerous weaknesses.

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission.

Now, years after their debut, the two are still going strong, but they’re undeniably alone in the segment (at least until Slate’s electric option hits the market). To find out what 50% of the compact truck segment is like in 2026, we took a new Santa Cruz for a spin.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

Powertrain And Driving Experience: 8/10

View the 3 images of this gallery on the original article

This vehicle is the Santa Cruz XRT, which means the little truck is more capable than its compatriots. That, however, means a higher price (more below). It also means a more powerful engine, producing 281 horsepower and 311 lb-ft of torque to all four wheels. More basic Santa Cruz trims make do with front-wheel drive and 191 horsepower. They’re a bit more efficient, at 25 mpg combined. This is a double-edged sword.

The Santa Cruz XRT is more fun and more capable, but the meager 20 mpg combined falls behind its chief rival, the AWD Maverick Tremor, which nets 23 combined – nearly as much as the front-drive Maverick without the economy-sapping off-road goodies.

Still, the XRT and this turbocharged engine feel plenty zippy, and the 8-speed automatic shifts downright fast. The carlike body structure also means the Santa Cruz is genuinely pleasant to drive compared to larger body-on-frame trucks.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana, no haggle pricing, 100% online.

Interior And Technology: 8/10

View the 2 images of this gallery on the original article

The Santa Cruz’s 12.3-inch touchscreen is about as good as screens get at this price point. It’s a touch smaller than the rival Mav’s, but I didn’t really notice. The resolution is great, the animations are quick and snappy, and the screen doesn’t bury a ton of the truck’s key functions behind useless submenus. Hyundai even retains some physical climate controls for usability’s sake, which I always appreciate. That goes double for the steering wheel controls.

The cluster is similarly responsive and snappy, if a little limited in its functionality. Only a single column can be shuffled around to display metrics and media. There’s plenty of charging, though, with four fast-charging USB-C ports and, when not charging, you can still use phone projection, like CarPlay, wirelessly. Upper trims like this one also get a wireless charging tray, though it’s a bit poorly ventilated.

Things take a turn in back. The rear visibility is atrocious, and the seats are flat in front and in back. More than that, legroom for rear occupants is truly subpar, even for a small truck. It’d be tough to squeeze a child seat in here. Luckily, the interior quality feels on-point for the price, which sort of saves this interior right at the buzzer.

Exterior Design: 10/10

View the 2 images of this gallery on the original article

I’m a big fan of the Santa Cruz’s adventurous design language. It’s edgy, it’s a little weird, and it works. The Maverick is very much a truck’s truck, and it’s nice to see that Hyundai isn’t just trying to beat Ford by way of emulation. The truck takes some risks with its looks, and I think Hyundai’s designers were rewarded in their efforts.

Towing And Hauling: 7/10

View the 2 images of this gallery on the original article

The Santa Cruz will tow 5,000 pounds, which is pretty impressive for a small unibody truck, though I shudder to think what the fuel economy returns are while pulling a trailer. No matter what, that’s another 1,000 pounds up on the Maverick. Regardless, you’ll need a trailer brake controller done in the aftermarket – Hyundai doesn’t give you one – to tow that much. The 4.5-foot bed is short, but it features an adjustable tailgate so you can haul 4x8s of plywood, and a clever in-bed trunk that’s also watertight.

Pricing And Value: 7/10

The elephant in the room is the Ford Maverick. It’s cheaper in every instance, full stop. However, the Maverick is mired in recalls, and Ford’s warranties can’t match Hyundai’s. The Koreans offer a massive five-year/60,000-mile basic warranty and a 10-year/100,000-mile powertrain warranty. This killer warranty value helps level out the money, but you’ll spend a bit of that at the pump given the upper trim level’s thirsty drivetrain.

Verdict: A Sensible Compact Alternative To An SUV (And The Ford Maverick) – 8/10

There isn’t really anything else out there like the Hyundai Santa Cruz. Its high towing limits, killer warranty, strong powertrain, and unique looks make it an excellent alternative to the Ford Maverick. While the Ford is cheaper, the Hyundai feels very much worth the extra dollars on the points above. There may not be a lot of compact trucks out there right now, but the Santa Cruz has certainly earned its spot in the segment.

Especially after recently spending time in a few different Ram 1500s, the Toyota felt a bit, well, dinky, inside. The black cloth upholstery, broad expanses of workaday plastic, and comically undersized infotainment display made it resemble a fleet truck that had wandered unusually far up the price ladder. Fit and finish were reassuringly Toyota-like, but the richness and sense of occasion found inside the Ram were nowhere to be seen. Slowly, though, the Tundra dismantled my skepticism by being exceptionally agreeable to drive. It rode better than expected, felt less cumbersome than the Ram, and dealt with the ordinary irritations of full-size-truck ownership without constantly reminding me of how large it was. Its best qualities weren’t decorative—they revealed themselves through actual use.

That point became clearest when two good friends and I drove it east, out of the densely packed urban streets of Vancouver, British Columbia, to Stave Lake for a bit of fun off the beaten path. After leaving the main gravel route, we explored sections of sand, mud, rock, and uneven ruts that required more than just the pretense of off-road capability. From there, we continued to Hope, British Columbia, to watch a demolition derby where an International truck eventually charged at full speed into an old school bus with a Saab stacked on its roof. Of course, the Tundra sat on the sidelines for this ordeal. Across approximately 650 kilometers, or just over 400 miles, of city streets, highways, and loose-surface driving, the Toyota proved considerably more persuasive in motion than it had been from the driver’s seat in a parking lot. Its cabin never stopped feeling a bit cheap, but the truck surrounding it became incredibly difficult not to respect.

2026 Toyota Tundra TRD Off-Road specifications

The nomenclature here requires some explanation. Toyota Canada markets this configuration as a CrewMax TRD Off Road grade built from the SR5, while the price label identifies the underlying vehicle as a CrewMax SR and lists “SR5 TRD Off Road” as a $5,431 package. American buyers will find the closest equivalent in a Tundra SR5 equipped with the TRD Off-Road Package, which adds $2,125 to the cost of a 4WD SR5.

Thinking about selling your car? Get an instant cash offer online now. Click here to get started.

Powertrain And Driving — 8.0/10: Better Than Its First Impression

Toyota’s 3.4-liter twin-turbocharged V6 produces healthy numbers, but it doesn’t deliver them all at once. Press the accelerator gently, and the Tundra moves away smoothly, with the 10-speed automatic moving through its ratios without much ceremony. Ask for everything, however, and there is a noticeable pause as the transmission downshifts and the turbochargers spool up. Once the boost arrives, this is a genuinely quick truck. Its 479 pound-feet of torque makes full-throttle acceleration feel almost excessive for something this large, even if the initial response requires more patience than the specification sheet suggests.

Having recently driven the hybridized 2027 Tundra TRD Pro, I admittedly missed the electric motor’s ability to fill the gap before the turbos spool up. Highway overtaking in the non-hybrid Tundra requires a little more planning: request power, wait for the kickdown, and then hold on as the entire powertrain arrives in a rush. The transmission occasionally seemed to be considering one gear too many, but it remained smooth throughout most of the week. Eco, Normal, and Sport modes made only subtle differences, and I generally left the truck in its default setting. I also disabled the automatic stop-start system, as I tend to do. What the engine lacks is personality. It sounds okay, but little more than that. Toyota’s old naturally aspirated V8 supplied a relaxed, honest character that this turbocharged V6 can’t entirely replicate. Still, I didn’t miss the V8 as much as I did when driving a Hurricane-powered Ram 1500. The Ram feels as though too much of its identity has become synonymous with that engine. The Toyota’s V6 may be bland, but it feels more naturally integrated into the truck around it, and that truck is remarkably polished.

The Tundra’s coil-spring rear suspension controls its body without producing the brittle, empty-bed bounce that still affects some pickups. Harsh pavement rarely unsettled it; highway cruising was smooth, and the TRD Off-Road suspension never punished occupants for choosing the more capable package. The steering could offer more communication, but its light weighting makes the truck easy to place. Even downtown underground parking garages were manageable, although a few extra corrections were often required, as to be expected of a full-size pickup. The Tundra never seemed to expand around me in the way the Ram sometimes did.

That ease continued at Stave Lake. The primary route can be completed in pretty much any ordinary crossover, but the optional obstacles around the water feature deeper sand, mud, exposed rocks, and uneven ruts. Here, the Tundra no longer felt like a large road vehicle dressed for an outdoor fashion catalog and began to behave like a proper off-roader. I used both 4-High and 4-Low, along with Multi-Terrain Select and the locking rear differential. Toyota restricts the differential lock to 4-Low, which feels unnecessarily limiting, but the hardware worked effectively once engaged. The tires provided plenty of grip, the suspension kept the body composed, and the Tundra crossed obstacles that tested its clearance without scraping.

It inspired confidence similar to that of the 2027 Trailhunter I had previously driven, though it couldn’t quite match the TRD Pro. More importantly, nothing about the package felt ornamental. Its capability was available without requiring the price, visual theater, or specialized suspension hardware of Toyota’s flagship off-road model. This particular truck had already returned from a multi-week excursion through the Northwest Territories. Its Mudbath paint wore plenty of fine branch scratches as evidence, yet the cabin remained rattle-free, and the chassis produced no odd sounds. It felt no worse for the experience.

Fuel economy settled at 16 L/100 km, or roughly 14.7 mpg, according to the trip computer. That included urban traffic, highway driving, and some low-speed off-road use. It isn’t economical in any conventional sense, but it felt reasonable for a full-size four-wheel-drive truck driven under mixed conditions, and with the windows often rolled down. Toyota’s enormous 32.2-gallon fuel tank also gives every 2026 Tundra a useful cruising range, even if refilling it requires a certain emotional detachment from your bank statement.

Technology — 7.0/10: Old-Fashioned In Good And Bad Ways

The Tundra’s eight-inch infotainment display isn’t objectively tiny, but it looks almost apologetic in the middle of such a broad dashboard, especially if you’ve become accustomed to the much larger screen available in higher grade trims. The 4.2-inch driver-information screen appears even older. Neither display contributes much to the sense that this is an expensive modern truck. Both work properly, though, which seems to fit the overall theme of this no-frills off-roader. Wireless Apple CarPlay connected reliably; the interface was intuitive, and the truck retained physical controls for nearly every function I regularly used. Climate settings, drive modes, and off-road systems can all be adjusted without pecking through digital menus. That simplicity supports the truck’s broader personality. It makes an unimpressive demonstration but a convincing everyday tool.

Toyota Safety Sense 2.5 includes adaptive cruise control, lane-tracing assistance, lane-departure alert, and automatic emergency braking, and, thankfully, none of those systems ever became intrusive during the week. Blind-spot monitoring and rear cross-traffic alert also proved valuable, particularly when maneuvering something this long through urban traffic. The standard backup camera is clear enough, and the parking sensors help compensate for the truck’s size. This specification does not include the more useful Multi-Terrain Monitor or the Panoramic View Monitor, which are offered on higher-end configurations. At nearly $67,200 CAD, a surround-view camera would not feel extravagant.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana, no haggle pricing, 100% online.

Exterior — 8.5/10: Mudbath Cleans Up Nicely

Mudbath reminds me more of Louis Litt from Suits than a paint color, but it suits the Tundra beautifully. The warm brown finish emphasizes the truck’s size without making it look unnecessarily aggressive, and it hides dust and trail grime better than almost any conventional color. Both friends who joined me were immediately taken with it. The cabin may not create much occasion, but the exterior does. The grille remains enormous because subtlety appears to have been removed from the universally understood full-size-truck form factor some time ago. Yet the chrome surround, squared bodywork and 18-inch TRD wheels come together coherently. The truck looks substantial without descending into parody.

This version is also much more restrained than the TRD Pro. It has the stance and hardware to look purposeful, but it doesn’t suggest every commute is preparation for a desert-racing campaign. The TRD grille, all-terrain tires, and Mudbath paint give it enough identity without asking for constant attention. Even the scratches left by its Arctic excursion somehow suited it. They made the Tundra look lived in rather than abused—the visual equivalent of a good pair of boots that has seen more than just the sidewalk.

Interior — 6.5/10: Honest, Spacious And A Bit Too Sparse

The interior is where Toyota’s emphasis on function begins to resemble cost-cutting. Black cloth upholstery might be practical, but it feels conspicuously basic at this price. Toyota’s SofTex synthetic material would have been more convincing and arguably just as appropriate for a truck exposed to mud, damp clothing, and outdoor equipment. Ventilated seats would also have been welcome. Material quality falls short of comparable American pickups. The Ram 1500, in particular, demonstrates how much warmth, richness, and personality can be introduced without compromising utility. By comparison, the Tundra’s dashboard is dark, blocky, and a little barren, yet it’s difficult to criticize how the cabin is assembled. Panel gaps were consistent, the major touchpoints felt durable, and nothing rattled despite the truck’s earlier extreme adventures. The screen, trim, and switchgear all remained solid when pressed or pulled. Toyota may not have spent much to make the cabin feel expensive, but it appears to have spent enough to ensure it won’t fall apart anytime soon.

The driving position is comfortable, and the power-adjustable front seats remain supportive on longer journeys. Heated seats, a heated steering wheel, and dual-zone climate control all worked effectively. CrewMax rear-seat space is generous, and both passengers had room to stretch out. Storage beneath the rear bench allowed us to conceal bags and photography equipment when parked—an ordinary feature that proved more valuable during the trip than decorative lighting or a larger screen would have been. The power-dropping rear window was another highlight. Lowering it brought fresh air through the cabin while avoiding the low-frequency buffeting that often occurs when only the side windows are open. My passengers quickly became enthusiastic about it, and so did I.

2026 Toyota Tundra CrewMax interior dimensions

The measurements support the impression that the second row is legitimately spacious. The CrewMax actually provides slightly more rear legroom than front legroom, while its generous width makes the middle position usable rather than merely theoretical.

Value — 7.5/10: The Money Went Underneath

My Canadian-market test truck started at $59,685 CAD. Its $5,431 SR5 TRD Off Road package, destination charge, and applicable fees increased the total to $67,194.92 CAD before tax and registration. Judged by its cabin alone, it feels overpriced. The upholstery is basic, the displays are dated, and several comfort features available in less expensive crossovers are missing. Look beneath the surface, however, and the argument changes dramatically. The package adds TRD dampers, 18-inch off-road wheels, a locking rear differential, Multi-Terrain Select, Crawl Control, Downhill Assist Control, and the supporting equipment required to make those features useful. It also brings heated power-adjustable front seats, dual-zone climate control, blind-spot monitoring, and rear cross-traffic alert. I would unquestionably choose the package again, but whether I would choose it on this particular trim is more complicated.

If I were already spending nearly $70,000 CAD, I would be tempted to stretch to a Limited TRD Off Road. SofTex or leather, ventilated seats, a larger display, and richer interior materials would make the truck more enjoyable to own every day. This simpler model offers the necessary mechanical substance, but it occasionally feels as though Toyota forgot that most of its owners will likely use these as their daily drivers and family haulers. In the United States, the 2026 Tundra SR5 starts at $46,510 before adding four-wheel drive, the CrewMax body, TRD equipment, and destination fees. The Ram 1500 Warlock is a useful conceptual rival, while the GMC Sierra AT4 offers a more expensive, better-equipped alternative.

The Toyota rides better than the Warlock I recently tested and feels easier to drive, but the Ram counters with greater cabin richness and—when equipped with a Hemi—considerably more personality. If I were buying purely with my heart, the V8 Ram would be difficult to resist. If I intended to keep the truck for years and use it regularly off-pavement, the Tundra’s straightforward nature would carry considerable weight. Toyota’s reputation for durability also remains a crucial part of the appeal, although this generation has complicated that story. Certain 2022 and 2023 gas-powered Tundras were recalled because machining debris could cause engine damage, rough running, or a loss of power. Toyota’s remedy involved replacing the engine assembly. A subsequent recall covered certain 2024 Tundras after similar concerns emerged. Neither campaign listed 2026 models, but the reputational damage cannot simply be ignored. The condition of my test truck offered one encouraging data point—weeks in the Northwest Territories had marred its paint, but not its composure. It still felt tight, smooth, and entirely unbothered by what had happened before and after I received the keys.

Verdict — 8.0/10: Leave The Showroom Before Deciding

The 2026 Toyota Tundra TRD Off-Road doesn’t exactly sell itself without qualification. Its cabin looks inexpensive, its small screens appear dated, and its engine lacks the charm of a good old-fashioned V8. Park it beside a Ram 1500, open both doors, and the Toyota feels surprisingly bargain-bin. Drive them, though, and the gap between them becomes far thinner. The Tundra rides beautifully, feels unusually approachable for its size, and possesses genuine off-road ability without the cost or theatrics of a TRD Pro. Its controls are simple, its cabin is spacious, and its useful features reveal themselves naturally over time rather than aiming to impress superficially.

That may be the Tundra’s most convincing trick. The things that initially disappoint become less important as the truck’s deeper qualities emerge. It trades immediate gratification for longer-term credibility, and although Toyota may have pushed that bargain too far inside the cabin, the mechanical substance underneath is difficult to dismiss. Some vehicles peak during the walkaround, but the Tundra TRD Off-Road only begins to make sense once you climb aboard, drive it somewhere interesting, and get it as dirty as you can manage.

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission.

Hyundai Wants to Patent Magnetic Roof Catches

As the title of the patent application states, the roof panel system is modular, so users wouldn’t need to remove and replace an entire roof system at once. Instead, Hyundai’s patent imagines that the side panels are placed on the vehicle, with strategically placed magnets helping align the panels and prevent them from falling over. Then the rear panel is added, but before the roof panel goes on, large plastic nuts are spun into place. Then the roof panel is placed, locking itself into the correct position with more magntets. Now the user can climb inside and turn the securing latches (said to be similar to those used on Bronco and Wrangler hard tops), and that’s it. The idea is that everything fits into place so easily and each panel is so light that the removable hard top can be installed or uninstalled in just a few minutes by one person.

View the 2 images of this gallery on the original article

Naturally, there could be various interpretations of the design, and presumably, one could leave off some roof panels while still securing others. For example, the cabin could be left open while the cargo area is covered to keep groceries relatively cool, or the middle section could be covered to let an infant in the second row avoid the sun. We also imagine there could be further expansions of the design to accommodate accessories, like awnings or tents, or framed soft-top panels.

Autoblog’s Take

While patent applications are never any guarantee that an invention or idea will make production, this has a good chance of doing so. The patent sketches depict a boxy SUV, and the idea would be a perfect fit for a production version of the Boulder. Hyundai is also working on a pickup that will share the same body-on-frame underpinnings as the real-life Boulder will if and when it arrives, and this patent’s magentic roof panel system could probably work just as well there, offering a direct alternative to a Jeep Gladiator. With plenty of XRT and XRT Pro variants planned for Hyundai’s lineup, features like these could help the badge gain further credibility and street cred.