If you go back to the 2000s to the mid-2010s in Europe, chances are you’ll mostly hear the clatter of diesels on the streets. Europe went all-in on diesel in those days, and everything from subcompact hatchbacks to luxury sedans had, at the very least, an oil-burner option. Diesel also had benefits at the time, which further boosted its appeal.

Inevitably, many automakers made high-performance diesels. Some even went racing, but for the average buyer back then, it meant a quick car that still returned 35 MPG without even trying. You could say the Volkswagen Group kicked off the diesel revolution, but BMW also had some wild ideas at the time.

The Only Production Tri-Turbo Diesel

BMW’s first performance diesel of sorts was the 535d. While it already made diesel V8s, those were reserved for the 7 Series. The 35d democratized fast(er) diesels in the BMW range, later being applied to the X5 and X3, as well as the 3 Series and even the 6 Series. This version of the M57 inline-six had two turbos, making 282 hp and 428 lb-ft, so it was absolutely no slouch, no matter where it was placed.

The 35d eventually evolved from the N57 inline-six. Like before, it was a ‘have your cake and eat it too’ kind of engine, but that was no longer enough for BMW, as it seemed. So they created the N57S; instead of adding a pair of extra cylinders or bigger turbochargers, they added an extra turbo. The result was, and still is, the only production triple-turbo engine made for mass production. It made 381 hp and 541 lb-ft, meaning it made more torque than a contemporary M5 that put out a ‘mere’ 502 lb-ft.

What Cars Used It?

The tri-turbo diesels were introduced in 2012, and the main purpose of the third turbocharger was to eliminate (or lessen) lag with the happy side effect of more power. Per BMWBlog, this engine launched what we now know as M Performance, the junior counterpart of sorts to the M Division. In other words, most of the cars with these engines are why we have models such as the M340i, M240i, X3 M50, and so on.

So, what cars got this triple-turbo oil-burner? It was in the F10 M550d xDrive (sedan) and F11 M550d xDrive Touring (wagon), as well as the E70 X5 M50d and E71 X6 M50d. This engine also appeared in the succeeding generation of the X5 and X6, the F15 and F16, respectively. It was also used on one non-M Performance model: the F01 750d xDrive and F02 750Ld xDrive.

Awesomely Complex

One can only imagine the pipework involved in building this tri-turbo diesel. There’s also the matter of each stage of turbo needing to talk to each other to wake each other up, along with the maintenance of each one. Complex would probably be an understatement, but the N57S was built during a time where hybrids were still more of an efficiency aid over performance enhancer.

Today, there’s no need to resort to such measures to get power and efficiency, as hybrids and plug-in hybrids have pretty much taken care of that. Still, it was a cool engine, and as it’s a diesel, there’s no doubt that it’s a range hero. Of course, it was never made available in America, meaning anyone who’d like one will have to wait until 2037 before it’s eligible for import. Once that happen’s we’d gladly take an M550d Touring.

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Fuel prices have skyrocketed since the start of the Iran conflict, and diesel is at an all-time high. According to AAA data, the national average is now $6.51 per gallon, which is a real sting to the wallet when it’s time to head to the pumps.

That also means that demand for diesel vehicles has taken a bit of a hit. To lure in buyers, GM, Ford, and Ram have started offering hefty discounts on their HD pickups just to move them off the lots. Their struggle to shift these trucks might be to your advantage if you do the math right, given fuel prices right now.

Ford’s Offer

Per CarsDirect, Ford has several discounts for its diesel-powered Super Duty pickups. That’s practically off of them, namely the F-250, F-350, and F-450 models. While it didn’t say which specific configurations are included, it’s likely to apply to anything with a 6.7-liter Power Stroke V8.

It’s up to $6,000 off, which takes a pretty big chunk out of the total price. Remember, it’s $11,495 for the Power Stroke V8, and $13,495 for the high-output version. There’s also a $2,000 bonus for going diesel. These offers are for the 2026 models, but the 2027 has a couple of notable updates.

GM’s Offers

For GM, the GMC Sierra HD and Chevrolet Silverado HD get special offers, but do note that these are for 2026 models, and not the fully redesigned 2027 versions. For the Sierra HD, it’s for the Denali and it’s $3,500 off the truck. Opting for the 6.6-liter Duramax V8 diesel adds $9,990, so that discount comes in handy.

As for the Silverado HD, Chevrolet has a $4,500 discount on the 2500HD LTZ and Custom trims. Like its plusher counterpart, it’s $3,500 off the diesel model. The Silverado HD also uses the same 6.6-liter Duramax V8, and it’s also another $9,900 on top of the gas-powered models.

Ram’s Offer

But if you think Ford and GM’s offers are a bit too conservative, it may be worth checking what Ram has in store. Stellantis’ truck division is reportedly offering up to 10% discounts on both the 2500 and 3500 models. Depending on the truck’s MSRP, there could be serious savings. We have to feel for Ram, though, having launched the Cummins-powered Power Wagon this year.

Ram claims average savings of $10,019 for 2500 and 3500 trucks. Note that it’s for select models, so ask which ones qualify for this discount. The 6.7-liter Cummins inline-six is an additional $12,995, so if that $10,000 discount applies, it makes the truck about $3,000 more than a standard 2500 or 3500 with a 6.4-liter Hemi. That should also help offset current diesel prices when it’s time to fill up.

When buying a diesel, it’s best to check how many miles you do and whether the fuel-efficiency benefit will pay off or, at the very least, break even. Then again, if hauling is the nature of your use case, then there’s no other way to go. Either way, these discounts won’t last long. CarsDirect.com noted that these are only through the end of the month, but reckons they’ll carry through longer.

The Gas V6 Is Gone, Replaced By 457 Hybrid Horses

The i-Force Max hybrid setup pairs a twin-turbo 3.5-liter V6 with a single electric motor built into the 10-speed automatic, producing a combined 457 hp and 583 lb-ft of torque — figures that already made headlines when the same powertrain debuted in Australia at nearly Lexus LX 700h money. Adding the battery under the cargo area does come with tradeoffs: fuel capacity drops from 21.1 to 18 gallons, and the hybrid system adds 375 lbs over the outgoing gas V6, though Toyota managed to preserve the SUV’s 27.6-inch water wading depth by waterproofing the pack — addressing one of the few real complaints that’s followed this powertrain since its first global launch.

A Cheaper Way In, Courtesy Of Diesel

While the gas engine disappears, the diesel range is actually growing. A twin-turbo 3.3-liter V6 diesel carries over at 304 hp and 516 lb-ft, now joined by a new entry-level GX trim that becomes the most affordable way into a Land Cruiser 300 — a five-seat, cloth-upholstered base model with a 7-inch digital cluster and 18-inch wheels. Leaked Japanese pricing puts the GX Diesel at about $39,500, while the flagship HEV GR Sport tops out at roughly $63,900 — over $24,000 apart within the same nameplate.

Still Nowhere Near America

None of this changes anything for US buyers. America hasn’t sold the full-size Land Cruiser since the 200-series left after the 2021 model year, and today’s US-market “Land Cruiser” is actually the smaller 250-series, badged Prado everywhere else, making do with a 326-hp four-cylinder hybrid. The 300-series continuing to get more powerful, more diesel-friendly, and more thoroughly hybridized in every market except this one has become a running theme rather than a surprise at this point.

In a marketplace where competitors like Ford and RAM have phased out their light-duty diesels, GM’s 3.0L inline-six is the last option for those wanting stump-pulling torque allied with impressive economy. To see whether it is still a relevant choice in today’s competitive market, we examine the mechanical advancements, drivability, and long-term reliability records of this oil-burner since its introduction.

The Duramax 3.0

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The 3.0-liter Duramax uses a turbocharger and an inline-six architecture built around an aluminum block with iron cylinder sleeves and forged steel crankshaft and connecting rods. Paired exclusively with GM’s 10-speed automatic transmission, it ofers linear power delivery with an impressively low amount of turbo lag, masked partially by the transmission’s closely-spaced ratios.

Mechanical update: from LM2 to LZ0

For the 2023 model year, GM overhauled the original LM2 motor, introducing the upgraded LZ0 generation. Technical improvements included an upgrade from cast aluminum pistons to steel pistons with a revised combustion bowl, allowing higher combustion pressures. It was fitted with a retuned variable-geometry turbocharger (VGT), higher-pressure fuel injectors, and enhanced thermal management controls.

GM also updated the service interval for the upgraded wet oil-pump drive belt from 150,000 miles on the LM2 to 200,000 miles on the LZ0. While being newer certainly helps, owners feel that the updated LZ0 is more reliable as a result of these changes.

Drivability and Real-World Efficiency

Owner feedback highlights the powertrain’s refined driving dynamics. Unlike traditional noisy diesels, the 3.0L Duramax diesel operates with minimal noise, vibration, and harshness (NVH). Owners consistently report real-world economy figures that frequently surpass EPA fuel economy estimates during long-distance cruising. The instant availability of low-end torque makes towing mid-sized trailers, boats, and campers effortless compared to higher-revving gas V8s.

Duramax 3.0 Reliability – What Goes Wrong?

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Data from reliability studies, owner feedback and enthusiast communities suggest that the 3.0L Duramax is generally a durable engine platform. However, like any modern emission-compliant diesel, there can be a few issues that may crop up, and below are some of the most common problems and service issues as identified by mechanics and owners:

Rear Main Oil Seal Leaks

Premature weeping at the rear main crankshaft seal can cause rapid oil loss, threatening severe internal damage if unnoticed. GM released an updated rear main seal and gasket housing package to solve this issue.

Wet Oil-Pump Belt Replacement

GM used an oil-submerged belt at the rear of the engine to enhance refinement. Retaining this belt past its replacement threshold (150,000 miles for LM2; 200,000 miles for LZ0) risks belt failure and immediate loss of oil pressure. While the belt costs between around $300, budget $1,500–$3,000 for labor as the transmission needs to be removed to do the job.

Diesel Particulate Filter (DPF) Regeneration & Idling Issues

Excessive idling prevents the exhaust from reaching temperatures required to burn off soot in the Diesel Particulate Filter (DPF), leading to clogged filters, warning lights, or limp mode. Aside from this potential issue, the DPF regeneration process is automatic and if the cycle is interrupted when turning off the ignition, the system simply resumes on the next drive. Periodic drives at highway speeds keep the DPF clear and your engine functioning normally.

Diesel Exhaust Fluid (DEF) Usage Spike Under Towing

Diesel Exhaust Fluid (DEF) usage is usually negligible during daily driving, requiring topping up only after several thousand miles. However, some owners have noticed that consumption rises rapidly when pulling heavy loads. It is advisable to carry extra cans of DEF on long towing runs to keep the system topped up and avoid any issues.

Cold-Weather Starting & Idling

Diesels are more sensitive to cold weather than gas engines. Sub-zero temperatures can trigger brief glow-plug delays and initial rough idling on cold starts. If you live in an area that experiences extremely cold winter months, plugging in the factory block heater will help the engine turn over.

If you are looking at a truck or SUV with the early LM2 engine (2020-2021), some had an issue where they would fail to start due to a camshaft trigger wheel that can become warped or go out of alignment with the timing chain. GM issues a Technical Service Bulletin (TSB) that required dealers to replace the camshaft and trigger wheel assembly and re-flash the ECM software.

The Durable Duramax

GM’s Duramax has proven to be a solid and reliable engine and continues to offer an enviable blend of torque and economy that V8s and turbocharged gas V6 engines just can’t match.

While there are some servicing and reliability concerns to be aware of, many of the abovementioned issues aren’t unique to the Duramax diesel, and most are easily avoidable with a slight adjustment in driving style and ensuring that all recalls, and service bulletins have been carried out. A diesel may never have the allure or sound of big old V8, but for everyday driving, it certainly makes a lot of sense.

Diesels in America are largely reserved for heavy-duty trucks. But there was a time when it was widely offered by European automakers, and those offered performance that matched or even surpassed gas-powered models, without much of a fuel economy penalty. Mercedes-Benz had offered diesel passenger cars for the longest time, while Volkswagen Group tried to make that engine big in America with its 2.0-liter and 3.0-liter TDI. Well, we all know how that went.

Then there was BMW, and it wanted to show America that its diesels were a force to be reckoned with. Granted, it offered the 524td back in the ’80s, but the 2009 335d was supposed to be the car that proved diesels truly offered the best of both worlds in terms of performance and economy. Again, we all know why diesel passenger cars were effectively eradicated in America.

The Backstory

About 10,000 335d units made it to the U.S. While not totally rare, it’s still a relatively uncommon car. Among the standard 3 Series sedan model range, it also commands a higher resale value over the 328i and 335i, as Classic.com currently puts average market prices for it at over $12,000. Only the E91 wagons are valued higher.

This particular 335d has a brief ownership history, mainly because it’s only had one owner for the past 17 years. Yes, the car has only had one owner since new, and it’s been cared for ever since. The car does have some minor imperfections (paint chips, some curb rash), but it’s a car that was enjoyed, not stored. It’s had a few repairs along the way, too, namely a new window regulator at the left-rear, a new fuel filter and fuel pump, and a control valve. That said, it needs a new set of matching tires.

The car is well and fully equipped. It comes with niceties such as iDrive, adaptive xenon headlights, front seat heaters, memory seats, and even an early form of adaptive cruise control. It’s a bit of a sleeper, too, as it comes with the Sport Package instead of the M Sport look, but it rides on M Sport suspension.

The Offer

Interested in this car? View the listing here.

Why it’s Special

The E90 BMW 335d was a true high-performance diesel. It was built during a time when Europe was well and truly in love with diesels, further accelerating its development and tapping into the potential that was previously unseen. It still drove and rode like a proper 3 Series, and with 425 lb-ft of torque, it pulled the car to highway speeds with little to no effort. Sub 5.5-second runs to 60 mph weren’t uncommon, as well as 40 MPG provided one was gentle with their right foot. The 335d is often regarded as the E90 you keep, which is why it’s a huge deal to see one up for sale.

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Related: The Ram Power Wagon Finally Gets A Diesel, But Loses Its Winch

True, the run-up in fuel prices since the start of the Iran War has sent millions of American motorists hunting for high-mileage options. But the rise in gas prices pales in comparison to what we’ve seen at the diesel pumps. On Wednesday, the national average surged to $5.6230 a gallon, according to AAA, a roughly 34-cent increase over the past month – and nearly $2 a gallon higher than the day before the bombs started falling over Tehran. More worrisome, diesel is rapidly approaching the all-time record of $5.8159 set in June 2022. Indeed, pumps along some high-corridor routes through the Midwest have already clicked above the $6 mark.

Diesel Moves America

While the number of diesel-powered passenger vehicles has shrunk substantially over the past two decades – especially following the 2015 Volkswagen diesel scandal – diesel literally moves America when it comes to commercial transportation. About 80% the country’s freight is hauled by diesel-powered trucks and trains, according to the U.S. Bureau of Transportation Statistics.

The run-up in diesel fuel costs is creating what economists describe as “an inflationary pulse” coursing through the entire economy, John Kilduff, Founding Partner at Again Capital and an observer of global energy markets, said in a recent interview on CNBC. Soaring diesel prices threaten to fuel still more inflation by boosting prices for all sorts of goods. That’s just everything you could imagine, from food to clothing to the construction materials needed for new homes, stores and factories. The pressure on diesel puts stress on the economy as a global supply shortage collides with demand from consumers, farmers and manufacturers, added Kilduff. “We need the Strait (of Hormuz) back open,” he said. The increase in the price of diesel feeds into renewed inflation. With higher inflation “knocking on the door,” the Federal Reserve Board, according to Kilduff, is not going to be able to cut interest rates. “It’s definitely an inflation pulse,” Kilduff said.

Where’s the Beef?

You only need to visit your local supermarket to see what this translates into. Chances are you’ll pick up some ground beef for the upcoming Labor Day holiday. Those burgers are going to cost more than ever. If you stock up today, you’ll pay an average $6.89 a pound, according to the U.S. Bureau of Labor Statistics’ CPI data. That’s a penny short of the all-time record – which experts anticipate we could top as we get close to the holiday – a 12.6% year-over-year increase.

A variety of factors have contributed to that surge, including drought and cuts in herd sizes. But the big factor is the generic term “high production costs.” And here’s where we come back to the impact of the Iran War. To get a better understanding, consider what happens along the food chain, starting with  a farmer growing corn in Iowa. Diesel-powered tractors plow the fields – and apply petroleum-based fertilizer – diesel-powered combines bringing in the harvest. Diesel locomotives then move the feedstock to ranches across America. And, yes, diesel trucks bring cows to the slaughterhouse and then move that packaged ground beef to your local supermarket. At every step of the way, the surge in fuel prices adds to the cost of that burger you’re about to throw on the grill.

Things could get worse as harvest season begins. Roughly 70% of American farmers said they were struggling to purchase all the – largely petroleum-based – fertilizer they needed this year, according to a report by the American Farm Bureau Federation’s nationwide survey released on April 14, 2026. With farmers already under financial stress – and facing a shortage of migrant labor – they now face the prospect of spending record amounts to fire up their diesel-powered equipment to bring in and process their crops. That’s likely to drive food prices even higher, though some experts are also warnings of shortages.

Could a Fuel Crisis Follow?

Pres. Donald Trump has tried to downplay the impact the Iran War has had on fuel prices, at times making it sound almost patriotic to be paying more at the pump. But the administration faces another potential problem. Global supplies of the fuel have now dropped to their lowest levels since 1996 when the global economy was far more dependent upon fossil fuels. The U.S Strategic Petroleum Reserve, meant to serve as a buffer when prices climb too high or too fast, has reached its lowest levels since December 1982, according to the U.S. Energy Information Agency. The current low follows the president’s decision to release more than 400 million barrels of crude from the reserve last spring.

While refineries in the U.S. produce record amounts of diesel, the so-called “crack price” – the difference or “spread” between a barrel of crude oil and the refined product – has climbed to a new record because of international pressure on the overall supply, according to Bloomberg. The effective closure of the Strait of Hormuz has disrupted the shipment of 20% of the world’s petroleum. Now add the almost daily attack by Ukrainian drones which have succeeded in crippling the production at Russian refineries, reducing the availability of the diesel fuel Russia had been trading internationally.

The Crisis Could Drag on Indefinitely

In recent weeks, the Trump administration has sent mixed signals about negotiations with Iran, the president at time making it sound like he’s not rushing to come up with a settlement. Even if and when a solution is found, however, experts fear we could see the current fuel crisis drag on for some time. “Shrinking inventories could prolong the crisis for months, driving higher diesel prices and intensifying inflation risks worldwide, particularly as winter approaches,” warned a report by tracking site Oilprice.com.  

If anything, the ongoing war in Ukraine will complicate matters if the fighting isn’t resolved there, as well, the publication said, since the latest Ukrainian strategy has it launching ever more intense drone attacks on the Russian petroleum infrastructure. Worldwide, the situation could “get ugly” before it gets better, Eugene Lindell, head of refined products at consultancy FGE NexantECA, warned in an interview with Bloomberg.

That’s certain to leave American motorists searching for more fuel-efficient transportation. But the higher diesel prices go the less likely they’ll turn to diesel models like the Ram 2500 Power Wagon. Indeed, the more consumers have to spend on fuel, said analyst Sam Abuelsamid, of Telemetry Research, the more difficult it will be for them to spend any money at all on new vehicles.

The Work Truck is built for fleet and commercial use, serving mostly contractors and businesses that need a capable workhorse instead of a luxury vehicle. Here’s a closer look at what comes standard on the 2027 Chevy Silverado WT.

Built To Work, Not Impress

The Work Truck sits at the bottom of the Silverado hierarchy, prioritizing durability and value over luxury. Forget about supple leather and alcantara. Instead, buyers get hard-wearing, easy-to-clean surfaces throughout the cabin – including the floor – and a choice between cloth or leatherette seats finished in black.

Outside, the WT keeps things simple with tiny wheels and black exterior trim, yet stylish with standard LED headlights and taillights. It remains closely associated with fleet duty, making it a popular choice for commercial buyers and aftermarket upfitters.

The Base Truck Gets Serious Tech

One of the biggest upgrades for the 2027 Chevy Silverado is its technology. Even the WT now gets a 16.3-inch infotainment display and a 12.2-inch digital instrument cluster, giving base-model buyers the same screen setup found in higher trims. Wireless Apple CarPlay and Android Auto, along with multiple USB connections, are also included.

A long list of standard safety equipment is included, too. Some of the highlights include automated emergency braking with pedestrian and bicyclist detection, adaptive cruise control, front and rear parking sensors, rear cross-traffic alert, a rearview camera, and GM’s vibrating Safety Alert Seat.

The Engines Are Changing Too

Chevrolet has revised the Silverado’s powertrain lineup for 2027. An updated 2.7-liter TurboMax four-cylinder remains the standard engine for the WT and now uses a 10-speed automatic transmission. The lineup also introduces two new V8s and the iconic 3.0-liter turbo-diesel Duramax.

GM is making some cuts, too, discontinuing the Silverado 4500 HD, 5500 HD, and 6500 HD this year while pulling the Chevrolet brand from the Chinese market. Even so, the Silverado 1500 remains one of Chevy’s most important products, and the updated WT proves that entry-level buyers won’t be left behind.

One of my favorite pickups of all time is the Ram Power Wagon 2500. It’s an absolute animal off-road, but that capability comes with a compromise. The Power Wagon is built primarily to go places most trucks shouldn’t, which means its towing and hauling capabilities aren’t its strongest attributes.

The Rebel 2500 takes a different approach.

It’s not quite as hardcore as the Power Wagon, but it’s still remarkably capable off-road while being substantially better at doing the things a heavy-duty truck is supposed to do.

And that’s what makes it interesting.

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Almost a Power Wagon

I’ve driven the Rebel 2500 through rough terrain and snow, and it has proven itself to be a very capable off-roader. But compared with the Power Wagon, there are some important differences.

The Rebel doesn’t get the Power Wagon’s locking front differential or disconnecting front sway bar, and its suspension and underbody protection aren’t quite as hardcore. The front winch is also not standard. Those differences matter when you’re crawling over truly nasty terrain.

But here’s the thing: most people aren’t doing that.

For the average owner who wants a truck that can tow a big trailer during the week and take the toys into the wilderness on the weekend, the Rebel 2500 might actually make more sense. It gives you a lot of the Power Wagon’s attitude without sacrificing as much towing and hauling capability.

Power: Hemi or Cummins?

Ram gives you two very different powertrain choices.

The standard 6.4-liter HEMI V8 produces 405 horsepower and 429 pound-feet of torque. It’s responsive, sounds good and delivers its power immediately.

Then there’s the big one: the 6.7-liter High-Output Cummins turbo-diesel inline-six, producing 430 horsepower and a monstrous 1,075 pound-feet of torque.

Both are paired with eight-speed automatic transmissions and four-wheel drive.

Both are good.

But if you’re buying a 2500 Rebel because you intend to tow serious weight, I’d take the Cummins without hesitation.

That much torque makes towing almost ridiculously easy, and the diesel delivers the kind of range and low-end pulling power that makes sense in a heavy-duty truck.

The HEMI is still an excellent choice if you don’t tow frequently, but be prepared to visit the gas station often. It’s a thirsty beast.

The Cummins, meanwhile, feels remarkably civilized compared with some of the older-generation diesels I’ve driven. It’s powerful without feeling agricultural.

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Towing and Hauling

This is where the Rebel separates itself from the Power Wagon.

Depending on the configuration, the Rebel 2500 can tow nearly 20,000 pounds when properly equipped with the Cummins. That’s serious capability. The 2026 Ram 2500 Rebel equipped with the 6.4L HEMI V8 engine has a maximum towing capacity of up to 14,700 pounds when properly equipped with the 4.10 axle.

It also offers more than 13 inches of ground clearance, Bilstein performance-tuned shocks, an electronic locking rear differential, and underbody protection. The Rebel is essentially saying, “Yes, I’ll climb that rocky hill. I’ll tow that backhoe, but I’ll also tow what’s left of your Jeep back home.”

That’s a pretty good combination.

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Off-Road

The Rebel rides on approximately 34-inch Goodyear Wrangler Duratrac all-terrain tires, giving it a substantial footprint and plenty of traction. The suspension does a surprisingly good job of keeping the truck controlled when the terrain gets ugly.

The big Rebel features 20×8-inch black or machined aluminum wheels paired with LT285/60R20E (34-inch) vocational all-terrain tires. These Goodyear Wrangler DuraTrac tires are an excellent combination of off-road ruggedness and on-road quiet. They handle well, but don’t like to be hurried on pavement.

Again, it’s not a Power Wagon.

The Power Wagon’s additional hardware gives it an advantage when things get truly ridiculous. But the Rebel gets close enough that I suspect most owners would never notice the difference.

And unlike the Power Wagon, the Rebel’s compromises in the name of off-road capability are considerably fewer.

The Daily Driver Problem

Now we get to the elephant in the parking garage.

I hadn’t driven a Rebel 2500 extensively as a daily driver in Los Angeles before this, and after spending time with one, I’ve come to a conclusion:

If you want to daily-drive this thing in downtown Los Angeles, you’re either committed or need to be committed. The truck itself is comfortable. Very comfortable, actually. But finding parking can be a nightmare. Some garages won’t accommodate a truck this tall, and plenty of parking spaces seem designed for vehicles half this size.

That’s not a criticism of the Rebel so much as a reminder that a heavy-duty pickup is a big piece of machinery. I think folks who commute in HD trucks, who don’t actually use them, are nuts. On the highway, however, it’s a terrific cruiser.

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Ram Still Has the Best Truck Interiors

I’ll say it again: Ram makes some of the best truck interiors in the business.

Period.

The combination of materials, design, switchgear and overall comfort is exceptionally well executed. Even Ram’s less expensive interiors tend to feel thoughtfully designed.

Related: Everything I Fell In Love With After A Week With The Jeep Gladiator Willys

The Rebel combines that comfortable cabin with heated and ventilated front seats, a heated steering wheel and modern digital displays. The 2026 Ram 2500 Rebel features a standard 12-inch or an available largest-in-class 14.5-inch vertical infotainment touchscreen. It also offers an available 12-inch digital instrument cluster and a class-exclusive 10.25-inch front passenger interactive

Some competitors are catching up. GMC, particularly with its Denali interiors, is doing some excellent work. Ford and Toyota have improved as well. Some offer slightly more tech (Blue and Super Cruise, for instance), and may have better storage.

But I still think Ram is the benchmark.

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What About the Styling?

I like Ram’s design language. It’s big, aggressive, and unapologetically truck-like. Very macho, with no apologies. But I do think the Rebel 2500 could look a little more special.

I’m probably spoiled by the Power Wagon, which can look absolutely fantastic when properly equipped. The Rebel’s biggest visual clues are its wheels, tires, suspension height and off-road details.

Otherwise, it’s easy to mistake it for another Ram 2500.

That’s not necessarily bad. I just wish Ram had pushed the visual attitude a little further.

Ah, but there is some good news. Ram introduced the Lunar Edition, which gives the Rebel (and the Power Wagon) a slick looking matte gray finish. It has a bit of a sparkle to it, which offsets its matte look. I like it, and so did my spouse; and she usually hates big trucks.

Price and Value

Here’s where things get complicated: A Ram 2500 4×4 can represent a pretty good value, but once you move into Rebel territory, you’re looking at roughly $70,000 before piling on options.

My first reaction would have been that $70,000 is an insane amount of money for a pickup.

Then I remembered what new trucks cost.

Add options, particularly the Cummins and premium equipment, and you can easily creep past the $ 80,000 zone and land in low $90,000 territory.

That’s a lot of money. But it’s also competitive with the rest of the heavy-duty truck market. And unlike some trucks at this price, the Rebel actually gives you a pretty compelling combination of capabilities.

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Final Thoughts

It’s difficult to build a truck that can do everything well.

Go too far toward off-road capability and you compromise towing and hauling. Build it primarily for towing and you end up with something that isn’t particularly pleasant when the pavement ends.

The 2026 Ram 2500 Rebel finds a surprisingly good middle ground.

It’s not as hardcore off-road as my beloved Power Wagon, but it’s close enough for most people. At the same time, it’s vastly more capable when it comes to towing and hauling.

Related: Driving the Nissan Armada Pro4X Cross Country While Towing: Here’s What Happened

If I were buying one, I’d choose the Cummins.

It’s the right engine for this truck, particularly if you’re serious about towing. The HEMI is powerful and entertaining, but the Cummins’ 1,075 pound-feet of torque is simply too useful to ignore.

At the end of the day, the Rebel 2500 does almost everything well.

It can haul serious weight, tow an enormous trailer, tackle rough terrain, cruise comfortably for hours, and give you an interior that’s genuinely pleasant to spend time in. Just don’t expect to squeeze it into every parking garage in a major metropolitan area.

Then again, if you’re buying a 2500 Rebel, you probably weren’t expecting that anyway.

Related: Toyota Tacoma Torture Tested on Kumho Road Venture HTs

It’s not often Mitsubishi has a huge global launch, but the return of the Pajero and Montero is the biggest piece of news from the Japanese automaker in years. Unless the company actually plans to bring back the Evo, this is likely the most important model the brand will launch this decade.

Speaking of which, the launch of the SUV has been reportedly locked in. The date is said to be September 2, 2026, and if so, the countdown for the world premiere has begun. It’s just a few weeks away, and this off-road could make or break Mitsubishi’s future.

Recent Updates

Mitsubishi has slowly been rolling out a few details about the 2027/2028 Pajero and Montero. Some lucky owners of the previous generation have already seen it, as well as North American dealers. But the latest update comes from the brand itself, and it’s making a pretty bold claim.

The new SUV promises to blend off-road capability with on-road comfort. And while many SUVs promise that, Mitsubishi is giving it tech previously unavailable to the Pajero and Montero’s predecessors. That would be the addition of S-AWC or Super-All Wheel Control. It was initially developed for the Lancer Evolution X, but eventually made its way to other models. If equipped, it should help the Pajero give it on-road manners that previous models lacked.

It’s also been confirmed that it will use a body-on-frame platform, and the latest teaser shows that it’ll use a live axle rear end. The last two generations of the Pajero and Montero came with an independent rear suspension. While good for on-road ride, it’s not the most ideal setup when the terrain gets more challenging.

Why it’s a Land Cruiser Threat

Historically, the Pajero’s main rival in Japan and most parts of the world has been the Toyota Land Cruiser Prado. It’s been that way since the ’90s, and the rivalry between the two will be reignited. Prior to its discontinuation in North America, the Montero’s closest competitor was the 4Runner, and we all know which one sold in far better numbers.

With supposed plans to bring it back to the U.S, Mitsubishi may be planning to take away a few sales from Toyota’s midsize SUV duo. After all, America now has the Prado, which is simply called Land Cruiser stateside, and Mitsubishi wants to prove something with its comeback kid. Just to make sure it covers its bases, the Pajero/Montero was even seen benchmark testing against the full-sized Land Cruiser that North America doesn’t get. Mitsubishi is taking its homework very seriously.

What We Know So Far

So far, we know that it’ll come with the classic set of off-road-related gauges like Pajeros and Monteros of yore. There’s also a strong likelihood of it coming with a modified frame derived from the Triton, Mitsubishi’s pickup for many markets. Diesel engines are pretty much guaranteed at this point.

Feedback from people who have seen the SUV has been interesting. Dealers have claimed that it feels modern and premium, as well as it being a “night and day from the current aging lineup.” Customers from Japan have called it ‘huge,’ while U.S dealers say it has quite a lot of ground clearance. Dealers also noted that it breaks away from tradition by not having a tailgate-mounted spare wheel.

The government of Thailand may have mentioned a crucial detail about it, too. There was mention of Mitsubishi using the country as the production hub of hybrid pickups and SUVs, with the Pajero explicitly mentioned in the government’s press release. If so, it might just broaden the appeal of the new-generation 4×4, especially in markets where diesel isn’t popular or is being pushed out by legislation.

As Chevrolet prepares to roll out the redesigned Silverado later this year, Ram is just about ready to stock up on its 2027 heavy-duty models. The updated 2500s will be in showrooms in August, so by the time you’re reading this, perhaps a few have trickled into dealers.

It’s not a major facelift by any means, but the changes made include a new powertrain option for a specific trim, along with increased capability, upgrade packages, enhanced options, and more.

The Power Wagon gets Cummins Power

Announced earlier this year, the Ram 2500 Power Wagon was set to get the Cummins turbodiesel. Ram has made it official, and one can get it with that engine starting next month. Mind you, it’s already available in other trims, but it’s the first time the Power Wagon gets it.

So, what does it pack? The Cummins HO Turbo Diesel is a 6.7-liter straight-six that punches out 430 hp and 1,075 lb-ft of torque. That makes it more powerful than the gas-fed 6.4-liter Hemi V8, especially in the torque department. For comparison, the Hemi puts out 405 hp and 429 lb-ft. It’s still gutsy for its purpose, but it’s nowhere close to the diesel’s pulling power.

There is, however, a caveat when this engine is chosen, though. As it requires more cooling, the diesel-powered 2500 Power Wagon cannot be specified with a winch, something that’s possible with the V8. Another reason Ram didn’t make it an option is because of weight, as the diesel is a fair bit heavier than the gas engine. Surely, though, the aftermarket will eventually find a way around it.

More Capability

For select 3500 4×4 models with a single rear wheel, Ram tweaked the chassis to increase its payload rating. Regular cab 8-foot box and crew cab 6’4″ beds equipped with the V8 now have a maximum GVWR of 11,440 lbs, boosting payload by 400 lbs versus the 2026 models with the same configurations.

If that’s not enough, there’s the new Payload Upgrade Package for select 2500 models with V8 engines. For an additional $835, it inherits the 3500’s fully boxed rear frame and leaf springs, plus a limited-slip differential at the back. Opting for this package increases GVWR from 10,000 lbs to 11,040 lbs, along with a payload of 4,580 lbs. This can be added to the Tradesman, Big Horn/Lone Star, Laramie, Limited, and Limited Longhorn.

Pricing has yet to be announced for the 2027 models, but we could expect a small price bump. Oh, and the cops now have the option of having a pursuit-rated version of the 2500 dubbed the 2500 ERV, so there’s a heavy-duty Ram for just about everyone.

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More than 25 years later, the X5 is still built in South Carolina. At BMW’s Plant Spartanburg, the X5 is not some peripheral product assembled far from the company’s emotional center. It is the spiritual center of the whole American operation, and BMW now officially calls Spartanburg the “Home of X.”

The new X5 was the obvious headline of the trip, and the pretense for why I had flown all this way in the first place. But after visiting BMW’s iFactory, the Zentrum museum and Plant Woodruff, the more interesting story seemed bigger than one model reveal. It was about what happens when one of the most important luxury SUVs of the last quarter-century has to drag its own legacy into the electric age, without losing the factory, identity and production ecosystem that helped make it successful in the first place.

The X5 Made South Carolina BMW Country

For most enthusiasts, BMW is still emotionally tied to Munich, inline-six engines, and compact sport sedans that seem to get better in memory with each passing year. But the modern company is also inseparable from South Carolina. Plant Spartanburg builds the vehicles that turned BMW’s SUV lineup into a global powerhouse. Walk around the campus, and the scale of that becomes hard to ignore. There are X models everywhere: finished vehicles, partially assembled bodies, test vehicles, transport trucks, production lines and enough kidney grilles lying around to make you think this might have been some sort of underground automotive black-market organ trafficking operation.

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All that context makes the new X5 feel less like just another redesigned luxury SUV and more like the latest chapter in BMW’s American manufacturing story. It’s one thing to see the new X5 parked outside the Zentrum, wearing its Neue Klasse face and updated lighting signature under a big “Home of X” sign. It’s another thing entirely to walk through the bowels of the industrial system that makes vehicles like it possible.

The New X5 Was The Headline, But Plant Woodruff Was The Story Beneath

One of the most intriguing stops was perhaps Plant Woodruff, BMW’s new high-voltage battery facility, and it’s what makes the upcoming fully electric iX5 become viable as a serious production vehicle.

BMW says Plant Woodruff will begin series production of high-voltage batteries for the new iX5 starting this December. Those batteries will then travel to Plant Spartanburg, only about 15 miles away, where the fully electric X model will be assembled. That proximity turns the usual abstract talk about localization into something palpable. Workers can stand in one building, look at battery production equipment, and rest assured that those packs aren’t being treated as some distant EV supply-chain afterthought. They’ve been pulled into the same regional orbit as the vehicles themselves.

That’s the part of this story that feels most consequential. The all-electric iX5 won’t be treated like an obscure electric side quest built elsewhere and shipped into BMW’s lineup as an afterthought. Its construction is being folded into the same South Carolina manufacturing ecosystem that already builds BMW’s most important SUVs, further establishing BMW’s intent to produce electric vehicles in America.

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BMW’s Electric Future Still Looks Industrial

The inside of a modern factory doesn’t look quite as romantic as what Enzo Ferrari’s workshop might have looked like back in its heyday. There are no sweeping mountain roads in the background, no exhaust notes bouncing between stone walls, no leather driving gloves, and no heroic engineer gazing at a polished camshaft like it might reveal the meaning of life. Instead, there are production stations, inspection systems, robots, battery modules, digital processes, and workers moving through a manufacturing environment where precision matters more than theatre.

Plant Woodruff is built around BMW’s sixth-generation battery technology, with cylindrical cells, an 800-volt architecture, and cell-to-pack construction. BMW says the iX5 60 xDrive’s battery will have 144 kWh of usable energy in U.S.-market form, making it the largest high-voltage battery fitted to any fully electric BMW model so far. It’s the mechanical foundation of BMW’s attempt to make an electric X5 feel like a legitimate X5, not merely a battery-powered alternative.

The factory side is equally telling. BMW is using AI-supported production processes, digital twins, inline monitoring, and VR training for employees. They say the goal isn’t to make the factory seem futuristic for its own sake, but rather to build huge, complex battery packs with enough consistency that nobody buying a luxury electric SUV has to think about the factory at all. That, ironically, is the factory’s job: to disappear behind the product. Still, though, I couldn’t help but wonder if all that VR training only adds more steps to the onboarding process—no longer do new employees just have to learn the process, but now they must first also become comfortable with experimental augmented reality programs in order to train at all.

The X5’s Next Chapter Starts Before You Drive It

I still want to drive the new X5. Of course I do. BMW can talk about production quality, electric range, battery chemistry, and software-defined manufacturing all it wants, but an X5 still has to work well on the road. It has to feel expensive, confident, useful, and distinctly BMW, and it has to justify its badge the old-fashioned way: by exciting people behind the wheel.

BMW isn’t abandoning combustion, either. The new X5 family includes gas, diesel, plug-in hybrid, fully electric, and even hydrogen powertrains globally. That feels very much like the BMW we know and love: less about ideological purity, and instead more engineering optionality. But the electric iX5 seems to carry the most symbolic weight, because it asks whether BMW can preserve its most important SUV lineage into a new era without treating electrification as a separate universe. South Carolina is where that question finds its answers.

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The complaint was filed in a California federal court and argues that the automaker knew about the issue before the affected vehicles were sold, yet failed to disclose it to customers.

Faulty Rear Window Design

According to the lawsuit, the problem affects certain 2019 and 2020 Chevrolet Silverado and GMC Sierra 1500, 2500 HD and 3500 HD models equipped with rear sliding windows. The plaintiff, Filiberto Loza Gonzalez, claims the plastic-framed rear window assembly can develop leaks around its seals, allowing water to enter the rear of the cabin. Besides causing inconvenience, the complaint alleges that prolonged water intrusion can damage electrical components and interior trim, and even encourage mould growth. The lawsuit stems from Gonzalez’s experience with his 2019 GMC Sierra 1500 after he reportedly discovered water entering the cabin while washing the vehicle.

Although a dealership confirmed the leak and carried out repairs, Gonzalez says he was left with a repair bill of more than $1,000. The lawsuit also warns that the consequences could extend well beyond a wet interior, stating: “Electrical failure can result in vehicles being unsafe to drive due to the failures of the electrical and mechanical systems, rendering them unfit for safe operation on the roadway.”

Technical Bulletin Under Scrutiny

A major focus of the complaint is GM’s Technical Service Bulletin 18-NA-383, which outlines repair procedures for water leaks around the rear sliding window. According to the filing, the bulletin has been revised numerous times over the years. The service bulletin’s existence suggests the issue has appeared on previous vehicles, lending weight to the plaintiff’s argument that this is far from the first time owners have experienced the leak. The lawsuit goes even further, claiming: “GM has willfully, knowingly and wrongfully failed to disclose the existence of the water intrusion defect to consumers.”

GM is also facing another class action lawsuit involving its 10-speed automatic transmission. On top of that, the company has recently had to recall more than 26,000 Chevrolet Express and GMC Savana vans over a steering gear defect. Despite these legal challenges, GM remains America’s best-selling automaker after delivering 714,896 vehicles in the United States during the second quarter of 2026.

Jury Trial Requested

The rear window lawsuit adds yet another legal challenge for the Detroit automaker, although it remains in its early stages. Gonzalez is seeking a jury trial and is asking the court to award declaratory relief along with exemplary, compensatory, and statutory damages on behalf of himself and all proposed class members. Whether the case ultimately results in compensation or no liability at all will be decided in court. For now, however, it adds another lawsuit to GM’s growing list of legal battles and places fresh attention on whether the company acted in good faith after becoming aware of the alleged defect.

BMW X5 Original

Let’s be clear, “budget” in Munich’s vocabulary is relative. The X5 Original is part of the swansong for the current-generation BMW X5. It is tied exclusively to the xDrive40d powertrain. Under the hood sits a 3.0-liter turbocharged inline-six diesel paired with a 48-volt mild-hybrid system, churning out 335 horsepower and a massive 516 lb-ft of torque. While the U.S. market broadly shuns diesel, this torque-heavy setup remains a compelling proposition for a full-size SUV. Crucially, BMW didn’t touch the foundational hardware to save a buck; the X5 Original still rides on a standard adaptive air suspension system and utilizes rear-wheel steering to cut down the turning radius in tight urban centers.

Where BMW actively cut the fat is in the superficial extras. By limiting paint choices to just Alpine White or Black Sapphire and omitting aggressive M Sport cosmetic packages, the automaker shaved a significant chunk off the X5’s price tag. The Original starts at roughly $80,200 at current exchange rates.

Instead of carbon fiber trim and 22-inch wheels, buyers get pure pragmatism. The Original comes standard with a third row, bringing seating capacity to seven, complete with power-sliding second-row seats for easier access. It also retains non-negotiable daily tech, including the Driving Assistant Professional suite and Digital Key Plus, among other standard features.

As For The American Market?

For American buyers accustomed to the “more is more” philosophy, the Japan-exclusive X5 Original offers an interesting counter-narrative. It proves that a premium midsize SUV doesn’t need oversized wheels, blacked-out trim, or an inflated options list to be compelling. As we look forward to the global reveal of the next-generation X5 at the end of June, this late-stage trim is a stark reminder that solid fundamentals—a robust powertrain, adaptive air suspension, and functional cabin space—are what actually make a luxury utility vehicle worth buying.

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To address this safety gap, the Insurance Institute for Highway Safety (IIHS) has launched a new initiative to evaluate trucks in this segment as well as other large commercial cargo vans. This follows the notification of a troubling statistic, which recognized that crashes involving medium or heavy-duty trucks, or light vans, accounted for 6,535 American road fatalities in 2023, amounting to roughly 16 percent of all traffic deaths nationwide.

Preliminary Testing

Rather than extensive crash testing, the initial phase of this program focused on confirming the availability of standard safety equipment such as airbags and seatbelt force limiters. These initial tests paid specific attention to the effectiveness of seatbelt reminders. While federal rules only require seatbelt reminders to chime for four to eight seconds, the IIHS set the standard to be a loud and audible tone, accompanied by a visible warning light, lasting at least 90 seconds. This standard makes sense when considering delivery and trade workers and how often they hop in and out of their vehicles. IIHS data shows that persistent reminders increase overall seatbelt usage by 30 percent.

The initial selection of vehicles included three Class 3 pickups and six cargo vans from manufacturers such as Ford, Stellantis, Rivian, General Motors, and Mercedes-Benz. From this selection of vehicles, only four of the nine met all five of the driver protection criteria. The 2026 Chevrolet Silverado 3500HD, the 2025 Ford F-350 SuperCrew, the Chevrolet BrightDrop 400, and the Ram ProMaster 2500 all successfully passed the evaluation. The remaining five vehicles, however, failed the strict 90-second seatbelt reminder test.

The vehicles that did not pass included the Ford T250 Transit, Mercedes-Benz Sprinter 2500, Rivian Delivery 500, and Ram 3500, all of which lacked persistent seatbelt alerts. Most notably, the aging Chevrolet Express 2500 fell significantly short by failing both the seatbelt reminder check and lacking effective seatbelt force limiters to prevent chest injury.

Only The Beginning

While this test is far from thorough, this is only the start of a much larger safety push. The IIHS plans to expand its program to evaluate headlights, automatic emergency braking, and even include larger Class 4 through 6 commercial trucks in the near future. By gathering this data, fleet managers and American businesses will finally have the benchmarks needed to prioritize driver safety on the road.

About a month ago, government files for the new-generation Audi A6 Allroad had leaked, confirming that the jacked-up wagon will be getting a new generation. Now, that time has come, and the redesigned model has just made its world premiere.

It’s totally new, but the formula remains the same. However, there are a few surprising things about the 2027 Allroad, and it’s effectively a preview of the RS 6’s body. Confused? Let us explain.

Wider than Ever

Each generation of car gets bigger, and the A6 Allroad is no exception. But what’s surprising here is that the lifted version is even wider than the standard A6. According to Audi, the all-new Allroad is, get this, 4.3 inches wider than an A6 Avant and sedan. That’s thanks to the wider fender flares on this tall wagon, and one can say that its body might just be used for the upcoming RS 6.

Of course, there are the typical Allroad touches of extra body cladding. This model also gets a different set of wheel options, a honeycomb grille, and taller roof rails to give it more SUV-esque elements. The new A6 Allroad sits over half an inch higher off the ground than the outgoing model, and its rear axle is unique to this model.

The Chassis

The redesigned A6 Allroad comes standard with adaptive air suspension. It has been given a wider range of adjustability, with a 2.1-inch range from its lowest to highest setting in the usual driving modes. However, the Allroad-specific Off-Road modes can further raise the body by up to 0.8 inches.

The Progressive Steering system is another standard feature, and the front axle has different settings over the lower-riding A6 models. All-wheel steering is standard in select versions of the high-riding wagon and optional in others. Its traction control system has also been recalibrated for greater off-road capabilities.

Powertrain Options

For now, there are two powertrain options available. The first is the 3.0-liter V6 turbodiesel mill, which is also present in the Euro-spec Q7 that debuted about a week ago. It’s good for 295 hp, and more importantly, 428 lb-ft of torque. Audi claims the 3.0 TDI can do 0 to 62 mph (100 km/h) in 5.4 seconds, so it’s a rapid oil burner. Estimated fuel consumption is 36.8 to 40.6 mpg.

A first for the Allroad is the plug-in hybrid option that comes standard with all-wheel steering, by the way. This arrangement pairs a 2.0-liter TFSI engine with a single motor, delivering a combined system output of 362 hp and 369 lb-ft of torque. The battery has a usable capacity of 20.7 kWh with an electric-only range of up to 59 miles. Despite the horsepower advantage, the plug-in hybrid is a tenth slower to reach 62 mph, at 5.5 seconds. As for fuel efficiency, it’s estimated to get up to 90.5 mpg.

Other Highlights

The cabin of the A6 Allroad is pretty much the same as the regular A6, although we did notice a different horn pad for this one. The Allroad also benefits from the recent user interface update, which adds more physical controls on the steering wheel. As this is a wagon, it’s worth discussing cargo capacity. For the diesel, it’s 16.4 cu.-ft. to 52.8 cu.-ft., while its 14.2 cu.-ft. to 50.2 cu.-ft. in the plug-in hybrid. Do note that Europe (and the rest of the world) measures cargo capacity differently from the U.S, and these are conservative numbers.

Exclusive to this model is an off-road display in the infotainment system. It shows the vehicle’s pitch and angle on the screen, which should come in handy when tackling rough terrain.

The question now is if it will come to the U.S. Audi North America doesn’t break down A6 sales, but it’s safe to say that its crossovers are easily outselling the current Allroad. With that, the odds of it coming stateside are on the slim side, although it would be a neat addition to the U.S. lineup.

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Ford’s Fundamental Issue

The issue, summarized, is Ford’s electrification program and its turbulent chain of events. The automaker’s highly anticipated next-generation electric truck, once dubbed the “Millennium Falcon of trucks” by CEO Jim Farley, was initially slated for 2025. Facing cooling EV demand and supply chain volatility, Ford systematically pushed production at its massive Tennessee BlueOval City campus to 2026, then 2027, and recently, all the way back to 2029. This delay is not superficial; it involves a significant pivot away from all-electric and toward an extended-range EV (EREV). This multi-year vacuum leaves Ford dangerously exposed, especially because anchoring the next-generation of F-series trucks to this electrification strategy means that Ford will likely lag by a couple of years while its competitors make the transition to the next generation.

Manned by the Maverick

Enter the Ford Maverick. Originally perceived as a niche entry-level experiment, it has evolved into a corporate lifeline. A look at the most recent sales figures illustrates a vehicle carrying far more weight than its unibody chassis suggests. In 2025, Ford delivered a record 155,051 Mavericks in the United States. If Ford didn’t lump its sales figures together for the entire F-series, the comparison of solely F-150 vs Maverick sales would be very interesting. This staggering volume represents an 18 percent year-over-year increase from 2024, absolutely dwarfing its only direct competitor, the Hyundai Santa Cruz. More importantly, over half of those sales—81,034 units—were the highly efficient hybrid variant.

In 2025, the Maverick Hybrid out-sold the F-150 Lightning EV by nearly a 3-to-1 margin (81,034 Maverick Hybrids vs. 27,307 Lightnings). This hybrid dominance is Ford’s secret weapon. While the grand, expensive pivot to battery-electric trucks has stalled, the Maverick Hybrid is actively bailing out Ford’s fleet emission averages today. It provides the crucial regulatory breathing room Ford needs to keep building highly profitable, V8-powered Super Duty trucks and standard F-150s while waiting for the electrification program to yield results.

Truck Takeaway

The Maverick is solving a demographic crisis. Ford effectively abandoned the affordable car market when it discontinued the Fiesta, Focus, and Fusion, largely leaving younger, first-time buyers to Honda and Toyota. The Maverick was a massive gamble to see if those buyers could be coaxed into an affordable, fuel-efficient compact truck. The gambit succeeded brilliantly. Over half of all Maverick buyers are entirely new to the Ford brand, actively trading in Civics and RAV4s for a Blue Oval.

While the F-150 retains the traditional truck loyalist, no automaker can survive without a reliable pipeline of new blood. The Maverick provides exactly that. If Ford successfully navigates this brutal, heavily delayed transition during an already turbulent period for the industry to an electrified future, it won’t be just because the F-Series held its ground. It will be because the Maverick secured the next generation of buyers and subsidized the entire transition.

Powertrain: Hybrid Punch vs. Diesel Persistence

The 2026 Toyota Tacoma abandons the old naturally aspirated V6 for the advanced i-FORCE and i-FORCE MAX hybrid powertrain. It pairs a 2.4-liter turbocharged inline-four, even offered with an electric motor for the i-FORCE MAX hybrid, to generate up to 326 horsepower and 465 lb-ft of torque. That peak torque hits early at 1,700 rpm, pulling the 5,100-pound truck over rocks and steep inclines with zero hesitation. It is a modern, high-performance solution built for immediate, aggressive power delivery.

Across the pond, the upcoming 2027 Toyota Hilux takes a decidedly more agricultural, yet undeniably proven approach. Toyota is pushing the Hilux into a more technologically advanced segment, but performance remains anchored by the legendary 2.8-liter turbo-diesel engine, now bolstered by 48-volt mild-hybrid technology to improve efficiency. While it won’t match the Tacoma’s 326 horsepower, the diesel’s low-end grunt is engineered for heavy payloads and sustained durability rather than high-speed trail-running.

Chassis Architecture and Off-Road Hardware

While the Hilux is almost purpose-built for gruelling environments, when we discuss the Toyota Tacoma in an off-road setting, it only makes sense to use the Tacoma TRD Pro as our point of reference. The new Tacoma sits on the global TNGA-F platform. Toyota outfits the TRD Pro specifically for high-speed off-roading. With 11.5 inches of ground clearance, a 35.7-degree approach angle, and an electronic locking rear differential, it operates as a factory-built prerunner. The suspension is the focal point, utilizing advanced adjustable dampers explicitly designed to soak up brutal impacts at high speeds.

The 2027 Hilux retains a raw ladder-frame chassis prioritized for gross vehicle mass and payload capacity over high-speed articulation. Off-road flagships like the Rugged X variant lean heavily into physical protection rather than suspension wizardry—featuring heavy-duty steel bumpers, rock sliders, and multiple integrated tow-recovery points straight from the factory. While the Tacoma TRD Pro dances over dunes, the Hilux is built to slowly bulldoze through the Australian Outback and over cratered rural roads in developing countries.

Consequently, the Tacoma TRD Pro is capped at a 6,000-pound towing capacity and a 1,680-pound payload. The Hilux pushes closer to the 7,700-pound global towing benchmark, reflecting its status as a primary work vehicle.

The Bottom Line

Pricing dictates vastly different markets. The Tacoma TRD Pro starts at a staggering $65,945, reflecting its status as a premium, niche off-road toy. The next-generation Hilux is expected to range between $30,000 and $50,000, depending on the global market and trim level, serving as both a commercial fleet vehicle and a rugged daily driver.

American buyers constantly lament the absence of the Hilux. Yet, the reality is that the Tacoma TRD Pro is a vastly superior vehicle for American use-cases – the type of recreational off-roading actually done in the United States. The Hilux remains the undisputed king of global utility, but the Tacoma’s TNGA-F architecture and 465 lb-ft hybrid powertrain deliver a level of dynamic performance and daily driving manners the Hilux was simply never designed to achieve.

Modellista Or Gazoo Racing

Hilux buyers have a choice between two different styling packages through Modellista and GR Parts divisions. Modellista is an in-house tuning division of Toyota, much like Alpina is to BMW nowadays, and focuses on a more premium, urban-inspired look. The brand offers black exterior trim pieces, LED bumper accents, underbody protection, and unique 18-inch diamond-cut alloy wheels finished in matte olive. Buyers can also add practical extras such as a sunshade, tonneau cover, tinted windows, and door handle protectors. The strangest accessory, however, may be a Modellista tote bag that can also be used as a seat cushion.

GR Parts, developed through Toyota’s Gazoo Racing division, takes a sportier approach. The catalog includes a black honeycomb grille, aerodynamic window visors, black or red GR-branded mud flaps, and twin stainless steel exhaust tips. Toyota has not yet confirmed a full Hilux GR Sport model, but these upgrades already give the pickup a much more aggressive appearance.

Hardware Upgrades

The GR Parts catalog is not limited to cosmetic changes. Toyota also offers performance dampers and reinforced door stabilizers that are designed to reduce vibrations while improving steering feel and chassis rigidity. These upgrades are aimed at making the Hilux feel more refined both on and off the road.

For buyers looking for something more adventure-focused, Toyota also offers an “Adventure Starter Set.” The package includes a bed liner, roof crossbars, tailgate dampers, and upgraded tailgate badging. Together, the accessories help turn the Hilux into a more capable lifestyle vehicle for whatever adventure awaits.

Diesel Power Only For Japan

The base model Toyota Hilux Z will cost 4,980,800 Yen ($31,250), whereas the Z Adventure will cost 5,500,000 Yen ($34,500). Unlike some international markets that offer petrol or hybrid alternatives, the Japanese-spec Hilux is available exclusively with a 1GD 2.8-liter turbodiesel engine that pushes 201 hp and 367 lb-ft of torque, and is paired with a six-speed automatic transmission. The Hilux remains one of Toyota’s most respected global vehicles thanks to its durability and proven reliability record. Unfortunately, the US won’t be getting the Hilux anytime soon.

A more significant change is coming under the hood as the Blue Oval is reportedly removing the base engines from its heavy-duty truck line, based on order books that were posted on the Ford Truck Enthusiasts forum (hat tip to Car and Driver).

The “Mini Godzilla” Replaced by the 7.3L Godzilla V8 as the Standard Engine

What this means is 2027 Ford Super Duty customers won’t be able to select the previously standard 6.8-liter gas engine or the base 6.7-liter diesel. This leaves the 7.3-liter Godzilla V8 as the standard choice, while the high-output Power Stroke V8 remains the sole diesel option.

The forum post includes Ford’s own order books that reveal the 6.8-liter V8 gas engine has been dropped for the new model year along with the standard-output version of the Power Stroke V8 turbo diesel.

Nicknamed “Mini Godzilla,” the 6.8-liter pushrod V8 gas unit debuted for the 2023MY with 405 horsepower at 5,000 rpm and 445 pound-feet of torque at 4,000 rpm, while the 6.7-liter SO Power Stroke V8 diesel makes 475 hp at 2,600 rpm and 1,050 lb-ft of torque at 1,600 rpm.

This promotes the real Godzilla V8 to standard engine status across the lineup. The 7.3-liter gas engine puts out 430 hp at 5,500 rpm and 485 lb-ft of torque at 4,000 rpm, which is not that big a difference compared to the outgoing 6.8-liter unit.

However, the Godzilla V8 brings superior towing and hauling capacity to the Ford Super Duty compared to the 6.8-liter. Unfortunately, it’s also priced $1,500 higher for the 2026MY. While Ford hasn’t announced pricing for the 2027 Super Duty lineup yet, we should expect a similar premium for the now standard Godzilla engine.

High-Output 6.7-Liter Power Stroke V8 Turbo Diesel Becomes the Only Optional Engine

As for the high-output 6.7-liter Power Stroke turbo diesel, which from now on will be the only optional powertrain for the Super Duty, it delivers a best-in-class 500 horsepower at 2,600 rpm and a monumental 1,200 lb-ft of torque at 1,600 rpm. It’s also the undisputed king of towing and hauling in the heavy-duty pickup segment.

The F-450 6.7L HO Power Stroke offers maximum towing of up to 40,000 pounds (gooseneck), while the F-250 6.7L HO Power Stroke is rated at 23,000 lbs (conventional towing).

The maximum payload is 8,000 lbs on properly equipped F-350 Dual Rear Wheel (DRW) models. The high-output 6.7-liter Power Stroke is priced $3,500 higher than the standard-output Power Stroke version, so we should expect Ford to charge more for the 2027 Super Duty since it will come exclusively with the top engines.

The order books don’t include pricing, so we’ll have to wait and see the effect these changes will have on customers’ bank accounts.

There has been a surge of large electric vehicles entering the market, including three-row SUVs and workhorse pickups such as the Tesla Cybertruck. But with heavy high-voltage batteries affecting weight, range, and towing performance, big EVs are not always the simplest answer for long-distance hauling, leaving room for a good old diesel powertrain.

In a recent press release, General Motors’ Duramax Assistant Chief Design Engineer John Barta highlighted the driving characteristics of the 3.0-liter Duramax diesel engine. While EVs are known for instant torque, the Duramax delivers strong low-end torque at low rpm, improving towing and hauling capability without requiring much effort.

“We get 95 percent of the maximum torque at 1500 rpm, without the engine screaming, without high rpms. It feels great. It’s great for driving around town without having to race the engine from Point A to Point B,” Barta said.

Still Doing the Heavy Lifting

The Duramax inline-six delivers 305 horsepower and 495 lb-ft of torque, edging out the optional 6.2-liter V8’s 460 lb-ft figure. But with hybrids gaining momentum, diesels are no longer as relevant as they once were, especially in the U.S., where they are now largely limited to truck-based vehicles. Still, the Duramax is equipped with an exhaust gas recirculation system designed to help reduce emissions.

In addition to strong low-end torque, the Duramax also offers competitive range. The 2026 Chevrolet Tahoe 2WD equipped with the engine returns an EPA-estimated 624 miles of highway range. By comparison, the Silverado EV offers up to 493 miles of EPA-estimated range, the longest of any electric truck in the U.S. market. What this translates to in practice is fewer fuel stops on long drives, while many EVs still require more time plugged in at a charging station.

“This engine is great for anyone who has a moderate-sized RV or another similar trailer, or someone who likes to take road trips,” the GM executive said.

Diesel Stays in Play

The 3.0-liter Duramax is available across several GM models, including the Chevrolet Silverado 1500, Tahoe, and Suburban, as well as the GMC Sierra 1500, Yukon, and Yukon XL.

Reports suggest that the next-generation Silverado and Sierra, which could start production in October 2026, may carry an updated version of the Duramax engine, reflecting GM’s continued investment in diesel powertrains amid the industry’s broader shift toward electrification.

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Flexible Design That Actually Works

Built on the 144-inch AWD Sprinter 2500, the Album focuses on usability. Rather than overloading the van with fixed features, Vanspeed leans into a modular layout that adapts to different needs, whether that is commuting or extended road trips. At the centre of the cabin is the Stage Sleep System, which integrates a Murphy queen-size bed measuring 80 inches (just over 2 metres) in length. It folds away cleanly to open up a full walk-through interior during the day, freeing up space without removing hardware. The same thinking applies to the VersaCloset Wet Bath, which doubles as a storage unit when not in use. The result is a cabin that transitions easily between lounge, workspace, sleeping area, and everything in between without constant reconfiguration.

Ready for Real-World Adventure

Beyond its clever layout, the Album is designed to handle real-world travel. Inside, the Album features warm wood-style paneling and a layout designed around everyday usability. The modular rear setup allows seating and cargo space to coexist, with adjustable components that can be repositioned or removed depending on the trip. A built-in lithium power system supports off-grid use, while features like an expandable interior countertop, slide-out work surface, integrated sink, and exterior fold-out table make daily living far more practical. You won’t be winning any races with its four-cylinder diesel engine, which produces 170 hp and 295 lb-ft of torque. But paired with all-wheel drive and all-terrain tyres, you can go almost anywhere. The standard Sprinter 2500 has a 4,211-lb payload capacity and 5,000-lb towing capacity.

A Thoughtful, Expensive Way To Travel

The Album is less about excess and more about balance. Every modification Vanspeed has made serves a clear, real-world purpose. The Album gives buyers everyday usability alongside genuine adventure capability in a way few builds manage. Vanspeed 144-inch models start at $219,000. It’s not cheap, but for buyers looking for a fully integrated, all-in-one travel van, the Album makes a strong case for itself.

Restructured Operations

At the core of this transformation is the dissolution of the Model e division—a move that signals a strategic departure from isolated electric vehicle development. Ford has consolidated its operations into a unified “Product Creation and Industrialization” unit under COO Kumar Galhotra. This structural pivot aims to streamline capital expenditure and operational efficiency across the board. The mandate is fiercely ambitious: refresh 80 percent of Ford’s North American volume—and 70 percent of its global volume—by the end of the decade.

This accelerated timeline relies heavily on structural integration and software-defined architectures. By 2030, Ford expects 90 percent of its global output to run on entirely new electrical backbones. This isn’t merely a technological upgrade; it’s a prerequisite for scaling Level 3 autonomous driving capabilities, which inherently opens up lucrative post-purchase software revenue streams through an advanced BlueCruise ecosystem.

About the Truck

Mechanically, the 2029 F-Series will target substantial cost reductions and performance gains through radical hardware simplification. Ford is actively exploring a complete transition to by-wire braking and steering technologies. Using rapid-discharge supercapacitors and electric actuators, this pivot would effectively eliminate traditional hydraulic setups. From a manufacturing standpoint, removing a physical steering column and mechanical linkages drastically reduces assembly complexity, yielding leaner production times while enhancing the full-size truck’s operational agility under heavy payload.

Perhaps the most crucial economic pivot lies in Ford’s recalibrated electrification strategy. The fully electric F-150 Lightning will be repositioned as an Extended Range Electric Vehicle (EREV). The EREV architecture shifts the paradigm from pure battery dependency to a more pragmatic, dual-power system. The wheels are propelled entirely by electric motors, but a dedicated onboard combustion generator will be used to replenish the battery pack. Targeting an operational range exceeding 700 miles, the EREV mitigates the costly necessity of massive, resource-heavy battery packs while entirely negating consumer range anxiety—a primary barrier to heavy-duty EV adoption and towing.

The Near Future

Before these high-margin heavyweights launch, Ford will stress-test its new Universal EV platform with a mid-size electric pickup. This preliminary launch will pioneer a “unicasting” production methodology. By consolidating hundreds of stamped parts into single large castings, Ford aims to dramatically compress manufacturing costs.

With Chevrolet projecting a 2027 launch for its next-generation Silverado, Ford’s delayed 2029 release is a highly calculated risk. However, by leveraging unicasting, EREV pragmatism, and by-wire simplification, the Blue Oval is betting that an economically optimized, technologically superior product will secure the F-Series’ formidable market dominance well into the next decade.

Jeep Or No Jeep

While there are a few people who suggest the Roxor is a blatant rip-off of WW2-era Willys Jeeps, the fact is that Willys licensed the design of the CJ3B to Mahindra in 1947. The lawsuit claims that Mahindra violates Jeep’s trade dress with its vertical front slats in the grill with the Roxor’s 2018 and 2019 model year designs. Having now cleared legal trouble with a revised design, the Roxor has been on sale for a little under five years and offers a value proposition that very few, if any, side-by-sides can compete with.

Is the Roxor Really Better Than Other Side-by-Sides?

In a word? Yes, but only if we’re talking about rough, off-road, and farm use-cases. The Roxor will not win any races with 55 horsepower and a top speed limited to 45mph. That said, it is a tough, traditional, and capable workhorse.

Rather than plastic, it comes with a boxed steel frame and steel body. It is rated to tow 3,500 lbs rather than the 2,500 lbs that a similarly priced Polaris or Honda offers. It has automobile-grade automatic and manual transmissions, and not a CVT, which means the drive belt doesn’t burn out like with its competitors. The Roxor’s 2.7-liter turbo-diesel engine is a low-stress and proven motor that makes peak torque of 144 lb-ft at low revs and has ploughed for years on India’s dusty and cratered rural roads. In fact, Mahindra even calls it “The World’s Toughest Side-by-Side”.

The Roxor’s interior is exactly what you would expect: a flat steel dash with an array of analog gauges and a digital tachometer. In fact, until Mahindra introduced the All-Weather variant, it was impossible to get the Roxor with a roof from Mahindra. Upon reviewing customer feedback, the All-Weather variant now offers an enclosed cabin, AC, and heat. Really, everything you would need to get through a hard day’s work in comfort.

The Pricing

Here’s the hard pill to swallow. With a starting price of $22,244, it is not exactly cheap. In fact, you might be able to get yourself a tidy Jeep Wrangler for that much money on the slightly used market. Mahindra continues to run promotional deals on the Roxor throughout the year, though, so you could still get yourself a good deal on a new Roxor, considering a similarly capable Honda or Polaris costs about the same.

Going under the hammer at Barrett-Jackson’s The World’s Greatest Collector Car Auctions in Palm Beach, Florida on April 18, the one-of-a-kind ISV-U will raise money for charity, with 100% of the price to benefit the Medal of Honor Foundation in support of the Congressional Medal of Honor Society’s mission.

The First-Ever Public Sale of an ISV-U

The auction will represent the first-ever public sale of an ISV-U, which was engineered to meet US Army and allied requirements. The ISV-U is a five-passenger, ultra-light tactical vehicle designed for high-speed, off-road mobility and demanding operational environments.

Thanks to its open roll-cage design, expeditionary footprint, and extensive use of commercial-off-the-shelf components, the ISV-U can support a wide range of mission applications, offering modern military capability that is in use today by the US Army and other militaries worldwide.

The five-seat layout and versatile cargo bed are designed to carry mission-critical loads for logistics, fire support, command and control, electronic warfare, counter-unmanned aircraft systems and reconnaissance roles.

Built on the GM’s midsize truck platform, the ISV-U is powered by a 2.8-liter Duramax turbodiesel engine mated to a six-speed automatic transmission.

Custom Livery Pays Homage the Medal of Honor and America’s 250th Anniversary

The vehicle that will be auctioned off also carries a custom livery honoring the Medal of Honor, recognizing America’s 250th anniversary, and acknowledging the US Army units that use the Chevy Colorado-based ISV-U platform today.

“Partnering with the Medal of Honor Foundation to offer this ISV-U at Barrett-Jackson is a powerful way to connect our mission-focused technology with a cause that honors the very best of American service,” said Steve duMont, president, GM Defense.

“This vehicle was designed to help soldiers accomplish their missions in the toughest conditions, and we’re proud that its first public sale will directly support the Foundation’s work to care for Recipients, preserve their stories and inspire future generations with the values embodied in the Medal of Honor.”

All funds from the sale will directly support the Medal of Honor Foundation, which secures private support to care for living recipients and their families, preserve their stories and advance educational initiatives that support the foundation’s core value of courage, sacrifice, commitment, integrity, citizenship, and patriotism.

The automaker is adding a sixth workday in overtime shifts at its Flint Assembly plant in Michigan to meet strong demand for gas-powered pickups; starting in June, the factory will operate six days a week, up from five.

“General Motors is making strategic adjustments to Flint Assembly’s production schedule to align with strong customer demand,” a GM spokesman said in an emailed statement to the Wall Street Journal.

Existing Workers Will Be Mandated into Overtime Hours

The addition of an extra work day at the truck plant comes at a time when fuel prices have spiked after the start of the Middle East conflict—by around 30% in March, with the national average close to hitting $4.00 per gallon of regular gas as of late March 2026.

Given the increase in large pickup truck demand GM is seeing, US heavy-duty truck buyers appear as yet unfazed by rising gas and diesel prices.

Despite the addition of a sixth production day, GM said it has no plans to add jobs at the plant that makes the Chevy Silverado 2500HD/3500HD and GMC Sierra 2500HD/3500HD pickups.

There are currently three shifts across five days a week at Flint Assembly, which is GM’s longest-running North American assembly plant since 1947. Once production increases in June, the factory will operate six days a week as three overtime shifts will be added—manned by the same employees that work five days a week now.

The factory employs about 4,200 hourly workers which currently build approximately 1,100 vehicles every day, according to a United Auto Workers official cited by WSJ.

Canadian Plant That Also Makes Heavy-Duty Silverados Stays Put

In addition to Flint Assembly, GM also builds Chevrolet Silverado heavy-duty pickups at Oshawa Assembly plant in Canada. However, the automaker said Canadian pickup production will remain unchanged.

This goes to show that, demand increase aside, GM is ramping up production in the US to avoid a hit from tariffs, something it has done for the past year since automotive tariffs were introduced.

The Silverado and Sierra heavy-duty trucks are among the most profitable vehicles for GM, in addition to the full-size Silverado 1500 and Sierra 1500 half-ton pickups and their full-size SUV siblings from Cadillac, Chevrolet and GMC.

General Motors sold approximately 320,000 heavy-duty Chevrolet Silverado and GMC Sierra pickups in the US last year. More than 206,000 were heavy-duty Silverados, a 12% increase over the previous year, and over 118,000 were heavy-duty GMC Sierras, up 9%.

Make Way For Hybrid Power

According to GM Authority, the next-generation pickup will use an updated version of GM’s 31XX-2 platform. While that architecture already underpins the current Colorado, this iteration is being re-engineered to support electrified powertrains from day one. That means hybrid systems will sit alongside traditional combustion engines. All-electric pickups still face limitations in towing and range, making hybrids a more practical middle ground that balances efficiency with real-world capabilities. GM’s updated four-cylinder TurboMax engine, which will reportedly gain more power and torque for 2027, could also be offered in this new Hyundai-GM pickup.

Engineered For Latin America’s Demands

Beyond electrification, the platform is being tailored specifically for markets like Brazil and the broader Latin American region. It will retain a body-on-frame setup, reinforcing its work-focused credentials, while a stronger rear axle is expected to improve load capacity, and body styles such as single-cab variants will continue to serve commercial buyers. Powertrain flexibility is another key focus. Diesel engines are set to remain part of the mix, potentially working alongside flex-hybrid systems. The result should be one of the most versatile midsize trucks offered in the region, with a broader range of configurations than anything GM has made in the past.

The Rest Of The Hyundai-GM Partnership

Hyundai and GM will release five co-developed models over the next few years, including a future commercial van for North America that could arrive as a rebadged Hyundai Staria. These co-developed vehicles won’t look identical, as each brand will apply its own exterior and interior design language. In other words, Hyundai could even explore features like a removable roof for its version, while both trucks are expected to compete directly with established players like the Toyota Tacoma. Set to launch in 2028, the new midsize pickup will underpin the next Brazilian-made Chevrolet S10, as well as Hyundai’s first true entrant in the midsize segment, a big step up from the late Santa Cruz.

There is, of course, a lot more to the story. From Bangle’s early influences to the designs that led BMW to overtake Mercedes-Benz in sales, Bangle’s career is full of controversy, beauty, and more than a few cars you didn’t know he penned.

Chris Bangle before BMW

Bangle was born on October 14, 1956. Born in Ravenna, Ohio, he was raised in Wausau, Wisconsin. Early in life, Bangle had another career path in mind: that of a minister. Bangle initially considered becoming a Methodist minister. However, Bangle chose instead to head off to Pasadena, California. There, he was enrolled in the famed Art Center College of Design, where he earned a Bachelor of Science degree.

From there, Bangle made another big transition, packing his bags for Germany. Though this time, Bangle wouldn’t be headed to Munich to work for BMW. Instead, the designer worked for Opel. Here, he designed his first concept, the Open Junior. Bangle didn’t oversee the design of the exterior, pictured above, but rather took responsibility for the interior of the car. It featured this interesting block layout, and something a little ahead of its time: a radio that could be detached and used as a speaker, and elements of the dash could be physically removed and rearranged.

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From Opel, Bangle moved over to Fiat in 1985. Here, he worked on the second-generation Panda, as well as the Fiat Coupe, where he was chief designer, and the Alfa Romeo 145.

Bangle’s BMW years

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Bangle joined BMW at an interesting time. The brand was moving away from designs like the E36, towards more rounded shapes, like the E46 that succeeded it. The Z3 (pictured above next to the E36) is a perfect example, and one of the cars Bangle first helped with. Though it was penned originally by Joji Nagashima, Bangle oversaw work on the car. His first clean-sheet design was the Z9 Gran Turismo concept, and already, you could see Bangles inflences in the car. They’re even more evident in the later GINA concept. Both are massive departures from BMW’s previous influences, and intentionally so. Bangle said designs need to follow a cycle of a revolutionary generation followed by an evolutionary generation, with the cycle again repeating. Once you see this in his work, it’s impossible to miss.

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Bangle’s time at BMW touched nearly every aspect of the brand’s designs, including Mini’s. Bangle was behind the “new” mini in 2000, lest we forget. Again, it was a revolution of the previous model’s design. Other notable cars penned by Bangle at BMW include the M3 and M5, the 1, 3, 5, 6, and 7 Series, the X3, X5, and X6, the GINA, and so many more.

The design philosophies that led to Bangle’s BMWs

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To truly understand what shaped these things, we have to dig into why Bangle made many of the design decisions he did. He famously described his work as “flame surfacing,” but its influences in deconstructivism are clear. The postmodern architectural movement spawned designs that lacked an obvious harmony, continuity, or any real symmetry. Bangle’s designs usually buck the latter, as cars are broadly inherently similar for reasons both aesthetic and mechanical. For a good example of some deconstructivist design, look to the Walt Disney Concert Hall by Frank Gehry.

At the time, BMW had a new technology, which also shaped some of Bangle’s choices. A new 3D panel pressing technique allows for a single pressing of a piece of sheet metal with numerous compound curves in it. Bangle was able to leverage this to create unique shapes, which also led to a bit of the criticism surrounding the designer. Marc Newson, an industrial designer, described Bangle’s BMW Z4 as having been designed with a “machete.”

Despite these criticisms, Bangle’s designs shaped the brand’s look during one of its more populist eras. BMW’s from this era are still everywhere, and more than that, many of the brand’s models sold strongly despite criticism. The 7 Series, held to be a particularly horrific design of Bangle’s, became the best-selling 7 Series of all time when it concluded its Bangle-designed run.

Years later, enthusiasts have also come around on many of Bangle’s designs. For any evidence, simply take a look at second-hand values for cars like the BMW M3, M3, and Z4 M from this era. Not only were these cars powered by BMW’s best-ever naturally-aspirated engines, but their design is also now being more broadly appreciated for the muscular stance and fluid look the designer’s techniques lent them. If anything, Bangle’s designs are proof that all that anything needs to overcome a little controversy is time. We’re quick to forget and even faster to gaze back at something in nostalgia.

1. The B58 (3.0L Turbocharged Inline-6)

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• Max Power: 382 hp 
• Max Torque: 369 lb-ft

Introduced in 2015, the B58 is widely considered BMW’s modern masterpiece. It has gained such a reputation for reliability and performance that Toyota chose it for the modern Supra. It combines the smooth, linear power of a classic inline-6 design with incredible tuning potential and modern reliability.

It uses a “closed-deck” design, making it extremely strong under high boost pressures. While it is very reliable overall, plastic cooling system components (like the water pump) can still fail prematurely; and it can suffer from oil filter housing leaks.

2. The S54 (3.2L Naturally Aspirated Inline-6)

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• Max Power: 333–360 hp
• Max Torque: 252–273 lb-ft

Used in the E46 M3 and Z4 M, this is the ultimate evolution of BMW’s naturally aspirated straight-six legacy. Even though it is now over 25 years since it debuted, it remains a technological tour-de-force, with a screaming 8,000 RPM redline and individual throttle bodies that provide instantaneous throttle response. It has a searing exhaust note and had one of the highest power-per-liter ratios of its time.

While built to withstand serious stresses, these engines have high maintenance costs and are known for rod bearing failure and Vanos (variable valve timing) issues. Regular servicing and some preventative maintenance can keep the S54 running strong for years.

3. The S65 (4.0L Naturally Aspirated V8)

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• Max Power: 420 hp
• Max Torque: 295 lb-ft

The only V8 ever fitted to a production M3, this engine is essentially a shortened version of the legendary S85 V10. It is the highest revving cross-plane crank V8 ever, soaring to an intense 8,400 RPM and creating a sound experience more akin to a supercar than a sports sedan. Aside from its exotic exhaust note, it has lightning-fast throttle response and is surprisingly lightweight for a V8.

However, it does have poor fuel economy and is notorious for chewing up its rod bearings and premature throttle actuator failures. A bit of preventative maintenance can prevent these issues, but only very gentle driving will keep your fuel economy vaguely reasonable.

4. The N54 (3.0L Twin-Turbocharged Inline-6)

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• Max Power: 300–335 hp
• Max Torque: 300–332 lb-ft

This was BMW’s first mass-production turbocharged engine in decades. With a closed-deck design and engineered internals like a forged crankshaft and rods, tuners could reach 500–700+ hp on stock internals. The twin-turbo layout gave the motor massive low-end torque, but it was not the most reliable BMW engine ever.

It became known for a few common issues like High-Pressure Fuel Pump (HPFP) failures and a turbo wastegate rattle, among other things. As a first attempt, the N54 was a superb effort, and it formed the basis for a whole range of powerful (and much more reliable) turbocharged engines for future BMW models.

5. The S85 (5.0L Naturally Aspirated V10)

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• Max Power: 500 hp
• Max Torque: 384 lb-ft

Inspired by BMW’s Formula 1 program of the early 2000s, this engine powered the E60 M5 and E63 M6. It didn’t really have anything to do with the F1 engines aside from being built in the same facility in Landshut, Germany, but it certainly felt like a racing engine for the road. While its predecessor had a game changing 4.9-liter 394-hp V8, this V10 is arguably the most ambitious engine BMW ever built.

A 10-cylinder engine in a luxury sedan that screams to 8,250 RPM is a feat of engineering that will likely never happen again. Aside from the hug fuel consumption, it has become known for high maintenance costs, and suffers from the same maladies as the smaller S65 V8 that is derived from it. However, replacing the fragile rod bearings, and carrying out frequent oil changes are the best way to ensure long term reliability, and with prices for E60 M5s still reasonably low, you could own one of  histories greatest road car engines ever created.

6. The M57 (3.0L Turbocharged Diesel Inline-6)

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• Max Power: 282 hp
• Max Torque: 425 lb-ft

Diesels tend to take a back seat in ‘best engine’ lists, but the M57 motor certainly deserves to sit alongside these gas-powered engines. It was practically indestructible, and some examples had sequential twin-turbo setups that were easy to tune for much more power than the stock figures.

The US only got to experience these engines in the twin-turbo 335d and X5 xDrive 35d, but owners still loved them. One common issue was that the swirl flaps could be sucked into the engine, resulting in their removal. While the gas-powered BMW engines will continue to set new standards in power and performance, the M57 diesel proved that diesels aren’t just for economy and heavy-duty trucks, they could be fun, too.

7. The S58 (3.0L Twin-Turbocharged Inline-6)

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• Max Power: 473–552 hp
• Max Torque: 406–479 lb-ft

Introduced in 2019 in the X3 M and later the G80 M3, the S58 is the high-performance evolution of the B58 and BMW’s most powerful six-cylinder engine to date. It is designed for extreme applications and has an uprated cooling system and a forged steel crankshaft that allows it to handle immense stress.

It swaps the B58’s single twin-scroll turbo for two mono-scroll turbochargers. With a higher redline, and a more intense top-end power delivery, it is perfectly suited for the top-spec M cars it is fitted to. Thanks to its robust design, the S58 has proven to be very reliable, although some owners have noticed high oil consumption during hard use although mechanical issues are rare unless the engines have been extensively modified.

Mind you, Shelby’s truck lineup also includes the F-250 Super Baja, which launched in 2021 as an extreme off-road performance version of Ford’s Super Duty truck, creating the niche for Baja-ready heavy-duty trucks.

Shelby has now unveiled its 2026 Shelby F-250 Super Baja, which carries the distinction of being the company’s first vehicle to be built at Shelby Performance’s new state-of-the-art facility in Bristol, Indiana.

Rugged Exterior Styling Updates, Upscale Interior

Limited to 250 units, the 2026 F-250 Super Baja combines the heavy-duty work capability of the standard truck with off-road performance and customization befit of the Shelby brand.

Compared to the previous Super Baja, the 2026MY doesn’t look that different, but it does gain a number of subtle updates that refine its looks. Those include a new functional Air Induction Hood with painted extraction vents, smooth painted OE style fender flares with marker lights, a custom painted grille, powder coated steel front and rear bumpers, tow points, air flow vents and LED lighting.

The Baja-style truck also sports XL power steps with rock sliders and lights, Shelby Baja Bed chase rack with new 9-pod power-actuated led light bar, bed liner, tinted windows and powder coated exhaust tips. Rounding out the exterior changes are six exterior Shelby stripe color options and badges.

The company claims the 2026MY is the most customizable Shelby F-250 in history; for example, customers now have the ability to match the grille lettering with either the body color or the stripes.

Inside, the new Super Baja comes with exclusive full leather seat covers, accents and embroidery, digital gauges, custom carbon fiber accents, embroidered floor mats and billet racing pedals. Each vehicle sports Shelby Baja badges and a CSM serialized plate inside.

Shelby Didn’t Need to Touch the 6.7L PowerStroke V8 Turbo Diesel

Based on the factory F-250 SuperCrew Lariat Ultimate 4×4, the 2026 Shelby F-250 Super Baja is powered by the 6.7-liter High Output Power Stroke V8 turbo diesel making 500 hp and a monumental 1,200 lb-ft of torque. The motor is mated to a 10-speed TorqShift automatic transmission and a four-wheel-drive system.

The impressive powertrain is combined with a Shelby-tuned performance suspension that’s said to give the three-quarter ton pickup “remarkable on and off-road capabilities and superior handling with best-in-class towing.” The new King Shocks suspension system increases the ride height and delivers more travel, adding more versatility to the truck.

The Super Baja rides on two-tone 20-inch alloys shod with BFG 37-inch tires and has two spare wheels mounted on the steel chase rack in the bed.

“Shelby just reinvented the heavy-duty truck,” said Vince LaViolette, Vice President of Operations and Senior Designer at Shelby American. “The three-quarter ton Shelby F-250 Super Baja can fluidly move over most any terrain, tow up to 22,000 pounds and looks really cool while doing it. These amazing vehicles are the pinnacle of the heavy duty truck market.”

Obviously, the Super Baja’s performance and exclusivity don’t come cheap. While a stock F-250 SuperCrew Lariat Ultimate 4×4 retails for around $97,000, Shelby’s upgrades (see the full list below) take the MSRP to $159,795, making it about $40,000 more expensive than Hennessey Performance’s VelociRaptor 1200 F-250. The Shelby truck comes with a 3-year/36,000-mile warranty, and the powertrain warranty from Ford Motor Company remains intact.

Production of the 2026 F-250 Super Baja limited edition started this month, and the public debut will take place on April 16-18 at the Barrett-Jackson Collector Car Auction in Palm Beach at the South Florida Fairgrounds. The super truck will be offered through select Shelby Performance Ford dealers across the United States.

2026 Shelby F-250 Super Baja Standard Features

Performance

• Premium Full Suspension Lift
• KING Dual Steering Stabilizers
• KING Race Series 2.5 Adjustable Front Coilovers w/ Finned Reservoir *For Smoother, Cooler Shocks
• KING Rear 2.5 Piggyback Shocks w/ Finned Reservoir*
• 2” Tubular Radius Arms

Interiors

• Carbon Fiber Aesthetic Interior Trim
• Billet Racing Pedals
• Shelby Registry CSM Serial Number Plaque w/ Engine Bay Plaque
• Exclusive Shelby Designed Top Grain Leather Seat Covers
• Shelby Super Baja Console Badge
• Shelby Super Baja Embroidered Carpet Floor Mats
• Tinted Windows

Exteriors

• 37” BFG KM3 Mud-Terrain Tires
• 20” Two-Tone Off-Road Wheels (6)
• 2 Full Size Spare Wheel & Tire Mounts (Spares Included)
• Tire Sensor Recalibration
• Speedometer Recalibration
• Four Wheel Alignment
• Power Deployable XL Running Boards w/ Lights & Rock Guards
• Painted Smooth OE Style Fender Flares w/ Marker Lights
• Replacement High Clearance Front Bumper by Addictive Desert Designs Includes:
  • Recovery Points
  • Air Flow Vents
  • 40” Light Bar w/ 2 LED SAE/DOT Lights

• Rear Bumper Replacement w/ 2 – 10” LED Reverse Lights
• Rear Marker Lights
• Custom Painted Grille w/ Marker Lights
• Full Replacement Air Induction Hood w/ Painted Hood Vent
• Active Air Painted Fender Vents w/ Shelby Logo
• Shelby Baja Bed Chase Rack w/ *NEW* 9 Pod Power Actuated LED Light Bar & Shelby Baja Side Panels
• Black SST Exhaust Tips
• Shelby Full Body Le Mans Style Stripes
• Shelby Super Baja Bed Sides Graphics
• OE Spray-In Bed Liner

Options

• 37” BFG K03 All-Terrain Tires
• SHELBY letter color options

For more than two decades, the rugged Toyota Hilux midsize pickup has had an SUV sidekick in the guise of the Fortuner in markets including India, southeast Asia, the Middle East, and Latin America. It used to be available in Australia as well, but it was retired from the market last year over poor sales.

Meet the 3-Row SUV Version of the New Hilux

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The three-row Fortuner will soon enter its third generation, taking after the recently launched ninth-gen Hilux pickup on which it is based. While the prototype you see in these photos is fully camouflaged, the design cues borrowed from the new Hilux are hard to miss.

The front end appears to feature very similar slim LED headlights and the same grille seen on the 2026 Hilux, with the side view largely following the design of the double cab Hilux up to the C-pillar—with a small difference in that the Fortuner’s belt line rises suddenly before crossing the rear passenger windows.

Obviously, the Fortuner has a typical SUV format with two additional side windows and a tailgate instead of the Hilux’s truck bed. Another difference from the Hilux, which has vertical taillights, is that the Fortuner has horizontal full-width lamps.

Inside, the new Fortuner will expected to adopt a similar dashboard as the 2026 Hilux, which features a 12.3-inch digital instrument cluster and 12.3-inch central infotainment screens. The Fortuner will offer a total of seven seats on three rows, and is expected to get updated advanced driver assistance systems (ADAS).

The Same Rugged IMV Ladder-Frame Platform Lives On Underneath

The upcoming Toyota Fortuner carry on with the same IMV platform shared with the Hilux, which means that it will offer gas and mild-hybrid diesel powertrains, with a battery electric version also possible, though not confirmed. The platform also supports a hydrogen fuel-cell variant, which is currently in development and will debut in 2028 on the Hilux.

As you probably know, the new Hilux offers an all-electric version, a first for the nameplate. It features a 59.2-kWh lithium-ion battery powering two electric motors with a combined 193 hp and 349 lb-ft of torque. The Hilux BEV has a targeted WLTP range of up to 160 miles, a 1,576-lb payload and a towing rating of up to 3,527 lbs.

While a BEV version is unconfirmed for the Fortuner, the SUV will be available with a 201-hp 2.8-liter four-cylinder turbodiesel featuring a 48-volt mild-hybrid setup. A 164-hp 2.7-liter four-cylinder gas engine may also be offered.

According to Thailand’s Car250 (via Electrek), the next-generation Toyota Fortuner will debut in Thailand by the end of 2026, spreading to its traditional markets shortly after. Unsurprisingly, the United States will not get the Fortuner, as our market doesn’t get the Hilux either.

Battery Blues

In extreme cold, your battery’s internal resistance skyrockets. The chemical reaction slows, and the battery simply cannot push out the high amperage required to activate the starter motor. At 32°F your car’s battery will be operating at 65% efficiency. By the time the outside temperature drops to -22°F, a rare occurrence but one that residents of Alaska, North Dakota, Montana and several other states experience annually, your battery will be functioning below 50% efficiency.

If your car struggles to turn over, or the battery can’t engage the starter motor it may not be able to generate the required amount of Cold Cranking Amps (CCA). Ensuring that your battery is fresh and in perfect working condition before winter sets in can help prevent a breakdown. Carrying a portable battery jump starter is your next best option and can get you out of a tight spot.

Thick Oil

Oil thickens the colder it gets. In extreme situations, it can get so thick that the engine won’t be able to turn over, even I f your battery and starter motor are working perfectly. Oil doesn’t actually freeze but turns into a gel-like substance. Modern synthetic oils will remain fluid to as low as -40°F, but the thickening that occurs along the way will continually put strain on your battery and starter each time you attempt a cold start.

To alleviate the issue, make sure you have the correct viscosity oil in your vehicle for winter temps. Every oil has a grading, you will see numbers like 0W-30 or 10W-40. That first number is the W-Grade or winter grade and the lower the number the more resistant the oil is to cold temperatures.

Fuel Flow

Gasoline starts to become waxy between -40°F and -200°F. This can impede fuel flow resulting in your car refusing to start. While this is a rare occurrence, water vapor in the fuel lines will freeze at a much higher 32°F. This can block the fuel filter and leave you stranded. Diesel fuel is far more susceptible to cold weather and will start to cloud and thicken at a similar temperature to the freezing point of water.

For gas-powered cars, ensure that your fuel filter is replaced before winter sets in, and keep your fuel tank topped up to prevent excess water vapor in the system. For diesels you should use winter-blend diesel as well as a fuel additive in extreme cases. Keeping your vehicle garaged overnight can also help keep the temps from reaching sub-zero levels. Read more about keeping your vehicle’s fluids flowing in winter here.

Frozen Sensors

Modern cars rely on sensors to tell the computer how much fuel to spray. In wintery weather with high humidity or blowing snow, the Idle Air Control (IAC) valve or the Mass Air Flow (MAF) sensor can actually develop a layer of frost or ice. If the computer gets erratic readings, it won’t provide the right fuel-to-air ratio for a cold start.

This is where an engine block heater becomes essential. By keeping the engine bay even 10–20 degrees warmer than the outside air, you prevent frost from forming on these sensitive electronic components. If possible, parking in a garage is also your best defense against cold-related vehicle issues.

Corroded Ground Wires

Cold causes metal to contract. If you have a ground wire that is slightly loose or corroded, the extreme cold can cause the metal to shrink just enough to break the electrical connection entirely. No ground means no circuit, and no circuit means the battery won’t be able to power the starter motor no matter how strong it is.

Regularly Inspect your battery cables and engine ground straps. The salty slush from the road can quickly corrode and damage your electrical connections, so a quick scrub with a wire brush and some terminal protector spray can prevent a mid-winter breakdown.

Starter Motor Fails

The starter motor is a compact high-torque electric motor that kicks the engine over. In extreme cold, the internal grease can thicken so much that the solenoid (the part that engages the gears) sticks. Add this to additional resistance from thicker engine oil and a battery down on efficiency due to the cold, and continuous cranking can burn it out.

If your solenoid is clicking instead of engaging, try to tap it with a rubber mallet to release the solenoids. If it works but struggles to get the engine started, this may be a sign that a rebuild or replacement is on the cards.

Be Winter Ready

Keeping your car’s various mechanical and electrical components in good shape will help prevent a series of cascading issues resulting in a breakdown. And while prevention is better than cure, carrying jumper cables, a battery booster, a rubber mallet and some terminal spray can help get you home in an emergency. In fact, it is always good to keep items like blankets, water, and a few provisions in your vehicle if you regularly brave the freezing outdoors.

A New Rival For America’s Favorite Midsize Trucks

For many buyers, midsize pickups like the upcoming Ram Dakota are exactly what they need. It’s smaller than a full-size truck like the Ford F-150, doesn’t cost a fortune, and still does cliche truck things like hauling and going off-road. The KP31 aims directly at that formula. It rides on a ladder-frame chassis and shares similar dimensions to the Ranger, with a tough, upright design that embraces a retro design language. It comes fitted with a snorkel, all-terrain tires, and a tub ruck. And its round headlights and boxy proportions remind us of both the new Toyota FJ Cruiser and Land Cruiser. Its silhouette also reminds us of another plug-in hybrid Chinese pickup that’s already on sale in Mexico, the BYD Shark 6.

The First Diesel Plug-In Hybrid Pickup

Hardcore truck fanatics dream about having diesel power come back to the modern age. While there’s talk of Stellantis retaining some diesel-powered models in Europe, the majority of the segment has died off. That said, the Chery KP31 gets a 2.5-liter turbodiesel engine that’s paired with plug-in hybrid tech, which they claim is “10% more fuel efficient” than the average diesel engine. According to details reported by CarExpert, the setup could deliver up to about 170 km (105 miles) of electric driving range while still targeting around one ton (2,200 pounds) of payload and 3.5 tons (7,700 pounds) of towing capacity – the same as the new dual-motor Tesla Cybertruck. A gasoline plug-in hybrid variant is also expected to join the lineup in 2027.

Could This Chinese Pickup Reach North America?

For now, the KP31 is planned to only go on sale in Australia in Q4 2026, but the Chief Engineer of Chery, Peter Matkin, told CarExpert the Chinese ute may go on sale internationally, saying “these rugged-looking cars get a lot of attention overseas,” mentioning markets like Europe, South Africa, and South America. While North America hasn’t been confirmed, the idea of Chinese automakers entering the US is getting more attention. In fact, Ford has thought of allowing Chinese carmakers to build vehicles in the US via joint ventures, despite most US dealers wanting them blocked-off. If the KP31 delivers on its promise, it could force key players in the midsize truck segment to evolve if they want to stay relevant.

While we often worry about battery voltages and tire pressures, the state of the fuel in your tank, whether its gasoline or diesel, can cause a lot more havoc with your engine and other mechanical components.

To keep your vehicle running in extremely low temperatures, you need to understand the freezing point of your fuel and what to do in an emergency.

What Temperature Does Gasoline Freeze At?

Gasoline is a complex mix of hydrocarbons and additives like ethanol and detergents. Because it is a mixture rather than a single chemical compound, gasoline does not have a single, sharp freezing point like water does. Instead, it has a “freezing range.” So, typically, gasoline will begin to solidify or turn into a waxy slush at temperatures between -40°F and -200°F.

Why This Happens and the Impact on Your Engine

The reason gasoline resists freezing at common winter temperatures is its low molecular weight and the presence of various solvents. However, as it approaches extreme lows, the heavier hydrocarbons in the mix begin to crystallize. If gasoline reaches these temperatures, it becomes too viscous (thick) to pass through the fuel lines.

But a more common issue at these temperatures is the fuel line freezing up. This is often caused by trace amounts of water vapor in the tank condensing and freezing, rather than the gasoline itself turning solid. Seeing as water freezes at 32°F, this will happen well before the gasoline starts to freeze.If your car struggles to start, stalls, or runs rough, it may be due to insufficient fuel reaching the engine due to a clogged fuel filter or blocked fuel lines.

What to Do if Your Gas Freezes

If you suspect your gasoline has thickened or fuel lines have frozen, the best thing to do is wait until it thaws out, however there are a few steps you can try below to help speed up the process and prevent it occurring in the future:

• Move the vehicle to a warmer environment: A heated garage is the safest way to thaw the system. If your car won’t start, and you can’t tow it, this may not be an option.
• Gas-Line Antifreeze can help: Modern fuels already contain ethanol, which absorbs water. Adding more additives haphazardly can sometimes upset the fuel chemistry, so only use gas-line antifreeze sparingly.
• Check the Fuel Filter: Ice crystals often lodge here; the filter may need replacement once thawed.

How Often Does Gas Freeze In Your Tank?

For the average driver, gasoline freezing is extremely rare. In most US states, temperatures rarely reach the levels required to solidify gasoline. Most “freezing” issues reported by gasoline drivers are actually caused by water contamination in the fuel system rather than the fuel itself.

What Temperature Does Diesel Freeze At?

Diesel fuel is far more sensitive to the cold than gasoline. Unlike gas, diesel contains paraffin wax, which is a great energy source but a nightmare in the winter. Diesel starts to undergo a physical change called “clouding” at around 32°F, the same temperature as the freezing point of water. The paraffin wax starts to solidify, clouding the diesel and thickening the diesel.

When the temperature drops to around 10°F to 15°F the wax crystals cling together, and this is referred to as gelling. At this temperature the diesel will be thick enough to clog the fuel filters and lines. The Pour Point occurs at <0°F to -15°F. This is the lowest temperature where the diesel can still flow but it will be very thick and sludgy.

These temperature ranges are for what is called #2 Diesel. This is the standard diesel fuel for summer temps and has a high energy density.

#1 Diesel is more commonly used in winter and has a lower wax content to allow better flow in cold temperatures, but has a lower energy density. It can remain liquid at temperatures as low as -40°F.

A 50/50 mix of the two fuels is common practice in cold temperatures to help prevent gelling while still maintaining efficiency.

Why This Happens and the Impact on Your Engine

As the temperature drops and the paraffin wax in the diesel begins to crystallize, the diesel takes on the consistency of a thick slurry or even a solid candle-like wax. If you try to run a diesel engine with gelled fuel, the wax crystals will immediately clog the fuel filter. This starves the engine of fuel, causing it to smoke, lose power, and eventually die. Because diesel engines rely on high-pressure injection systems, forcing gelled fuel through the pump can cause expensive mechanical wear.

What to Do if Your Diesel Has Gelled

If your diesel has already gelled, simply turning the key won’t help. You can try some of the measures below to help thaw out the fuel system:

• Use a Diesel “Emergency” Additive: These products are specifically designed to dissolve wax crystals and return the fuel to a liquid state.
• Apply Heat: If possible, use a portable heater (carefully) aimed at the fuel tank and filters, or move the truck into a heated shop.
• Replace the Fuel Filter: Once a filter is clogged with wax, it is often difficult to clear completely without a fresh replacement.

How Often Does Diesel Freeze In Your Tank?

Diesel gelling is a common occurrence in northern climates. Truckers and diesel vehicle owners should be aware of upcoming cold snaps and take precautionary measures to keep their vehicles from being exposed to prolonged freezing temperatures.  

How Can You Prevent Your Fuel From Freezing?

Prevention is significantly easier (and cheaper) than thawing out a frozen fuel system in a snowstorm. Whether you drive a gas or diesel vehicle, these tips should help keep you moving:

For Diesel Engines:

• Use Winter-Blend Diesel: Most stations in cold regions switch to a “winter blend” (a mix of #2 and #1 diesel) that has a lower pour point.
• Anti-Gel Additives: Use a preventative anti-gel treatment at every fill-up during winter months. These must be added before the fuel reaches its cloud point to be effective.
• Install a Fuel Heater: Many modern diesel trucks come with or can be retrofitted with electric fuel heaters that keep the wax in a liquid state.

For Gasoline Engines:

• Keep the Tank Full: A full tank leaves less room for moist air to enter. This prevents water vapor from condensing on the tank walls and freezing in your fuel lines.
• Maintain Your Battery: Often, what feels like “frozen fuel” is simply a cold battery unable to provide enough CCA (Cold Cranking Amps) to turn the pump.
• Gas-Line Antifreeze: Anti-freezing additives can help in extreme conditions, but make sure to stick to the recommended ratios.

Regardless of the fuel your vehicle uses, it is always a good idea to park indoors to help prevent fuel line freeze ups. Changing your fuel filters before winter is also recommended. A clean filter is much less likely to trap the small amount of ice or wax that might form when the temps plummet. With a bit of forward planning and an understanding of the unique characteristics of your fuel, you can lower the chances of an unplanned roadside stop in the depths of winter.

A few years ago, the multinational automotive conglomerate known as Stellantis; the parent company of brands like Chrysler and Citroën, set a target for all of its sales in Europe to be all-electric by the end of this decade. However, in an about-face to its commitment, new reporting from Reuters revealed that it had been reintroducing diesel versions of several of its popular cars and passenger vans in an effort to recover from slowing electric vehicle sales. 

“We have decided to keep diesel engines in our product portfolio and – in some cases – to increase our powertrain offer,” it told Reuters. “At Stellantis we want to generate growth, that’s why we are focused on customer demand.”

Like EVs, many spirited car enthusiasts on the continent have varying opinions regarding diesel-powered cars. If you’ve ever watched any episode of old Top Gear, you’d know that apart from EVs and hybrids, the trio of Jeremy Clarkson, James May and Richard Hammond weren’t exactly fond of diesel cars, either. In a 1993 column for Top Gear magazine, Clarkson himself stated that “Diesel has only two places in current society: under the bonnet of something with six axles and a tattooed arm sticking out of the window, or in a tractor.”

Despite this, as recently as 2015, diesel cars made up 50% of new car sales in Europe but have been in a decline since that year’s ‘Dieselgate’ scandal and the steady rise of electric vehicles. According to data from European car lobby group ACEA, diesel vehicles made up just 7.7% of new car sales across the continent in 2025, while fully electric cars accounted for 19.5%. However, when compared side-by-side with Cox Automotive data, the percentage of diesel car sales in Europe is roughly the same as electric car sales in the United States, as EVs made up roughly 7.8% of all new car sales in the United States in 2025. 

So what is it about diesel that turns off Americans, but still keeps a significant amount of European buyers invested? It’s all down to a significant failure regarding U.S.-market diesel cars decades before dieselgate and simple economic factors that speak to money matters more convincingly.

Before Dieselgate, there was GM’s Dieselfail

If there is one failed idea that many automotive historians and pundits credit for swearing off Americans from diesel-powered motoring, it would be none other than when General Motors pulled off its own diesel disaster by creating a stew of regulatory panic, rushed engineering, and breathtaking corner-cutting when it tried and failed to create a diesel passenger car engine.

In an attempt to meet then-new 1978 model year fuel economy regulations, which required GM to hit a collective 18 miles per gallon across its entire lineup, it launched the Oldsmobile 350 diesel V8, also known as the LF9. Although General Motors currently makes its own Duramax diesel engines for its pickup trucks and full-size SUVs, the Olds wasn’t a diesel engine built from the ground up. It was simply a diesel conversion of Oldsmobile’s existing gasoline 5.7-liter ‘Rocket” V8, sharing the same bore, stroke, and bottom end as the gas engine, just with bigger pistons, a beefier iron crankshaft, and different heads. 

As a result, all the diesel-enabling upgrades made the 350 diesel a whole 25 pounds heavier than its gas-powered sibling. While the gas-powered Rocket V8 made anywhere from 160 to 325 horsepower, the diesel belched out a whopping 120 horsepower and 220 lb-ft of torque, all while emitting terrible noise and dirty, black smoke out its tailpipes. To make matters worse, later iterations with revised tuning made just 105 horsepower. Despite that, Olds models that got them got upwards of 30 MPG, and as a result, the frankensteined motor got shoehorned into all types of GM vehicles. Up until 1985, these engines were optional extras on everything from Chevys, Buicks, Checker Taxi Cabs, and even Cadillac DeVilles, Sevilles, and Eldorados. 

However, early adopters of these powertrains noted that living with these engines was a nightmare, as they suffered from all types of critical issues. These included head gasket leaks, oil pan leaks, corroded fuel injector pumps and water contamination in the fuel pump. The problems were so bad, that one couple who owned a 1979 diesel-powered Cadillac Seville, reported that they had their engines replaced twice under warranty and faced a $4,500 (~$14,950.30, adjusted for inflation) repair bill when the third engine died.

In a March 1983 interview, former GM engineer Darrel R. Sand told The New York Times that he was forced to retire after strongly advising GM officials against putting the engine into production following tests that would’ve pushed more competent engineers to return to the drawing board.

”In test after test, we had broken crank shafts, broken blocks, leaking head gaskets and fuel pump problems,” Sand told the Times. ”The diesel couldn’t hold up, it was a hastily converted gasoline engine with a fuel pump designed for heavy trucks.”

By 1985, GM quietly killed the engine after these problems took a toll on warranty claims and consumer-led activism led to unwanted attention from the Federal Trade Commission (FTC), as well as a class action lawsuit. Decades later, the legacy of the Olds Diesels are still very evident and still has an impression on American buyers to this day.

Simple economics

Although a small chunk of European motorists have sworn by diesel for decades because of the torque and the fuel economy, there are some significant factors about diesel-powered cars that have left a sour taste in American motorists’ mouths.

First things first, automakers that actually sold diesel-powered versions of its popular cars slapped a hefty premium on their diesel models when compared to their gas-powered equivalents. For example, the 2014 Volkswagen Passat started at $22,765 for the gas-powered 2.5L S trim, while the lowest price diesel TDI SE cost $29,495; a $6,730 gap for the same car with a different engine. At the same time,the 2014 BMW’s 328d carried a roughly $1,300 markup over the comparable 328i, while that year’s diesel Chevy Cruze only came as the top-of-the-line model, which costed over $7,465 over the base gas model.  

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For most American buyers, it was a tough sell, especially when the payoff in fuel savings takes years to materialize, if it ever did. Speaking of fuel savings, diesel is routinely more expensive than regular gasoline in the U.S., sometimes by a painful margin. According to AAA’s current national averages, regular unleaded is sitting at $2.917 per gallon while diesel is running $3.651; nearly 75 cents more per gallon every single fill-up. 

Unfortunately, what drove the final nail in the coffin for diesel cars in the U.S. was Dieselgate, the 2016 scandal where Volkswagen was found to have been using defeat devices in their diesel vehicles to cheat emissions tests. Regulators revealed that their “clean diesel” cars were pumping out more than 40 times the legal limit of pollutants. The fallout reached beyond just VW, as Americans found the image of their ‘efficient’ diesel cars to be none other than just marketing fiction.

Diesel, after all. 

Despite the setbacks that have plagued the perception of diesel cars in the U.S., diesel tech is advancing to be cleaner and more efficient. Driven by stricter global emissions standards, modern diesels are vastly superior and incorporate sophisticated new tech that dramatically reduces harmful nitrogen oxides and soot. The only downside is that these new sorts of diesels aren’t available in any U.S. market cars. 

Despite the challenges and historical failures that have hampered diesel’s success in the U.S. passenger car market, the technology itself isn’t going anywhere. If the factors are right or demand for alternative powertrains persists, a new breed of diesel cars could potentially find a niche among Americans. The future of the combustion engine is still being written, and new diesels may make a surprise return to the U.S. when the time is right.

That’s because Chinese vehicles typically offer electrified vehicles at price parity with conventional cars, thanks to more cost-effective supply chains for battery technology made possible by Chinese state subsidies.

Stellantis, which has a big presence in Europe through its many French, Italian and German brands, has found an interesting way to respond to the Chinese expansion. In a move that few anticipated, Stellantis is bringing back diesel versions of some of its models in Europe to better compete against Chinese rivals.

“Sustained Customer Demand” For Stellantis Diesels

“We have decided to keep diesel engines in our product portfolio and—in some cases—to increase our powertrain offer,” Stellantis said. “At Stellantis we want to generate growth, that’s why we are focused on customer demand.”

Starting in late 2025, Stellantis began reintroducing diesel engines on models ranging from passenger cars to vans across the Peugeot, Citroën, DS and Opel brands. According to company statements and dealer listings reviewed by Reuters, models like the Peugeot 308 and DS 4 compact hatchbacks, as well as the Opel Combo, Peugeot Rifter, Citroën Berlingo and Fiat Qubo L small vans, are offering diesel engine options again.

Furthermore, the Opel Zafira, Peugeot Traveller and Citroën SpaceTourer minivans have received a new 2.2-liter diesel version this month in Europe in addition to the existing all-electric powertrain.

In addition to the aforementioned models that are getting diesel options again, Stellantis said in a statement that it will also continue producing diesel-powered models such as the DS 7 SUV, Alfa Romeo Tonale and Stelvio SUVs, and Alfa Romeo Giulia sedan “in response to sustained customer demand.” The Fiat brand also offers the Tipo budget family car with a diesel engine.

Why Diesel Makes Sense Again In Europe

While Stellantis had previously signaled a shift away from diesel, the company is now backtracking on its previous electrification commitments amid slower-than-expected EV sales in Europe and softened emission rules that previously threatened to phase out combustion engines by 2035.

Under its “Dare Forward 2030” strategic plan announced in March 2022, Stellantis targeted producing only electric vehicles in Europe by 2030; the company abandoned that goal last year.

The new market conditions allow Stellantis to offer a broader powertrain mix to compete with rivals, including Chinese brands which do not offer diesel engines at all. Reintroducing diesels also makes sense because vehicles powered by these engines are much more affordable than all-electric cars.

Only a decade years ago, diesel engines made up at least 50% of new-car sales in Europe, but ever since the Volkswagen Dieselgate emissions scandal, diesel vehicle sales have been declining abruptly. In 2025, diesel vehicles made up just 7.7% of new-car sales across the continent, according to data from European car lobby group ACEA; the share of fully electric cars’ was 19.5%.

A Diesel Ute Focused on Handling

The Amarok W600 sticks with Volkswagen’s familiar 3.0-liter V6 turbo diesel, producing 247 hp (182 kW) and 443 lb-ft (600 Nm) of torque. Disappointingly, it shares the same power figures as the standard V6 Amarok. That said, Walkinshaw Performance makes its mark in how the truck drives. The W600 receives a bespoke Koni suspension setup, a revised rear anti-roll bar, and wider Michelin Pilot Sport tires. Together, these upgrades ought to make it one of the best-handling trucks in the segment. A pity it won’t be as quick as its petrol-powered Ford brother.

Little Power and A Sporty Exterior

The 247-hp (182 kW) Amarok W600 enters a segment dominated by petrol-powered performance trucks, including the 470-hp (346-kW) Gladiator 392, 405-hp (298 kW) Ranger Raptor, and 310-hp (228-kW) Colorado ZR2. It’s definitely an odd entrant into the segment, but its new-and-improved appearance makes it a worthy contender to the heavy hitters – just ignore the expected 0 to 60 mph time of 7.6 seconds.

The standard Volkswagen Amarok is a clean, premium midsize pickup truck, and Walkinshaw’s visual changes add a sense of sportiness. The Amarok W600 gains 20-inch wheels, wider fender flares, unique badging, a dual-exit exhaust, and redesigned bumpers. However, Volkswagen has yet to show us what its front bumper looks like without a piece of digital camouflage covering it up.

Australia First, Global Next?

For now, the Amarok W600 is confirmed only for Australia, with deliveries expected between July and September 2026. That said, the product manager for the Amarok, Michael Cenci, told Australian publication Drive it would be “kind of crazy” not to explore international opportunities. Daniel DeGasperi, another Volkswagen Australia representative, supported the idea by claiming there is interest in introducing the Amarok Walkinshaw “at an international level.” Although it might not be as powerful as other gas-powered midsize pickups, the diesel-fed VW Amarok W600 will be a one-of-a-kind offering in the US, if it ever arrives.

Which RAM Trucks Are Covered

The settlement applies to model year 2014 to 2019 RAM 1500 EcoDiesel trucks built between June 12, 2013, and October 23, 2019. According to the lawsuit, the trucks were equipped with exhaust gas recirculation coolers that could crack and leak coolant into the intake system. That failure is alleged to create conditions that may lead to combustion inside the engine, with some cases escalating into engine fires. FCA US, now part of Stellantis, has not explicitly admitted wrongdoing but agreed to the settlement to resolve the claims, regardless. The EcoDiesel was positioned as a fuel-efficient, torque-happy alternative to a V8-powered Ram truck, but it’s clear they weren’t as bulletproof as expected. And it’s not the only diesel issue making the rounds: Mercedes-Benz had to pay $120 million to settle its own diesel scandal.

How Much Owners Can Receive

Compensation depends on what an owner experienced. Drivers whose trucks suffered an engine fire tied to an EGR cooler failure may qualify for a $3,000 cash payment, provided they submit supporting documentation. Rental car reimbursements are capped at $500 per truck, while coolant reimbursements are capped at $75 – that’s a total of $3,575. Owners who paid out of pocket to replace a failed EGR cooler within five years of the recall may also be eligible for reimbursement, along with a warranty extension covering parts and labor.

Owners Should Move Fast

There are a few key dates to keep in mind. Claims must be filed by May 16, 2026, with opt-outs due by February 8 and objections by January 9. But this isn’t knocking the stride in Ram’s steps. The brand still plans to use the smaller Rampage truck to take on the Ford Maverick, and will pivot towards Hemi V8-powered trucks, considering no one is interested in the electric Ram 1500 anymore. Anyone who owned or leased a covered RAM 1500 EcoDiesel during the affected production period can submit a claim by clicking here.

The Trump administration has continued to scale back vehicle emissions-related regulations that were expanded under the previous administration. Most recently, the U.S. Department of Justice moved to shift alleged diesel emissions-tampering violations away from federal criminal prosecution and toward civil enforcement.

According to a CBS News report, the Justice Department instructed federal prosecutors to stop pursuing criminal charges and to dismiss all pending cases related to the sale of emissions “defeat devices” and software tampering of vehicle emissions systems under the Clean Air Act. The report said roughly 20 investigations were active at the time of the directive, including some that had been indicted in 2025.

Diesel’s Heavy Footprint

Emissions-control tampering itself remains unlawful; what has changed is how violations are enforced. The regulations are intended to limit vehicle emissions, which are generally higher with diesel powertrains than with gasoline alternatives, particularly nitrogen oxides (NOx). An EPA study published in 2020 estimated that approximately 550,000 diesel pickup trucks had had their emissions controls removed over the prior decade and projected that these vehicles would emit about 570,000 tons of excess NOx over their lifetimes.

Diesel vehicle owners may remove emissions systems for several reasons, including performance benefits. Emissions-control components are designed to reduce pollutants, which can come at the expense of engine output, meaning their removal may increase horsepower and result in a louder, more aggressive exhaust sound. Reliability concerns are also a factor, as components such as diesel particulate filters and exhaust gas recirculation systems can clog or fail over time, potentially increasing repair frequency and long-term operating costs.

The Shift Is On

Compared with other global markets, diesel engines have a relatively limited presence in the U.S. passenger-vehicle landscape. Many automakers, including Toyota, have shifted toward hybrid powertrains that pair a gasoline engine with one or more electric motors. Instead, diesel engines in the U.S. are largely confined to heavy-duty applications, such as the 6.7-liter Power Stroke turbodiesel offered in the Ford Super Duty and the 6.6-liter Duramax V8 used in the Chevrolet Silverado HD.

Beyond changes in enforcement policy, the current administration has also indicated plans to remove federal tailpipe emissions mandates as part of a broader effort to address rising vehicle costs, with average new-car prices exceeding $50,000 in December 2025.

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The Nürburgring, as a race track, has transformed its reputation from being known simply as the Green Hell to being even more relevant in the modern context. Well, that’s all thanks to hypercars and supercars – and lately, even Ford and Chevy have joined the fray.

This 12.9 Mile race track has become the barometer by which all performance models are judged. Most brands like Porsche, Mercedes-Benz, Lamborghini, and the like have obsessed over claiming the crown for the fastest lap ever, but what about the other end of the spectrum?

A New Not-So-Glamorous Lap Record

Enter Ligier, a brand name familiar to those of age and to those who love F1. It’s a French brand that makes a very interesting car. The JS50 is what is called in its homeland a voiture sans permis, which means a car without a license. This micro-sized car is limited to very slow speeds, allowing drivers as young as 14 to drive on public roads.

While the JS50 makes sense on urban roads, it definitely is out of place around the most dangerous track in the world. And yet, Ligier, along with two French journalists, Nicolas Meunier and Martin Coulomb, went to the famed track to lap a couple of JS50s. The EVs weren’t actually driven to Germany due to its limited 119-mile range, but on track were the various variants of the JS50, a couple of EVs, and a diesel-powered one.

Ligier actually kitted out the JS50s with racing-type decals. Other than that, the cars remained stock, and with a top speed of only 28 mph, the diesel-powered JS50 clocked in at 28 minutes and 25.8 seconds, which is now officially the slowest ever recorded lap around the track. It beat out the previous record holder, a Trabant P50 that crossed the line back in 1960 with a time of 16 minutes and 1 second.

All in Good Fun

Obviously, Ligier’s recent efforts in Germany were done all in good fun. The EV variants of the J50 were also lapped, and the slower EV was a mere half a minute ahead of the diesel, at 27 minutes and 55.6 seconds, while the fastest of the three went around in 19 minutes and 53.4 seconds.

On a completely unrelated note, the current fastest lap was set by the Mercedes-Benz AMG ONE, at 6 minutes and 29.1 seconds.

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Ready-to-Haul Setup

This Silverado 4500HD Crew Cab is based on a dually chassis-cab platform and comes fitted with a Hillsboro Industries hybrid steel and aluminum flatbed. The setup includes diamond-plate surfaces, tie-down rails, a headache rack, aluminum side boxes, and a receiver hitch. There’s also an RDS aluminum fuel transfer tank with a Fill-Rite 12-volt pump and nozzle, turning it into a genuinely self-sufficient work rig. Power comes from GM’s 6.6-liter Duramax turbodiesel V8, rated at 350 hp and 750 lb-ft of torque, paired with an Allison six-speed automatic transmission. A dual-range transfer case, locking rear differential, and factory exhaust brake round out the drivetrain. In proper configuration, the Silverado 4500HD is rated to tow up to 37,000 pounds – more than triple that of a Ford F-150 Lariat Powerboost.

A Familiar Silverado Cabin, by Design

Despite being a 2024 model, the Silverado 4500HD shares much of its interior design with the decade-old Silverado. While that may raise eyebrows for some, buyers shopping in this segment often prefer proven, simpler tech that’s easier to live with and easier to fix. This example still offers plenty of comfort, with black Katzkin leather upholstery, heated and power-adjustable front seats, red seat belts, air conditioning, and some tech like cruise control and an 8-inch touchscreen with Bluetooth connectivity.

A Rare Kind of Listing on Bring a Trailer

At the time of writing, bidding sits at $54,500. While the original window sticker isn’t included, the 2024 Silverado 4500HD carried a starting MSRP of $59,535 before factoring in the flatbed, fuel system, and other upgrades. Given its low mileage and fully-built setup, this is a rare case of a heavy-duty truck that’s practical, fairly priced, and ready to work the moment the auction ends.

Ram is kicking off 2026 in a big way by giving the 2500 Power Wagon an engine option that it always deserved. For the 2027 model year, the heavy-duty pickup is now (finally) available with a 6.7-liter Cummins High Output turbodiesel. Before you ask, yes, it comes with a tidal wave of torque.

There’s 1,075 lb-ft of it, to be exact, making it the torquiest in its class as Ram claims. And if that’s still not enough, the big-block straight-six diesel also produces 430 hp. Granted, its weight means it won’t be scaring sport sedans off the line, but we’re pretty sure it can tow a couple of them without breaking a sweat.

A Long-Requested Model

According to Ram CEO Tim Kuniskis, the brand’s customers have long wanted to have the option of putting the 6.7-liter Cummins specifically under the hood of the Power Wagon. Prior to this announcement, it “only” came with the 6.4-liter HD Hemi V8, while the Laramie trim and up could be ordered with one.

“Matching the Power Wagon with the Cummins turbo diesel delivers everything our hardcore Ram fans expect: off-road capability with the best diesel in the HD segment. It’s the Power Wagon they’ve been waiting for,” said Kuniskis.

Towing and Hauling

Of course, we can’t talk about an HD pickup without mentioning its towing and hauling capacities. Ram claims it can pull nearly 20,000 lbs and has a payload capacity of about 3,000 lbs. There are also a couple of options available to make towing easier in the diesel-fed Power Wagon.

These options include a fifth-wheel/gooseneck preparation kit on the bed, along with packages such as the Towing Technology Group and Tow Technology Plus Group. Ticking those options adds conveniences such as additional cameras, tire pressure monitoring for trailers, a digital rearview mirror (for Tow Technology Plus), and more. Self-leveling automatic air suspension can also be specified, and includes a bed-lowering mode.

Other Highlights

This being the Power Wagon trim of the 2500, the Cummins-powered version also benefits from items such as the standard skid plates and rock sliders, along with Bilstein monotube dampers. There are locking differentials at the front, center, and rear, while 34-inch all-terrain tires provide traction on the rough stuff. It also has a disconnecting sway bar for increased suspension articulation — a huge plus when tackling deep moguls.

Standard features include advanced driver-assist features, a 12-inch Uconnect 5 touchscreen infotainment system, front and rear parking aids and cameras, and an integrated trailer brake controller. For options, the screen can be upgraded to 14.5 inches, an additional screen for the front passenger, a nine-speaker Alpine sound system, or a 17-speaker Harman/Kardon unit, and extended leather. And for those planning to venture even deeper off-road, one can specify the massive 50-gallon tank for an even longer range.

The 2027 Ram 2500 Power Wagon will hit showrooms by mid-2026 and carry a price tag of $88,470. For those who can’t wait that long, there are also new trims for the full-size pickup that have been added for 2026.

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Indomitable Mercedes Diesel Grunt

The monstrous machine, the U.S. military equivalent of the Swedish-designed Hägglunds BV206, is powered by a 3.0-liter Mercedes-Benz OM603 turbodiesel six-cylinder engine (not much unlike that in the Unimog), which produces around 136 horsepower and up to 229 lb-ft of torque. Fortunately, the new owner won’t be shifting gears manually, as power is delivered to the four-track-drive system through a four-speed automatic, and traffic won’t be an issue as this is an off-road-only beast. It seems like an ideal base for the wildest exploratory expeditions, with rubber tracks that allow it to travel over loose ground, snow, mud, and water, and it should be relatively comfortable, too, thanks to a reupholstered interior, a heater, and a 24-volt electrical system.

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The SUSV also boasts two bilge bumps and a fire suppression system, and if those don’t work, there’s a roof hatch for a quick escape. That’s not entirely unlikely, either, as the vehicle’s Wikipedia page reveals that the fire suppression system was added after several instances of the front car catching fire and burning to the frame.

Low Mileage, Which is No Surprise

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The VDO instrumentation indicates that the vehicle has covered roughly 5,000 kilometers, or around 3,100 miles (only 10% of which were added by the selling owner), and that low mileage count is to be expected given how few places there are to drive the vehicle. The gauges also show an 80 km/h (49 mph) speedometer, though that’s probably a lofty target in something like this. But with a load capacity of 4,960 lbs plus a trailer capable of handling up to 5,500 lbs of gross weight, the Hägglunds M973A1 SUSV is meant for utility, not speed. Of course, there are other ways of showing off. Like crossing a river, for example.

AWD minivans aren’t a new concept. The Chevrolet Astro AWD springs to mind when it comes to that. And let’s not forget the quirky (but overheating-prone) Toyota Van 4WD from the ’80s. There was a time when it was forgotten, but it’s now enjoying a resurgence through the likes of the Chrysler Pacifica and Toyota Sienna.

There’s also no shortage of those over in Japan. If anything, all of the country’s automakers offer an all-wheel drive option for their vans, in all shapes and sizes. But it’s the Mitsubishi Delica D:5 that stands out, as it’s always been known for its off-road capabilities. Okay, it’s no Montero, but it’s been in the off-road-ready van game for over 45 years now.

New for 2026

Notice we said “new” instead of “all-new”? That’s because the 2026 model is still based on the same one introduced way back in 2007. This minivan shares its underpinnings with the second and third-generation Outlander, the final Lancer, and is even distantly related to the Dodge Journey. Still, it’s a hugely popular van in Japan, and anyone who’s been there will attest to that.

So, what’s new this time around? Probably realizing that more people went for the all-wheel drive model, the two-wheel drive trims have been dropped. The chunky cladding is included and no longer trim-specific, and there are tweaks to the front and rear fascias. Inside, there are enhanced interior materials and a new, fully digital instrument cluster. The advanced driver assistance also gets an upgrade, as does the all-wheel drive system.

What Makes the Delica D:5 Unique?

On the surface, it looks like a boxy minivan with body cladding to give it credentials it doesn’t deserve. The thing is, the Delica’s all-wheel-drive system is pretty clever, with some Evo DNA sprinkled in. But what sets it apart from other all-wheel-drive minivans is its drive-select modes.

Simply put, it’s not something you can find in a Pacifica, Sienna, or any other all-wheel drive minivan in Japan. It has snow and gravel modes, although it doesn’t have more serious modes like mud or rock. It does have a center-locking differential, though, something you’d want in off-roading. While it won’t be scaring Land Cruisers on a trail, it has enough hardware (and software) to hold its own on the rough stuff.

Other Highlights

The powertrain is refreshingly old-school and defies the whole electrification movement. Under its hood is a 2.2-liter turbodiesel mill, and there’s not even mild-hybrid tech in it. It’s simple, proven, and tried-and-tested. The compact diesel engine delivers 174 hp and 280 lb-ft of torque, so don’t expect blistering acceleration. What’s more important here is its pulling power.

Ground clearance is over 7 inches, which is actually more than some crossovers out there. Mitsubishi is also quite proud of its approach and departure angles, really digging into the whole off-road minivan theme here. Speaking of which, there is no shortage of options to turn it into a factory glamper, from roof rails and baskets to neat storage solutions. Oh, and there’s an optional rear-entertainment system, too.

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The last Nissan Xterra rolled off the production line in 2015. Since then, the company has been left without a midsize truck-based SUV to rival the Toyota 4Runner. In the end, two generations were made spanning 15 model years.

Curiously, there was an overlap between the second-generation Xterra and third-generation Pathfinder. Both rode on the same platform and even shared the same 4.0-liter V6, but the Pathfinder was about nine inches longer than the Xterra. The Pathfinder later took a different, er, path and transformed into a crossover.

There seems to be a growing interest in truck-based 4WDs this decade. There’s the redesigned 4Runner and (sort of) downsized Land Cruiser, as well as the revived Ford Bronco. There’s also the Jeep Wrangler, which has been continuously updated and upgraded over the years. Thankfully, Nissan has confirmed that the Xterra is coming back in 2028. The thing is, it never actually went away, at least in other parts of the world.

The Xterra’s Alias

The Xterra’s formula is pretty simple. Take a midsize pickup, put a wagon-like body on it, and call it an SUV. Nissan has been building such a model since 2018, and it’s called the Terra. Yes, as in Xterra without the X.

It’s based on Nissan’s global Navara midsize pickup, which, in turn, uses a modified version of the F-Alpha chassis dubbed the D23. It was introduced in 2018 with Southeast Asia being the primary market. Then, in late 2020, the facelifted model debuted in the Middle East as the X-Terra. Emphasis on the dash there.

Great news? Well, not quite. In a way, you’ll be glad it isn’t being sold stateside. At the same time, you might say it’s a missed opportunity.

The Major Flaw

The X-Terra is sold in the Middle East, although the model is still called Terra in countries where it’s sold. As one would expect from a midsize truck-based SUV for Southeast Asia, it has a diesel engine. Nothing wrong with that, but the Gulf-spec models ditch that for a gas engine. Again, no big deal as gas prices aren’t really a concern over there.

The big problem here is that Nissan gave the X-Terra an engine that’s short of two cylinders. It’s a 2.5-liter, four-cylinder mill that’s good for 165 hp and 177 lb-ft of torque. Oh, and that’s the only choice you get in the region. The trouble here is that competitors like the Toyota Fortuner (no relation to the 4Runner) and Mitsubishi Montero Sport offer a V6, or a turbocharged four-cylinder like the Ford Everest.

It’s not like a V6 won’t fit under the hood either. The D23 platform can accommodate a bulky six-cylinder turbodiesel, so it’s possible that the simpler, naturally-aspirated 3.8-liter from the Frontier could be a good candidate. But despite the lack of a V6, the X-Terra is, surprisingly, a hit over there. Still, we can’t help but wonder if it’ll sell even better with a pair of extra cylinders.

The Rest of It is Good, Though

Now, we’re speaking from experience and from the perspective of the diesel Terra model sold in Southeast Asia. To drive, it’s generally agreeable, with a smooth, pliant ride that’s perhaps a little on the soft side. It’s no canyon carver (obviously), but it’s a pretty great long-distance cruiser. Cargo space is commendable, and the 4WD models come standard with center and rear differential lock. It is, frankly, a hugely underrated model in its class.

Cons? It does lack several advanced driver assists, and its diesel, while strong enough for the primary market (190hp, 331 lb-ft), is gruff and clattery. That platform itself isn’t all that new, although it’s still fresher than the one used in the American Frontier by a good decade.

Overall, the Terra/X-Terra needs a little bit more polish to be fit for US consumption. Slap in a V6 in there, and it’ll be perfect for those who want a simple midsize SUV in America. If anything, it serves as a decent benchmark for Nissan to start working with for the 2028 revival.

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Recent global auto theft rates are mixed, with increases in areas like Latin America and stabilization in the United States. While this crime isn’t going away anytime soon, one company’s technology is giving drivers and fleet managers more peace of mind. Ituran, a telematics/connected-car solutions company with hardware and software, has increased stolen-vehicle recovery rates for 2.6 million worldwide subscribers.

Autoblog spoke with Ituran co-CEO Eyal Sheratzky about how his company is serving as a unified stolen-vehicle recovery solution amid competitors offering partial services, how his organization is meeting modern demands, and more. Ituran has 24/7 control centers in every country where it operates, along with its own enforcement and intelligence units and technology. Many of Ituran’s competitors have technology but rely on third parties for enforcement and vehicle recovery. 

Sheratzky expanded on how Ituran differs from vehicle manufacturers’ embedded telematics: “We are looking for a long relationship with our customers. They see us as a service provider. Somebody needs to provide a service to answer the customer to recover the car. Ituran has a dual solution for this. One, we’ll provide hardware and services, and if the hardware isn’t needed, we integrate our services with the car and units.”

The numbers show that Ituran’s efforts are paying off

According to Sheratzky, Ituran has an almost 85% recovery rate within 30 to 60 minutes — totaling $3 billion in vehicle value — while police generally succeed in fewer than 10% of cases. Ituran’s success rate is also over four times the global average without specialist tracking. Ituran is the leading original equipment manufacturer (OEM) service provider in its niche in Latin America, with Nissan as a major customer. Companies like Nissan, General Motors, and others have incorporated Ituran’s technology into their plans and production lines, and this week, Ituran signed a three-year service agreement with Renault across at least four countries in Latin America. Ituran will deliver its advanced SVR and telematics solutions to Renault vehicles across key Latin America countries, with potential for expansion to additional markets and extended service periods.

Related: Gen Z Designers in Japan Have a Weird Vision for the Future of Kei Cars

Ituran is also expanding into racing, as in March, the company was selected by the Porsche Cup to analyze data. Sheratzky said: “This started as a technology we brought from the street to the Porsche Cup, one of the most famous touring car categories in the world. At the start of the project, Microsoft had a digital transformation challenge for the Porsche Cup Brazil. Then Microsoft approached us, and through our technology, we were able to capture the data from the Porsche cars. We sent it in real time to the Microsoft Cloud, and this data is then processed and presented right there for the engineering team. So we can get this data from the car, from high temperatures, from low oil pressure, or even a tire that’s leaking a little bit of air. We can see all of this in advance.”

How Ituran adapts to today’s thieves while leveraging AI

When asked how automotive thieves are operating in recent years, Sheratzky replied: “So they [criminals] always have to, in order to keep their industry alive, find more solutions. For example, today they’re coming with jammers. They’re coming with alternative car computers so they can try to convert [and override a car’s original computer system].” In addition to increasing stolen-vehicle recovery rates, Ituran’s service helps police apprehend thieves, reducing repeat offenses. 

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With artificial intelligence (AI) technology becoming increasingly prevalent, Sheratzky told Autoblog how Ituran is using AI to optimize its service: “I think, the most useful thing that we’ve done recently [with AI] is that our system learns the habits of the anonymous drivers.” The Ituran CEO gave an example: the company’s system recognizes a driver’s habits, and if a thief tries to jam the driver’s unit while the driver is sleeping, it’s easier to identify the event as illegal.

Final thoughts

Sheratzky shared his thoughts on what lies ahead for Ituran, highlighting the car rental market, leveraging AI and big data, and carbon cash credits as three key areas of focus. The company’s app, IturanMob USA, provides a shared all-in-one mobility management service for small-to-medium car rental parties to remotely control vehicle doors, send secure links to clients for vehicle access, access detailed data reports, and more. 

The Ituran co-CEO said: “Small companies that trade [rent] cars have a lot of expenses, and they need customer satisfaction. So, by providing them with [IturanMob USA] technology, they can do it remotely with confidence and reliability. I think that this is something that we can do in the US because we found that there is not really sufficient technology, and those rental companies have strong means.”

Ituran plans to leverage AI and big data to benefit customers, including road operators, cities and municipalities, and retail stores. Telematics data from Ituran helps electric vehicle (EV) drivers receive carbon credits that can translate into cash incentives for reducing emissions.

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The mad geniuses at Grind Hard Plumbing Co are reviving a crashed and burned-out Ferrari F355 Spider with the engine swap you didn’t see coming. The team is currently working on dropping the 5.0-litre twin-turbo V10 diesel motor from a Volkswagen Touareg TDI into the lightweight Italian chassis. 

As you can imagine, this revival involves extensive fabrication work and modifications to the Ferrari’s chassis, subframe, and body to accommodate the massive TDI engine, but the boys at Grind Hard Plumbing Co recently posted a video indicating that they are up to the task. The Idaho-based custom shop and YouTube creator is known for some of the whackiest builds on the internet, and has a reputation for putting together creative and unorthodox vehicles that some may call insane. 

From Write Off to Ambitious Prototype

The ambitious build started with not much more than a fire-damaged shell, but rather than being a setback, the condition of the tub created the opportunity for Grind Hard to think outside the box with this project. With a whole lot of cutting, shaping, custom fabrication, and reinforcing parts of the chassis, they were finally able to clear enough space for the big V10 while preserving structural integrity. The team has so far managed to squeeze the motor into the Ferrari F355‘s engine bay, and is currently working on creating mounts and cooling pathways, as well as structural reinforcements to handle the added weight and massive torque of the diesel engine. 

Not a Build for Purists

Purists may balk at the idea of a diesel-powered Ferrari, and even go as far as to consider it blasphemous, but the intention was never to create a show- or museum-worthy restoration. In fact, the team behind the build has stated that the aim is to create a unique rally-inspired reinterpretation of the Ferrari F355, with chunky all-terrain tyres mounted on 16-inch wheels, long-travel suspension, and enough torque to move a house. The 5.0-liter motor is rated at 310 horsepower and 553 lb-ft of torque.

What’s next?

The Grind Hard Plumbing Co is hard at work to turn their vision into a reality, trading polished authenticity for rugged capability and visual drama, and will continue to document their progress on their YouTube channel. The diesel-powered F355 project will continue pushing the boundaries of experimental fabrication and what is possible with a little imagination, and we can’t wait to see this beast hit the road. 

The sixth-generation Mitsubishi Triton made its world debut in 2023, and entered the Brazilian market last year. Now, for 2025, Mitsubishi have introduced a limited-run Savana edition, that takes the popular pickup’s ruggedness to the next level with a host of factory-fitted adventure-oriented equipment. 

What Is It?

To create the Savana, Mitsubishi started with a Triton in the flagship Katana trim and gave it a tasteful makeover, with a focus on adventure. This includes a more substantial front bumper and skid plate, a snorkel that raises the truck’s wading depth from 19.7 inches to 31.5 inches, tough cladding to protect the body panels from stone chips and scrapes, rock sliders that can also be used as side steps, and a roof rack. The black 18-inch alloy wheels, while still the same size as those on the Katana trim, now sport a fresh design. The Triton Savana is also available in two unique colorways that aren’t offered on any other variant — the bright Rally Yellow you see here, and a darker Forest Green. The bumper, skid plate, cladding, and front grille all get a unique matte graphite grey finish. 

Under the Skin

Mechanically, the Savana is no different than the Triton Katana that it’s based on. It is powered by the same 2.4-liter, four-cylinder, twin-turbo diesel motor that puts out 202 horsepower and 346 lb-ft of torque. The engine is mated to an eight-speed auto ‘box, and employs Mitsubishi’s Super Select II four-wheel-drive system which offers seven terrain modes to tailor traction just about any surface. Suspension is shared with the Katana variant as well, with an independent double wishbone setup up front, and leaf springs with a solid axle at the rear.

On The Inside

The premium cabin once again mirrors the Katana trim, featuring leather upholstery with red stitching, a 9-inch touchscreen infotainment system, a 7-inch digital driver display nestled between the dials, wireless charging, dual-zone climate control, seven airbags, and a 360-degree camera setup with a full suite of driver-assist tech.

Limited Numbers, Fair Price

With only 80 units on offer across Brazil, the Mitsubishi Triton Savana is set to become quite an exclusive pickup truck. It is priced at the equivalent of about $65,500, which is approximately $2,000 more than the top spec Katana trim, and seems like a fair markup for a limited-edition, adventure-focused factory special.

If one were to trace the roots of the Ford Explorer, it was essentially the SUV version of the Ranger, with a wagon-esque body added. It was actually capable off-road, and it came with pretty rugged underpinnings, thanks to its ladder-frame chassis. Today, the Explorer has become a crossover that’s pretty far removed from the original.

However, a Ranger-based SUV is still being sold outside America. If you’re based in Asia, Oceania, Africa, or Latin America, you already know what we’re talking about. That would be the Ford Everest, and it’s become a viable competitor for the Toyota 4Runner.

Not a New Name

The Everest has been around since 2003. The original model from over 20 years ago rode on the global Ranger, which is unrelated to the one sold in North America. It was, even by the standards of the day, agricultural, with leaf springs and torsion bars keeping the thing upright. It was primarily for emerging markets, with the biggest being Southeast Asia.

But it was the second generation that really put the Everest on the map. It was no longer just a Ranger with an SUV body as it became heaps more refined and less truck-like behind the wheel. Now in its third generation, launched in 2022 and updated for the 2026 model year, it still rides on the current Ranger’s platform.

The Specs

In terms of size, it’s about the same as the 4Runner at 193.5 inches long, 75.7 inches wide, 72.5 inches tall, with a wheelbase of 114.2 inches. The Toyota is ever so slightly longer and wider, but the Ford is a bit taller and has a longer wheelbase. It’s also close in size to the Land Cruiser 250 Series.

For Oceania and Southeast Asia, diesel power is the only option with the Everest. Specs are conservative by American standards, starting off with a 2.0-liter turbodiesel with 167 horsepower and 299 lb-ft. That’s mainly for the entry-level trims, as most benefit from a 3.0-liter V6 diesel that makes 247 hp and 443 lb-ft of torque. In countries where diesel isn’t a hot commodity, there’s also a 2.3-liter EcoBoost that delivers 296 hp and 310 lb-ft.

Other highlights? There are three rows of seats, and rear diff locks are standard on 4WD versions, which can wade into water up to 2.5 feet deep. Off-road drive modes are included, plus there’s about 9 inches of ground clearance. There’s even an off-road-oriented trim called the Tremor that adds more ground clearance, skid plates, and a beefier suspension arrangement.

Fit for America?

Perhaps not with the diesel engines. That said, the 2.3-liter turbo came straight from the Ranger, so it should be well-suited for American roads. Given that the Everest has the same platform as the Ranger and is closely related to the Bronco, there shouldn’t be many tooling changes in the plant to make it happen. The platform-sharing also has the advantage of potentially installing more powerful engines in the Everest.

There are some hurdles, though. The first would be if people actually want a 4Runner or Land Cruiser rival from Ford. It’s a neat idea, but we can’t say for sure if there’s real demand out there. The second would be the Explorer’s existence, as the Everest could take some sales away from the country’s best-selling midsize crossover.

Lastly, there’s the Bronco that already uses the same basic architecture as the Everest, but it could appeal to those who’d like an off-roader with a little more subtle styling.

Subaru’s first foray into the EV market is a result of a partnership with Toyota. The Solterra has been around since mid-2022 for the 2023 model year, and the same goes for its twin, the crossover formerly known as the bZ4X. Both EVs have been updated for 2026, and while Toyota simplified its name to just bZ, Subaru stuck with Solterra.

The facelift brings with it a fresher look with its redesigned front end, along with hardware changes to boost range. The 2026 Solterra is available in five trims with two powertrain choices. Prices range from $38,495 to $45,885.

2026 Subaru Solterra Lease Deals for November

For November, there is a special lease offer for the 2026 Solterra Premium available on Subaru’s official website. The clincher here is that it starts at below $400 per month. The deal is $339 per month for 36 months, with a due-at-sign payment of $2,839. Offer is valid until December 1, 2025, and it’s $0.15 for every mile beyond 10,000 miles (annual).

And for those looking to lease the Solterra for less, there is a second option. There is also a lease special for the 2025 model for $299 for 36 months. Mind you, it still has the older look with smaller batteries. Same terms and conditions apply.

2026 Subaru Solterra Highlights

The most important update made to the Solterra is the larger battery pack. It’s increased to 74.7kWh, giving a range improvement of about 25 percent. The range depends on the trim chosen, but all benefit from the larger batteries nonetheless.

Like the bZ, the Solterra gets more powerful motors for the 2026 model year. Power rises to 233 hp for the single-motor versions, and climbs to 338 hp for the dual-motor all-wheel drive models.

Solterra trim levels consist of Premium, Limited, Limited XT, Touring XT, and Touring XT Leather. Unlike its Toyota counterpart, the Solterra is all-wheel drive only, not that we’re complaining.

Final Thoughts

Why choose the Solterra over the bZ? Well, the Subaru is a little cheaper to lease than the Toyota, plus you get the benefit of having all-wheel drive as standard. The Solterra also has different suspension tuning from the bZ, with the Subaru version having a more handling-oriented tune. The two may be twins, but the Subaru does offer slightly better value.

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.

Older Defenders are strange SUVs in all the ways that make people obsess over them. They’re not comfortable, they’re not quiet, and they don’t pretend to be modern. What they do have is character and capability, and this 2000 Land Rover Defender 90 leans into both. Showing 119,682 miles (exempt/TMU) and imported in 2025, it’s the short-wheelbase body style you don’t see as often as the 110, with a 2.5-liter five-cylinder turbo diesel, five-speed manual, and proper 4×4 hardware underneath. This particular 2000 Land Rover Defender 90 is for sale on Exotic Car Trader, and you can check out the listing by clicking here.

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Gray paint and smoked glass define the exterior’s look

On the outside, this Defender 90’s gray exterior is set off by black details with aluminum body panels that were chosen to resist corrosion. The MESAI smoked rear glass adds privacy and visually darkens the back half of the SUV without changing the lines.

This example rides on black 5-spoke wheels wrapped in BFGoodrich Mud-Terrain T/A KM2 tires for when you expect to see mud, ruts, and rocks. Its short wheelbase and tall profile suit that setup. Nothing about the exterior is fussy with its flat sides, exposed hinges, and near-vertical windshield.

A re-upholstered cabin in a still-working machine

Inside, the Defender 90 stays true to its working-vehicle roots but gets a welcome upgrade in materials. The interior has been re-upholstered in elegant faux leather, which takes some of the sting out of the basic architecture. Up front, sport bucket seats replace the flat factory chairs and give real support when you’re bouncing around off-road or spending hours behind the wheel. In back, the fold-down jump seats preserve the traditional Defender layout, with extra space for people when you need it and cargo room when you don’t. The dash remains simple and functional with switches, knobs, and gauges; there’s nothing to swipe or scroll through.

Useful touches include a passenger-side battery charging and starting post, so you’re not digging through the engine bay or under a seat when you need a jump or want to hook up a charger. A vehicle immobilizer serves as a quiet layer of security, cutting the fun for anyone who doesn’t have the right key.

A drivetrain meant for slow, deliberate traction

Under the hood, this Defender 90 is powered by a 2.5-liter five-cylinder turbo diesel (Td5) with electronic direct injection. The seller reports it as factory rated at 111 hp and 189 lb-ft of torque. That output feeds a five-speed manual transmission, giving you a straightforward, back-to-basics driving experience.

The transfer of power doesn’t end there—an LT230 two-speed transfer box with a locking center differential handles low-range work and traction when the surface turns ugly. Underneath, a boxed steel ladder frame supports a heavy-duty Salisbury rear axle and Rover-type front axle.

Final thoughts

If you want a Defender that you can take off-road and haul gear, and otherwise earns its keep instead of living under a cover, this one lines up with that idea. It’s about having the kind of SUV that feels like it was built to work every time you turn the key.