Tune in to our audio coverage of the 2025 Genesis G80 3.5T Sport Prestige, where we share our thoughts after a week spent behind the wheel.

Ford currently sells 7 different models of its Bronco off-roader, each with its merits. Regular powertrain choices include a 300-horse turbocharged four-cylinder or a 330-horse twin-turbo V6. There is a 3.0L twin-turbo V6 that produces 418 hp and 440 lb-ft of torque, but this wicked mill is only paired with the range-topping, Baja 1000-ready Bronco Raptor. Until 2027 that is, as Ford is opening up the order books on an all-new Bronco special edition…the Filson.

All photography by Tyler Stender, see the full gallery here.

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Eddie Bauer 2.0

Back in the late 80s and early 90s, Ford partnered with Eddie Bauer to great acclaim. At least in my mind. Eddie Bauer Fords had a whiff of fancy with that signature two-tone gold exterior and spruced-up cabin with extra leathery-wooden goodness. Fun fact: Though the Explorer was easily the most common Eddie Bauer-ed Blue Oval product, Ford also applied it to the big old Aerostar and the short-lived Taurus X. Since then, Eddie Bauer has, um, not done great. Enter Filson.

A long-running, iconic American outdoor gear brand, Filson earned its stripes outfitting folks who did things like prospect during the Klondike Gold Rush along with the U.S. Forest Service. Today, it remains a high-end supplier of ruggedly handsome goods, from shirts and coats to bags and bibs. In other words, the perfect partner to a Ford Bronco in need of a new special edition.

No Need, All Want

Now, I’m already a big fan of the Bronco. It’s just a cool rig. I have no real need for one, but that doesn’t I don’t very much want one. So getting a look at the upcoming Bronco Filson in Boston was an all-but-guaranteed hit in my book. Which is how Tyler and I found ourselves in the Boston Seaport a couple days ago, ogling Ford’s modern take on an outdoor brand vehicle collab. And oh my, did they nail it. Especially in First Edition duds.

Filson First Edition Is The One To Have

Only a couple thousand examples of the Bronco Filson First Edition are expected, according to Sean, a Ford marketing rep onsite in Boston who has earned the affectionate nickname “Bronco Jesus”. The regular Bronco Filson is a looker in its Field Green finish, but only First Edition buyers will behold the Iron Sands Copper Metallic paint job Ford has conjured. As you can see by Tyler’s photography skills, this is THE color to have.

Raptor Engine, Defender Vibes

With the color-keyed hardtop, mirror caps, and wheel arches, I daresay you’re looking at a Land Rover Defender competitor. And on the topic of wheel arches, note that these are of the so-called “narrow body” Bronco variety. Not to be confused with the extra-wide pieces found on the Bronco Raptor. Wicked as the Raptor may be, the extra width needed to cover its beefier suspension and wheels feels a bit afterthoughty to me. Regular narrow-body Broncos are more visually appealing in my book, and now, with the Filson edition, you can have the big, bad engine and the classy body lines.

Other key Bronco Filson goodies include everything from the existing Sasquatch package. 35” all-terrains, e-locking front and rear diffs, all the GOAT drive modes, and a special Filson-tune for the trick Fox dampers. One needs all the off-road things when one is out hunting big game, fly fishing, competing in the Iditarod, and doing other Bronco x Filson-y things after all.

Bronco x Filson Is A Handsome Devil

As for aesthetics, it’s all here, and I must say, looking very sharp. Outside, you’ll find a special front-end treatment, exclusive wheels with much dopeness, requisite fender badging, and a Filsonified spare tire carrier. Even the trail sight tie-downs have been updated to allow for longer gear, like canoes, per Ford. Inside, quilted leather and Filson-inspired twill cover the seats along with a touch of logo embossing and a splash of bronze trim. The dash is wrapped, Filson-branded storage bags are spread throughout, and, on the First Edition, a serialized plaque sits on the center console.

Final pricing has yet to be announced for the 2027 Bronco Filson, but Ford has pegged it in the mid-$70,000 range. So, above the current Stroppe Edition and below the mighty Raptor. The want, it is strong with this one.

About the author: Niel Stender is an automotive journalist. See more of his work on MuckRack.

Lately, I’ve driven some pretty neat pickup trucks. The Ram 1500 Warlock struck me with its (relatively) reasonable price tag, strong off-roading creds, and novel (these days) front bench seat. With Ford’s F-350 dually in King Ranch duds, it was impression by dimension. That beast stood tall, wide, and dripping with glitz. And then Chevrolet upended my understanding of what a pickup truck can be with its absolutely wild Silverado EV. The Trail Boss Max Range version, to be exact.

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Electric Beast Truck

Modern pickups are big, but this battery-powered Silverado is gargantuan. In Trail Boss guise, it sits on 35” all-terrain tires. Width measures 85”, and while that extra 4” over a regular Silverado may not sound like much, remember to multiply it by the 19 ½-foot length and 6’ 8” height on this truck to get a sense of added volume. To that, simply add, oh, 8,906 pounds of curb weight. This is a lot of truck, one that demands attention, but also respect for its tremendous driving range.

Max Range = 478 Miles

With the Max Range moniker, you’re looking at an estimated 478 miles of range on this Silverado EV courtesy of a 205-kWh battery pack. This configuration, optional on LT models and above, makes 760 horsepower and 765 lb-ft of torque - or 725 and 775, respectively, for the Trail Boss - from dual electric motors at either end. It also features an 800-volt architecture that allows for a 350-kW DC Ultra-Fast charging connection that Chevy says will add 120 miles of range in 10 minutes.

I do not have such a charging setup nearby, so was unable to put this to the test. What I can tell you is that unlike EVs with smaller batteries, the Subaru Uncharted with its 75-kWh pack for example, trickle-charging the Silverado EV overnight via a typical household outlet is a fool’s errand.

Open Thy Wallet

All this range and power doesn’t come cheap. The example I drove, optioned with a $1500 glass roof and then some, stickered at $93,000. You do, however, get a lot of truck for the money. 10,500 pounds of towing, a steeper approach angle, a quartet of 120V bed outlets and one 240V receptacle, a 2” lifted suspension, those giant tires, climate-controlled front and heated rear outboard seats, digital rearview mirror, Super Cruise, head-up display, multi-flexing midgate and tailgate, and a heated steering wheel. Did I miss anything? Oh yeah. Wide Open Watts (WOW) and Sidewinder driving modes.

So Much Power

Fun fact: This 3-ton brute can hit 60 mph from a dead stop in 4.1 seconds, per Car and Driver. EVs are known for their immediate torque delivery and ability to fling loose objects from interior storage bins with ease. See Lexus RZ for reference. But press the WOW button on the Silverado EV and something different happens. Flop sweat. Four-wheel drive is part of the deal here, but what felt like torque steer entered the equation during a test of uncorking 775 pound-feet of the stuff. It was unsettling and exciting all at once.

Enter The Sidewinder

As for Sidewinder mode, it’s just plain fun. Press the WOW icon on the central touchscreen, and you’re greeted with sounds that remind of entering the End Guy portion of your favorite old video game. Think Double Dragon. You also get pretend combustion engine noises piped through the Bose audio system under throttle. Enter the Sidewinder, however, and behold an epic animation of a snake sidewinding across the massive touchscreen, replete with snakey sounds!

Once activated, all four wheels move in phase up to 20 mph. It’s a bizarre feeling behind the wheel as the truck seems to skate diagonally in a most unnatural way. Going backwards was truly strange. Perhaps it would help in tight parking spots, but mostly it worked as a neato neighborhood party trick.

All The Cabin Space

Driving the Silverado EV Trail Boss is a breeze. All that power effortlessly moves all that mass. The cabin is incredibly quiet and airy. Though the all-glass roof wants for a sunshade, it certainly opens up the space. Rear passengers appear to be lounging in the living room, and up front, you can manspread to your heart’s delight. I did find the ride a bit bouncy front-to-back over rough sections, but that rear-wheel steering makes light work of tight turns.

Favorite features include the big frunk. Unlike smaller EVs, this area is not an afterthought; it’s a space that can handle more than charging cables. The midgate took a little getting used to when being opened up - be careful not to drop the glass window - but once mastered, twas pretty handy. For instance, you can fold down one section of the 60/40 rear seats to slide long stuff through. Or you can lay it entirely flat, stow the glass in a dedicated slot, and enjoy serious airflow alongside a huge load of cargo capacity.

Beeps, Bops, And Bloops Galore

Perhaps my only real gripe was the amount of noise - beeps, bops, and bloops - being generated by the various sensors in this truck. Some can be turned off, only to come back on the next time you get in. One in particular, which is not unique to the Silverado EV, involves the vehicle slamming on the brakes while you attempt to reverse into a tight space. It’s jarring and borderline dangerous when that maneuver is being performed with oncoming traffic.

The central infotainment screen is appropriately massive given the size of Chevy’s electric Silverado at 17.7”, and is quick to react. Note that Android Auto and Apple CarPlay are both absent. Instead, you get Google Built-In. There are many reasons GM has gone this route, but the bottom line is that my iPhone hooked right up without trouble.

With more time, I would have liked to get the Trail Boss on the trail and see what it can do. The good news is, with all that range, you’d likely be less anxious about making it back home after a day of adventuring. Also, it’s worth knowing that you don’t have to spend 93 thousand bucks to enjoy this slick new EV pickup truck.

The Budget-Friendlier Chevy Silverado EV

The new-for-2026 Silverado EV Custom starts under $60,000. It can only be fitted with the Standard Range powertrain that limits driving range to 286 miles and “only” 605 horsepower. These models also see slower max charging rates and an 8,500-pound towing limit. But for a $30,000 discount, it could be just the ticket for the electric pickup-curious crowd. Should your wallet allow it, however, I can see the appeal of the Trail Boss, if just for the pure bodaciousness of the thing.

About the author: Niel Stender is an automotive journalist. See more of his work on MuckRack.

After our eventful night of unremarkable food and uninspired beer in Sarnia, Ontario, Tyler and I struck out for Des Moines, Iowa. We had a big beer plan this day - Michigan overfloweth with options - but alas, our early departure meant must-stops like Bells and Wax Wings were shuttered.

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Fortunately, we had excellent coffee and treats from The Electric Coffee Co., a small hole-in-the-wall kind of place in Port Huron available just after you cross the bridge from Canada to the U.S. Highly recommended. Less recommended is Taste Coffee Co, a cute-looking establishment near Lansing on I-96 with exorbitant prices and average fare.

Fully caffeinated, we punched it for Des Moines via the Interstate 96/69/90/80 stretch. It’s a roughly 540-mile run between these two cities, and one that left us very happy to have Hyundai’s adaptive cruise control. It works a treat in stop-and-go traffic, and gives your leg a nice break on the open stretches.

Regrettably, we missed the state welcome signs for Michigan, Indiana, Illinois, AND Iowa due to endless construction hurdles. Once we cleared Davenport, however, the road gods cleared the way, and we sailed through. Iowa gets a bad rap as “flyover country”, but I have to say, on a sunny, 77° summer day with the windows down and music up, it’s a glorious place to drive.

Especially when Lua Brewing is your final destination. St. Louis friends have been raving about this place for years, and I’ve been enjoying the fruits of their visits via 16 oz. tallboys ever since. As ever, the beer is better on draft. It didn’t hurt that the food was tasty and the folks were friendly as well. Worth a visit.

We spent the night at a Revel hotel outside Des Moines, this time full of good beer and grub. Plans for an e-bike exploration evaporated when the trail was discovered to be unfinished. But a quick loop of the Living History Museum was just the ticket for wrapping up a solid day on the road.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

An epic car thing happened this summer - my buddy Mickey offered up his father’s 1969 Triumph TR6 as a sort of loaner for wrenching. You see, I’ve been on the lookout for something old, something mechanical, something right out of Julia James Davis’ Analog Resistance. She points out that old cars are low-tech, better looking, and fixable by shade-tree mechanics such as myself. Couldn’t agree more, Julia. Which is how this gorgeous TR6 ended up in my garage.

Part of this adventure was to satisfy my need to hold a wrench and work on mechanical stuff. The other was to show my kids some of the basics. Oil changes, setting the points, trying to go for a drive without checking that the brakes work. I’m kidding. Well, not about a test drive with useless brakes. That happened. But not with the kids. Do as I say, not as I do, and all that.

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My eldest daughter is on the cusp of obtaining her driver’s license, with the twins hot on her heels. So no time like the present. Milan and I have already had a bit of fun sorting through the things a car like this accumulates. Mickey’s dad bought this car in 1980, I believe, so the stuff…it accumulates. We made a wee YouTube clip out of it. Laughing ensued.

With that sorted, our next step was to address, well, the lack of spark. Sort of a key aspect of starting the car and the main reason behind the story - the Triumph hasn’t started in years. Digging into the ignition system, I discovered things. Like a badly damaged distributor cap, roasted points, and some unusual wiring. With my inline spark tester and Haynes manual in hand, the problems were addressed, and the spark was returned!

Fun fact: The order in which you stack the leads for the ignition coil and condenser on the breaker plate post matters in a 1969 Triumph TR6. I started with it backwards. No spark. After much swearing and reading, I realized my error, remedied it, and here we are.

Around this time, Mickey stopped by, and we discussed work thus far. Which led to the obvious question, “What’s next?” There are certainly many things that need addressing to get things running smoothly, like, oh, the fuel system. But in the interest of not overcomplicating it, he and I agreed that pouring a bit of fresh gasoline in the tank was at least worth a shot.

It’s a good thing Mickey was there because I absolutely would not have gotten the Triumph started. It’s got a manual choke! One that is barren of logos or graphics to explain its purpose. He got in the driver’s seat, did some two-handed wizardry with the choke and the key, pumped the gas…many times…and after a faint cough, that 57-year-old straight-6 thundered to life.

It’s probably for the best that I only caught part of the ensuing excitement on film. As my wife informed me, the whole neighborhood likely heard us. What with the spectacular aural symphony of the Triumph’s screaming engine and the fabulous tapestry of enthusiastic obscenities Mickey and I unleashed at the same time. What a sound!

We then attempted to go for a spin. Only to discover on my driveway - that slopes down to a busy road - a complete lack of brakes. Like, pedal-to-the-floor kind of lack. Mercifully, the e-brake gently grabbed and prevented something unfortunate. Mickey popped it in reverse, we put the old British beauty back in its bay, and changed our respective underpants.

So, it appears we will be learning about old British roadster brakes next. I’m all for it. In the name of the Analog Resistance, I happily submit myself to tasting gasoline in the air, deafening the neighborhood, and having a whole lot of fun in the process.

About the author: Niel Stender is an automotive journalist. See more of his work on MuckRack.

Dominic Scalise, from IYKYK, recently wrote about “the flex of not flexing” and zeroed in on vehicles like the 2006 Toyota Land Cruiser. He shared his appreciation of excellent vehicles people own that are uninterested in peacocking. It was a great point and one I agree with. To that pool of understated flex, I present the 2026 Ford F-150 Tremor.

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Anything But Gonzo

I realize it might seem a stretch to sidle up a modern F-150 alongside the 100 Series Land Cruiser in this context, but if you broaden the context to full-size 2026 trucks as a whole, I’d argue there’s a case to be made. You’ll find no shortage of gonzo off-road-aimed pickups fighting for your attention these days. Objectively excellent examples include Ford’s own Raptor siblings, the dinosaur-themed Ram TRX, and its horned megafauna-styled RHO sequel.

Of more questionable excellence, but of huge dimension and ample consumer adoption, are steroidal peacocks like the Black Widow line of lifted brodozers. So fierce. When you consider these showboating brutes, the F-150 Tremor is a regular wallflower, a shrinking violet even. But don’t let that fool you. Ford has put a whole lot of solid engineering into these dedicated off-roaders.

Active Orange And Under The Radar

On the shy flower front, when finished in Carbonized Gray Metallic - like the example I spent a week with - the Tremor flies well under the radar. Active Orange is the name Ford gives the subtle accent treatment that identifies Tremorized trucks. It’s painted across the front grille, dabbed on the fenders, and fills in the rear-end badge. True, there is a TREMOR graphic on the back corner, but compared to the splashy Raptor R decorations, this is positively staid.

And I love it. You can’t miss a Raptor R or TRX, and certainly not a badass Black Widow blundering about. However, only those in the know would ID a Tremor. No fat fender flares. 33” all-terrain tires that manage to look functional. Monochrome rims. What a concept.

Many Off-Road Upgrades

Up front, a modular front bumper boosts the approach angle on the F-150 Tremor to 27.6° and features a pair of recovery points not finished in red or yellow. You can’t see them, but a bevy of skid plates protect the front end, front differential, fuel tank, and transfer case. This unseen goodness continues with front control arms and suspension knuckles unique to the Tremor, along with long-travel off-road-tuned dampers.

EcoBoost > Coyote

Under the hood is Ford’s casually excellent EcoBoost V6. You can pay an extra $375 for the naturally aspirated Coyote V8. It is a wonderful engine that arguably makes better sounds under load. And yet, this 3.5L twin-turbo V6 is an absolute beast with 400 hp and 500 lb-ft of torque (90 more than the Coyote) that slings the Tremor around with ease and can pull up to 13,500 pounds. It sounds pretty darn good too.

All The Trail Tech

Pre-wired upfitter switches in the overhead console come standard for those who can’t help but install a CB radio and winch. The same is true of Ford’s trail tech - Rock Crawl, Trail Control, Trail 1-Pedal Drive, and Trail Turn Assist. All of which promise more capability in the Tremor’s preferred environment beyond paved surfaces.

$14,090 Less Than A Raptor

Perhaps the Tremor’s biggest flex without flexing is its price tag. Drive around town in a Raptor, and everyone knows you’re a big spender. It starts at $82,495 with destination. The Raptor R? Well beyond $100,000. At $68,405, the F-150 Tremor is something of a bargain. As ever, that number can balloon quickly. The truck I drove was optioned up the wazoo to $82,340 due to add-ons like a glass roof, Pro Access tailgate, and B&O Unleashed audio system, among other things.

These are all nice things, but are largely unnecessary if what you really need is a highly capable off-road full-size pickup truck. In that case, the entry-level 2026 Ford F-150 Tremor is just the ticket, and one that easily flexes without flexing.

About the author: Niel Stender is an automotive journalist. See more of his work on MuckRack.

Many moons ago, Tyler and I crossed Lake Champlain via quaint car ferry on our way from Burlington, VT to Niagara Falls. The ferry is still there, doing its quaint thing and we pulled aboard at the crack of dawn after driving through a full double rainbow in the farmy, rain-soaked Vermont countryside. Bucolic, you might say.

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On the other side of the pond, we spotted…a beaver! Yes, folks. A real, in-the-wild beaver shambling across the road. It was ludicrous. A man was standing there taking pictures, but the furry little rascal was too quick for us! I tell you, this is the funniest creature to see waddling about. That tail!

From here, we pointed the Hyundai towards the Adirondacks. And then spent a tremendous amount of time going seemingly nowhere on our big fancy atlas. By the time we made it to our lodging this night, we had spent two days of driving and covered less than 800 miles. But! We chose this path on purpose, for it is glorious.

If you’ve not driven through New York’s Adirondacks, go do so. Unless you’re my daughter Maren. She is prone to car sickness and would have perhaps experienced a bit of PTSD at driving past that exact same U-Haul parking lot that we arrived in by way of screeching halt two summers ago, just in time for her to unload lunch…inside the car.

It’s windy alright! Custom-made for the trio of Porsches we saw cruising through, replete with a 718 Spyder RS. Very spicy. Rand McNally earned his keep here as the cell signal was, well, not great.

Landing in Rome, NY, we had a mixed bag of experiences. Superofficial is a funky coffee shop that lands on the good side of that bag. Worth a stop. The sketchy Fastrac gas station? Not so much. Full of smurfers and, incredibly, expired Funny Bones, this joint was the start of a day filled with food misadventures.

For those who don’t know, Funny Bones are a snack cake favored by 11-year-old connoisseurs of ultra-processed crap. Such as myself, circa 1991. I haven’t had these chocolaty substance-wrapped confections filled with peanut butter-adjacent goo in decades, and was excited at the prospect.

Brimming with anticipation, I carefully peeled open the greasy plastic wrap to reveal what looked like Funny Bones previously consumed and regurgitated into the package. Adult friends of mine have since suggested that Funny Bones probably always looked like that. Rose colored lenses and all. But given this two-pack had an expiration date far in the past, I elected to pass. Apocalypse-proof Twinkies these ain’t.

Unsatisfied, we made haste for Niagara Falls. The Canadian side, to be clear. You see, on that last trip, I forgot my passport, and Tyler has never forgiven me. As everyone knows, the Falls are better in Canada. Triple-checking before departure, I had our border crossing papers prepared…and we almost didn’t make it.

The border guard was very nice. But on approach, Tyler, who was driving, suddenly informed me of a previously unknown condition of his that involves getting all nervous and jerky at border crossings. It went something like this…

• Border guard: Do you have anything to declare?

• Tyler: No.

• BG: Do you have any meat or produce?

• T: No.

• BG: Do you have any weapons?

• T: Can you define weapons?
  
  <awkward pause>
  

• BG: Well, guns, knives, explosives…

• T: I have a Leatherman!

• BG: What’s a Leatherman?

• Niel: It’s like a Swiss Army knife.

• BG: You guys are good to go.

Safely across, albeit with a touch of flop sweat, we encountered roughly the entire nation of Canada elbowing for a view of the Falls. The streets, sidewalks, and parks were absolutely stuffed with humanity. With nowhere to park and no interest in joining the herd, we settled for a Niagara Falls drive-by. Turns out, it looks pretty cool from inside the car too.

Our final stop for the night was Sarnia, Ontario. We got there around 9 PM on a Sunday, so it was predictably shuttered. Thinking the hotel bar was still serving num nums, we stopped at a local market for a few essentials. My instructions to Tyler were water, beer, and donuts. All 5 food groups.

Shortly after entering said market, Tyler called me on the telephone, laughing with that tinge of mania which accompanies a too-long day in the car, making strange suggestions of hot dogs and a microwave. I read him the riot act, but to no avail. He returned with…yogurt…and two tall boys of no-name “beer”.

Then, the hotel bar stiffed us on food, which led to a desperate DoorDash request for Taco Bell delivery. To say it sucked would be an understatement, but the two aged ice cream sandwiches procured from the hotel snack bar really made up for it. All in all, a perfect day of road-tripping.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

It’s not every day a car talks to you in forced induction tongues, so I was somewhat baffled when Toyota’s brute of an overlanding rig - the 4Runner Trailhunter - first began chatting me up. The confusion came from figuring out the location of said chattiness, as the culprit - a plastic intake snorkel mounted to the passenger-side A-pillar - is effectively invisible to the driver. This intake makes the most hilarious whistling, fluttering, clippity clappity noises under load. And it’s just one funky feature from an absolute bonanza of special equipment attached to, arguably, Toyota’s most epic 4Runner.

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A Trailhunterized Toyota Lineup

The Trailhunter moniker first broke cover with the Tacoma, Toyota’s mid-size pickup. Next up was the 4Runner, with the full-size Tundra slated to be Trailhunterized in 2027. Unlike the TRD Pro spec, which targets aspirational Baja racers, Trailhunter is Toyota shorthand for overlanding. These two 4Runners jostle for space atop the vast 2026 4Runner hierarchy - there are nine trim lines - with just $200 separating the base price points. Which, in the case of the Trailhunter would be, ahem, $69,795.

The Dictionary Definition Of An SUV

Now, I love the 4Runner. It’s been around for over 40 years and enters its 6th generation looking tougher than ever. Unlike so many crossovers that wannabe SUVs, Toyota’s 4Runner is the real deal. Sitting on the automaker’s TNGA-F platform shared with its trucks, the Land Cruiser, and the Sequoia, the 4Runner is an unabashed body-on-frame truck-based beast. Whereas I am a soft, middle-aged American male who may have piloted a similarly righteous XJ Jeep Cherokee many decades ago, but has since been further softened up by the interminable crossover onslaught.

4Runner Overlanding Special

I tell you all this because at first 4Runner Trailhunter blush, with that 70k price tag and truck-ulent demeanor, I was like, “Who the heck is buying this thing? Certainly not my uncool, sort-of sedentary, somewhat doughy self!” But then I dug into the details and got behind the wheel for a week. And you know what? The Toyota 4Runner Trailhunter is in fact an awesome rig that I’d argue makes a strong value proposition. I was reluctant to see it go, and I don’t even do overlanding (obviously).

Nobody’s Perfect

Like any vehicle, the Trailhunter isn’t perfect. It’s a stinker on gas - I saw 19 mpg combined. The center console is weirdly shaped and seemingly designed for losing things in. And the super-soft suspension tune has a tendency to make passengers nauseous around town. Yes, I know, it’s supposed to be hunting trails. But let’s not pretend there aren’t folks buying these killer 4Runners for looks alone. That said, if it’s overlanding you’re after, Toyota has pulled out all the stops on making the 4Runner Trailhunter something of the perfect vehicle.

A Cornucopia Of Upgrades!

That smushy suspension comes from Old Man Emu. It features 2.5” forged monotube dampers with piggyback reservoirs out back and wants to be off-road. While there, the 33” Toyo Open Country III A/T rubber offers ample grip. Those 18” bronze rims that are exclusive to the Trailhunter? They just look dope. Speaking of cosmetic dopeness, take in the bronze heritage-style TOYOTA front lettering, chunky 3D Trailhunter badging, and wrap-up rear quarter windows that tip a hat to early 4Runners. I’m such a sucker for these little touches.

The functional upgrade party continues with a wickedly bright LED front light bar and color-selectable fogs from Rigid. A special high-clearance front bumper increases the approach angle from 18° on lesser 4Runners to 33° on the Trailhunter. That talkative high-mount intake helps avoid sucking dust into the engine whilst off the grid, a host of skid plates protect the underbody, frame-mounted rock rails do the same for the vulnerable rocker panels, and ARB provides a beefy roof rack. I didn’t mount any traction boards or water tanks up there, but I did use it for strapping down my surfboard and found it rather sturdy.

Wide, Powerful, And Itching To Go Off-Road

The Trailhunter sits 2” wider than stock 4Runners and has the fat fender flares to prove it. Like all 4Runners, the rear window rolls down (perhaps my favorite feature). However, the hybrid powertrain in this particular model is not lineup standard. Dubbed i-FORCE MAX, it is a turbocharged 2.4L inline-4 hybrid mill that churns out 326 horsepower and 465 lb-ft of torque. Quick enough off the line, all that torque would be truly welcome off the road. 4WD is standard here, as is an electronically locking rear diff and button-activated front stabilizer bar disconnect. Overlanding is the 4Runner Trailhunter mission statement, in case you were wondering.

But wait, there’s more! Mineral SofTex with yellow accents looks sweet and is happy getting wet. The bumping 14-speaker JBL audio system includes a portable Bluetooth speaker nested in the dashboard. There’s also a gargantuan 14-inch central touchscreen if that’s your jam. Pre-wired auxiliary switches set the mind aflutter with visions of winches, CB radios, and even more light bars. The pièce de résistance? A high-output air compressor embedded in the cargo bay wall. It’s neat and, more importantly, easy to operate.

The Surprising Value Proposition Of A Toyota 4Runner Trailhunter

So yeah, Toyota packs a whole lot of stuff into the 4Runner Trailhunter. Really, it’s somewhat overkill unless overlanding is truly a regular part of your life. If it is, then dang, this thing is worth a look. I didn’t price everything out on the aftermarket, but a buddy of mine who does in fact drive into the wilderness with a burly rig (an excellent first-gen Tundra BTW) felt there was a lot here for the money. When you consider it comes with a warranty and that Toyota made all those holes and applied all those aesthetic touches in a factory - as opposed to your garage - I’d say the 4Runner Trailhunter makes good sense.

About the author: Niel Stender is an automotive journalist. See more of his work on MuckRack.

3:30 AM wake-up calls are early. I’m a crack-of-dawn kind of person, but this particular hour is more the middle of the night. Such is the sacrifice required to uncork a Toyota GR Corolla on one of my favorite roads - the Merritt Parkway in Connecticut. These days, this alternative to I-95 is generally jammed, teeming humanity fumbling about with pathetic attempts at driving.

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Warning: Curves Ahead

Which is a shame as the stretch of this parkway running south from the 95 interchange all the way to the intersection with 287 is packed with yellow signs, blinking arrows, and white pavement paint warning you of curves ahead. Crucially, big rigs have never been allowed on the Merritt. In the early aughts, you could slice up those S-curves, during a midday run, with light traffic, while trying to hang with the occasional 911 screaming through Greenwich.

So, when an opportunity arose to travel the Merritt Parkway behind the wheel of a 2026 Toyota GR Corolla, plans were hatched. Living in New Hampshire, I have a 2 ½ ride to Meriden - the Merrit’s northern entrance. Leaving on a Saturday in July, heavy traffic was to be expected. So, I got up at 3:30 in the middle of the night, showered, picked up a soup tureen of the blackest Dunkin, and hit the road. All to get in front of the Merritt meatballs who live to ruin a good drive.

Not Your Average Corolla

Finished in Supersonic “Arrest Me” Red, the Gazooified Corolla looks bananas. The example Toyota graciously lent me was further spiced up with a big basket handle of a rear spoiler. Bulging fenders, vented body panels (functional!), and a triple exhaust stack are the key visual giveaways that this is no garden variety Corolla. Were you to be riding high, you’d also see the forged carbon fiber roof that’s included on Premium Plus variants.

On my drive from New Hampshire to New Jersey, I spotted exactly one other GR Corolla heading north - and I was looking. It’s not the kind of car your average commuter would notice. Friends and neighbors not into cars generally questioned the sanity of spending $47,000 on what might seem to be nothing more than a racy red econo-hatch.

But those in the know shared thumbs up in passing. I even participated in some kind of secret automotive courting ritual that must happen among the fart pipe crowd. On my way through Hartford, a goofy-looking Jetta rolled up alongside and proceeded to zing the bejeezus out of shiny fart pipes dangling off the rear end. I was impressed…that nothing fell off.

Gazoo Racing Employs Wizards

Boy-racer looks aside, the GR Corolla is something of an automotive engineering masterpiece. Your standard Toyota Corolla comes with a naturally aspirated 2.0L inline-4 producing 169 horsepower and 151 lb-ft of torque. It pairs with a CVT to create one snoozer of a sedan, albeit a practical, reliable, and objectively good snoozer. Once the folks at Gazoo Racing get done with the Corolla, however, it’s a wholly different beast.

Under the hood hides a turbocharged 1.6L inline-3 huffing on up to 26 psi of boost. Toyota lifts it from the GR Yaris and here it cranks out 300 hp and 295 lb-ft of torque. That translates to a specific output of 187.5 hp/L, which puts this little ripper in rarefied air. The 1,500-horse 8.0L quad-turbo 16-cylinder gazillion-dollar Bugatti Chiron is identical on this metric. Unlike that thundering behemoth bred for top speed runs, the GR Corolla thrives in the twisties.

6-Speed Manual FTW

You can spend $2,000 for the optional 8-speed automatic, but a 6-speed manual comes standard and is so much more fun. As a middle-aged relatively sedentary computer keyboard jockey, my weakling legs cringed under the Corolla’s clutch effort - at first. You see, my 10-year old Mazda6 has a well-worn, feathery light clutch. But after hundreds of miles, I became accustomed and did not end up with cramped quads as feared.

The iMT button - short for intelligent Manual Transmission - which activates an automatic rev-matching system, was not for me as it dialed up the revviness a bit too much. But it’s easily left off. And while I found the rowing action smooth and easy, if ever there was a candidate for an aftermarket short shift kit, the GR Corolla is it. As for handling, it was sharp. The AWD system can be modified to adjust front-to-rear torque splits through the dual Torsen diffs, but I left it in Normal mode and had a blast.

Harsh impacts are expertly rounded off - no surprise - helping to build confidence through tight sweepers. Turbo lag is barely there, and with this hottest Corolla running at high boil through the Merritt Parkway’s southern reaches, slow pokes were passed with ease and corner exits were…exciting.

Where Do I Sign?

You can’t hear it with the windows down at highway speed, but around town, little blow-off valve whooshes remind you that this is no ordinary Corolla. As do the fatly bolstered and embroidered front buckets - that I’d argue could use a bit more bolster - rumble on start-up, and aggressive stance. The thing is, I already love ordinary Corollas; they’re just great cars. But holy moly, in GR spec, this is a Toyota Corolla that has me absolutely smitten.

About the author: Niel Stender is an automotive journalist. See more of his work on MuckRack.

I’ve really come around to EVs. Initially a skeptic, I poo-pooed these modern rides for being cars without souls, as though I’m daily-driving a Boxster. Yeah right. My regular car is a Mazda6, albeit one with three pedals that I absolutely love to run. But my real daily life revolves around the three tiny humans whom occupy every waking moment of my day.

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At this point, the Mazda is a snugger fit for them and really, for the 0.8-mile trips to and from all the local places that make up 92% of my drives, I’m not exactly channeling Andretti. For these short trips, an EV is where it’s at IMHO. Now, I’ve driven some of the latest and greatest in the electric vehicle lineup, but none are quite so suited to family duty as the Hyundai Ioniq 9.

Spacious, Fast, and Quiet

It’s big, with three rows, a flat floor, and giant windows. It’s fast as hell, which elicits grins from my face and squeals of shock from the passengers. And inside? It’s quiet. Like one of those isolation chambers’ float-in-a-tub-of-water quiet. When I want to enjoy the singing soul of an ICE-powered machine, I’ll rent a Miata on Turo.

But most of my time behind the wheel is spent fielding questions, struggling to survive the slop that passes for rap today, and tuning out bickering siblings. As they say, silence is golden, which is doubly true on those rare occasions I’m driving all alone. On that front, the Ioniq 9 delivers.

Hyundai Goes Wild On NVH

It’s not by happenstance. Hyundai apparently asked its NVH engineers to go bananas with the biggest Ioniq. To that end, you’ll enjoy the fruits of foam-insulated tires, triple door seals, and acoustic laminated glass that runs across the windshield and around to the windows on all four doors. There’s active noise control and special structural foam in the door panels. A bonanza of noise suppression really.

Rocket Ride

Where the Ioniq 9 lacks in enthusiast-stirring sounds, it makes up for with bonkers acceleration. Car and Driver clocked this Calligraphy model at 4.4 seconds in the 0-60 run. That qualifies as fast for any car, but especially so for one weighing in at 6,000 pounds. It is a bizarre sensation, all that metal hurtling forward with the only drama found in a hood suddenly reaching for the sky, and no noise to speak of. Fun is also a word that comes to mind.

As the top-of-the-food-chain variant (technically the Calligraphy Design is more expensive due to fancy wheels and matte paint), this Ioniq 9 is packing serious powertrain hardware. Across the board, a 110-kWh battery pack provides the juice. In Calligraphy-spec, it feeds a pair of 157-kW electric motors - one at either end - to generate 422 horsepower and 516 lb-ft of torque that gets sent to all four wheels.

The base Ioniq 9 S makes do with a single motor that is tuned for 215 hp and 258 torques. It won’t be as fast as the Calligraphy, but at $60,555 (including destination), it’s some $16,000 cheaper. Range is only marginally better on the entry-level trim - 335 miles versus 311 - but of course, you miss out on all the frills.

Calligraphy Exclusives

As in special front and rear fasciae, a panoramic moonroof surrounded by a suede headliner, perforated soft-touch door panels, massaging front seats, climate-controlled captain’s thrones, a head-up display, a 14-speaker Bose audio system, and so on, and so forth. Hyundai may be aiming the Ioniq 9 at the luxury set, but its long-running value proposition still stands. 16 thousand bucks is a big base-to-top-spec premium. But I’d argue it’s justified by the relatively huge powertrain upgrades and list of content improvements that are too long to list here.

Driving The Ioniq 9

Behind the wheel, I found the 2026 Ioniq 9 as composed and softly-sprung as you’d expect of a $76,000 family hauler. Most harsh surfaces are quietly absorbed by the self-leveling dampers, a remarkable feat given the 21” rims. However, I did encounter an odd rear axle sideways hop over sudden, sharp surfaces like recessed roadway storm drains.

I also didn’t love the level of interference from the various rear-facing driver assists. There are many, and one of these systems likes to drill the brakes when you’re backing out of a parking space into traffic. It’s jarring and requires that you press the brake pedal to get moving again. Not great. The 1-pedal driving, however, is great. Very great.

The Ioniq 9’s regenerative braking system is adjustable from no regen all the way up to full 1-pedal driving. It takes some getting used to, mainly when coming to a full stop, as the car lurches nauseatingly if you come off the pedal too quickly. Master it, however, and the service brakes largely become a thing of the past.

Hyundai’s Spaceship Design Language

Now, pardon me while I gush about the 2026 Ioniq 9 styling. If you, like me, tire of the typical, generic crossover design aesthetic (read: anonymous blob), go lay eyes on an Ioniq 9. Hyundai uses all manner of fancy marketing-speak to describe it, which is encapsulated with the word “aerosthetic”. I don’t know what that means, but it definitely describes the Ioniq 9.

I would say it looks like a spaceship. But, like, a really cool spaceship. Specifically, a spaceship that doubles as a car and can, in fact, fly across the solar system. You know, like the Starcar featured in the widely-acclaimed 1984 Disney hit, “The Last Starfighter”. Doesn’t ring a bell? It’s okay, I’ve produced my own award-winning film below to explain this theory.

Hyundai calls the front and rear lighting treatment on the Ioniq 9 “Parametric Pixel”. Again, no idea on the meaning, but absolutely in love with the actual headlights and taillights on this EV. They blink and animate, seemingly trying to communicate, which the front-end apparently does; displaying the letter H in Morse code upon startup.

Big-Time EV Charging Numbers

When it comes to charging the Ioniq 9, Hyundai notes impressive figures, like going from 10-80% in just 24 minutes. That requires 350-kW DC Ultra-Fast charging versus a 250-kW Tesla V3 Supercharger. The Ioniq 9’s NACS charge port is Supercharger compatible, but figure on 40 minutes with a V3 unit. That said, I think the lion’s share of charging in this case - family EV - is going to be done at home, overnight.

I don’t have a Level 2 charger, so I just relied on the household plug in my garage, which qualifies as Level 1. It only added a 1% charge per hour, but that was enough in my case. I do work from home, but unless you’re constantly driving during the day, that 110-kWh battery pack and 311-mile range should leave enough room to get around town without too much anxiety if you keep it plugged in otherwise.

V2X Possibilities

An interesting aspect of this big battery is Hyundai’s stated goal of using the Ioniq 9 as a platform for V2X, otherwise known as vehicle-to-whatever thing you need power for. That starts with the existing V2L bi-directional charging cable that can be used to power up electronic gear directly from the vehicle’s battery.

However, there are plans to expand that capability into V2H for powering your home during an outage and V2G for sending electricity back to the grid for high-demand scenarios. It’s unclear when the full scope of V2X will be made available, but considering a Tesla Powerwall offers just 13.5 kWh of capacity, the 110-kWh pack in the Ioniq 9 makes a compelling case for putting it to use beyond just powering the car.

Is The 2026 Hyundai Ioniq 9 Worth A Look?

Buying a new car is typically driven by budget, and there’s no denying the 2026 Hyundai Ioniq 9 is on the pricey side. However, the pool of 3-row EV crossovers is not very deep at the moment, and among those choices, a $60,000 entry point is relatively reasonable. The Kia EV9 is technically the cheapest, and that model starts at $56,545. A $60,000 to nearly $80,000 swing certainly brings a whole host of nice touches when you look across the entire 2026 Ioniq 9 lineup, but even in base S form, it is one nice battery-powered family-friendly crossover.

About the author: Niel Stender is an automotive journalist. See more of his work on MuckRack.

Acura’s lineup is in danger of being 100% crossover-based, with its lauded Integra the sole holdout. This is a bummer, as the long-gone TSX and more recently departed TLX (née TL) were excellent cars. After briefly driving the Integra in its hottest Type S spec, I can tell you that Honda’s luxury arm still knows how to build killer cars, but we all know America loves crossovers, so it seems that 100% threshold is practically guaranteed.

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Perhaps to soothe this enthusiast whining, Acura has released the ADX, a new small SUV it says pulls from the Integra’s global architecture. That’s a fair statement, though you’d be hard-pressed to miss the Honda HR-V likeness on the ADX, particularly from the rump. After a week spent behind the wheel of a 2026 ADX in A-Spec Advance duds, it’s clear Acura still builds sport-forward vehicles, just less frequently in traditional car guise.

Elevated Badge Engineering

I’m the first car nerd to jump on the badge engineering finger-pointing train and complain loudly about this long-running automotive approach to saving money. GM really knocked badge engineering out of the park back in the day, and I mean that in the most ridiculous way possible. (See: TrailBlazer/Envoy/Bravada/Ascender/Rainier/9-7X sextuplets) Fortunately, Acura has done a more admirable job with the ADX and its Honda HR-V cousin. Really, the ADX is a lot more than just a spruced-up HR-V.

Outside, this is clearest when looking at the front-end. It’s all Acura, with a pointy nose and triple-creased hood. The automaker’s Chicane lighting looks dope as always - especially at night - front and back. You also cannot enjoy Double Apex Blue Pearl paint on the Honda, and it is absolutely worth the $600 premium. However, stand at the ADX’s rear three-quarter, and you’ll pick up that HR-V familial line.

Heart Of An Integra

Under the skin, however, the changes go deeper. First and foremost, you get the same 1.5L turbocharged inline-4 found in the base Integra. It’s down 10 hp, for 190 horses and 179 lb-ft of torque, but represents a big upgrade over the 158-horse naturally aspirated mill in the HR-V. Then there are specially tuned suspension and steering components, plus a long list of sound-insulating upgrades that make the ADX an Acura.

Now I know there’s a 0% chance Acura is putting a manual transmission in the ADX, but could I request an automatic over the current CVT? Pressed hard, I was not picking up any of the simulated gear changes purportedly delivered by the Step Shift programming. What I did hear was plenty of swishy-swashy noises and poky pick-up. It was at odds with the sporting pretenses of the A-Spec Advance, which does a fine job of slinging through the esses. Crisper shifts would be a welcome addition here.

Cabin Rizz

Something the ADX A-Spec Advance delivers in spades is cabin style. An Orchid microsuede-trimmed getup is newly available for 2026 and looks the stuff. It pops against the lovely white leather upholstery that would be a disaster were my kids allowed to ride around in their typical transportation protocol of food, drinks, and filthy clothing - which they were not.

I love a big panoramic moonroof, which comes standard here, as does a B&O audio system with 15 components. It includes a trunk-mounted sub that cranks and makes for fantastic highway runs with the windows down and moonroof wide open. Big hat tip to Acura for using a relatively small infotainment screen in the ADX. At just 9” across, it’s a pipsqueak by modern standards, but this is a subcompact SUV and since when do all cars need to have gigantic displays dominating the dashboard?

Save The PRNDL

While I’m on the kudos campaign, let’s also celebrate the traditional PRNDL in the ADX. It not only fits into my wildly popular Save The PRNDLs campaign that was started with the Kia K4 Hatchback, but makes the drive experience intuitive and easy.

Those adjectives are in short supply these days as automakers seem hell-bent on outdoing one another by building the wackiest driver-car interface possible. This is seemingly done in the name of innovation, but really just means you’ll have to watch a YouTube video to figure out what goes where.

Is The 2026 Acura ADX Worth A Look?

Not so with the ADX, as it manages to blend the goodness of its Honda roots with the crisper, sportier vibes of its Acura bloodline. At about $36,000 to start, there’s a case to be made here for skipping the German competition. Even in top-line A-Spec Advance setup, the ADX is about $44,000, which remains something of a bargain in today’s high-priced market. Just be sure to pony up for that Double Apex Blue Pearl finish; it’s a looker.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

It’s remarkable that, after 20 years, Honda remains the only automaker selling a unibody mid-size pickup truck in the U.S. Clearly, there’s a market for it. One that I found myself squarely within after driving a 2026 Ridgeline TrailSport for a week.

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My Kind Of Pickup Truck

Pickup trucks are cool, but are generally overkill pour moi. My towing needs don’t exceed an occasional trailer of yard debris to the recycling center, and I value a comfy ride - if only to keep my family of 5 content. The Ridgeline manages both with ease and offers a heaping dollop of Honda’s thoughtfully designed features.

Honda says the unibody construction of the Ridgeline consists of nearly 50% high-strength and ultra-high-strength steel aimed at rigidity. It works, as evidenced by pothole impacts and washboard road drives that utterly eliminate the side-to-side skating sensation found on traditional pickups with a solid rear axle and leaf springs. (see Chevy Colorado).

Tremendous Cargo Flexibility

This does translate to less towing capacity - 5,000 for the Ridgeline vs. 7,700 for the Colorado - but yields dividends in the ride quality department. Payload comes in around 1,500 pounds in the Honda (up to 2,000 in the Chevy), but the Ridgeline goes bananas with cargo bed flexibility.

Access is granted via a traditional fold-down (undamped) tailgate, or by swinging the gate open à la 1985 Buick station wagon. Once in, you’ll find a composite bed that skips the need for a third-party bedliner solution as it appears to be made from the stuff.

Built-In Dog Washing Station

Transporting some old bikes, I was happy to find tie-down points at all four corners, top and bottom, that made securing the cargo straightforward. But it was the Ridgeline’s in-bed cargo bay that left me most impressed. This is nothing new; I’ve just never had the chance to cruise around in Honda’s pickup until now.

Though the 7 cubic foot volume measurement of this space may sound slight, it’s not. Two carry-on bags fit in there with ease. It’s watertight from the outside and has a built-in drain plug should you choose to fill it up with ice for tailgating or smelly wetsuits post-surf session.

Tyler and I tested this use case out and were pleased to find that the Ridgeline’s lockable bed bin made for a great wetsuit washing station. In our estimation, it would also be well-suited to a dog washing station - if you could get your furry beast to hop in.

The wheel well housings are nearly flat in the bed, and the width is more than 48” between them in any case. Open up the back doors, and this cargo flexibility continues with flip-up seats. In this configuration, we stowed a bulky beach cruiser bicycle, but you could clearly stack it high with boxes, suitcases, and the like.

Light On Off-Roading Capability

If you plan to take your Ridgeline off-road, know that the TrailSport doesn’t really add much in the way of rough road upgrades. Honda says the suspension has been specially tuned for trails and the wheels are shod with all-terrain rubber, but that’s about it.

I do like the orange highlights exclusive to TrailSport variants, and if Ash Green Metallic paint is your jam, it is only offered on these particular Ridgelines. Ground clearance stays the same as standard models at 7.6”, which is nearly 2” shy of what a Subaru Outback Wilderness offers.

A Pleasantly Simple Cabin

Inside, the Ridgeline is basic and functional. Lots of storage space, a relatively low-lying center console, and ample physical controls are all appreciated. The central display measures 9”, fairly small by today’s standards, but I prefer it that way, and hope Honda doesn’t follow the crowd into the Enormous Infotainment Interface Zone.

Rear legroom is on the tight side at 37”, which is 4” less than what you’ll find in the Honda Passport and Pilot. However, theater-style seating back there helps with visibility and overall comfort. The $47,490 TrailSport model does come with a heated steering wheel and the aforementioned orange treatment, but for about $5,000 less you can get into a base Ridgeline Sport.

Honda Builds A Great V6

This is where my money would go, as it gets you the same free-breathing 3.5L V6 with a power peak of 5,350 RPM (it likes to rev). Output measures 280 horsepower and 262 lb-ft of torque, which is sent through a 9-speed automatic to spin all four wheels - AWD comes standard.

I saw 21 MPG in mixed driving, besting the EPA’s combined estimate for the TrailSport by a single MPG. That said, a hybrid option would be nice. But going back to the Ridgeline Sport for a sec, it comes nicely outfitted with 18” rims, cloth seats, triple-zone automatic climate control, wireless Apple CarPlay and Android Auto, and a wireless phone charging pad. For about 42 grand, it feels like a lot of truck for the money.

Is The 2026 Honda Ridgeline Worth A Look?

Were I in the market for a pickup truck, the Honda Ridgeline would be a top contender. The utility of that 5.3’ bed would come in handy for Home Depot runs, surf sessions, and the seemingly endless need to move stuff. But more importantly for me, the Ridgeline comes with a carlike ride, making it perfectly suited to the daily driver needs that come with a family and kids.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

One of my first cars was a Jeep. It was a 1989 Cherokee that came after my wacky Mitsubishi Starion gave up its electrified ghost. That Jeep was spartan with a couple seats, quarter-panel windows that spun in a circle, and a floor-mounted 5-speed with a lever approximately 18 feet long. That was the last time I spent significant time with a Jeep, one I absolutely adored. The 2026 Grand Cherokee Summit that I recently romped around in for a week is listed in Roget’s Thesaurus as the antonym of spartan. Jeep has come a long way in 37 years.

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The, Um, Summit Of The Grand Cherokee Lineup

Summit models sit over all other Grand Cherokees with a price tag of about $62,000. Refreshed for 2026 with the usual round-up of a freshened face, new paint jobs, and other minor touches, it remains an unmistakable Jeep. The biggest news has to be the four-cylinder engine under the hood that comes standard on Limited and Summit models. I’ll admit, the idea of Jeep’s fanciest GC running a 2.0L turbocharged four-pot had me concerned about Stellantis’ mental state. Keep in mind, the HEMI hath returned, and a wickedly powerful twin-turbo straight-6 currently exists in the automaker’s lineup.

Jeep Debuts The Hurricane 4 Turbo

But this is no ordinary little four-cylinder. Well, it is little on the displacement scale. But its Hurricane 4 Turbo moniker is well-earned. Blending a huge array of ICE tech - turbulent jet ignition from Maserati, a variable geometry snail capable of 35 psi, and plasma transfer wire arc cylinder bore coatings, to name a few - this little 2.0-liter beast makes 324 hp and 332 lb-ft of torque. That translates to a specific output of 162 hp/L, which nearly matches a Lambo Urus (before it went full PHEV).

It makes unusual sounds when pressed, but not the thrashy garble you might expect. Instead, it’s growly and aggressive. Noises that sound good and provide enough oomph to move this 2-row SUV around with ease. At least under power. I found a bit more vibration at idle than I’d like to see in a semi-luxury rig like this and some stuttering while pulling away at low speed. It does run on regular and can tow the same 6,200 pounds as its ancient Pentastar V6 cousin, but for all that mechanical jazz, the Hurricane 4 is only marginally better on fuel than the V6. I saw 19 mpg in mixed driving.

Air Suspension For The Cushy Ride Win

Ride comfort is excellent, even with big 21” wheels mounted. Chalk it up to the adaptive air suspension, which is capable of huge ground clearance swings, but also politely drops low for occupant entry and exit. That helps with smoothing out rough paved surfaces and offers the kind of off-road capability Jeep is known for. I did not have a chance to put this to the test, but max clearance measures 10.9”, the Selec-Terrain Management System has many drive modes, and the off-road pages are loaded with the kind of vehicle stats you’d want to see when running trails.

Luxury In Spades

As for luxury digs, the Grand Cherokee Summit knows what’s up. Tupelo-colored Palermo leather, real oak trim, “Liquid Chrome” inlays, and a suede headliner are typical automotive ritz. But these ingredients must be executed with a careful eye to look premium, and Jeep does just that. The climatized and massaging front buckets help, as does the huge sunroof and touches like illuminated McIntosh lettering on the speaker grilles - part of an epic audio system with components that also dial up the fancy.

So Many Easter Eggs!

One of Jeep’s signature moves is hiding Easter eggs in its vehicles. I’m not a member of the It’s A Jeep Thing You Wouldn’t Understand bumper sticker club, but I still love these nerdy hidden notes. By my count, there are 8 Easter eggs in the 2026 Grand Cherokee:

• Two Willy’s silhouettes - one behind the fuel door and another on the back side window

• A map of Detroit’s M1 highway in the engine bay, along with a 313 area code callout

• A little logo inside the windshield

• “Since 1941” etched into the end of the dashboard

• The front grille design replicated along the center console lid, and when you activate the cupholder keyholder trick

• And finally, a lineup of all the current Grand Cherokee generations silhouetted in the other back side window

I appreciate how much work Jeep did to make this happen and hope that I missed some. Also appreciated is the throwback HDMI port in the center console. In conjunction with the 10” QLED screen integrated within the passenger-side dash and household-style outlet, you can hook up an Apple TV and watch your favorite shows. Very cool.

Technology Overload

Less liked is the overwhelming amount of technology on hand. Individually, these systems are excellent. Crisp 12” central touchscreen. Fully digital instrument panel. Helpful night vision. Head-up display. Digital rearview mirror. But when all 5 are going at once, it can be a mind-melter with so much data to absorb. Of course, you can switch some off to ease the melting, but I have found my personal limit on digital interfaces while driving. Specifically when the live streams of night vision (showing what’s out front) and the camera-based rearview mirror (what’s out back) are running at the same time.

Other noteworthy Grand Cherokee highlights are the strong, easily modulated brakes, the Steel Blue finish (new for 2026!) with black roof option that looks the stuff, and Jeep’s hands-free driving tech, which is crazy good.

An All-American Range Rover

I recently drove a Range Rover Sport. It was very nice and cost about $98,000. I’d argue you’re getting as nice a vehicle with equally serious off-roading chops in the Grand Cherokee, to the tune of at least $30,000 less. This Jeep is as American as the Range Rover is British, which may impact decision-making for some, but if you’re shopping high-dollar four-wheelers, the 2026 Grand Cherokee Summit should be on your list.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Anyone in the market for a luxury sport sedan should visit a Genesis dealer. Yes, I know, this segment is the unloved, shrinking, red-headed stepchild to the almighty crossover. But if you actually enjoy driving and realize that automotive taste comes in flavors beyond bloated luxo-barges, get a load of the Genesis G80.

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Teutonic Trifecta Contender

In a segment long dominated by the Teutonic Trifecta, with an occasional contender thrown in the ring by Lexus, Genesis is to be applauded for shoving itself into the conversation. The G80, a BMW 5-Series competitor, is bookended by the G70 (once offered with a stick!) on the lower end, with the big G90 at the top end. And it has style in spades.

During a week spent driving the G80 3.5T Sport Prestige, I received loads of curious stares and plenty of comments on its looks. “Is that a Bentley?” and “Is that a Chrysler?” were typical refrains. Chalk it up to the bewinged badging. The patterned wheels were another point of conversation, with more than one finding the design overwrought.

Fastback Good Looks

I, for one, happen to dig the fastback profile and distinctive split headlight design. The “G-matrix” front grille is enormous, but works with its complex structure and gloss black finish on the Sport Prestige. Around back, a subtle decklid spoiler pulls it all together, and the exhaust finishers ape the Genesis logo design. The wheels are indeed on the busy side, but there’s no mistaking this is a Genesis.

Effortless Speed

Mechanically, the range-topping G80 is busy as well, but it all manages to work effortlessly from the driver’s seat. A twin-turbo 3.5L V6 cooks up 375 horsepower and 391 lb-ft of torque, which is routed through an 8-speed automatic and electronically-controlled limited-slip diff to all four wheels.

Adaptive dampers with “road preview” and rear-wheel steering (RWS) complete the mechanical workings of the G80. Around town, even with 20” wheels, harsh impacts are smoothly rounded off. With the RWS operating out-of-phase at low speed, the car flicks around 90° corners like a go-kart. I had to reset my handling expectations to avoid clipping curbs as a result.

Sport Sedan Moves

Getting up to highway speed is a breeze, as are passing maneuvers. The G80 is not a rocket - Car and Driver says it’ll go 0-60 in 5.1 seconds - but it moves with the easy grace you’d expect of a nearly $80,000 luxury sedan. You can get into an entry-level 2026 Genesis G80 for closer to $60,000, but base models come with a 2.5L turbocharged four-pot making 75 fewer horsepower and 80 fewer torques.

When pushed, the side bolsters on the Sport Prestige driver’s seat automatically start squeezing to keep you from sliding around. It helps, as the combination of ample power, RWS, and trick dampers results in plenty of dynamic excitement through the twisty bits.

The G80’s Fancy Seats

Those bolsters are one part of a highly complex front seat operation. Using the infotainment interface, you can activate a posture analysis protocol that aims to get you in the perfect position for spinal comfort while driving. For me, those positions were not exactly conducive to driving, but they sure were comfortable.

Heating, ventilation, and massaging are all part of the deal at this level, and after 20 minutes of driving, an automatic anti-fatigue protocol starts rubbing your back. Very nice. As was the Sevilla Red Nappa leather upholstery with its deep red hue offering a welcome dash of cabin style. That said, my wife felt it belonged in some kind of vampire-themed bordello. Tomato, tamatoh.

A Luxury-Laden Cabin

The list of amenities is predictably long and well-executed across the board. Panoramic moonroofs are de rigeur at this level, but the split-opening design in the G80 adds owner delight. Knurled surfaces abound, the front console armrests are heated, and the rear sunshade goes up and down at the touch of a button.

A redundant mouse-like console dial backs up the touch control of the central display, which is cleanly integrated and avoids seeming obnoxiously huge, even though it’s part of a 27” widescreen OLED slab of glass. That dial is intuitive, and the 18-speaker audio system from Bang & Olufsen? It rips.

Beware The Transmission Tunnel

One of my few gripes about the 2026 G80 is the tall transmission tunnel running through the center of the backseat floor that effectively eliminates legroom for someone sitting in the center position. Though AWD has been standard since 2024, the G80 is a RWD platform, which brings up an important note.

The Genesis G80 is technically a 5-seater; however, it should be marketed as a 4-seater. One that would be ideally suited to high-end realtor duty. Those outboard rear seats are heated, and backseat occupants have dedicated HVAC controls along with manual side shades and a power-controlled rear window shade. It’s easy to imagine clients being shuttled around back there in comfort during house hunting trips.

Hey Genesis, How About A G80 Magma?

After launching as a Hyundai model in 2009, the Genesis name went on to become a standalone luxury brand in 2016. A relative baby compared to industry stalwarts like BMW, Audi, and Mercedes, it remains to be seen if Genesis has long-term staying power. Based on how all-around excellent the G80 is, I’m rooting for them…and hoping a Magma version finds its way stateside sometime in the near future.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Every family could use a Honda Pilot. Well, really, a Honda Odyssey - or any minivan - but I know the stigma of sliding doors is real. For those who can’t handle the idea of driving a minivan (this is ludicrous if you have children BTW), get a load of Honda’s Pilot. Everything about it is nice, comfortable, and intuitive.

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An Embrace Of The Familiar

Even if your daily driver isn’t a Honda - mine’s not - the Pilot is an easy-going embrace of familiarity. Its styling doesn’t stand out in the herds of North American crossovers roaming every single road and highway from New Hampshire to California. But that’s okay, because the Pilot nails the family roaming design brief so well.

Cabin Flex

Seats for 8 come standard on this 3-row crossover, as does all the family-oriented flexibility you can handle. Middle seats flip up and out of the way for third-row access with the touch of a button. You can remove the center seat from the second row and stow it in the purpose-built cargo bay underfloor bin.

All seats recline. Child seat anchors are included all the way across the second row, and you can fold everything flat for Home Depot runs. I’m sure I missed something, but you get the idea. Now, I spent time piloting a Pilot done up in Elite trim, which confers a certain distinction that comes with dropping 55 large on your family rig.

$44,000 To Start

You can get into the 2026 Pilot for $43,890, and that Sport model is very nicely outfitted. But with the Elite, you’ll enjoy a heated steering wheel, ventilated front seats, heated rears, perforated leather with a swath of suede, and a head-up display.

If you don’t need the frills, a Pilot Sport still gets niceties like heated front seats and, crucially, CabinTalk. This favorite tech of parents enables Wizard of Oz-like commands to be routed through the audio system from the driver’s seat. Thank you Honda for keeping it a one-way PA system.

Love That Honda V6…

Regardless of where you net out on the Pilot trim tree, the naturally aspirated 3.5L V6 comes with it. This engine is sewing-machine smooth, responsive, and has the kind of growl you won’t find on the boosted four-pots more typical of this segment. EPA-estimated combined fuel economy for AWD Pilots isn’t great at 21 mpg, but I did hit that exact figure in mixed driving, and it runs on regular, which is nice.

…But Would Love A Hybrid Even More

It’s too bad Honda didn’t roll out a hybrid powertrain for the Pilot as part of its 2026 refresh, though the internet rumor mill is alive with hope on this front. That said, there is a high degree of improvement over last year’s model. The front grill is embiggened, lending the Pilot a more squared-off countenance. The steering has been retuned for better on-center feel, and a host of updates aimed at improving cabin NVH - increased sound deadening, new semi-tempered door glass, and a variety of new insulators - do just that

It all works from a driving perspective. I was impressed at the isolation over harsh roads and wicked potholes leftover from a frigid winter here in New Hampshire. Did I mention that V6 growl? From the driver’s seat, there is a sense of cabin airiness, thanks to large windows and the panoramic moonroof on this Elite model. It feels ready to happily tote around an army of kids, probably just as Honda intended.

Bigger Screens Than Ever

Screenophiles will be thrilled to learn that Honda has dramatically upgraded the digital real estate in the 2026 Pilot. Previously, a 7” infotainment touchscreen and matching-sized gauge cluster were standard fare. Now, you’re looking at a 12” central display and a 10” instrument panel. Neat. Oddly, the big middle screen appears to be canted away from the driver. It’s not, but the straight-on angle results in this optical illusion.

Is The 2026 Honda Pilot Worth A Look?

On the whole, the 2026 Honda Pilot is a well-rounded family transportation pod. AWD models can tow 5,000 pounds (versus 3,500 in FWD-guise), and the 8.3” of ground clearance on TrailSport variants (1” more than standard) should make weekend off-road warriors happy. Pour moi, the Pilot Sport is where it’s at.

I’m a longtime fan of Honda’s cars. I find they run well, are easy to operate, and fly under the radar on the styling front. All things that make me happy. At about $44,000, that base model Pilot is a killer value and brings much of what I’d want in a 3-row family ride. The only thing missing is a Street Fighter II Edition. Considering the Pilot is available with a Sonic Gray Pearl paint job, I’d say Guile badging and a Sonic Boom finish are an easy update. I can tell you every 40-ish dad that I know would be all over it.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Cross-country road trip day 1 is in the books! Tyler picked me up in New Hampshire and we spent the night in Maine at his place. After some last-minute packing, we hit the road for Burlington, Vermont.

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Leaning on a huge Rand McNally atlas and a highlighter, we plotted the path for some analog navigating. Key stops included Schilling Brewery in Littleton, NH and The Alchemist of the fabled Heady Topper in Stowe, VT.

Our traveling partner, Lady, Tyler’s golden retriever, blew absolutely wicked fish breath into our faces the entire way, music was blasted, and pictures were taken. NH Route 302 is highly recommended for maximum scenic enjoyment.

After landing in Burlington, we unloaded the HeyBike e-bikes and took a spin from downtown over to Zero Gravity Brewing. Burlington’s Island Line Trail, seemingly tailor-made for this, was an absolute blast on the e-bikes. Highly recommend. Sidebar: The food at Zero Gravity is top notch.

Looking forward to evaluating the CrossClimate 2 tires that Michelin seeded us with and sharing more news from the road!

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

As the North American auto industry generally plods about and fumbles for answers on the topic of EVs, Subaru has stepped forward as a purveyor of some seriously sweet battery-powered rides. I’ve driven the Solterra, a Lexusy compact crossover that does all the EV things well. I’ve gushed about the Trailseeker (née E-Outback). And now I’m zipping around in a 338-horsepower Habanero Orange Metallic dune buggy dubbed the Uncharted.

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Subaru’s Pink Slip Machine

In its final year, Subaru’s WRX STI put down 310 hp and remains a badass ride that I desperately want to drive. And, the Uncharted would happily gather the pink slip of its stablemate in a drag race. Yes yes, I know, these are very different cars. But it doesn’t change the fact that the Uncharted is a hoot to drive. Car and Driver says it’ll go 0-60 in 4.3 seconds. I didn’t clock it, but the acceleration is RIGHT NOW and absolutely intoxicating.

Relatively small at about 7” shorter than the Solterra, the Subaru Uncharted is flingable. Base models come with a single motor, FWD, and 221 hp, which I’m sure is nice. These models also boast the highest driving range of the lineup at 308 miles. You’ll have to pony up an extra 5 grand to enjoy the Sport trimline that starts around $41,000 and adds a second motor for AWD and the power bump. Range isn’t far off the pace at 287 miles, and these versions come with Subaru’s Dual-Function X-MODE if you plan to get off pavement.

The EV To The Crosstrek’s ICE

Should you do so, know that the Uncharted has 8.2” of ground clearance. It’s not insignificant and is nearly 2” more than what the Hyundai Ioniq 5 offers. See? I told you it was a dune buggy. I mean, it kind of looks like one. Some equate the Uncharted with the ICE-powered Crosstrek. They are roughly the same length, but where the Crosstrek leans egg-shaped, the Uncharted brings a rally car vibe. Chalk it up to that kicked-up decklid spoiler and little wings coming off the roofline. Me likey

On paper, 18” wheels with covers may sound chintzy. But IRL, they’re not. You can get dubs on the top-dog GT, but 18s suit the Meyers Manx lines with their fatter sidewalls. That nuclear orange paint job doesn’t hurt either. Truthfully, orange is not a color I’d choose for a car given the option. And yet, it looks good on the Uncharted with its squinty headlights, creased bodywork, and clear taillights.

Shifter Paddle Regen System

Besides outright speed, the Uncharted rides comfortably with nicely weighted steering. I love Subaru’s use of paddle shifters to control the regenerative braking system. Flicking through the levels of regen to rein in all that power reminds of downshifting a stick and, though it makes no crackle and pop combustion sounds, leaves me imagining it does. One-pedal driving is not on the menu, but you can putter along at 2 mph.

Inside, it’s a smallish affair for 6-footers. Granted, we’re talking about a subcompact, so perhaps that’s to be expected. For me, the bigger Trailseeker is the move as it starts at nearly the same price as this Uncharted Sport and offers a lot more cabin space. That said, the black-and-white patterned SynTex looks sharp here and brightens up an otherwise dark setting.

Subaru Builds EVs For New England

It’s also worth pointing out the high level of winter-friendly content Subaru brings to bear on the Uncharted, which is typical of the automaker’s products. Heated side mirrors and a wiper de-icer come standard. The mid-tier Sport model adds heated front seats and a heated steering wheel, the latter with 360° coverage (not a given across the industry). Opt for the GT, and heated rear outboard seats are on the docket.

A battery pre-conditioning system also purports to lend a hand in the cold weather and ensure the 28-minute rate for charging from 10-80% at a Level 3 charger is accurate even when the mercury goes frigid. I did not get a chance to check this out, but the standard NACS charging port means Tesla Superchargers are fully accessible.

No Glovebox Or Radiant Warming

One thing the Uncharted does not offer is radiant warming panels. This may sound like an odd thing to note, but considering the lack of a glove box, I was surprised to see this warming panel omission. Subaru has been ditching the glove box on its EVs in favor of radiant heat for passenger extremities.

The warming is quite a nice touch on cold mornings, but the lack of a glove box isn’t great. Especially on the small-ish Uncharted. Factor in the hard-to-access storage cubby beneath the center console, and suddenly it’s a challenge to keep track of your small doodaddery. Hopefully, Subaru is planning to add radiant warming on a future release.

Is The Subaru Uncharted Worth A Look?

Overall, the new Subaru Uncharted is a great little EV. Ample power, spunky good looks, and nearly 300 miles of range make for a great runabout with enough off-road capability to please weekend warriors. Sidebar: the roof rails are rated for 700 pounds, so car campers can really expand on the Uncharted’s footprint. Interior quibbles aside, I’d say Subaru is setting itself up as an EV powerhouse, assuming folks come around to the benefits of skipping the gas station.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Excuse me while I nerd out on vehicular cabin flexibility, a subcategory of the car nerd subculture that draws me like a fly to, well, you know. It is an area that the latest generation Ford Expedition excels in, regardless of trimline - though the King Ranch variant I recently spent time with does so with a healthy dollop of southwest chutzpah.

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My Road Trip Thought Partner

I am a highly regarded car packer of stuff when it comes to road trips, at least within my family. Like Zach Galifianakis running numbers that are invisible to all others in The Hangover, I enter a flow state when greeted with a car’s empty interior just waiting to be stuffed with all our shit. Hey, we all have to be good at something.

And the Ford Expedition has just become the yin to my yang on this front. It’s a beast of an SUV with a massive cabin that would be an amazing thought partner when it comes to packing - without any neat tricks. But Ford has pulled out all the party trick stops on its latest flagship land yacht, and my inner Alan Garner approves.

A Giant Among Giants

The Expedition is a member of the full-size SUV class. A rarefied air of high-dollar behemoths populated by the likes of Chevy’s Tahoe, the Nissan Armada, and Jeep Grand Wagoneer. You can spend an extra $3,000 to enjoy the truly bonkers-sized Expedition Max, a vehicle whose only real competition is the equally gargantuan twins from Chevy and GMC.

I had the chance to experience the “regular” Ford Expedition, an SUV so large as to make my wee Ford Transit Connect minivan look like a Micro Machine in comparison. For reference, the Expedition is more than a foot wider and 20 inches longer than the Transit.

Driving A (Luxury) Barn On Wheels

That kind of girth really shows up in the little details. Like maneuvering the Expedition around the narrow, windy streets of the 400-year-old New Hampshire town I call home. Sitting way up high on the ultra-cushy King Ranch thrones, slathered in Del Rio leather with Running W emblems, one enjoys a sense of owning the road. But that road becomes awfully narrow with an SUV like this, so remember to pay attention and be gentle with the go pedal; it commands a whole lot of power.

400 to be exact, and 480 lb-ft of torque, courtesy of Ford’s 3.5L twin-turbo V6 from the EcoBoost family. It pairs with a slick-shifting 10-speed automatic and is an absolute locomotive. The torque swells quickly into thrust that I did not find the end of. Getting on the highway is a breeze. Passing? With aplomb. Plant your foot at 50, and this barn-on-wheels is off like a rocket.

It shouldn’t move like that, given the roughly 3-ton curb weight, so the sudden encroachment on triple digits is a bit disorienting. In high-output trim - that would be the 440-horse, 510-torque slab of ICE that is optional on Platinum models and standard on the Tremor - it’ll blast to 60 in 4.9 seconds according to Car and Driver. That’s fleet in any vehicle, but downright nutty in something like this.

BlueCruise Matches The Hype

Cruising the highway, the Expedition feels like a shoulder ride on the Stay-Puft marshmallow man. Soft, cushy, and with a certain dominance of all other things. BlueCruise is spectacular. With my hands off the wheel, the big Blue Oval moves confidently down the road with almost imperceptible adjustments to stay centered.

It’ll change lanes for you with the flick of the turn signal and slow down as needed to navigate the bendy bits. One thing I could do without is the constant reminder in the IP that BlueCruise is available and raring to go. Yes, thank you Expedition, but I’ll tell you when I’m ready to zone out behind the wheel.

A Body-On-Frame Downside

Back on neighborhood roads, I found the ride quality to be less impressive. At low speeds, on beat-up roads, there is a fair amount of bouncing around inside the cabin. Ford switched from a live rear axle to independent suspension on the Expedition over 20 years ago. The King Ranch also sports adaptive dampers. But it remains a body-on-frame SUV, which is what I’m chalking some of that jarring ride up to on particularly mean potholes and pockmarks.

Master Of The Cargo Flex

But about that cargo flexibility. The Expedition is a 3-row, 7- or 8-passenger SUV, depending on trimline. The back two rows can be folded flat to open up 107 cubic feet of space. You can also fold down the middle seat of the third row, which may seem a small thing, but is actually a clever packaging consideration.

In the King Ranch, with this section folded and the second-row captain’s chairs upright, you can still seat 6 and store things like skis, 2 x 4s, and whatever other long cargo you can think of. The captain’s chairs flip up and out of the way for third-row access with the push of a button, and the wayback power folds on all models.

All SUVs Need Ford’s Split Tailgate

But it is the split tailgate and what’s inside that cargo hold that really left me impressed. Were the entire tailgate on the Expedition to open as a single panel, it would be comically huge. By splitting it horizontally, with roughly 75% up top and 25% below, you don’t need as much space to raise the upper half. Leave the bottom section closed, and it becomes a bag of groceries’ best friend. No more opening up the tailgate and watching a jar of pickles dive for the pavement.

Inside, there is space for what Ford calls the Cargo Tailgate Manager. At $405, it seems a pricey proposition for what amounts to a slab of hard plastic with two spindly legs. But its triple layers of flexibility make a compelling case to pony up.

The lower half of the split tailgate, when opened, is rated for 500 pounds, making it a prime seat for tailgating. With the plastic manager thing in place, it can serve as a backrest, one that feels properly robust. Or, you can swing it up and over to make a full-width table. Fold down said spindly legs, and this 35-pound-rated surface would be handy for setting up snacks. Heck, there’s even a household plug on the cargo bay wall. That old George Foreman grill would be right at home.

The third variant of this triple cargo flex is using the plastic tray to split the cargo hold in half horizontally. For oddballs such as myself who get excited at how to best pack up the car for long hauls, this little trick is right up my alley. Nothing makes me crazier than bags piled high in the wayback, just waiting for you to open up the tailgate and tumble all over the place.

Bells, Whistles, And A King Ranch Verdict

I didn’t even mention all the bells and whistles that make this King Ranch so rad. Power-deploying running boards translate to a manageable step-in height. 22 speakers of ear-splitting sound from the Bang & Olufsen “Unleashed” audio system are righteous. The enormous glass roof that opens way up is my version of automotive heaven. And all the Sinister Bronze trim looks appropriately badass against the deep Agate Black Metallic paint.

The Ford Expedition King Ranch is an absolute stunner of a full-size SUV. It’ll tow up to 9,600 pounds, handle all your people and stuff, and rocket to your destination with ease. But for me, it’s that interior packaging flexibility that really drives up the want factor. I certainly don’t need something so big, but I absolutely want one.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

I wasn’t expecting a $41,000, relatively anonymously styled Subaru wagony-crossover to be the car that had my 13-year-old son learning about vehicle dynamics first-hand. But after his breathless “Why did the front of the car jump up so high!” exclamation during a launch event in the new Trailseeker, deep discussions on the topic ensued. This Subaru is crazy fast.

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The Trailseeker Is A Rocket

However, I doubt that Subaru’s Venn diagram on the all-new 2026 Trailseeker saw Bonkers Acceleration at the center. One of the circles for sure - Car and Driver says it goes 0-60 in 3.9 seconds - but I’d guess something like Solid Family EV was more likely. If that’s the case, the Trailseeker nails the brief, especially in entry-level Premium spec, like the example I spent a week driving.

It’s the latest launch in Subaru’s increasing push into EVs, one that began with the small Solterra, is now joined by dune buggy-like Uncharted, and is soon to be further expanded with the 3-row Getaway. The Trailseeker rides on the same 112” wheelbase as the Solterra, but is 6” longer and has a definite wagon vibe. It’s easy to see why folks are calling it an Outback EV.

From The Low $40s

Price points on the 2026 Subaru Trailseeker range from $41,445 for the Premium model to $45,445 in Limited guise, and $48,005 for the top-tier Touring (all inclusive of destination). On paper, the Limited and Touring models are enticing with desirable content like 20” rims and a Harman Kardon stereo (Limited), and a panoramic moonroof and radiant leg warmers (Touring).

This EV Is A Family’s Best Friend

But if you have kids that are anything like my three - go for the Trailseeker Premium. It’s the cheapest, has the highest range of 281 miles (which is only marginally higher than the other two), and crucially feels comfortable taking the kind of abuse only tiny humans can dish out.

A sidebar rant on EVs and families with school-age kiddos. If your daily life is dominated by the average round-trip American work commute of 30 miles and shuttling said kiddos around a few-mile radius of home - school, friends, errands, etc. - get an EV. Assuming you can get a Level 2 charger installed at home, that is. In this pretend scenario that assumes you never drive further than a hundred-ish miles from home, you’d never need a gas station again. Okay, I’m done.

But if you ARE in that boat and you DO have the average American family size of 3.94 people, get a load of the Subaru Trailseeker. 35 inches of legroom sounds vague in a vacuum, but sitting back there with a flat floor and roofline that stretches straight back over your head, it feels big. Your 1.94 children should be comfy, and when they get wild, the black StarTex water-repellent upholstery in Premium models hides the mess and makes for easy clean-up.

Fun To Drive Comes Standard

What about the driver? The squircle steering wheel is a little weird in hand-over-hand parking lot maneuvering, but the turning radius is tight and heated seats come standard. Did we talk about acceleration already? Arguably, the best part of driving the Trailseeker is the staggering thrust just begging to be called upon. I’m a fan of the Toyobaru regenerative braking system that relies on transmission paddle shifter lookalikes to adjust the regen level. It works a treat slowing down all that power, though one-pedal driving is not part of the deal.

Tesla Supercharger Compatibility

Should you find yourself out on the road and in need of a charge, the Trailseeker comes with an NACS port, making it compatible with Tesla Superchargers. The charging station around the corner from my house has little baby V3 charging cords that, based on all the Teslas backed into charging spaces, were designed to perfectly reach Teslas (shocking, I know).

@theknockingrod10% to 80% - Real world charging test on the @Subaru of America, Inc. Trailseeker. #cartok #carreview #subaru #ev #electriccar

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However, the Trailseeker required me to pull in crossways, effectively blocking 2 spots, as the charging port location on the front fender made head-in parking not possible. That said, I was within a minute of Subaru’s stated 28-minute 10-to-80% charge time, even though I only hit a max rate of 131 kW (the Trailseeker is spec’d for up to 150). Here’s where that Level 2 charger comes in, as the onboard system can charge you up in 6 hours, ideal for overnight timeframes.

Notable Ground Clearance

Every 2026 Subaru Trailseeker comes with this charging capability as well as 375 horsepower and AWD courtesy of a dual-motor configuration. Ground clearance measures 8.5”, or 0.2” less than a standard Outback. That’s also 2.1” more than you’ll find with the Jeep Wagoneer S EV, making it clear the Trailseeker was designed to live up to its name.

Other notable specs on the off-roading front include Dual-Function X-MODE for friction-free environments, Hill Descent Control, Grip Control - think of it as cruise control for the trail - and a roof rack rated for 700 pounds of static load. That latter metric makes this Subaru EV a good fit for the rooftop car campers out there.

The Right Mix Of Haptic And Physical Controls

Anyone familiar with the current crop of Subaru and Toyota EVs will recognize the enormous 14” central touchscreen and related controls in the Trailseeker. It’s a nicely laid-out system with spinnable dials to control the automatic climate system and buttons for the various defrosters.

Another nice aspect of this infotainment system is how easy it is to switch the various ADAS on and off. Some stay off, others reset every time the Trailseeker is shut down. As long as the option exists to put my electronic driving nannies to sleep with ease, I can live with that.

Wireless Apple CarPlay and Android Auto come standard, as do a pair of wireless phone charging pads at the base of the center stack. This double-wide charging setup does crimp on driver kneeroom and means that doodad storage ends up in the center console bin or in a pass-through tunnel underneath. I’d rather argue with my passenger about who gets charge pad access than try to locate anything that has ended up down below, as it’s hard to see and tricky to access.

An Easy To Recommend Subaru EV

The current crop of midsize EVs from mainstream makers is pretty thin at the moment. Should family-oriented consumers start to see the light and make a move to electrics en masse, the 2026 Subaru Trailseeker is ready to show off. I’d buy one.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Lexus knows how to surprise and delight its customers. As evidence, I present the 2026 RZ 450e Luxury. A blue suede interior (okay, Thunderstorm Ultrasuede), radiant leg warmers, a glass roof that flips from transparent to opaque with the press of a button, cabin illumination that flickers across the door panels like a shimmering sea, and enough power to fling all my stuff off the center console. The cabin is whisper quiet and did I mention it runs on batteries?

The Lexus RZ 450e isn’t perfect. One could end up on the funny farm were one to leave every available sensor in the ON position at all times. There’s a LOT of sensors. And the regenerative braking system will lurch you into your shoulder harness at full tilt should you come off the gas too fast. But after a week behind the wheel of Lexus’ refreshed compact EV, I came away impressed.

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RZ: Bigger Than The NX, Smaller Than The RX

Regarding that compact classification, I was initially confused given the RZ’s seeming relation to the long-running RX midsizer. It’s because I was wrong, there is no relation between the RZ (EV) and RX (ICE). Instead, the Lexus RZ is the luxury variant of Toyota’s bZ, which is a twin to the Subaru Solterra. The 100% electric-powered RZ is 6” longer than the Lexus NX and 3” shorter than the RX. It’s easy to see how all the Lexus SUVs can mentally run together as they all consist of two letters, mostly end in X, and share a clear familial design bond.

Fortunately, the RZ is easy to spot - the normally gaping spindle front grille has been blanked off as the need for huge gulps of air intake has been eliminated. As far as crossovers go, the RZ is a looker. The front snout protrudes with authority, the profile is sleek and the rear raked, complemented by two pointy spoilers poking off the roof. I like the full-width slimline rear light bar with blocky LEXUS lettering, but think the RZ would really look the stuff if the black wheel arches were color-keyed to the Ether paint job on the example I drove.

A Thunderstorm Of Dopeness

Regardless, it looks positively dope on the inside, trimmed in a Thunderstorm Ultrasuede upholstery that would leave Elvis envious. I did have the opportunity to pickup my middle school-aged kids after a sopping wet, muddy track practice in the RZ. But I decided against it, driving our well-worn Ford Transit Connect instead. I can’t be certain, but something about that blue suede getup looks like it doesn’t want to be soaked with muddy children. For any family buyers out there, maybe stick with a lower trimline RZ, like the 350e, that comes with faux leather instead of faux suede for easier cleanup.

But, for maximum fanciness, I must highly recommend the RZ 450e Luxury model. It shares top trim billing with the new-for-2026 550e F Sport and a starting sticker of $58,395. The base model starts at $47,395. All 2026 RZs - aside from the F Sport - come with a 74.69-kWh battery pack, an NACS charging port, and 150-kW fast-charging capability. The single-motor 350e makes 221 horsepower and is rated for 300 miles of driving range, while the AWD dual-motor 450e comes in at 308 hp and 260 miles of range. You can upgrade the power on this model to 375 horses at the dealer for an extra $1,750 or go the F Sport route for 402 hp and the lowest driving range of the bunch at 225 miles.

Excellent EV Torque Response

In standard 450e spec, the 2026 Lexus RZ is plenty fast. My highly scientific EV road test of “does it have enough juice”, is to plant my foot on the go pedal and observe what happens to the doodads sitting on the center console and the reactions of unsuspecting passengers. EVs are known for instant torque response, but are not all designed for speed. The Lexus RZ 450e very much is however. Key fob, wallet, and phone were flung about and my wife let fly an expletive.

Other driving notes include a stunningly smooth and quiet ride. As part of the “Lexus Driving Signature” approach to car building, the RZ has been updated with a more rigid front radiator support, a new chassis brace out back, added sound deadening material, better body adhesives, and - on the 450e and 550e - a new silencing pad beneath the back seat to suppress rear motor noise. The RZ 450e also gets acoustic laminated window glass, all of which lends a hand with delivering incredibly quiet motoring.

Skip The Service Brakes (Almost) Entirely

Sitting behind the wheel, I found the driver compartment a bit snug, but this is a compact crossover. What appear to be transmission shifter paddles behind the steering wheel are in fact controls for the regenerative braking system. Every time you fire up the RZ, this system defaults to the lightest level of regen. Pull for more as needed and the RZ slows down much like downshifting a manual transmission.

You can’t get full one-pedal driving, but coming off the highway or approaching a corner, you can dramatically slow down to the point of rarely requiring the service brakes. One gripe is how aggressive the RZ’s regen braking feels at full tilt. Feather your foot off the throttle with this setting or risk an uncomfortable lurching sensation as the regen system grabs hard.

The Case Of The Aggressive Driving Nannies

An area the Lexus RZ is not quiet would be the advanced driver aids. There are too many to list here, but as an example, I turned off the Intuitive Parking Support, Parking Support Brake, Rear Cross-Traffic Alert, and Rear Camera Detection anytime I was heading home. Toggling these systems off is a breeze with the central touchscreen, which is nice as they are overly insistent and demanding when backing into my driveway with its many objects and obstacles to watch for - stone corner markers, a telephone pole, another car, and a whole bunch of bushes. The level of beeping and flashing with all four systems engaged is maddening enough to make parking a challenge.

Wonderfully Luxurious RZ Cabin

Lexus seems to know this, as it loads the RZ cabin with dazzling features to calm a crazed mind. The faux leather on the steering wheel is buttery soft, to the point that you’ll find yourself, um, caressing it. On a crisp New England morning, the radiant leg warmers feel like limb toasters when wearing shorts. With the electrochromic “Dynamic Sky” glass roof glazed over, a faint blue tint comes through. And who knew car door panels could be so fetching?

The laser-etched pattern on these Ultrasueded sections is a Lexus first. It’s neat. BUT, when the sun sets and the wordily named Thematic Illumination with Animated Door Trim Shadow Illumination comes out, it’s SUPER neat. A trio of tiny projectors hide at either end of the dashboard. With the doors closed, they play a shimmering display of diamond-patterned lights across the door panel. Lexus says it’s based on their “Time in Design” philosophy and that the “faintly changing shadow patterns evoke the passage of time, providing a comfortable cabin experience for the vehicle’s occupants.” Yes indeed.

Lexus’ Value-Packed EV

For about $60,000 as tested - the Ether paint ain’t free - this 2026 Lexus RZ 450e Luxury AWD is a tremendous value in the context of average new car prices these days. 260-ish miles of range ought to be enough for typical daily commutes and certainly for local driving. You can charge it from 10% to 80% in 30 minutes at a Tesla Supercharger, per Lexus, but really you’d want a Level 2 station at home to enable convenient overnight charges. In any case, this is a lot of EV for the money and one that does a fine job on the surprise and delight front.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender