It’s not just the off roaders who are looking for distant trails anymore. This has become an issue for hunters, ranchers, road trippers and even weekend campers. They would like to travel farther, but not always have to stop for gas at a location that has one very few times a year.

The Range Problem Nobody Talks About

The problem with today’s trucks. When used with gear and/or a trailer, they can have poorer fuel economy and towing capacity than lighter vehicles. Though engines are more efficient, the actual range has not increased as much as consumers would like. A 500 mile rated truck can only do 300 miles when fully loaded and hauling it up the mountains.

That is a major concern for anyone entering the rural parts of Nevada, Montana’s back roads, or any other road with sparse towns. It’s not only about running low on fuel in those areas. Can be potentially dangerous if cell service is lost as well.

One straightforward solution that’s gaining traction is installing a truck bed fuel tank. These tanks can be installed in the bed instead of occupying cargo space within a toolbox or cab, and can be installed to provide between 40 and 100 gallons of extra capacity. That additional cushion can make all the difference between a relaxing or stressful run for the person who is traveling from one state to another or deep into the backcountry.

It’s Not Just About Off-Roading Anymore

Some years ago, auxiliary tanks were primarily made for the hardcore overlander and desert racer. That’s shifted. Many people, who tow horse trailers, run small farms or simply drive long distances for work are doing so now, and many regular truck owners are doing the same.

A larger part of that is due to the increase in the way people utilize their trucks. Many owners are converting pickups into travel rigs, be it for long road trips, to get to work from remote locations, or simply to explore on an ad hoc basis. This has encouraged some creative conversions from builders as well. 

Some shops are transforming older pickups into scaled-down semi trucks through kits like those offered by Lil Big Rig, which shows just how far truck customization has come. That build, which is one of looks and past, serves the same concept. Truck owners are not satisfied with their vehicles as they are out of the showroom.

Fuel capacity is right in line with that frame of mind. It’s not necessarily a cosmetic change, but one that’s intended to bring the stock truck to its limits of usefulness.

What to Consider Before Adding a Tank

There are a few things to know before considering an auxiliary fuel tank. Bed space matters. The bigger the tank, the more cargo space is sacrificed; consider how much range you really need versus how often you will be using that bed space for cargo. Weight matters too. If you choose to go big, remember that 60 or 70 gallons of fuel comes with real pounds, so make sure you know your truck’s payload limit.

There are significant differences in the complexity of the installation among the products. Other configurations are almost plug-and-play, and some are more complicated fuel-line installations. If you don’t feel like doing it yourself, a truck fuel system shop is worth the additional expense.

It’s also a good idea to consider realistically how often you’ll actually need the added range. A person towing a camper across the country a couple times a year is going to have different requirements than a person driving round and round rural areas without many gas stations.

Real Trips, Real Numbers

Long-distance travelers in the overlanding community have been documenting this firsthand for years. Builds compared across grand tour overlanding rigs have shown that even strong factory tanks often fall short once a truck is loaded for travel, which is part of why a 36-gallon fuel tank providing roughly 432 highway miles is considered impressive in that world rather than ordinary. Numbers like that explain why so many people end up adding capacity instead of just hoping for the best.

The Bottom Line

Fuel range has not always matched up with the capabilities of the trucks. An auxiliary tank is more than an optional accessory – it’s a necessity for those who rely on frequent long-distance journeys for work, play, or both.

This upgrade isn’t flashy. No one will stop to gawk at it in a car park. It could be one of the most beneficial features that truck owners add for those who have to plan their gas stops before each drive.

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The story reaches back to St. Louis, Missouri. Fred Krug purchased the five-passenger touring car new from Berry Motors. Ownership proved brief. After a harsh winter, his wife decided she no longer wanted to travel in an open automobile. The Packard was lifted onto wooden blocks inside a barn in western St. Louis and left there. Years passed. Then decades. By 1960, the vehicle still sat untouched beneath shelter from the weather.

During a father-son Boy Scout outing, David Nau’s grandfather spotted an aging open-sided barn hidden in the woods. Curiosity led him inside. There he found the forgotten Packard resting on its blocks. His first attempt to buy the car failed. He stayed in contact with Krug for two more years. In 1962, the owner finally agreed to sell. The price was exactly $1,000. Cancelled checks documented the transaction.

Storage had helped preserve much of the automobile. Restoration remained extensive. David’s grandfather worked as a tool and die maker and relied on correspondence with collectors across the United States and Canada while searching for rare components. A July 1975 letter shows him seeking an intake and exhaust manifold assembly. When original parts could not be located, he manufactured replacements and specialized tooling himself. Finding components was never easy. Production of the 336 series reached only 1,245 units across phaetons, four-door sedans, and two-door runabouts.

Under the long hood sits Packard’s 6.3-liter straight-eight engine, measuring 384 cubic inches and producing 106 horsepower. The drivetrain prioritized pulling strength at low engine speeds and smooth operation on the road. Some details feel surprisingly advanced for the era. A steering-wheel-mounted manual throttle served a role similar to early cruise control, while a manual spark retarder assisted during cold starts.

Factory equipment added further distinction. Premium wire wheels increased the purchase price by $400. Dual side-mounted spare tires accompanied an optional second windshield for rear passengers. When new, a Series 336 Phaeton carried a base price of roughly $3,700. A factory-bodied Cadillac started at $2,995 during the same period.

The Packard later passed from David’s grandfather to his father, who commissioned another restoration. Today the odometer shows 63,000 original miles. David remembers riding in the rear seat as an infant. Years later, the same automobile carried him to his wedding. The family views the Packard as something far beyond a collectible. Sale plans do not exist. After ninety-nine years and generations of memories, ownership continues.

1927 Packard 336 Sport Phaeton – Photo Gallery

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The timing matters. Tesla no longer has the Model X in its lineup, leaving a gap for families seeking more cabin space. While the standard Model Y remains popular, the Chinese-market Model Y L attracted attention because it delivered additional room without relying on the larger vehicle’s falcon-wing-door design. For many households, practicality carried more weight than styling flourishes.

Not long ago, such a launch looked unlikely. During August 2025, Elon Musk wrote on X that production of the Model Y L in America would not begin until the end of the following year. He even added, “Might not ever, given the advent of self-driving in America.” Events moved in a different direction. Demand for the extended-wheelbase model stayed strong, and attention from American buyers never faded.

Tesla already tested interest in a three-row configuration. A seven-seat Model Y entered the US market in January, though the vehicle remained based on the standard crossover. As a result, third-row accommodations remained best suited to children. Enthusiasm quickly turned into frustration. Then, in March, observers spotted Model Y L bodies at Giga Texas, changing the conversation almost overnight.

A report from Not a Tesla App now suggests an August-to-September launch window. The publication stresses that the timeline represents an internal target rather than a publicly announced release date. Tesla’s history provides a reason for caution. The second-generation Roadster serves as a familiar example of how schedules can drift. Even so, late summer sounds closer than the timeline Musk discussed last year.

The manufacturing side appears to support the report. Previous prototype sightings around Giga Texas hinted at local production plans, and factory lines are reportedly undergoing adjustments tied to the new model. Those preparations suggest Tesla wants the vehicle ready sooner rather than later.

There is another factor. During April, the Model X disappeared from Tesla’s range. The longer Model Y arrives at a moment when the company lacks a larger three-row offering in North America. Whether the final launch happens in August, September, or slightly later, signs from Texas indicate the project has moved beyond speculation. The Model Y L looks increasingly positioned to take over the space left behind by Tesla’s former flagship sport utility vehicle.

Tesla Model Y L (CN) – Photo Gallery

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The company officially opened R2 order books on June 9. At first, only a small number of reservation holders received access to the configurator. Since then, Rivian has increased the number of invitations as production preparations continue to advance.

Across social-media groups and owner communities, reservation holders have begun comparing timelines. Some customers who placed deposits during the earliest reservation period still report waiting for an invitation. At the same time, a number of people who reserved an R2 only days ago have already been invited to configure their vehicles.

That contrast has generated debate.

Many reservation holders have tried to determine the logic behind Rivian’s rollout. No clear pattern has emerged. One explanation frequently discussed online centers on visibility. Several well-known members of the Rivian community, especially those with substantial social-media audiences, appeared among the first wave of invitees.

There is a practical side to such an approach. Posts from highly visible owners spread quickly and create the impression that R2 deliveries are moving closer. The strategy also helps keep the model in public conversation while Rivian works toward larger-scale production.

The situation became even more interesting when Rivian contacted reservation holders about the R2 Launch Edition. The survey sought feedback from customers regarding the premium version of the vehicle. Since many buyers prefer lower-priced trims expected later in the program, interest levels vary.

Still, some people who answered “Not all” were later invited to configure an R2.

Rivian has also tried to reduce pressure around the ordering process. Earlier this month, the company explained that reservation holders do not need to rush into a purchase once an invitation arrives. The configurator remains available until the customer decides whether to move forward.

That flexibility matters because certain trims, options, and color combinations have not yet become available. Buyers are free to build a preferred configuration and wait for additional choices. Pricing and specifications become final only after an order is submitted and confirmed by Rivian.

Another route exists. Customers may switch to an available configuration when placing an order. If they do, Rivian currently estimates delivery within 2 to 8 weeks.

The wide range reflects the realities of an early production ramp-up. Manufacturing output is still developing, and timing may move in either direction. For now, invitations continue to reach more reservation holders. The uncertainty surrounding who receives them first remains part of the conversation.

Rivian R2 – Photo Gallery

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The return of the 2CV sits inside Stellantis’ broader FastLane 2030 program. Under that strategy, the group intends to invest around $70 billion while expanding its lineup with 110 new or refreshed vehicles before the decade closes. The breakdown includes 60 completely new products and another 50 facelifts. Jeep, Ram, Peugeot, and Fiat have been identified as the brands carrying the strongest worldwide growth opportunities.

Citroen occupies the next tier alongside Chrysler, Dodge, Opel, and Alfa Romeo. Those marques are assigned regional responsibilities across global markets. DS and Lancia will operate under direct oversight from Citroen and Fiat as specialty brands, while Maserati is following a separate business roadmap scheduled for presentation in Modena during December 2026.

Against this backdrop, the 2CV project has gained fresh attention. Citroen previously announced that the famous nameplate will return during the fall edition of the 2026 Paris Motor Show. The company has not clarified whether visitors will see a concept vehicle or the final production model. One thing is beyond dispute. The original car left a lasting mark on automotive history, recording sales of more than five million units between 1949 and 1990.

The upcoming version joins the wave of Stellantis launches planned through 2030. A teaser image released by the manufacturer already points toward a modern design influenced by classic styling cues. Citroen appears determined to blend nostalgia with contemporary electric mobility.

Electric power sits at the center of the project. Reports referenced in the digital study suggest an affordable market position, with a target price around 15k euros, slightly above $17k. Such positioning would place the model in competition with entry-level electric vehicles, including the Dacia Spring, Hyundai Inster, and Leapmotor T03.

Meanwhile, digital creators have wasted little time exploring possible shapes for the future model. Andrei Avarvarii, founder of Avarvarii Automotive Artworks and known online as “avarvarii,” partnered with Motor Mag to create an extensive CGI interpretation of Citroen’s upcoming plans. His goal was straightforward: “to visualize how this French icon will look in the electric era.”

According to the artist’s vision, the returning 2CV would occupy the space between the Ami and e-C3 in Citroen’s range. The proposal also assumes approximately 160 miles of driving range, a figure aimed primarily at urban transportation. For now, those numbers belong strictly to the CGI concept, but the real car’s debut is drawing closer with every passing month.

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Volkswagen is planning to move Golf manufacturing to Puebla, Mexico, starting in 2027. With the move, there has been speculation about whether cheaper versions of the Golf may be able to appear in showrooms once again throughout the United States and Canada.

The possibility was raised during comments made by Volkswagen Group of America chief executive Kjell Gruner. Speaking with Automotive News, he explained that building the Golf in North America “opens up opportunities for other variants.” He also pointed to a major obstacle, adding, “A 25 percent tariff for an entry version of the Golf would turn out to be difficult.”

Tariffs sit at the center of the issue. Gruner suggested that a reduction to around 15 percent on Mexico-built light vehicles would provide significant relief for Volkswagen and other manufacturers. At the moment, vehicles produced in Mexico are not automatically exposed to the full 25 percent tariff.

The details become more complicated once USMCA requirements enter the conversation. Vehicles that fail to satisfy trade thresholds face the Section 232 tariff in addition to the standard 2.5 percent United States passenger-car tariff. To qualify under the agreement, at least 75 percent of a vehicle’s net cost must come from North American manufacturing and parts.

Another requirement demands 75 percent regional content for key components such as the body, axles, suspension parts, transmission, engine, and steering system. Missing the threshold in a single core category causes the entire vehicle to fall short. There is also a labor requirement. At least 40 percent of the vehicle’s value must be produced in North American facilities where workers earn a minimum of $16 per hour.

Material sourcing matters as well. Steel and aluminum content must reach a 70 percent threshold. Meeting all four conditions allows duty-free entry under USMCA.

In fact, Puebla currently produces multiple vehicles for North America, such as the Jetta sedan, the Taos crossover and the Tiguan crossover. From 2027 it will be Volkswagen’s worldwide Golf production plant. The transition was planned back in 2024, after an agreement was made between Volkswagen and the IG Metall labor union. The decision comes amid increasing German production costs, growing competition from Chinese makers, and sluggish demand throughout Europe.

Golf hatchback and wagon assembly will leave Wolfsburg for Puebla. Wolfsburg, meanwhile, will devote more attention to battery-electric vehicles, including Volkswagen’s planned electric Golf. That model had been expected in 2028, though Volkswagen Passenger Cars chief executive Thomas Schäfer recently confirmed the ID. Golf has been delayed from its original schedule.

If base Golf models return to North America, they would need hybrid power. The proposed system centers on a 1.5-liter TSI four-cylinder turbocharged engine already used in the Jetta and Taos sold in the United States.

2027 Volkswagen Golf Lineup – Photo Gallery

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The lineup starts with the Eletre X H550. In Germany, this version carries a price of €96,990, equivalent to $112,673 at the stated exchange rate. Further up the range sits the Eletre X H1000. Buyers in the Netherlands face a starting figure of €125,254, or $145,505. Those numbers cover only the vehicle itself. Options, taxes, delivery charges, and specification-related additions remain separate costs.

Before getting into outputs and acceleration figures, the mechanical layout deserves attention. The Eletre X marks the first Lotus built around the company’s X-Hybrid architecture. Rather than relying on a single propulsion source, the system combines a battery, a generator, electric motors, and an internal combustion engine.

A 70 kWh battery forms the center of the setup. On electric power alone, the SUV travels up to 217 miles, or 350 km. Once the gasoline-powered unit joins the process, overall driving distance rises to 746 miles, equal to 1,200 km. Charging times appear unusually short. Connected to a 350 kW DC charger, the battery moves from 20 percent to 80 percent in nine minutes.

The combustion component is a 2.0-liter turbocharged inline-four. Its primary role involves supplying energy to the battery. Lotus also states the Eletre remains capable of operating using fuel from its 13.7-gallon, 52-liter tank.

Performance varies according to version. The Eletre X H1000 uses two permanent magnet electric motors and develops 939 hp together with 935 Nm of torque. Lotus quotes a 0 to 62 mph run of 3.3 seconds. Custom-developed Pirelli P Zero 5 LTS tires handle contact with the road.

The H550 takes a different approach. Output falls to 542 horsepower, though torque remains unchanged compared with the H1000.

One detail remains unresolved. Lotus has not yet published pricing for the American market. The company indicates those figures will arrive later. Meanwhile, British buyers face a longer wait than customers elsewhere in Europe because homologation work for the right-hand-drive version is still underway.

2027 Lotus Eletre X – Photo Gallery

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The company plans to position the GR GT as its flagship performance model and the most expensive production Toyota ever sold. Pricing is expected to begin around $225,000, placing the car above the Century SUV, which starts at $200,000. Toyota views the model as a halo vehicle, but access to ownership will not depend solely on financial means.

A similar battle has played out before. Ford famously pursued legal action against actor and wrestler John Cena after he sold his Ford GT shortly after taking delivery, despite agreeing to a no-resale clause. Tesla attempted to discourage flipping during the early Cybertruck days, though secondary-market activity quickly took over. At one point, a Porsche dealership in Orlando reportedly paid $244,000 for a Cybertruck and listed it again at $290,000 only days later. Rolls-Royce adopted an even stricter stance. Former chief executive Torsten Muller-Otvos warned that owners who flipped a Spectre might lose access to future Rolls-Royce purchases.

Toyota now appears ready to follow its own version of that approach.

Jeff Ball, Director of the Sports Car Program for Gazoo Racing, said Akio Toyoda wants the GR GT placed in the hands of people who understand the car and intend to use it. According to Ball, the chairman does not want buyers storing the vehicle while waiting for resale values to climb. Instead, he wants owners putting miles on the odometer.

The selection process sounds unusually selective. Ball described a lengthy procedure designed to identify the most suitable customers and connect them with one of the brand’s GR Masters. He added that the process will involve extensive vetting and may feel more like an interview than a traditional purchase.

Those accepted will receive a front-engine, rear-wheel-drive sports car powered by a twin-turbocharged 4.0-liter V8 working alongside an electric motor. Combined output reaches 641 horsepower, or 650 metric horsepower, while torque stands at 627 pound-feet, equal to 850 Newton meters.

Performance targets place the car firmly among modern supercars. Toyota expects the GR GT to accelerate from 0 to 62 mph, or 0 to 100 kph, in under 4.0 seconds. Top speed is projected to exceed 199 mph, or 320 kph. Even with hybrid assistance, the package will weigh around 3,858 pounds, or 1,750 kilograms.

Sales in Japan will flow through Gazoo Racing. Buyers in the United States, meanwhile, will order the GR GT through Lexus dealerships. Toyota has experience handling exotic machinery through the Lexus LFA program, although that model left production back in 2012.

Toyota GR GT – Photo Gallery

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A few years ago, Ferrari publicly rejected the idea of building a fully electric car. Later, the company reversed course, much like the earlier decision involving the Purosangue SUV. The Luce eventually arrived as Ferrari’s first EV, bringing four electric motors, a dedicated platform, a dramatic cabin design, and output figures reaching 1,050 horsepower. Pricing climbed into another league entirely, starting around €550k, or roughly $640k based on current exchange rates.

Ferrari Centro Stile worked together with LoveFrom on the production model. LoveFrom, founded by Jony Ive, handled the styling direction alongside Ferrari’s internal design division. The article describes the finished result as radically different from previous Ferrari concepts and renderings seen across recent years of automotive CGI culture.

Some observers rejected the design immediately. Others embraced parts of it. Meanwhile, digital artists quickly joined the conversation with alternative visions.

One proposal arrived from “car.design.trends,” led by designer Ewoud Luppens, known online as “ewoud.luppens.” His background includes work connected to Audi and Guerrilla Games. Rather than openly criticizing the Luce, the designer released an independent electric Ferrari sedan concept almost simultaneously with Ferrari’s official presentation.

The unofficial project carries the Fioritura name and surfaced roughly a week before Ferrari formally introduced the Luce. According to the article, the timing made side-by-side comparisons unavoidable. The CGI sedan leans toward a more traditional silhouette, mixing limousine proportions with a long hood and broad cabin layout. The rendering also includes illuminated fake exhaust outlets and a futuristic interior presentation.

The article argues the Fioritura carries more personality than Ferrari’s production EV. Its shape follows more familiar Ferrari-inspired themes rather than the cleaner industrial direction adopted by the Luce. At the same time, the writer admits reactions will split people right down the middle.

Beauty still depends on individual taste. Some viewers will dislike the exaggerated sedan proportions or the illuminated rear details. Others appear ready for Ferrari to begin a different chapter with electric cars, especially if future EV projects retain stronger emotional styling cues than the Luce.

For now, the Fioritura exists strictly as an unofficial digital exercise. Still, the concept entered the conversation at exactly the right moment, and many readers already treat it as an alternative answer to Ferrari’s controversial EV debut.

Ferrari Fioritura Concept EV Renderings

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The incident started inside a blocked construction section on a freeway. According to the report, a remote operator first attempted to guide the robotaxi away from the restricted area. Something then went wrong. The vehicle accelerated through traffic cones and reached what the rider described as “highway speeds” while police pursued the Jaguar-based robotaxi.

The passenger involved, @Elliot_slade, also known as QuietLight on X, posted several messages online after the ride ended.

“Just saw death flash before my eyes in a @Waymo.”

“I use these a lot in the city, but tonight we took the freeway, and the road was closed.”

“Waymo freaked out and sped up to highway speeds through construction trucks, and police chased us.”

“Genuinely thought we were about to die.”

Another post added more detail. Elliot wrote: “The Waymo blasted through cones, swerved huge trucks, and sped away from the cops.”

He also stated: “Was kinda freaking out, had my girl in the seat next to me. You can get the sirens.”

Waymo stayed away from direct comments about the event itself. Still, the company confirmed the freeway pause in a statement sent to the San Francisco Standard.

“We have temporarily paused freeway operations, as we work to integrate recent technical learnings into our software and expect to resume these routes soon.”

The suspension arrived only days after another major action involving the robotaxi fleet. Waymo recently recalled almost 3,800 autonomous vehicles after incidents in Georgia and Texas where robotaxis entered flooded areas and became stranded. Separate service pauses also affected Atlanta, Dallas, Houston, and San Antonio, though those interruptions were described as unrelated.

The company has faced repeated scrutiny tied to unusual road behavior. Previous incidents involved collisions with vehicles, gates, and telephone poles. Reports also mentioned erratic driving around school buses.

Federal investigators are watching closely, too. The NHTSA opened an investigation after a Waymo vehicle struck a child near a school in Santa Monica in January. The child suffered minor injuries.

Back in December, another disruption hit San Francisco after a power outage froze multiple robotaxis in traffic. Some blocked intersections. One vehicle reportedly obstructed a firetruck responding to an active fire.

The article notes Waymo’s safety data has shown better safety results compared to human drivers. Even so, difficult conditions such as standing water, heavy rain, and unusual road situations continue to create problems for autonomous driving systems.

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