At the core of this revived legend lies a 3.4-liter twin-turbo V6 i-Force engine, crafted by the Toyota Motorsports Garage. Gone is the trusty 4.2-liter inline-six that once made 135 horsepower and 200 lb-ft of torque. In its place, the new motor cranks out an impressive 389 horsepower and 479 lb-ft — more than twice the original’s might. Yet the old-school H55F five-speed manual, the “split” transfer case, and the live front and rear axles all remain. Thanks to a Marks 4WD bell housing kit and a custom motor plate, the modern engine meshes seamlessly with vintage hardware, proving Toyota’s legendary overengineering from the ‘80s still stands tall today.

Only minimal fabrication was needed to make the Tundra-sourced engine fit. A redesigned oil pan cleared the way beneath the hood, paired with a custom exhaust that adds a deeper growl to the Land Cruiser’s classic spirit. The Motorsports Garage also fitted a high-capacity radiator using the original mounts, ensuring better cooling without disturbing the chassis’ authenticity. A new wiring harness and engine management system were the final touches, all while preserving that classic factory driving feel.

Externally, Toyota wanted the SUV to look untouched — as if time simply forgot it. The Motorsports Garage delivered, limiting upgrades to a 1.5-inch lift, a front-shackle reversal, and 35-inch Continental TerraContact A/T tires mounted on 17×9 Mickey Thompson Canyon Pro wheels. The original silhouette remains, beautifully restored in period-correct hues and decals. PPG helped reproduce the Silver 147 paint, leaving the Cruiser gleaming like it’s been cherished in a private garage for four decades.

Inside, nostalgia meets subtle modernization. The 1985 interior was meticulously restored, save for a fresh infotainment setup. The old AM/FM unit gave way to an Alpine Halo11 head unit with an 11-inch touchscreen, paired with premium JBL speakers for modern clarity. While the large screen looks a bit bold in the vintage dash, it offers wireless Android Auto, Apple CarPlay, and touchscreen navigation — conveniences worth the contrast. Thankfully, the single-DIN chassis installation meant no drastic dashboard surgery was needed.

The Turbo Trail Cruiser Concept is one of several Toyotas debuting at SEMA, underscoring the company’s “multi-pathway” approach — embracing everything from traditional combustion to hybrids, PHEVs, EVs, and hydrogen fuel cells. This Land Cruiser, with its old soul and new firepower, perfectly captures that philosophy: respect for heritage, powered by innovation.

The post Old Soul, New Heart: Toyota’s Twin-Turbo FJ60 Land Cruiser Brings the Past to Life appeared first on BestCarsGuide - Automotive News, Car Trends, Latest Launches & Insights from around the world.

Norris takes back title lead

For Lando Norris, the race unfolded exactly as he hoped. Demonstrating blistering pace during practice and starting from pole, all he had to do was avoid early chaos on the long dash to Turn 1.

Lewis Hamilton threatened briefly, and Charles Leclerc cut a corner to momentarily jump ahead, but once Norris reached the front, no one could match his speed. The Briton pulled away from the pack and executed a textbook one-stop strategy, ultimately finishing 30 seconds ahead of Leclerc. As Piastri faced challenges, Norris’ form peaked at precisely the right moment.

“I could just keep my eyes focused, I could just keep eyes forward and just focus on what I was doing,” Norris said. “It was a pretty straightforward race for me, which is just what I was after. Good start, good launch, good first lap, and I could go from there. This is awesome here… this is unbelievable. My first win here in Mexico, a beautiful one to win.”

After trailing Piastri by 34 points following a power unit failure at the Dutch GP in Zandvoort, Norris now sits atop the standings once again. He insisted his approach remains unchanged.

“It’s one race at a time,” Norris said. “I’m happy, keeping my focus on myself, staying grounded. Things are working right now, so I’m content.”

Excellent Verstappen stays in the hunt

Max Verstappen didn’t have the fastest car in Mexico, ran a different strategy, and was hampered by a late Virtual Safety Car, yet he emerged closer to the championship lead.

Early on, Verstappen tangled with Hamilton, who was later penalized, leaving Verstappen fifth. His position improved to fourth when Hamilton pitted, and then to third after Oliver Bearman’s stop. Verstappen ran an unconventional one-stop strategy on medium then soft tires, unlike the soft/medium approach of others or the two-stop plan favored by much of the chasing pack.

He managed the later stages on medium tires before showing strong pace on softs but was prevented from challenging Leclerc for second due to the late Virtual Safety Car caused by Carlos Sainz’s stricken Williams.

“So yeah, I think overall to be P3 has been really good and for us a difficult weekend.”

“I mean personally I didn’t expect to be on the podium and I think even in the first stint it was not really looking like it,” Verstappen said. “I mean at the time I thought we were just slow and struggling on tires. I do think that of course when we swapped to the soft and the others were mediums, it all looked a bit more competitive. I think I mean still not to the level of Lando if you take the average of the race, but the soft definitely was a better compound to race on and it all felt a bit better. So yeah, I think overall to be P3 has been really good and for us a difficult weekend.”

Verstappen now trails new leader Norris by 36 points, keeping his pursuit of a fifth consecutive championship very much alive.

Piastri trying to understand recent struggles

For the first time since April, after 15 races leading the championship, Oscar Piastri has ceded the top spot. Recovering from a shaky opening lap in Mexico, he finished fifth, a subdued result compared to Norris’ commanding performance.

“It’s been a learning experience,” Piastri admitted. “The past few weekends have required a different driving style. What worked well for me over 19 races needed adjusting, and figuring out why has been challenging. Today was about experimenting with those adjustments, even if it doesn’t feel natural yet.”

McLaren chief Andrea Stella noted that Piastri thrives on high-grip tracks, where his talent shines, and is still calibrating on lower-grip circuits like the high-altitude Autódromo Hermanos Rodríguez.

“Oscar, every session, is learning a little bit as to what you need to do, what you need to feel to say, I’m fast now, in these specific conditions,” Stella said on Saturday. “I think it’s more a calibration exercise for Oscar.”

Irate Lawson demands explainer after marshal incident

Liam Lawson was furious after nearly hitting two track marshals during the opening laps of the Mexico City Grand Prix.

After tangling with Carlos Sainz at the start, leaving debris on track, Lawson pitted at the end of the first lap and fell behind the pack. When he approached Turn 1, two marshals were on the circuit. He reacted quickly to avoid a crash but immediately radioed Racing Bulls, exclaiming, “Oh my god… I could have killed them.”

Lawson’s car was retired shortly after, and he demanded answers post-race.

“I couldn’t believe what I saw,” he said. “I pitted, came out on new hard tires, and at Turn 1 there were two people on track. It was extremely dangerous, something I’ve never experienced before. There’s been a miscommunication somewhere, but this shouldn’t happen on a live track. We need an explanation—it can’t happen again.”

The FIA confirmed an investigation is underway.

“After a Turn 1 incident, Race Control was informed of debris at the apex,” read the statement. “Marshals were placed on standby to remove it once cars passed. After Lawson pitted, the instructions were rescinded, and a double yellow flag was shown. We are still investigating events after that point.”

Overall, Mexico City was a weekend of contrasting fortunes—Norris hitting his stride, Verstappen keeping close, Piastri recalibrating, and Lawson confronting serious safety concerns—highlighting the intensity and unpredictability of Formula 1 racing.

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“Honestly, I was shitting myself going side by side with Max.” The 19-year-old Brit held off Mercedes and McLaren to finish fourth, equaling the team’s top Formula 1 finish from 2018.

Oliver Bearman has shown solid form in recent races for Haas, but few expected the young Brit to deliver such a standout performance at Sunday’s Mexico City Grand Prix.

After finishing ninth in Singapore and Austin, Bearman exceeded expectations in Mexico by climbing to fourth place, equaling Haas’ top F1 result, previously set when Romain Grosjean finished fourth at the 2018 Austrian Grand Prix.

Bearman began the race from ninth on the grid, having demonstrated promising single-lap speed over the weekend, and quickly surged to sixth after a clean and clever first lap.

The early laps saw Max Verstappen challenge Lewis Hamilton for third on lap six, triggering intense side-by-side battles. When Verstappen ran wide at Turn 5, he accidentally blocked George Russell, allowing Bearman to slip past both competitors and seize fourth position.

A time penalty for Hamilton during the Verstappen skirmish temporarily elevated Bearman to third during the pit stop sequence. He then faced relentless pressure from Mercedes and McLaren’s Oscar Piastri, defending his remarkable position.

Bearman and his challengers opted for a two-stop strategy, enabling the one-stopping Verstappen to retake third. Nevertheless, Bearman held off his rivals through the final stint to secure fourth place.

“I had a good start, slotted myself between the two Mercedes [cars] and actually had good pace,” Bearman said. “Hamilton and Max had a bit of a coming together and I benefited from that too, honestly I was shitting myself going side by side with Max, but it’s really cool to go wheel to wheel with these people that I’ve been watching since I started watching F1 and I had them in my mirrors for a long time, so it was probably the most pressure I‘ve ever had in a race scenario.”

The Haas driver admitted some luck was involved in his early move to fourth, but he emphasized the VF-25’s strong pace throughout the race.

“I’ll take it every time, but we actually had the pace to stay there,” Bearman said. “I had Max behind me the first stint, then I had Kimi [Antonelli], then I had George, then I had Oscar, and they all couldn’t attack me, so we were doing something right today.”

Haas’ impressive weekend was further highlighted by Esteban Ocon, who finished ninth, helping the team score valuable points.

The haul moves Haas to eighth in the Constructors’ Championship, now within 10 points of sixth-placed Racing Bulls, keeping the fight for positions tight.

This exceptional performance cements Haas’ resurgence on the track, blending skill, strategy, and a touch of luck, and sets the tone for the team as the season continues.

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Even better news: the upcoming model will feature rear-wheel drive and might even come with a manual transmission. Castro revealed the details at an Automotive Press Association event held at Nissan’s Technical Center near Detroit. He acknowledged that sedans don’t sell in high numbers—and manuals sell even fewer—but Infiniti intends to move forward regardless.

As Nissan’s luxury division looks to regain its footing, it has committed to releasing one new vehicle every year. The rollout begins in 2026 with the Infiniti QX65 SUV, closely based on the Monograph concept, and built at Nissan’s Smyrna, Tennessee plant. This sleek two-row model, inspired by the FX crossover, is essentially a sportier version of the three-row QX60 and marks the first step in Infiniti’s product renaissance.

Infiniti Sport Sedan With a Manual?

Following the QX65’s debut, Infiniti will introduce its new sport sedan in 2027—a low-volume model designed to reignite the brand’s spirit and driving excitement. The goal is not mass production but inspiration: a sedan that connects drivers to Infiniti’s performance roots.

Castro declined to name the platform but hinted that sharing underpinnings with Nissan models makes economic sense. Given that, it may ride on the FM platform still used by the Nissan Z, whose seventh generation traces its lineage back to the discontinued Infiniti G37. While the new car aims to capture the essence of the G35, Castro confirmed the name won’t follow that old “G” pattern, keeping Infiniti’s current naming system intact.

Expect a rear-wheel-drive setup, plenty of horsepower, and the potential for both manual and automatic transmissions. This car isn’t just about acceleration numbers, Castro emphasized—it’s being crafted to deliver a balanced, rewarding drive that keeps enthusiasts smiling on every road.

Hybrid with Nissan’s E-Power Coming

In 2028, Infiniti will unveil a compact, two-row hybrid SUV powered by Nissan’s e-Power system, sharing its platform with the 2026 Nissan Rogue. Unlike typical hybrids, e-Power uses a gasoline engine solely as a generator to charge the battery, a system already popular in Europe and Japan. For North America, the setup will be refined to deliver stronger performance, better highway efficiency, and a quieter ride. The SUV will feature standard all-wheel drive and will also be produced in Smyrna.

This hybrid is expected to become Infiniti’s key volume model, helping the brand reach its goal of selling 100,000 vehicles by 2029—the company’s 40th anniversary. It represents a bridge between tradition and technology as Infiniti broadens its powertrain lineup.

More Infiniti QX80s Possible

Infiniti is also considering expanding its flagship QX80 lineup with performance and adventure-focused variants. During Monterey Car Week, the brand showcased two concepts: the street-oriented QX80 Track Spec and the rugged QX80 Terrain Spec overlander. In a dealer poll earlier this year, 78 percent favored the Track Spec, which packs more than 650 horsepower and 750 lb-ft of torque from a twin-turbo 3.5-liter V6. Castro says he’s exploring both options, weighing business cases before greenlighting either—or perhaps both.

Meanwhile, plans for an all-electric model originally slated for production in Canton, Mississippi, are on hold as Infiniti reassesses EV demand. For at least the next three years, new models will continue to feature internal combustion engines, with hybrid and other alternatives to follow when the timing is right.

Infiniti Has a Future

Born in Brazil, Tiago Castro began his Nissan career in 2002 as an intern in Michigan. After just six months as head of Infiniti Americas, he’s already asking hard questions. Before taking the position, Castro directly asked Nissan’s top executives whether Infiniti still had a future—a fair concern given years of uncertainty. Their answer was clear: yes, and they’re committed to rebuilding it. He believes a stronger Infiniti means a stronger Nissan.

Now, Castro is assessing the brand’s position and crafting a comeback strategy. Infiniti plans to release one new vehicle per year, aiming for a tight but potent lineup of five or six models. That’s fine, he says, if each one hits the right market and stands out. What matters most is distinct design, impeccable quality, and exceptional service. The “secret sauce,” as he puts it, lies in combining the right products with an outstanding ownership experience.

“Infiniti doesn’t have to be a brand for everyone,” Castro explains. What it needs is loyal customers who truly connect with it. If that passion grows, so will sales. His personal mission is simple: when his tenure ends, he wants to leave Infiniti in a far better place than when he found it.

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NASCAR has unveiled a CGI lap of its new street circuit around Naval Base Coronado, and it promises a mix of long straights and very tight corners, all bordered by concrete barriers.

Expect plenty of opportunities for a master like Shane van Gisbergen to shine.

The layout threads between base buildings before stretching out toward San Diego Bay, where the digital preview shows two massive aircraft carriers moored along the track. It then loops back onto the airfield, weaving among parked fighter jets.

At 3.4 miles in length, the course features 16 turns, many resembling classic street circuit hairpins, with near-right-angle corners that will demand heavy braking from the 3,400-pound Cup cars.

The NASCAR San Diego Weekend is set for June 19–21, 2026, with the top three series competing on the Coronado layout: the Truck Series on Friday, June 19; Xfinity on Saturday, June 20; and the Cup Series on Sunday, June 21.

With its tight turns and iconic naval scenery, the Coronado circuit promises a unique challenge and a visually striking backdrop for the 2026 NASCAR season, blending technical precision with breathtaking spectacle.

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Just one look at the new Land Cruiser FJ instantly brings back the quirky charm of the original FJ Cruiser, which Toyota sold from 2007 to 2014. That five-door icon — with its rear-hinged “suicide” doors, triple wiper blades, and FJ40-inspired nose — still commands collector-level admiration years after its farewell. The new FJ, previewed ahead of the Japan Mobility Show (formerly the Tokyo Auto Show), doesn’t copy its predecessor’s formula, but it channels the same spirit in a design that fits seamlessly into Toyota’s current rugged lineup.

Can It Off-Road?

The fun details of the Land Cruiser FJ — expected to enter production as a 2027 model — go well beyond its playful looks. Toyota clearly designed this compact SUV for those who live beyond the pavement. One of its most thoughtful touches: removable front and rear bumper corners. These can be swapped for high-clearance pieces or replaced easily after a rough encounter with a rock.

Toyota displayed both standard and modified FJ versions, featuring interchangeable bumper caps and two distinct headlight styles. The base model sports squared LED units, while the modded variant features classic round headlights paired with FJ Cruiser-style indicators. It’s a subtle but smart nod that ties the newcomer back to its Land Cruiser roots.

Despite its cute proportions, Toyota insists the Land Cruiser FJ is no soft-roader. With ground clearance and suspension articulation rivaling that of the Land Cruiser 70 Series, it’s built for more than city streets. Toyota hasn’t said whether the benchmark was the pre-1998 leaf-spring model or the later coil-spring version from 1999, but either way, that’s impressive company. Sharing its platform with the Hilux Champ, the new FJ remains a true body-on-frame SUV — a structural advantage for serious trail duty.

A Potentially Cargo Friendly Interior

Toyota hasn’t detailed cargo volume yet, but the five-seat cabin seems cleverly tailored for utility. Among its neat touches are MOLLE (Modular Lightweight Load-Carrying Equipment) panels — a military-style gear system that lets you strap or clip bags and accessories in place. It’s a small touch that turns the rear cargo area into an organized, adventure-ready workspace.

How Does It Compare to the 2026 Jeep Cherokee?

The Land Cruiser FJ rides on a 101.6-inch wheelbase, stretches 188.0 inches long, and spans 73.0 inches wide — making it noticeably smaller than the upcoming 2026 Jeep Cherokee Hybrid. In fact, it’s 11.4 inches shorter between the axles, 8.0 inches shorter overall, and 1.7 inches narrower. Power comes from a 2.7-liter 2TR-FE inline-four producing about 161 hp and 181 lb-ft of torque, compared to the Cherokee’s 1.6-liter turbo-hybrid setup delivering 210 hp and 230 lb-ft combined. But the Toyota’s conventional six-speed automatic and part-time 4WD system stand in contrast to the Cherokee’s eCVT with a rear power take-off. And without the extra weight of hybrid hardware, the FJ should tip the scales considerably lighter.

It’s Not Coming Here, Is It?

Sadly, that comparison might be purely academic for U.S. buyers. When asked, Toyota declined to confirm any North American launch plans for the Land Cruiser FJ. Given that it rides on Toyota’s IMV platform — a foundation mainly used in markets like Thailand, Indonesia, Argentina, and South Africa — the odds don’t look good. The prototype’s right-hand-drive setup only reinforces the point. Like the compact Hilux Champ before it, the new FJ seems destined to remain a distant dream for American fans.

Between nostalgia and innovation, the Land Cruiser FJ bridges Toyota’s past and future — a small SUV built with big heart and even bigger capability. It’s a reminder that great design often comes in compact, boxy packages, even if some of us will only get to admire it from across the ocean.

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We’ve already explored what makes the 2026 RAV4 tick in detail, but here’s the highlight reel: it’s now hybrid-only, sports bolder styling inside and out, and packs a significantly improved tech suite. The CR-V, although not brand-new—it first arrived in 2022—hasn’t stood still either. Honda has refined it with a larger infotainment screen, wireless charging, and upgraded traction management for AWD variants.

These two nameplates have long defined the compact SUV world, and now, powered by hybrid efficiency, they’re both better than ever. But can Honda’s seasoned CR-V fend off Toyota’s latest contender? Let’s put them through their paces and find out which one deserves your driveway.

Head-to-Head Shakedown

At the top of Toyota’s 2026 RAV4 lineup sits the Limited trim—essentially the fully loaded version of the “Core” models, meaning it’s neither the rugged Trail nor the sporty XSE. Under the hood is Toyota’s proven 2.5-liter inline-four hybrid setup, sending 236 hp through an all-wheel-drive system powered by three electric motors.

The Honda CR-V Hybrid Sport Touring stands as its counterpart, also featuring standard AWD. Its 2.0-liter naturally aspirated four-cylinder teams up with two electric motors to produce a combined 204 hp.

On paper, interior space is a mixed story. The CR-V offers superior rear legroom—41.0 inches compared to the RAV4’s 37.8—but loses out on cargo space, trailing 34.7 cubic feet to Toyota’s 37.8. Numbers aside, we climbed into both to see how these cabins feel in the real world.

Raving About the RAV4

After several days living with Toyota’s latest RAV4, it’s clear this SUV continues to excel at practicality. The outgoing model was already a master of storage solutions, and the 2026 version keeps that spirit alive with clever cubbies and neatly positioned compartments throughout the front row. There’s a spot for nearly everything—at least until your knees meet the oversized center console. Like in the bZ4X, this bulging structure takes up unnecessary space and can bump against taller drivers’ legs. Some of the interior plastics also feel hollow, and closing the doors or console lid produces a sound more tinny than solid.

The twin screens look sharp and respond quickly, though their “stuck-on” tablet positioning remains divisive. We miss physical buttons for climate control, but Toyota’s revamped infotainment software is a major leap forward. As features editor Scott Evans put it, “[Toyota has] fixed nearly every irritation I had with the old system. It’s finally intuitive—not cutting-edge, but definitely caught up.”

Seat comfort impresses up front, with a naturally upright driving position that suits long trips. Rear passengers get decent padding and recline, but the thick front seatbacks can make the space feel tight. Some testers also noted that knee room is limited when sitting three across.

Cargo practicality is a strong point. The tailgate opens wide to reveal a flat, low load floor and a handy spare tire beneath. There’s enough room for a few full-size suitcases, though overall the cabin feels a touch smaller than the outgoing generation. The dark gray-and-black interior on the Limited trim doesn’t help—hopefully lighter color options bring more airiness.

The CR-V’s Glovelike Appeal

Sliding into the Honda CR-V feels instantly familiar. Everything is exactly where you expect it to be, which can be either comforting or dull, depending on your perspective. Honda’s no-nonsense design and intuitive layout mean no learning curve—you simply get in and go.

The infotainment screen still looks modest for 2026, but the interface is clean, responsive, and complemented by real buttons and dials for core functions—something Toyota fans might envy.

Seat comfort remains a Honda strong suit. Front chairs are supportive, though taller drivers may wish for more knee clearance. The rear bench, however, easily accommodates two adults—or even three in a pinch—offering noticeably more space and light than the RAV4. Wide-opening rear doors, nearly at a full 90 degrees, make entry and exit effortless.

The CR-V’s cargo area is similarly easy to use, with a low lift-over height. However, when the rear seats are folded, a noticeable 4–5-inch step interrupts the flat floor—a quirk of the hybrid model’s fixed cargo design. That uneven surface makes sliding in long or heavy items awkward, especially for anyone planning frequent IKEA runs or weekend getaways.

How Do They Drive?

The RAV4’s hybrid system lets it leap off the line with a satisfying burst of energy, though maintaining smooth acceleration in stop-and-go traffic takes some finesse. On the highway, there’s enough muscle for merging, but a few testers wanted more punch overall. Step hard on the gas, and the engine’s gruff, unrefined tone quickly fills the cabin — this isn’t the hybrid for those craving serenity.

Braking response is average, which is exactly what you want in this class — predictable and unobtrusive. The light steering, while accurate, lacks feedback, feeling numb at both center and full lock. Switch into Sport mode, and resistance tightens just enough to make the RAV4 feel a touch more engaging. Combined with its strong low-end torque, it delivers fleeting moments of fun behind the wheel.

The suspension, however, tells another story. It handles smooth pavement confidently, but rougher roads expose its rigidity. The ride turns busy over bumps, with noise echoing through the cabin like a distant drumbeat. It’s as if Toyota borrowed the bones of an old truck and wrapped them in a sleek SUV body. Some drivers might prefer this firmness, but many will wish for a touch more compliance.

Overall, the new RAV4 feels very much like the outgoing one — familiar in both its strengths and flaws. For loyal buyers, that likely won’t matter; the formula still works.

Its driver-assistance tech, though, shows clear progress. The menus are intuitive, and lane centering performs smoothly even in traffic, faltering only on sharply curved sections of highway. A single tap on the stalk now initiates lane changes — a small but welcome upgrade.

That said, Toyota’s attention-monitoring system remains overzealous. It scolded us multiple times to “keep eyes on the road” even when we were. Yes, you can turn it off, but doing so feels like admitting defeat to a car that won’t stop parenting you.

Switching to the Honda CR-V reveals a very different personality. Its hybrid system may lack the RAV4’s low-end snap, but once up to speed, it feels freer, pulling smoothly as it climbs the revs. The transition between gas and electric power is nearly seamless — so subtle that you might forget you’re driving a hybrid at all.

Driving the CR-V feels neat and composed. Hard braking produces only minimal nose dive, and though the steering isn’t brimming with feedback, it’s steady and precise. The suspension hits a sweet spot between comfort and control, ironing out imperfections without ever feeling floaty. A generous tire sidewall on the 19-inch wheels helps, giving the Honda a planted, confident stance that hugs the road with quiet assurance.

There’s something distinctly carlike about the CR-V’s manners. Lower the seat just an inch and add some side bolsters, and you might mistake it for a nimble hatchback rather than an SUV. That sense of compact agility is part of its charm — it feels composed, easy, and light on its feet.

Not everything is perfect, though. The adaptive cruise system mirrors issues we saw in the 2025 Accord, occasionally bouncing the car between lane markers like a bowling ball with too much spin. Oddly, this happened on the same stretch of highway. Maybe it’s the road itself, because on a longer cross-country drive in the Civic Hybrid, the same system worked almost flawlessly.

MPGs and MSRPs

Official EPA numbers for the 2026 RAV4 haven’t landed yet, but Toyota estimates the AWD Limited at 44/39/42 mpg city/highway/combined — noticeably stronger than the CR-V Hybrid’s 40/34/37 ratings.

The CR-V Hybrid Sport Touring sits at the top of Honda’s lineup and carries a price tag of around $43,700. That figure includes the full suite of Honda Sensing safety tech, a 9.0-inch touchscreen, premium Bose audio, heated leather seats, a heated steering wheel, and wireless Apple CarPlay and Android Auto.

Toyota hasn’t disclosed exact pricing for the 2026 RAV4, but expects hybrid FWD models — now the base trim — to start in the low $30,000s. For reference, last year’s non-hybrid RAV4 LE began at $31,250, meaning Toyota seems determined to keep the hybrid price in check.

The Limited trim should top out near the CR-V’s price, adding a 12.9-inch touchscreen, JBL sound, ventilated front seats, heated rear seats, and the Toyota Safety Sense 4.0 suite. The outgoing RAV4 Hybrid Limited AWD started at $42,605, so we anticipate a modest bump, putting the two SUVs neck and neck financially.

On paper, these two hybrids are evenly matched. Both are efficient, practical, and packed with features. But the Honda edges ahead in cohesion — it’s more pleasant to drive, its interior is cleaner in layout, and the rear seats feel roomier.

We actually prefer the older RAV4’s cabin design, yet Toyota’s transition to an all-hybrid lineup is a major win for efficiency. Buyers loyal to the brand won’t be scared off by its firmer ride or the occasional coarse detail. The RAV4 now sells more on reliability and economy than refinement, and that strategy will likely keep it near the top of the charts.

Still, for everyday comfort and user-friendliness, the Honda takes the crown.

2nd Place: 2026 Toyota RAV4 Limited AWD

Pros

• Fully hybrid lineup
• Excellent fuel economy
• Clever storage solutions

Cons

• Harsh, noisy ride
• Some cheap-feeling interior trim
• Tight rear space

Verdict: Quick and competent, but held back by a brittle ride and budget plastics.

1st Place: 2026 Honda CR-V Hybrid AWD Sport Touring

Pros

• Intuitive physical controls
• Smooth, carlike handling
• Clean, timeless design

Cons

• Smaller infotainment screen
• Flawed adaptive cruise system
• Rear seats don’t fold fully flat

Verdict: A calm, capable daily driver that prioritizes simplicity and comfort — the SUV that just gets everything right.

The post 2026 Toyota RAV4 vs. Honda CR-V: We Settle the Great Compact SUV Debate—Again appeared first on BestCarsGuide - Automotive News, Car Trends, Latest Launches & Insights from around the world.

563 Horsepower/704 LB-FT

While headline figures boast 563 hp and 704 lb-ft of torque, real-world usage in U.S. streets of speed traps and potholes will likely see drivers tapping the “everyday” max of 509 hp. This power is delivered via a 900-amp pulse inverter with silicon-carbide transistors, providing a robust torque peak of 704 lb-ft—enough to keep even spirited drivers grinning.

How Quick/Fast?!

The Macan GTS Electric employs permanent-magnet motors at both ends, sharing the rear unit with the Turbo model. Each motor spins through a 9:1 direct-drive gearbox, translating output into impressive performance for this 2.5-ton SUV: 0–60 mph in 3.6 seconds, a quarter-mile in 12.0 seconds, and a top speed of 155 mph. Track enthusiasts can leverage the Sport Chrono Package with Taycan-inspired Track Endurance Mode, giving extra battery cooling to extend spirited laps without thermal derating.

Charging the 100-kWh battery (95 kWh usable) is swift, thanks to the 800-volt system capable of 270 kW input, letting the battery recharge from 10–80 percent in just 21 minutes under optimal conditions.

Chassis Spiffs

Sport-tuned and slightly lowered air suspension comes standard, including load-leveling and Porsche Active Suspension Management (PASM), plus GTS-specific damping and anti-roll bars. An electronically controlled rear differential works with Porsche Traction Management (ePTM), Torque Vectoring Plus (PTV Plus), and the low rear-biased weight distribution. For even sharper handling, rear-axle steering is optional, making the GTS Electric nimble despite its SUV proportions.

Aesthetics

The exterior features black GTS accents and unique, widened rocker panels that flare toward the rear. The optional Sport Design Package, available summer 2026, adds aggressive front/rear fascias, sideblades, wheel arch extensions, and a rear spoiler lip. Standard 21-inch Macan Design wheels in Anthracite gray can be swapped for 22-inch RS Spyder Design wheels. Three new colors—Chalk, Carmine Red, and Lugano Blue—join the 15 existing options, while Race-Tex seats with contrast stitching tie interior accents to select exterior hues. Porsche Electric Sport Sound (PESS) provides two GTS-specific sound profiles for Sport and Sport Plus modes.

When and How Much?

Orders are now open, with deliveries expected in spring 2026. Pricing starts at $105,350, roughly $2,300 below the 2025 Macan Turbo Electric.

2026 Porsche Macan GTS Electric Specifications

With its blend of speed, style, and EV efficiency, the Macan GTS Electric positions itself as a versatile choice for drivers craving both Porsche performance and daily usability.

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“The electric van segment hasn’t grown nearly as fast as we projected, and shifting regulations plus shrinking fleet incentives have made the business tougher,” Barra explained. Production at the CAMI plant in Ingersoll, Ontario, was halted back in May due to sluggish BrightDrop sales, and although a single shift was scheduled to resume this month, that plan has been scrapped. Barra noted that the move was a difficult one, acknowledging its impact on employees. The BrightDrop, once a promising fleet EV, had served companies such as FedEx, DHL, and Walmart.

We Need to Make More of the Chevy Equinox

In an ironic twist, the CAMI facility previously assembled the Chevrolet Equinox until 2022, when it was retooled to produce the BrightDrop. Now, GM is doubling down on the gas-powered Equinox — as well as its electric counterpart — in response to rising demand. Barra confirmed plans to ramp up compact SUV production, announcing that the Fairfax assembly plant in Kansas City, Kansas, will begin building gasoline Equinox models in 2027. As part of a larger $4 billion U.S. manufacturing investment, GM will also move production of the non-EV Chevrolet Blazer from Mexico to Tennessee.

Barra described the BrightDrop discontinuation and related plant realignments as part of an effort to “right-size” GM’s EV strategy. Although the commercial van project has ended, she emphasized that GM remains fully committed to vehicles such as the Equinox EV and the Cadillac Escalade IQ. The automaker will continue advancing battery technologies like LMR chemistry, but with federal EV tax incentives disappearing, Barra acknowledged that electric adoption is slowing and combustion vehicles are proving more resilient than expected.

Expensive New EV Strategy

To realign its electric roadmap, GM took a $1.6 billion hit in the third quarter. The updated EV plan accounts for reduced demand following incentive cuts, but Barra expects the market to normalize as brands that once sold EVs cheaply for compliance drop out, leaving quality products to define the space. “A market driven by artificial incentives,” she suggested, “will now become one led by genuine consumer interest.”

GM’s EV losses are expected to keep shrinking, and tariff expenses won’t be as heavy as once projected — now estimated between $3.5 and $4.5 billion, down from $5 billion. Barra also said GM will expand U.S.-based sourcing and manufacturing while staying alert to evolving trade and tariff policies under the Trump administration.

Despite the turbulence, GM achieved its strongest third-quarter market share since 2017. Although adjusted earnings dipped and net income fell to $1.3 billion due to the restructuring costs, the company has raised its full-year forecast, expecting between $12 billion and $13 billion in adjusted earnings — up from earlier guidance of $10 billion to $12.5 billion. CFO Paul Jacobson added that GM’s ongoing simplification efforts, warranty cost reductions, and Chinese market restructuring should position the company for even stronger performance heading into 2026.

GM’s decisions mark a pragmatic shift: pulling back where demand lags, doubling down where profits grow, and bracing for a market where both gasoline and electric power must coexist — at least for now.

The post GM Killing One Chevrolet EV, Doubling Gas Chevrolet Equinox Production appeared first on BestCarsGuide - Automotive News, Car Trends, Latest Launches & Insights from around the world.

• Sleek new styling
• Roomy rear seats
• Whisper-quiet cabin

Cons

• Lacks sporty edge
• Overloaded with screens
• Some cheap-feeling trim

The Audi Q5 remains the brand’s best-selling vehicle, yet it’s always lived in the long shadows of the Mercedes-Benz GLC and BMW X3 when it comes to driving excitement. Instead of chasing pure sportiness, Audi has stuck to what it knows best: delivering refinement, understated luxury, and a serene, well-mannered ride.

Now, with the fully redesigned 2025 Q5, the automaker leans even further into that philosophy. It’s quiet, confident, and composed—an SUV built to soothe rather than thrill. The cabin still seats five adults comfortably, maintaining that balance between elegance and everyday usability that made the Q5 so popular in the first place.

But First, the Screens

Like many modern luxury cars, the latest Q5 has gone all-in on digital displays—perhaps to a fault. The driver faces an 11.9-inch digital cluster, while a massive 14.5-inch infotainment screen dominates the center of the dashboard. Together, they blanket nearly two-thirds of the dash in glowing pixels, creating a high-tech atmosphere that can feel overwhelming.

If that weren’t enough, Audi now offers an optional 10.9-inch passenger display, effectively turning the dashboard into a wall of glass. It’s undeniably futuristic but risks crossing the line from sleek to excessive.

Here’s the catch: the passenger display comes standard with the range-topping Prestige trim, meaning you can’t delete it if you prefer a simpler look. On the upside, it’s included in the price—so tech enthusiasts won’t need to pay extra for their digital playground.

Once you adjust to all those screens, the Q5’s cabin proves genuinely inviting. The quilted leather seats are soft yet supportive, and every surface your hands touch feels premium. Still, not every detail lands. The door handles, for instance, have an awkward plastic insert where European models feature lock buttons—a small oversight that cheapens the overall feel.

That’s because Audi relocated those controls, along with seat and light settings, to a cluster of capacitive touch buttons on a small lower panel. Squeezing more than a dozen touch-sensitive icons into such a confined area feels like a misstep—one that could use rethinking in a future refresh.

Beyond those quirks, the interior remains quintessential Audi: polished, modern, and thoughtfully laid out. The new compact shifter frees up space on the center console, making room for two cupholders and a wireless phone tray. The piano-black surfaces still attract fingerprints faster than you can wipe them, but the open design and clean geometry give the front cabin an airy, sophisticated presence.

Rear passengers enjoy generous space as well, with ample legroom and headroom for two adults. A third passenger can fit in a pinch, though things get snug on longer drives.

How Does the Q5 Drive?

Underneath, the 2025 Q5 rides on Audi’s new Premium Platform Combustion architecture, giving engineers a fresh canvas to refine comfort and handling. The result is a smoother, quieter, and more composed SUV than ever before—like silk gliding over asphalt.

The updated suspension soaks up bumps with ease, delivering impressive calm over uneven roads. Our test model, a Q5 Prestige, featured the optional air suspension—rare in this class and worth every penny for the serenity it brings to the ride.

Power comes from a 2.0-liter turbocharged four-cylinder engine producing 268 horsepower—a modest 7-hp bump over the outgoing model. Paired with a seven-speed dual-clutch transmission and standard Quattro all-wheel drive, the Q5 moves with quiet confidence.

Though the extra power gives it a livelier feel, this isn’t a performance SUV. That honor still belongs to the SQ5, which packs a V6 and well over 350 hp. The standard Q5 instead focuses on balance, prioritizing comfort and composure rather than adrenaline.

The steering remains light and precise, with selectable drive modes that add a hint of sportiness when desired. Overall, the Q5 feels like a polished travel companion rather than a back-road thrill-seeker—and that’s exactly its appeal.

Is the Q5 Worth It?

In a fiercely contested luxury compact SUV field dominated by German rivals, standing out requires focus—and Audi’s focus remains clear. It delivers refinement, space, and technology wrapped in a design that whispers luxury rather than shouting it.

The 2025 Q5 represents meaningful progress, from its improved chassis and ride quality to its tech-forward interior. Yet there’s room for improvement: less piano-black trim, fewer hard plastics, and a rethink of those cramped touch controls would elevate the experience even further.

Are these flaws dealbreakers? Hardly. For most buyers, the Q5’s comfort, craftsmanship, and serene character easily outweigh the minor annoyances. It’s the most complete and confident Q5 yet—one that feels deeply Audi in every sense.

The 2025 Q5 doesn’t try to be something it’s not. Instead, it doubles down on refinement and quiet confidence—a reminder that true luxury isn’t always loud.

2025 Audi Q5 Quattro Specifications

Base Price – $53,495
As Tested – $63,290
Layout – Front-engine, AWD, 5-passenger, 4-door SUV
Engine – 2.0L turbocharged direct-injected DOHC 16-valve I-4
Power – 268 hp @ 5,000 rpm
Torque – 295 lb-ft @ 1,750 rpm
Transmission – 7-speed dual-clutch automatic
Curb Weight (F/R) – 4,348 lb (55/45%)
Wheelbase – 110.9 in
Dimensions (L x W x H) – 185.7 x 65.7 x 74.8 in
Tires – Pirelli Scorpion MS RE0, 255/45R20 105H M+S
EPA Fuel Economy (City/Hwy/Combined) – 22/30/25 mpg
EPA Range – 430 miles
On Sale – Now

MotorTrend Test Results
0–60 mph – 5.8 sec
Quarter Mile – 14.4 sec @ 96.4 mph
Braking (60–0 mph) – 119 ft
Lateral Acceleration – 0.88 g
Figure-Eight Lap – 26.6 sec @ 0.69 g (avg)

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