Chevy just went more conventional with the 2026 Blazer EV lineup by dropping the RWD RS option.
When it originally launched the Blazer EV, Chevrolet offered up an interesting amount of flexibility in terms of its powertrain options. Sure, a dual-motor AWD setup in either the standard models or the high-performance SS are the go-tos for most people, but you could also get your base LT or RS in a single-motor, front-wheel drive configuration as well. On the RS, however, you could also set it up with rear-wheel drive — or at least you could, before the automaker quietly nixed that option from the order forms.
In a statement, the company said: “In an effort to simplify the product lineup while still offering the more popular options for consumers, RWD will not be available beginning with the 2026 model year. The Chevrolet Blazer EV is now available in FWD, AWD, and performance AWD in the new SS trim.”
Now, there are a couple conclusions we could draw from that statement and Chevy’s general decision to ax the RWD RS trim. First off, it was a little confusing to go into your Chevy dealer and have a choice of front-, rear- or all-wheel drive for your Blazer EV. While consumer choice is typically a great thing to have…SUV buyers are broadly more accustomed to choosing FWD vs AWD, rather than having to decide which of three options is the best for their needs. Then, on top of that, “simplifying” the lineup while “still offering the more popular options for consumers” more or less translates to, “we’re dropping this option because you guys aren’t buying it”. Again, fair enough if that’s an accurate assessment.
With all that said, the 2026 Chevy Blazer EV lineup will get a bit easier to suss out as a result. If you want the more affordable, single-motor variant putting out 220 horsepower, you’ll want the LT or the RS. The all-wheel drive models, still available on both those trims, bumps the output up to 288 horsepower and 333 lb-ft of torque, while the extra motor offers up better all-weather capability. Then, if you want power, there will still be the recently launched SS with 615 horsepower and 650 lb-ft of torque. With the RWD RS gone, the best potential driving range, for what it’s worth, lies with the FWD variants’ 312-mile figure.
We don’t have official pricing on the 2026 Blazer EV lineup yet. Economic circumstances notwithstanding, though, it shouldn’t change too much from the 2025 lineup. Production on the 2026 models should kick off around the end of July, per a report from GM Authority.
A sensor fault could deactivate the airbags on more than 171,000 Mazda vehicles.
According to documents filed with the National Highway Traffic Safety Administration (NHTSA), as many as 171,412 Mazda 3 and CX-30 cars could have an issue where their airbags fail to deploy in a crash, under certain specific conditions.
The automaker notes this issue affects model years 2024 and 2025 for both the Mazda 3 (in sedan and hatchback forms) and CX-30 SUV. Of those two models, the recall affects 51,857 examples of the Mazda 3 built between May 25, 2023 and January 15, 2015; and 119,555 CX-30s built between August 22, 2023 and January 13, 2025.
Mazda tells safety regulators that an internal fault could in its Sophisticated Airbag Sensor (SAS) unit could trigger if the 12-volt battery is depleted by leaving the ignition switch in the “ON” position for two hours or more without the engine running. Apparently, the problem doesn’t crop up if the battery is depleted any other way, but Mazda says recharging the battery from a depleted state after leaving it on for hours will cause an airbag warning light to illuminate. If the owner decides to drive the vehicle in that condition, the airbags may not deploy in a crash. The company says it first became aware of the issue last June, and implemented improved software into production between November and January.
Mazda’s fix here will be to update the software in affected vehicles or replace the SAS unit, free of charge. Impacted vehicles are still under full warranty coverage, so it will not reimburse customers who paid to fix the issue out of pocket (as there shouldn’t be any).
The automaker tells the NHTSA it will send out recall notifications on July 28, though owners can search their VINs through Mazda’s recall website to determine whether their vehicle is affected now. Dealers were made aware of the issue last Tuesday, June 3.
Most of the 2025 Ford Bronco range isn’t shifting much on price…except the top-spec Raptor.
When the Ford Bronco Raptor first hit the scene for the 2022 model year, you knew what to expect: a hugely powerful off-road SUV with an equivalently huge price tag. And you weren’t wrong, as late-2024 Bronco Raptor pricing eclipsed $91,930 — and that’s before taxes and registration fees. Fast forward about six months, and Ford’s adjusting MSRPs across most of the Bronco lineup, with some trims increasing and some trims actually getting a price haircut. That’s the usual stuff, until you get to the Bronco Raptor…which the automaker decided to drop by a whopping $10,040, as first reported by Ford Authority and now active on its Build and Price site.
The upshot is that the 2025 Ford Bronco Raptor now costs a far more palatable $79,995 before destination. Factor in that charge (which did increase slightly to $1,995 this year, per the configurator), and the price comes in at $81,990 before any added-cost packages, accessories, dealer fees and taxes, etc. Effectively, Ford is rewinding the clock to about 2023, where the Raptor came in around that same ball park.
It’s not just the Raptor that’s getting a price cut, either: You’re in luck if you want a four-door Badlands as well. The drop on that trim isn’t nearly as significant — just $1,000 to $52,380 — but it’s still a bit cheaper nonetheless.
Models that aren’t seeing any price shift at all include the two-door Stroppe Edition ($77,630), as well as the four-door Heritage Edition ($51,470) and Outer Banks ($49,935).
Some models are a bit pricier than before, though.
With this latest update, Ford is also inching some of its trims upward, but not by more than $1,000 in any case. Even though the four-door Badlands gets a $1K price shave, the two-door model is now $290 more expensive, before factoring in the increased destination fee. Taking that into account, the two-door Badlands now starts at $52,480.
The base 2025 Ford Bronco also gets $1,000 pricier, so the entry-level MSRP now comes in at $40,990 (or $38,995 before destination charges, up from $37,995 back in November). It’s a similar story for the base four-door Bronco, and it’s worth noting that there’s actually no price difference in choosing the two-door versus the four-door on either the base or the Badlands, where you actually have the option.
Wrapping up the price hikes, the 2025 Ford Bronco Big Bend (only available as a four-door) is now $850 higher, coming in at $43,215 including destination.
Ford didn’t release an official statement signifying the more than $10,000 price drop on the Raptor. That said, strictly from an observational standpoint here, that move does bring Ford’s top-dog Bronco more into line with its chief rivals, the Jeep Wrangler Rubicon X 4xe and the Toyota 4Runner TRD Pro and Trailhunter. It’s still a bit more expensive than those options, but that price shave makes it substantially more competitive. Not that owners who paid more than $90K for their Bronco Raptor will be too happy to hear that.
At the moment, there’s only one option among these three that crests the six-figure mark, and that’s the latest Jeep Wrangler Rubicon 392. Jeep’s 6.4-liter V8-powered Wrangler is still configurable as a 2025 model, and will set you back $101,990 (which, objectively…yikes). Mind you, dealers across the country are dropping prices left and right, because they correctly worked out a lot of folks aren’t quite willing to pay over 100 grand for their Wrangler…badass though it may be.
☓ Pack on options, and the Artura gets eye-wateringly expensive
✓ Surprisingly comfortable
2025 McLaren Artura Spider Overview: Come on, a purple convertible McLaren? You’re going to have fun.
In more than a decade of McLaren’s modern era since the 12C, we’ve seen a plethora of supercars from the automaker packing mid-mounted, twin-turbocharged V8s. The Artura broke away from that tradition for the 2023 model year, packing a V6 engine as part of a plug-in hybrid powertrain. Now, for 2025, McLaren is bringing us a Spider version, so you can feel the wind in your hair as you unleash 690 horsepower and charge from 0-60 in 3 seconds.
Apart from the Artura lineup now having a drop-top variant (more on that experience in a moment), that horsepower figure rises from 671 available in previous years. Torque from the 3.0-liter twin-turbo plug-in hybrid remains the same as before, firing 531 lb-ft at the rear wheels. For this model year, McLaren engineers tweaked the Artura’s adaptive suspension settings for both the coupe and the convertible, tweaked the 8-speed dual-clutch transmission for faster shifts, modified the exhaust note with the optional sport exhaust sending its sounds directly into the cabin, and introduced a new ‘Spinning Wheel Pull-Away’ mode that allows you to do some fat smokey burnouts when you want to show off. At 3,439 pounds, the curb weight for the Spider weighs 136 pounds more than the coupe — certainly not enough to hurt its day-to-day performance in any meaningful way.
The real star of the show for the Artura Spider, though, is that retractable roof. Being able to drop the top for that wind-in-the-hair experience is a plus, to be sure, and the Artura’s carbon fiber tub means you won’t feel any added wobbliness in the car’s structure whatsoever. The added party trick is an optional electrochromic glass roof panel, allowing you to switch between clear and dark blue at the press of a button while the roof’s still in place. So, McLaren offers up a roof-down option as well as a cool feature when you want a more coupe-like drive, provided you’re willing to fork out $9,400 for that supplemental glass feature.
Oh, we’ll get to options later, don’t you worry…if you’re curious before venturing any further, though, the 2025 McLaren Artura Spider’s base price is $278,800 including shipping and port handling charges to bring it over from the UK. That’s about $24,300 more than the coupe.
Driving the Artura Spider is remarkably straightforward…and stunningly fast.
While some folks might duck out at first mention of the words “hybrid” or “V6”, they’re doing themselves a serious disservice by writing off the Artura. Keep in mind, it does still have nearly 700 horsepower on tap, and at just a shade over 1-1/2 tons, even the technically heavier Spider is monstrously fast. At a mile above sea level, our most recent drag race netted a 0-60 time of around 3.3 seconds. By a seat of the pants feel, too, I suspect McLaren is underselling its acceleration a bit. Top speed still puts it in the supercar club, too, as the Artura Spider can manage up to 205 mph. Now, full disclosure, I didn’t do that, but the (brief) time it took to get to 140 mph or so on the airstrip was enough to evoke my “holy crap” response and put a huge grin on my face.
It’s worth noting that we were running the McLaren Artura Spider on standard Pirelli P-Zero road tires, and not the optional P-Zero Corsas that generate even more grip at the expense of some on-road comfort. Our approach here, though, is to test this as McLaren’s more daily drivable supercar, and even the “normie” P-Zeros coupled with the Artura’s rock-solid chassis managed to keep things beautifully composed, even when there’s the temptation to push things a bit.
Despite the 7.4-kWh onboard battery offering up all-electric driving capability (though the EPA only rates range at 11 miles, so not great), the Artura still rocks hydraulically-assisted steering. You don’t get regenerative braking either, as the battery only charges off the engine or by plugging it in, so the on-road driving experience feels remarkably analog. And sensational — from instantaneous power delivery to telepathic steering to appropriately powerful braking from the carbon-ceramic discs, the McLaren Artura Spider is still a delightful supercar to drive…in most aspects.
See, the lightweight construction, the outright power, the phenomenal handling setup and the straightforward powertrain modes (just Comfort, Sport, Track and Electric) are all high points. What’s missing, though, is the noise your brain associates with the whole supercar experience by default. Even if you go for the optional sport exhaust system that this car has, it lacks the full-throated rumble or roar of a V8 or a V10. Get it above about 3,000 RPM in the cruise, and it also tends to drone until you put it in a higher gear to shut it up.
You can make things far more peaceful by switching the Artura Spider over into electric mode, of course. Honestly, it is kind of fun to sneak around parking lots, passing bemused onlookers as they try to work out why a freaking McLaren rolled by them without making any noise. Limiting your power output to just 94 horsepower isn’t really the point most folks are aiming for with their quarter-million-dollar (or more) supercar, though. So here’s a trick to getting the most daily fun out of your Artura Spider: Stick it into Sport mode (which keeps the V6 on all the time and keeps the battery charged to 60%), and less-than-ideal engine note notwithstanding, you’ll get an incredibly satisfying surge of acceleration every time you pull away from the lights.
Seriously, the McLaren Artura Spider uses its electric motor and 8,500-rpm redline V6 to accelerate with such gusto, you’ll probably be okay not having a naturally aspirated V8, in the long run. You’ll leave pretty much any car in the dust when you take off, and outside of Track mode where the ride does appropriately firm up, the suspension is compliant enough to make that power satisfyingly usable, if not downright comfortable unless the roads where you live absolutely suck…and if they do, make sure to use the front-axle lifter. Fortunately, it’s standard on U.S. models.
The McLaren Artura Spider’s interior definitely puts function first
Supercars are meant to be beautiful as a point of order. I mean, if you spend this kind of money and can’t turn heads, what’s the point? That’s all great, until you actually go to drive…and realize your everyday controls are scattered all over the cabin and not exactly easy to use. The Ferrari 296 GTB and the Lamborghini Temerario both look awesome, but good luck trying to work all those controls at speed.
McLaren takes a more functional anti-Ferrari/Lambo approach here, from the GTS grand tourer to its more hardcore supercars, as well as the Artura. The steering wheel itself is free of buttons, while most of your controls are situated on stalks instead (with some rocker controls and knobs for good measure). With the exception of learning the stalk to control the instrument cluster screen, this setup places most controls where you’d actually expect them to be, so intuiting your way around the McLaren Artura Spider is actually fairly easy.
Throughout the cabin, the 2025 McLaren Artura Spider brings a host of leather and microsuede materials to make things feel classy, yet purposeful. If you opt for the 12-speaker Bowers & Wilkins sound system as part of the Technology Pack, you’re in for a further treat, as the system brings both exquisite-looking stainless steel speaker grilles on the doors, but a great sound profile with ample bass too.
Now, if you took a moment to check out the photos above, you’ll probably notice that the 8.0-inch vertical touchscreen feels a bit…stuck on. It is canted toward the driver to make it a bit easier to use, but it doesn’t look as well integrated as the GT/GTS or this car’s bigger brother, the 750S. Still, you do get Bluetooth connectivity, SiriusXM satellite radio, built-in navigation and wired Apple CarPlay compatibility (sorry Android users, but there’s no Android Auto). And compared to some of McLaren’s earlier infotainment solutions, the Artura’s setup is still a massive improvement over a couple generations ago.
McLaren also added a wireless smartphone charger as an option for 2025, again as part of the Technology Pack, and I found it a bit of a mixed bag. On the good side, it’s drop-in design will absolutely hold your phone in place, even if it’s as large as my iPhone 15 Pro Max. The down side? It’s positioned behind the infotainment screen, so you have to thread the phone into position from the driver’s seat and against a clip meant to keep the phone in contact with the charging pad. It works well once the phone is in place, don’t get me wrong, but can be finicky to get it into the charger in the first place. Still better than taking a fast corner and seeing your phone go flying into the abyss, though.
Verdict: A technical tour de force…if you can afford one.
For a supercar, one of my favorite bits of the 2025 McLaren Artura Spider is how surprisingly un-quirky it is to actually use. It still has the sweet butterfly doors, it now has the retractable roof, and it just looks cool for good measure…without being obnoxiously in-your-face, that is. Everywhere I drove, people gave it an enthusiastic thumbs up, with naysayers being few and far between (and I suspect they assign that sort of hate to all supercars, not just a McLaren). Once you get over the initial jitters of driving a car this expensive though, the Artura Spider offers up a welcoming experience that makes its drivers feel right at home.
Even with the 690 horsepower and 3-second 0-60 time, the 2025 McLaren Artura Spider does a solid amount of watching out for you, as well. Beyond the drive modes and traction control system watching your back, you also get standard lane departure warning (that you can turn off with a single button press!), road-sign recognition and optional blind-spot monitoring and cross-traffic detection.
So, what’s the catch? You knew it coming into this review: It’s expensive. Shocking, huh? Water is wet and bears do their business in the woods.
No, there’s more to it than that — I mean this particular car has $76,208 in options. What do you get for the price of a BMW M3 on top of your standard McLaren Artura Spider? Here’s the full list (bear in mind, the starting price is $278,800 before ticking any additional boxes):
Miscellaneous options (McLaren armrest, fire extinguisher, first aid kit & warning triangles): $1,100
All in, this particular 2025 McLaren Artura Spider would set you back a cool $360,008. Again, we are in supercar territory, and it’s not unique for any McLaren to have a healthy list of added-cost options, even if it’s a bit eye-watering to your layperson out there.
Even taking into account the price tag, this is still one of the more affordable McLaren models on the market (the 750S starts over $320K, for example), and an exceptional one at that, if you can swing it. Hey, at least you get a five-year/45,000-mile warranty and three years of complimentary scheduled maintenance, so you do get some added value.
If you’re looking for Cadillac’s equivalent of a “pocket rocket”, this is probably it.
When Cadillac first revealed the entry-level Optiq to the public, the electric SUV brought some decent specs for its size and price. For just under $56,000 (including destination), you could get a car capable of 300 horsepower and 300 miles of range. Decent isn’t what some folks look for, though, as they want some serious gusto for their money. Now, the 2026 Cadillac Optiq-V is meant to fill that void — offering up 519 horsepower and 650 lb-ft of torque.
That dramatic 219-horsepower increase does indeed yield results, at least according to Cadillac’s specs. 0-60 acceleration, for example, falls from 5.2 seconds in the standard model to 3.5 seconds (in other words, as quick as a substantially larger Dodge Durango SRT Hellcat or a dual-motor Rivian R1S). Range does drop by nearly 10%, though the Optiq-V is still capable of up to 275 miles on a charge, even with all that extra shove. It still uses an 85-kWh battery pack, so that doesn’t seem like a bad compromise for the performance uplift.
Sticking with charging for a moment, the Optiq-V will also be the first Cadillac to finally get a native NACS port, enabling easier access to Tesla’s Supercharger network. It’s something we haven’t seen in the brand’s 2025 rollouts, like the new Vistiq, so it’s encouraging to get a tangible update that hopefully means its 2026 model lineup beyond the Optiq-V will follow suit.
The 2026 Cadillac Optiq-V isn’t just about the power, though.
The design also gets a sportier vibe (as you’d expect), with a new front fascia as well as a gloss black front splitter, body-colored lower trim and royal blue-painted Brembo brake calipers. If you want to go another step, Cadillac offers a carbon fiber package that brings in a different front splitter, rear diffuser and rear mid-spoiler.
On the engineering front, the new Optiq-V gets the six-piston Brembo brakes, for a start. It also gets a quicker steering calibration, retuned suspension setup and V-Mode, which lets the driver tailor their performance drive settings and unlock the most aggressive settings, including Competitive Mode that changes up the traction management system for better agility. Unlike the standard model, the 2026 Cadillac Optiq-V also rides on Continental SportContact 6 summer tires.
The 2026 Cadillac Optiq-V will go into production this fall, with the first units set to hit dealers and customer driveways from there. Cadillac notes the hottest Optiq will set you back $68,795 — or about $13,000 above the base Luxury/Sport trims.
It’s taken years and years but we are finally getting a plug-in hybrid pickup truck if the reports I’ve seen on TFLtruck.com are accurate! I’m a fan and I love Jeeps but this wait has been killing me. Why have they taken so long building it and when do you think it will hit the market?
Bunch of other markets get plug-in pickups but we don’t and it makes me so mad!
— DoorBellSound99
A: Hi there !
I agree, and it’s taken a lot longer to get to this point with the Jeep Gladiator 4xe than we expected. Honestly, I was expecting to see something about three years ago. A few insiders suggested that the biggest issue was keeping the capacity of the Gladiator 4xe competitive, while building something that people could actually afford. Additionally, it was not as simple as simply yanking the drivetrain out of the Wrangler 4xe and shoving it inside a Gladiator. There were several challenges that had to be addressed before getting to this stage.
Now that they are finally testing in the open, I think it’s safe to say that we may see something hitting production within a year or so. I am only basing this on other vehicles we’ve witnessed testing in our backyard, and how long they take (on average) to hit production. By the time they begin testing at high elevation, and in cold weather (both of which are part of the allure of testing in the Rocky Mountains), they are usually well into the development of production vehicles.
We should know a lot more in a few months!
— N
The last question comes from a friend who is comparing a home-made vs factory-built 4×4.
2017 Chevrolet Colorado ZR2
Q: (Summarized from a conversation with my friend “Hank”)
I’m thinking about attempting to do my own build to create my ideal 4×4. The truck in question would be a midsize pickup with a diesel. I want at least a rear locker and the ability to have a 1,200-lbs (or more) payload. It also has to tow over 5,000-lbs after the larger tires (maybe 35″) go on.
The question is: should I build up an old truck to match this, or buy a newer one that mostly covers what I need?
— “Hank”
A: Yup – you could go either way, but your truck already exists.
I would recommend the 2022 Chevrolet Colorado diesel 4×4 Z71. It holds up to 1,518 pounds, and has a maximum towing capacity of 7,700-lbs. Yes, it has a mechanical G80 locking rear diff – which spins a bit before it locks, but they are pretty stout. If you want to go up to a electronic locking rear diff – you have to level-up to the ZR2 models, which are much more expensive. They also tow and haul a bit less thanks to their serious off-road underpinnings. They are also a bit less frugal.
There is also the Jeep Gladiator diesel, which stopped production in 2023. That model had a maximum tow rating of 6,500-lbs and its maximum payload capacity was 1,325 pounds. Both diesel engines are respected for their torque and economy, but they both are not that highly rated for reliability. If you opt for either, make sure you commit to making sure they were well cared for.
In this class, there are no other diesels available. If you simply must have a diesel, your next choice would be either older full-size F-150s and Ram 1500s, or the new Silverado 1500, which is the only one that had a diesel. From there, it’s all down to Heavy Duty trucks – which I know you want to avoid.
As for building your own: sure – it’s totally possible. Knowing that you have limited resources and limited mechanical experience, you would have to hire outside help. That’s where things can become expensive; however, you can build exactly what you want. It’s all about the money you wish to spend, and I’ve added examples of what a build can turn into when you’re willing to spend a lot for a 4×4 rig.
If you want some of that old-school flair without actually having to buy a Fox body, Ford thinks it has the answer for you with the new Mustang’s FX Package.
It’s hardly unusual for a car as long-running as the Mustang to occasionally get the retro treatment. That’s what we saw with the S550 Bullitt, and that’s what the S650 is now getting with this new appearance package. Ford announced the new FX Package — inspired by the iconic Fox body that ran between 1979 and 1993 — with special touches both inside and out. That way, you can make your brand-new Mustang GT 5.0 a bit of a nostalgia pump, only with up to 486 horsepower (a huge uplift over what the actual Fox body managed from its V8 engine).
The 2026 Ford Mustang FX Package adds in a set of 19-inch five-spoke Oxford white wheels, for a start. There’s an Easter egg within the wheels, too, where you get color-matched center caps with GT font inspired by what appeared on the front and back of 1987-1993 models. If you opt for the Mustang GT’s Performance Package as well, you get a set of more elaborate wheels meant to crank up that retro dial even farther. Ford also fits white badging for the actual Mustang logo as well as the “5.0” badge, the GT badge out back and the nostrils in the grille (provided you get the Performance Package, on that last one). If you don’t, the standard FX models will get Dark Carbonized Gray nostrils instead.
Out back, the white taillights that come as part of the FX Package will also be available through the Ford Performance Parts catalog. So, even if this retro flair isn’t really your speed, you can spruce up your seventh-gen Mustang with a set (though Ford did not announce how much they’ll cost as a standalone item yet).
Personally, my favorite bit of the FX Package has to be the Adriatic Blue paint, derived from the third-generation Mustang’s Teal paint. That color didn’t just feature on the Mustang, either, as that or strongly similar shades featured on a fair few Fords throughout the 1990s.
The nostalgia continues inside the FX
Inside, the 2026 Ford Mustang FX Package gives you some 1980s-style plaid inserts, whether you stick with the perforated leather seats or go for the optional Recaro spor seats. You also get City Silver and Adriatic Blue stitching on the seats, steering wheel, door panels, steering wheel and center console.
On the instrument panel, the FX Package further adds the same Fox-derived Mustang GT font (that Ford is keen to point out it patented, by the way) as you see on the wheel center caps and the rear windshield.
Ford is adding a few other touches to the 2026 Mustang lineup, independent from the FX Package. In addition to Adriatic Blue, Orange Fury Metallic Tricoat is back in the color palette for the first time since 2019. Both these colors will be available on the EcoBoost models as well as the GT and Dark Horse (so, in Adriatic Blue’s case, you don’t have to get the FX Package to get that exterior hue). New seatbelt customization options are also available in International Orange, Prime Blue or black with a red stripe.
If you do want the 2026 Ford Mustang FX Package, it will only be available with the GT Premium trim. That said, you can get it with either the 6-speed manual or 10-speed automatic transmission, while the exterior paint colors and seatbelt options will be available across the full lineup.
Ford didn’t mention how much the FX Package will cost, but I’d expect it to add about $2,000 (again, a rough guess) to the GT Premiums price tag.
2026 Ford Mustang model order books will open up later this month.
These days, Chrysler is strictly a minivan brand — and it’s leveraging its Pacifica to launch a 100th Anniversary Edition model.
From groundbreaking designs like the original Airflow and the experimental Turbine Car to the original minivan, Chrysler brought some radical ideas to the automotive industry since its founding a century ago. This week, the brand celebrated that heritage with a smorgasbord of some of its most iconic production cars and concepts over the decades — we’ll have more of that on our TFLclassics channel soon — as well as a special model of the only production car that still carries the Chrysler badge: the Pacifica van.
The 2026 Chrysler Pacifica 100th Anniversary Edition doesn’t in itself innovate or smash any unexpected barriers — it’s basically an appearance package. It’s based on the entry-level Select trim (as a gas model or a plug-in hybrid), with some special added-in content including special wheels, badging and some more package content beyond the typical Select. A new “Est. 1925” wing decal adorns the rear, when you get Luster Gray polished wheels and semi-gloss Granite Crystal on the fascia and grille trim. The 100th Anniversary Edition blacks out the mirror caps, and adds in the “Safety Sphere” package, which includes ParkSense front park assist and a 360-degree camera system.
That comes in addition to the Pacifica Select’s standard feature seat, including a 10.1-inch Uconnect 5 infotainment system with Apple CarPlay and Android Auto support. You also get Stow ‘n Go seats (with second and third-row Stow ‘n Go on gas models), heated front seats, a heated steering wheel, power sliding doors and liftgate, as well as safety features like lane departure warning and blind-spot monitoring.
Pricing for the regular 2026 Chrysler Pacifica Select starts at $42,465 for the gas model and $51,070 for the Pacifica Hybrid Select. The 100th Anniversary Edition asks another $1,925 on top of that, for starting prices of $44,390 and $51,070 for the gas and PHEV models, respectively. If you go for all-wheel drive on the gas version, the price increases to $47,385.
The Pacifica 100th Anniversary will be available in trio of colors (can you guess which three?): Red Hot, Bright White and Hydro Blue.
It’s worth noting all those prices are before destination charges. Chrysler has not released information on what that fee will be for 2026 models, though it’s currently $1,995 for the 2025s. So, add about two grand onto any of the prices above (and taxes, if you want to be as thorough as possible), and you’ll snag a 100th Anniversary for somewhere between the mid-$40,000s and mid-$50,000s, depending on whether you go for the plug-in hybrid.
Chrysler says the 2026 Pacifica 100th Anniversary Edition will be available to U.S. and Canadian customers. Orders open in June, so we’ll most likely see these special models actually hit dealers later in the summer.
The 2024-2025 Mazda 3 and CX-30 are under recall for a software issue that could prevent their airbags from deploying in a crash, under certain conditions.
In this week’s Ask Nathan:
Does the Jeep Gladiator 4xe finally mean we're getting a plug-in hybrid pickup truck?
Comparing home-built to factory-built 4x4s.
This week’s...
