Outside the usual Easter Jeep Safari concepts, there were a couple surprises in store in Moab.
As we charge through 2026, Easter is just around the corner, and that holds a huge significance not from a religious standpoint, but also if you’re a Jeep fan. This year’s Easter Jeep Safari is kicking off in Moab, and Jeep has quite a bit to show folks this time around. That includes this new Cherokee-based Upland concept, which didn’t roll out in the initial wave of announcements. So, what can we glean from this surprise debut?
While Jeep did roll out an old-school, 1984 XJ Pioneer concept to honor the Cherokee nameplate, this Upland concept obviously focuses on the new one. The current KM-generation Cherokee lineup comprises your typical trims including Laredo, Limited and Overland, but there’s a distinct lack of a more off-road-focused Trailhawk. According to Jeep, this concept “showcases a more expressive, adventure-forward vision for the nameplate.”
To that end, the hybrid 4×4 brings in a custom front fascia from the standard model — one that brings in the lower section for what looks like a far better approach angle than the standard Cherokee. I’m sure there’s a chin joke in there somewhere, but at any rate this does look a little bit more chiseled and aggressive. In addition to slightly reshaping the front end, we also get functional (though not orange, sadly) front and rear tow hooks, while an elaborate, new-style roof rack system and 18-inch wheels wrapped in 31.5-inch Falken Wildpeak all-terrain tires round out the changes.
It’s worth noting that past Cherokee and Compass Trailhawks run on Wildpeaks from the factory, so that tracks with what we’ve seen in terms of actual production models. That’s more or less where the mods from your standard Cherokee end, though, at least according to what information Jeep shared Sunday evening. As far as we’re aware, this Cherokee Upland concept still rocks the other models’ 1.6-liter-backed powertrain, putting out 210 horsepower and 230 lb-ft of torque.
The larger tires compared to the old Cherokee KL’s 29.5-inch setup does get you a bit more clearance. The Cherokee Upland also sports an interesting camo wrap, but the distinctive gloss black front end may be another way to tell the production-spec Trailhawk apart from its stablemates. At the back, you get a “Design Operations – Jeep Division” decal as a cool nod to the folks who are putting a more dirt-worthy Cherokee together. While we hope this model gets some more serious off-road goodies beyond what’s shown here to improve its capability over the standard SUV (which struggled in our off-road testing), we’ll have to wait and see for more details on a production model.
Alright, so you’re looking to grab a pre-owned Ford? Smart move, seriously. You get that Ford toughness and performance without shelling out new-car cash. Whether you’re all about a beast of a truck like the Ford F-150, a small commuter like the Ford Focus, or something smooth and sexy like the Ford Mustang, there’s a Ford with your name on it. But hey, buying used can be kinda sketchy. To dodge that buyer’s remorse, you just gotta know the score.
Wanna find a sweet ride you’ll be stoked about? Just roll with these easy steps!
1. Lock Down Your Cash—No Going Over
We start with the most important thing: your budget. Figure out your absolute top dollar and stick to it, no matter what. Knowing your number keeps you from getting sucked into a gorgeous car that’s totally out of your league.
Used Ford prices are all over the place. A Ford Mustang might cost a pretty penny, but models like the Ford Fusion or Ford Escape are way more wallet-friendly. Get your budget straight from the jump, and you won’t have to stress about money later.
2. Research the Heck Out of Your Dream Ford
Ford makes a huge variety of cars, and they all have their own quirks. Need a family ride? A work truck? A speedy weekend cruiser? You gotta do your homework.
Check it out:
The Ford Focus is awesome if you need something tiny and great on gas.
The Ford Escape is bigger and more flexible—perfect for the family or if you haul a lot of gear.
The Ford F-150 is the king if you want a truck that’s comfy but still packs a punch.
Look up the pros, the cons, what other owners are saying, and the typical problems. That way, you’ll know exactly what you’re signing up for.
3. Give It a Seriously Good Once-Over
Found a used Ford that catches your eye? Time to be a detective. Walk around it slowly and look for rust, dings, or signs of a bad paint job. Are the tires and brakes looking good or are they toast?
Hop inside. How are the seats, the dash, and all the electrics? Is the AC blowing ice cold? Are the lights and stereo working right? A clean interior is nice, but what’s under the hood is what really counts.
Lift the hood and look for any weird drips or super-worn parts. A quick look can tell you if the car was babied or thrashed.
4. Don’t Skip the Test Drive
You hear me? Never buy a car without taking it for a spin. This is how you feel out the performance, the ride comfort, and how it handles. As you drive, check how it speeds up, how the brakes feel, and how it turns. Listen for any suspicious noises—like grinding or squeaks—and make sure the steering wheel doesn’t feel loose.
Take it everywhere—the highway, regular streets, even a bumpy road—to see what the car is truly capable of.
5. Get the Full Scoop on Its Past
Before you commit, finding out the car’s history is everything. A detailed history report will tell you if it’s been in a wreck, had major fixes, or if it has any open recalls. Before making your final decision, it’s a good idea to check the vehicle’s recall history using the Ford recall lookup tool. This will help you ensure that there are no unresolved safety concerns with the vehicle.
A squeaky-clean report means less to worry about. A report full of red flags? Time to move on, dude.
6. Have Your Mechanic Check It Out
Even if you’re sure everything is fine, it’s just smart to have a mechanic you trust give it a professional inspection. They can catch hidden damage or future breakdowns that your untrained eyes would miss.
If they find problems, that’s your ammunition to haggle for a lower price or just ditch the deal entirely. Paying a little for a check-up now saves you from massive repair bills later.
7. It’s Time to Haggle
Car’s good to go? Sweet. Now you talk about price. A lot of used car sellers, especially private ones, expect you to negotiate. Be ready to go back and forth and use any issues from the inspection to get a price that’s fair.
Check what similar Fords are selling nearby so you know the going rate. Knowing the market value is a massive advantage when you’re talking money.
8. Seal the Deal and File the Paperwork
Price agreed upon? Awesome. Just make sure all the documents are correct. Check the title to ensure there are no confusing ownership claims. Double-check that the VIN on the car and the documents match up perfectly.
Find out if there are any warranties left or if you can get an extended one. Finish up the sale agreement and keep a copy for yourself. It’s just smart protection.
The Lowdown
Buying a used Ford doesn’t have to be a headache. If you set your budget, check the car out completely, learn its history, and get a mechanic’s thumbs-up, you’ll steer clear of most pitfalls and feel totally confident in your purchase.
Follow these tips, and you’ll score a reliable used Ford that fits your life without any buyer’s regret. Happy car hunting, and good luck!
The first question is from a fan who wants to know if the Ford Transit City work van will head to the United States.
Q: Will Ford release the new Transit City van in the USA?
Hey Nathan,
Do you see Ford releasing the new Transit City van in the USA? perhaps they’ll build a similar model on their low-cost UEV platform here, hopefully with a bigger battery. an electric van in the $30k’s would certainly be useful.
Regarding the new universal electric vehicle platform, when do you anticipate the specs of the new mid-size truck being released? with the surge in gas prices, might be time to trade in the V8 for an EV…
Thanks,
— Mark
A: Oh, hi Mark!
Thanks for the email.
I want to mention the basics of this vehicle to the readers first. The Ford Transit City is a Euro-spec electric van, with three different body styles. It comes with a 56-kWh LFP battery. Ford (Europe) says that the target range is 254 kilometers. That’s just under 160 miles, and that’s before we look at the EPA vs WLTP conversion. That would drop the mileage by a bit as well.
It has a 110 kW motor, which translates to just under 160 horsepower, and it’s front-wheel drive. It also has a fast-charge capability of up to 67 kW. There are two different sized vans, which are all smaller than the big-brother Transit, and there will be a chassis-cab configuration as well. Ford is aiming at an entry-level crowd, and rumor has it that pricing will be extremely competitive. Inexpensive European small EV vans start around €25,000 (less than $29,000 U.S.), and are popular in that market.
I suspect this Chinese-built van will undercut some of the competition.
It’s easy to write off the Ford Transit City van as an overseas-only vehicle. The European market is pushing hard on EV adoption, and it simply makes mores sense in that environment. EV van sales here are slow at best. It’s hard to convince U.S. buyers about the virtues of buying an all-electric work van. Still, there’s real potential for such a model.
There is a need in out market for smaller, more affordable work vans. I added a Ram ProMaster City video below, as it’s about to return to our market. KIA is considering bringing their EV work van here as well. It seems that there’s a bit of need for both – maybe.
If Ford wants to successfully market this van in the United States, I would start by adding a tiny range extender (REX); that’ll bring in some curious consumers. Hybrids are the future for many automakers, including Ford. I truly believe that the market swing will continue and selling a REX-equipped work van would be a killer idea.
If that were the case, I doubt they would keep it at $30,000.
Bottom line: I doubt Ford would bring this van to the United States “as-is.” Considering the market trends, tariff fees and the possibility of cannibalizing big-brother Transit sales, I suspect they would pass. With that being said, it’s possible that a variant of the Transit City might find its way here in the future.
I hope it does.
— N
The last question is actually a statement from a viewer who watched our 2027 Infiniti QX65 video. He thinks that Infiniti is going away.
Q: Via YouTube
you know a car introduction is a failure when the first thing the reviewer does is talk about cars from nearly 40 years ago. it doesn’t matter how good this car is or isn’t, nobody will ever buy one. People don’t go to infiniti dealerships
KevinBarry71
A: Hi Kevin.
Everyone is entitled to their opinion, but when I read the context of your message, it seemed like you had a vendetta against Infiniti. Before I get to their performance, I wanted to address the way you mocked my presentation. I won’t correct you, but I wanted to add some context.
I often bring up either the vehicle or automaker’s history when I do a review of a new model. It’s my belief that the audience may not be up to speed about the automaker and/or the product I am presenting. Adding 30-secondes here and there for some context is for their edification, not because I have nothing to say about the product, as you indicated.
As for Infiniti: yes, things are looking down. They sold less than 53,000 vehicles in 2025, this is a multi-year downward trend for the brand. At their peak, they were able to move nearly three times as many vehicles, and they currently trail Lincoln, Acura and Genesis in terms of growth and volume.
With that being said: they are transitioning to a newer fleet, and this change should boost sales. The QX65, which you say no one will buy, is based on their best selling vehicle, the QX60 – which makes up about 60 percent of their sales. This vehicle represents a value proposition when compared to similar vehicles, and it may even create conquest sales. Additionally, there are Infiniti return buyers. Infiniti absolutely has loyal customers, but it’s a shrinking, aging, and niche loyalty base, not a growing one. The problem is a lack of innovation, and a lack of product.
The new QX80 has impressive sales numbers, and the updated QX60 is expected to move the needle as well. I suspect Infiniti will move a few QX65s as well. Additionally, the automakers is in process of introducing new products, and updating the rest. It’s fair to say: if Nissan didn’t see potential in their growth, they would not have invested in these new and updated products.
A lot of folks say old-school is better, but is that actually the case with these two Toyota Land Cruiser SUVs?
Throughout its astonishing 75-year history, the Toyota Land Cruiser has built one of the most legendary reputations for off-road capability, no matter its body style. Whether you’re talking about the big-and-bulky wagons like the 100 Series or the brand-new version we get here in the U.S., the 250 Series, folks expect that Land Cruiser name to convey a sense of go-anywhere adventure like few other vehicles on the road. Today, Roman and Tommy are putting a simple question to the test: Just how much has the four-wheel drive off-road worthiness (and all the systems that buttress the LC’s capability generally) evolved over the past 20 years?
To find out, the guys are pitching our recently purchased 2005 Toyota Land Cruiser 100 Series — a stalwart example of Toyota’s old-school, V8-powered approach to off-road competence with substantial luxury — and its brand-new counterpart. Our particular Land Cruiser 250 Series is a 2025 model, packing the automaker’s latest hybrid powertrain, four-wheel drive setup and advanced traction control systems.
The video comes together in two parts: the classic TFL Slip Test and a run through Andre’s Pit at Tumbleweed Ranch. The slip test comprises a different set of two-wheel slip test, aimed at testing how well vehicles shift power from one axle to another and diagonally to get unstuck from a set of industrial rollers. This is the controlled test where we can repeat conditions exactly for each vehicle, to get a sense of how Toyota’s 4WD approach, A-TRAC traction control system and various other features (particularly in the newer truck with varying drive modes) changes between vehicles.
Down in the Pit, the course is set up for extreme wheel articulation, getting various wheels hanging in the air altogether so the system has to shift power around to figure out the challenge. Even 20 years later, the old Land Cruiser 100 Series still exhibits a remarkable level of control, especially when it’s not on super aggressive all-terrain tires. For all its miles, the old-school LC may be a little clunky, but still proves itself when it comes to tackling tougher terrain.
But here’s the rub: Will the new Land Cruiser do even better, as you’d expect with two decades of engineering and technology behind it? By virtue of being smaller (versus the overseas 300 Series, which is more of a direct successor to the old-school trucks), it is a little more nimble from the start. Nevertheless, the new LC 250 still has to take on the same challenges at slow speeds. Find out below just how each model and its available off-road toys and features perform in both tests:
Infiniti’s new QX65 model drops the third row for the sale of added style and flair.
Remember the old Infiniti FX series? Nissan’s luxury marque turned the SUV segment on its ear in the early 2000s by launching a groundbreaking model that moved beyond the simple, boxier SUVs of previous decades (including the QX4 it directly replaced, for that matter) and introducing a style-forward and tech-forward crossover to the masses. Since then, other luxury automakers introduced sleeker, fastback-style SUVs of their own, while the FX and eventual QX70 ultimately rolled into the automotive history books. Now, as Infiniti plots a brand revival with a new slate of sharp-looking SUVs, the 2027 QX65 nods to one of the more successful models in its history, as it aims to woo buyers who want some style to go with the general practicality of its QX60 sibling.
For those keen observers out there, you probably noticed this QX65 is sporting a new shade of red. When it launches in the coming months, the GT-R-inspired Sunfire Red will be a new hue unique to the QX65 (at least for now).
The 2027 Infiniti QX65 takes over from the Monograph Concept shown last summer, with basically the same styling. Just like the current-generation QX80, the production model is virtually identical, and that’s a good thing. From the front, the QX65 projects the same sort of elegant style as its stablemates, though its split headlight design and sportier grille design does split it apart from the QX60 a bit.
As you likely expected, the new QX65 shares its underpinnings and most of its dimensions with the QX60. This coupe-style model rides on the same 114.2-inch wheelbase, for example, and shares the same 66.9-inch height and and 86-inch width. However, despite losing the third row, the QX65’s swooping roofline draws out the SUV’s overall length to 198.5 inches, or about half an inch longer than the QX60. This sportier-looking model also sits an inch lower to the ground than its sibling, with just 5.87 inches of ground clearance at its lowest point (down from the QX60’s 6.8 inches).
Looking inside the 2027 Infiniti QX65
Broadly speaking, the new Infiniti QX65 brings similar interior ambience and features as the QX60. The top-end Autograph model brings diamond-pattern leather on the seats and instrument panel, most of the interior accoutrements are the same — including the digital gauge cluster and 12.3-inch infotainment display with Google Built-in apps and Apple CarPlay/Android Auto integration — and you can get a Klipsch audio system on higher trims. The base Luxe model gets an 11-speaker (non-branded) setup, while the Sport gets a 16-speaker Klipsch premium audio system, and the Autograph we’re looking at here gets a 20-speaker, 1200-watt Klipsch Premiere Reference setup with speakers in the headrests. To further tune the audio settings, Infiniti also has a Personalized Sound app downloadable through the in-vehicle Google Play store to adjust everything based on how the driver responds to the app’s testing prompts.
The QX65 packs four USB-C ports with two in the front and two in the rear, as well as a standard, redesigned Qi2 wireless charging pad that allows airflow under the phone to keep it from overheating for faster, more consistent charging.
The 2027 Infiniti QX65 comes standard with power heated front seats, a leather-wrapped steering wheel, panoramic sunroof, 20-inch wheels and adaptive cruise control with a more basic version of the automaker’s ProPilot Assist system. As you step up the trims and available packages, you can add in features like a head-up display, digital rearview mirror, motion-activated liftgate and a towing package with a hitch receiver and Trailer Sway Control functionality (more on that in a moment). ProPilot Assist 2.1, enabling hands-off driving on select pre-mapped highways, is available as part of the Technology Package on the top-end Autograph.
Is it still practical?
Even with the roofline, you actually don’t lose out on headroom in the 2027 Infiniti QX65 as much as you might expect. You get 40.6 inches of headroom on the first row and 36.9 inches on the second, which is roughly half an inch off the QX60. In terms of the figures, the QX65’s front row is a little bit more generous on legroom too (with 44.2 inches, versus the QX60’s 41 inches). Legroom is at a premium on the second row (the QX65 has 35.7, instead of 37.5), but the rear seats do recline on a 60/40 split, and the cargo space behind that row is still plentiful enough to be useful.
Behind the second row, Infiniti demonstrates the general practicality with four decent-sized suitcases. Against the QX60’s maximum 75.4 cubic feet, you only lose about 7.5 cu. ft. of usable space. The QX65 has a cargo volume of 67.7 cubic feet with the rear seats folded, and 35.8 cu. ft. with the bench in place (vs. the QX60’s 41.6 cu. ft. with the third-row folded — about 9% less volume).
The QX65’s powertrain is exactly what you’d expect…but things could soon get interesting.
Under the hood, the 2027 Infiniti QX65 gets the exact same powertrain as its QX60 counterpart. A 2.0-liter VC-Turbo (variable compression turbocharged) engine puts out 268 horsepower and 286 lb-ft of torque through a 9-speed automatic transmission. Unlike the QX60, however, the entire QX65 range comes with standard all-wheel drive. Maximum towing capacity further stands at up to 6,000 pounds when properly equipped.
Here’s the potential twist: There could be a performance model coming. Word has it the automaker is considering a Red Sport version, as something to really pitch its SUV lineup against the likes of BMW’s M SUVs, Mercedes’ AMG variants or Audi’s S models. Probably not at the bonkers upper end, but a V6 variant of the QX65 may roll out with 300+ horsepower. To be clear, that is not absolutely confirmed just yet, but Infiniti is testing the waters with concepts like the QX80 Track Spec, which may get an even more insane powertrain (maybe as much as 600+ horsepower). For now, though, Infiniti is rolling out the tried-and-true model with the same powertrain as its midsize stablemate.
EPA fuel economy figures for the QX65 are still in the works. That said, I don’t expect them to stray much from the QX60’s 22 City / 27 Highway / 24 Combined mpg.
How much does the QX65 cost, and when will it be available?
When it rolls out early this summer, the 2027 Infiniti QX65 will start off with the Luxe trim, packing an MSRP of $55,435 (including the automaker’s $1,545 destination fee). Surprisingly, while that is a bit higher than the QX60’s absolute baseline price, since the QX65 doesn’t have a base ‘Pure’ trim, it is $5,140 less than the equivalently-spec’d QX60 Luxe AWD. So, if you don’t need the third row, the QX65 Luxe paints a pretty good value proposition, at least on paper.
The mid-range Sport comes in at $57,235, bringing in sportier looking accents and wheels as well as fully climate-controlled (heated/ventilated) front seats, the 16-speaker Klipsch audio system and a 3D Around View Monitor. The Premium Package further adds to the content, with the digital rearview mirror, a head-up display, motion-activated liftgate and the towing hitch.
At $64,135, the 2027 Infiniti QX65 Autograph tops out the range. The top-end trim brings all the other models’ features, while adding larger 21-inch wheels, a satin chrome window surround, open pore wood and aluminum interior trim, semi-aniline leather seats, massage functionality up front, heated rear seats and the swankier Klipsch Premiere Reference system.
On the Autograph, a Tow Package adds in the hitch independently of the trim’s base equipment, while the Technology Package adds in a driver monitoring system, a front-center supplemental airbag, more capability to the surround-view camera and the ProPilot Assist 2.1 system. You also get the features of the Tow Package thrown in as well, so you can spec the towing hitch independently of the Tech Package, or get everything bundled in.
Nathan and I had a chance to check out the 2027 Infiniti QX65 in person, which you can watch below. We’ll have a full driving review coming up later this spring, so stay tuned for that as well.
Chevy fans rejoice, because the 2027 Corvette Grand Sport is bringing us a new-generation small-block V8.
After teasing the model this past weekend, Chevrolet has now fully pulled the curtain back on the latest model to join the C8 Corvette lineup: the hotly anticipated Grand Sport. There’s a bit more to the story, though, because there’s far more to it than simply another model that slots between the Stingray and Z06. Chevy also dropped a Grand Sport X model, and you know what that letter means if you caught the ZR1X reveal. The X model, for its part, brings electrification to that brand new V8, packing a power level that slots in between the Z06 and ZR1. So, there’s much more to this Grand Sport reveal than we initially thought.
But let’s start with the headline of the 2027 Chevy Corvette Grand Sport lineup: that engine. Indeed, the LS6 small-block V8 makes its debut with this vehicle: a 6.7-liter, naturally aspirated engine kicking out 535 horsepower and 520 lb-ft of torque in the base Grand Sport. That’s a healthy improvement on the Stingray’s “old” 6.2-liter LT2 V8, which makes 495 horsepower and 470 lb-ft of torque. Like the Stingray (as well as the rest of the Corvette lineup), the new V8 sends that power through an 8-speed dual-clutch transmission.
Compared to the LT2, the 6.7L LS6 packs the same 103.25-mm (4.06-inch) cylinder bore, but a longer 100mm (3.94-inch) stroke. Along with the larger displacement, the LS6 also has a higher 13.0:1 compression ratio (to the LT2’s 11.5:1), enabling the higher output. In fact, this naturally aspirated V8 is the most powerful in the Corvette’s 73-year history, as every one of the lineup’s more potent offerings throws either forced induction (and in the ZR1X’s case, electrification) into the mix.
This engine isn’t just going to be part of the Grand Sport lineup, either. In 2027, the next-generation LS6 V8 will also make its way to the base Stingray, so this will be the standard V8 on the sub-Z06 side of the C8 Corvette’s lineup.
The Grand Sport model isn’t just about the new V8 or its looks — you can build it up through packages, too.
With the 2027 Chevy Corvette Grand Sport, the automaker is also expanding other available options, beyond just giving it a new V8. The model (and the Stingray, in due time) will also bring quad center-exit exhaust to the options menu, so it won’t just be a feature of the higher-end Corvettes this time around. The Grand Sport further brings the adaptive Magnetic Ride Control suspension setup as standard equipment, while you also get a set of Michelin Pilot Sport 4 all-season tires by default. The model gets a new brake package to help reduce brake dust and corrosion, so you get the sense that the model is geared more toward those who want to daily drive their ‘vettes.
You can gear it more toward performance, of course, through a set of packages, if you want. The Z52 Sport Performance Package is your first port of call if so, which adds in stiffer suspension (the Grand Sport gets the ‘Touring’ suspension as standard), upgraded J56-package brakes from the Z06, and stickier Michelin Pilot Sport 4S summer rubber. On top of that, the Z52 Track Performnace package goes a level higher still, giving you Michelin Pilot Sport Cup 2R tires, as well as carbon-ceramic brakes that are also an option on the Z06. The Track Performance package also beefs up the car’s aerodynamics, bringing in carbon fiber dive planes, front splitter, underbody strakes and a rear wing.
Then there’s the Grand Sport X…with 721 horsepower!
Just like the Corvette ZR1X, Chevy’s decision to similarly brand the Grand Sport X also brings a similar powertrain solution. Alongside the new LS6, there’s a front-mounted, 186-horsepower electric motor, adding another 145 lb-ft of instantaneous torque on the front axle. Thanks to that electric motor, the Grand Sport X’s total output rises to 721 horsepower, while this model also gets the same system controls to strategize how best to use that power depending on the conditions. ‘Endurance’ (enabled through hitting the Charge+) emphasizes extended lapping and consistent AWD performance, ‘Qualifying’ juggles power output to try and achieve the best lap times, and ‘Push-to-Pass’ makes all the power available on-demand.
Like the standard Grand Sport, the X also comes with Magnetic Ride Control and all-season tires as standard, though it does get teh upgraded carbon-ceramic brakes as part of the standard package. The optional Performance Package adds the Pilot Sport 4S tires in once again. Like the Corvette E-Ray, the Grand Sport X also has a ‘Stealth Mode’, allowing drivers to utilize the 1.9-kWh battery for short stints of all-electric driving up to 50 mph on the road, without firing up the V8.
Finer points of the 2027 Chevy Corvette Grand Sport
In keeping with the C8 generation’s mid-engined layout against the past-generation, front-engined Corvettes, there are a few styling tweaks on this model compared to Grand Sports of the past. The signature hash marks that usually appear on the front fenders, for example, have been moved to the back this time around. There are other similarities to past versions, though, like the C4’s Admiral Blue making a return to the latest iteration with a white center stripe and those distinctive red hashes. Pitch Gray Metallic, also shown above, is another new Corvette color option for 2027.
The 2027 Chevy Corvette Grand Sport will also offer up a Launch Edition interior package that is, to put a finer point on it, extremely blue. And if a certain song mentioning a blue Corvette just popped into your head, you’re not alone there. Nearly every interior surface is Santorini Blue, apart from the red stitching and seat belts. The Launch Edition models further get embroidered headrests, while the leather-wrapped cowl over the gauge cluster gets a red accent down the center, lining up with the center mark on the steering wheel. Finally, a waterfall speaker plaque on the back of the center console and a special Grand Sport steering wheel badge complete the look for the early-spec Grand Sport models.
On top of the Santorini Blue interior, the equally loud Adrenaline Red interior is also an option.
How much does the Grand Sport cost?
Now, you might be wondering exactly how much the 2027 Chevy Corvette Grand Sport/Grand Sport X will cost. So are we, as Chevrolet hasn’t announced formal pricing just yet. We’ll get that information closer to the launch in the second half of 2026. Odds are we’ll see the regular Grand Sport land between the Stingray and Z06 — so think $100,000-ish — while the Grand Sport X will probably come in pretty close to the Z06’s $120,300 price tag (maybe a bit higher).
Easter Jeep Safari is just around the corner, with the 60th run happening between March 28 and April 5.
Over the years, Jeep has rolled out some bodacious and badass concepts in one of the most iconic off-road locales on Earth: Moab, Utah. The 2026 Easter Jeep Safari carries on the tradition, with half a dozen concepts set to celebrate the event’s 60 year anniversary, where thousands of enthusiasts will once again make the pilgrimage to Moab. To celebrate the occasion, Jeep is bringing six concepts — including one Gladiator and another Grand Wagoneer-based build we covered over on the TFLtruck site — for folks to check out between March 30 and April 3.
Wrangler Anvil 715 concept
Let’s kick things off with this year’s most distinctive concept. The four-door Wrangler Rubicon-based concept is rocking a completely different front end and hood to what you’re used to, bringing in an angular hood scoop as well as a grille and light setup inspired by the old-school SJ Series of the 1960s, which comprised the original Wagoneer/Grand Wagoneer SUVs as well as the Gladiator pickup.
Now, why does it have a hood scoop? Unlike any of the other Easter Jeep Safari concepts on display this year, this Anvil 715 is based on the Rubicon 392, so it’s packing a 470-horsepower, 6.4-liter V8 under its chiseled hood. Beyond that, is also has heavy-duty steel bumpers front and rear, rock rails and a custom roof with skylights and an integrated roof rack. While the roof itself is (sadly) no longer removable, the windshield does still fold down so you can get more of the safari-style overlanding experience.
Other off-road upgrades include the front and rear-facing auxiliary lighting and an integrated onboard air system with quick-disconnect fittings for easier tire pressure adjustements.
Inside, the Anvil 715 gets teal-tinted, custom upholstered cloth seats and a unique instrument panel. Instead of the Wrangler’s standard Uconnect 5 infotainment screen, this concept gets a dedicated trail mapping setup (that admittedly does look like an iPad stuck to the IP). The roof-mounted storage rack offers additional cargo capability, while the flooring has been bedlined to make it more durable and easier to wash out.
Wrangler Buzzcut concept
To some extent or other, all of Jeep’s concepts have the secondary purpose of illustrating the breadth of the company’s in-house parts catalog. Then there are concepts like the two-door Wrangler Buzzcut, which more or less throws the whole Jeep Performance Parts catalog into the mix. To that end, you still get the standard 2.0-liter turbo-four kicking out 270 horsepower and 295 lb-ft of torque, to which the upgrade list starts with a Mopar cold-air intake.
Past that, just go through the JPP catalog and start ticking off boxes. The Buzzcut brings a two-inch suspension lift and steering stabilizer kit, 17-inch Satin Titanium-finished beadlock wheels, a steel front bumper with an integrated Warn winch and 7-inch TYRI lights. Two more 5-inch lights adorn the A-pillar, while you also get a snorkel, flat high-clearance fenders, wide-spec rock rails, a different fuel door cover, a reinforced swing-gate mount for the larger spare tire, an AMP Research rear bumper step, an integrated grab handle behind the C-pillar to access the roof mounted storage, and a Rhino Rack Pioneer platform on the roof with three more 12-inch rectangular TYRI lights. So from the front, at least, you’re going to have plenty of visibility by being a light show unto yourself on the trail.
Inside, the JPP onslaught continues. You get a tailgate table and air compressor, an instrument panel accessory rail (helpful for mounting your phone), pedal covers, door sill guards and all-weather floor mats. The Buzzcut also features custom high-back front seats with Katzkin suede surfaces, while the rear seat has been replaced by a Diabolical Slipstream security enclosure with lockable storage and custom MOLLE panels. Rounding out the look are more special touches like orange seatbelts, a Satin Titanium-painted rollbar and, of course, the Vitamin C Orange paint.
Wrangler Laredo concept
For decades, Laredo has been a recurring name throughout Jeep’s lineup, and it makes an appearance once again with this Wrangler Willys-based concept. Arguably, this one’s the most basic of the modern concepts, packing the standard, 285-horsepower 3.6-liter Pentastar V6 with few performance upgrades in sight. There is a two-inch JPP suspension lift and 37-inch BFGoodrich KM3 tires, so it does share a through line with the other concepts there.
Jeep claims this concept intentionally keeps things relatively basic, so it doesn’t otherwise go crazy with the off-road mods. You get a rear-gate-mounted onboard air system and a tan hardtop with a concept “Sky Slider” roof than opens manually, unlike the brand’s Sky One Touch top. This Laredo has the most distinctive interior, though, with Southwestern patterns on the cloth seats and the instrument panel to match the vibe given off by that name. On the outside, you’re pretty much looking at a standard Willys, apart from the throwback five-spoke wheels and custom graphics with the Laredo decals on the hood and brown grille surround.
Cherokee XJ Pioneer concept
Last but not least, we have a throwback that celebrates Jeep heritage and serves as a nod to the Cherokee model’s return for the 2026 model year. The XJ Pioneer concept is based on the original 1984 Cherokee XJ, and is a straight-up restoration as far as styling and features are concerned. It does have a two-inch lift, a quick-disconnecting sway bar and custom carbon fender flares, but the idea is to celebrate the compact SUV segments “original trailblazer”, according to Jeep.
Inside, the XJ Pioneer packs a ton of details sure to strike the nostalgia nerve of those who remember when this car originally came out. From the cassette tape deck to the beaded seat covers (my favorite), this XJ just screams ’80s. Otherwise, a set of integrated rock rails, custom 17-inch wheels and 33-inch BFGoodrich all-terrain tires round out the changes for this concept.
These concepts will be on display at Walker Drug in Moab during the week of Easter Jeep Safari, between Monday, March 30 and Friday, April 3. Folks will have the opportunity to test out a variety of Jeep vehicles on- and off-road as well (and can sign up with a valid driver’s license at Walker Drug), while there will also be a host of other events going on in the area later in the week.
Few cars carry as much cultural weight as the Ford Mustang. Since its debut in the mid-1960s, the Mustang has stood for freedom, performance, and a very specific idea of American driving. Over the decades, the car has changed dramatically in design, technology, and capability, yet it has never lost its core identity. Putting a classic Mustang next to a modern 2026 Mustang GT makes that evolution impossible to ignore.
One thing, however, has always stayed the same: the Mustang is a car people don’t just drive, but actively shape to their own taste.
The classic Mustang: Raw, simple, and mechanical
Older Mustangs, particularly those from the 1960s and 1970s, were built around simplicity. They were relatively light, mechanically straightforward, and heavily focused on the engine. Power went to the rear wheels, and almost everything the car did was felt directly by the driver.
There was very little technology involved. No selectable driving modes, no digital dashboards, and virtually no driver assistance. What you got instead was character. The sound of a naturally aspirated V8, the vibrations through the chassis, and a driving experience that demanded constant attention.
For many enthusiasts, that raw and unfiltered feel is exactly what defines a “real” Mustang.
The modern Mustang: Power meets precision
Jumping ahead to the current generation, including the 2026 Mustang GT, and the contrast is quite big. Modern Mustangs deliver far more power than most classic versions ever did, but they do so with significantly more control.
Chassis rigidity has improved, suspension systems are far more advanced, and braking performance is on a completely different level. Inside, large digital displays, configurable driving modes, and modern comfort features make the car suitable for daily use, not just weekend drives.
Despite the added refinement and technology, the Mustang still feels like a performance car first. It’s quicker, more capable, and far easier to drive fast than its predecessors.
Performance then and now
On paper, the evolution is obvious. Modern Mustangs accelerate faster, handle corners with far more confidence, and stop in much shorter distances. Electronics play a major role, managing traction, throttle response, and stability to keep the car composed even at the limit.
Older Mustangs rely almost entirely on driver skill. There’s no safety net correcting mistakes, which makes them more demanding but also more rewarding for experienced drivers. That difference in approach is exactly why the debate between old and new never really ends.
Comparison of the old and new Mustang
To better understand how far the Mustang has come, a side-by-side comparison helps put things into perspective.
Aspect
Classic Mustang (1960s–70s)
Modern Mustang (2020s)
Driving feel
Raw, mechanical, demanding
Refined, controlled, confidence-inspiring
Power output
Modest by today’s standards
Significantly higher, even in stock form
Handling
Rear-heavy, less forgiving
Balanced, stable, highly capable
Safety
Minimal or none
Advanced safety and stability systems
Comfort & tech
Very basic
Modern infotainment and driver aids
Usability
Weekend or enthusiast car
Suitable for daily driving
The table makes one thing clear: modern Mustangs are objectively better performers, while classic Mustangs offer an experience that’s harder to quantify.
Different Approaches to Personalization
Another interesting contrast between old and new Mustangs is how owners approach personalization. Classic Mustangs are often restored, restomodded, or subtly upgraded to preserve their original feel while improving reliability and drivability. Modern Mustangs, on the other hand, already start from a strong factory baseline, which makes even small changes noticeable in everyday driving.
This long-standing culture of personalization is part of what keeps the Mustang relevant across generations and explains why aftermarket support has always been so extensive.
In both eras, that flexibility has also made the Mustang a good car for tuning. Older cars are often upgraded to improve braking, suspension, or overall drivability, while newer Mustangs benefit from modern performance parts that build on an already strong factory setup. The approach is different, but the motivation is the same: shaping the car to better match how it’s driven.
Interested in tuning your Mustang? Tuningsupply is growing in popularity within car enthusiasts, due to the wide range of products and good quality. Check them out and see what you think!
Same spirit, different execution
At their core, old and new Mustangs share the same DNA. They’re built to be enjoyed, driven hard, and adapted to their owner’s preferences. What has changed is the execution. Older Mustangs deliver purity and nostalgia. Modern Mustangs deliver speed, control, and usability.
The fact that both versions continue to attract passionate fans is proof that the Mustang hasn’t lost its soul. It has simply evolved with the times, offering different interpretations of the same idea.
No matter the generation, the Ford Mustang remains one of the most recognizable and debated performance cars ever built, and that ongoing conversation is part of its appeal.
In this review, Tommy checks out how the old-school Toyota Land Cruiser 100 Series performs against the brand-new model in the TFL Slip Test and on our off-road course!
