Chevy Debuts Not One, But Two Corvette Grand Sport Models, With the ‘X’ Packing 721 Horsepower

March 26, 2026

2027 Chevy Corvette Grand Sport X debut — (Images: General Motors | Chevrolet)

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 Celebrates 60 Years, And Jeep Has Six Fresh Concepts for the Occasion

Zach Butler

March 26, 2026

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.

Old vs. New Ford Mustang: How the Icon Evolved Through the Years

Grant Davis

March 26, 2026

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.

The 2027 Mercedes-Maybach S-Class Gets a Major Facelift, But Keeps Its Range-Topping V12

Zach Butler

March 25, 2026

2027 Mercedes-Maybach S-Class — (Images: Mercedes-Benz)

The Mercedes S-Class is already a high-end limousine…but then there’s the Maybach.

Once you get up into the world of ultra high-class luxury sedans, there are really only a few players in contention for all the plutocrats out there. You have the Rolls-Royce Phantom, the Bentley Flying Spur, and this: the Mercedes-Maybach S-Class. While the “regular” W223 S-Class is already a limousine by conventional standards, the Maybach kicks the luxuriousness up to a whole new level. The 2027 facelift follows Mercedes’ updates to the rest of the S-Class range, with the automaker calling changes to the poshest version the “most extensive update in the history of Maybach S-Class”.

Much like the revamped seventh-generation S-Class sedan that emerged earlier this year, though, you’d be forgiven for thinking that claim is a little overblown. The revamped version doesn’t look all that different at first glance, but it’s all down to the details. There’s a 20% larger grille with an illuminated surround, for example, while the new Maybach also brings fresh 20 and 21-inch wheel designs, as well as a new Night Series Exterior Package with darkened chrome surrounds and accents. The idea is to give this car a bolder look and statement, and while it’s not incredibly flashy (that’s never really been Maybach’s schtick anyway), it’s a little bit easier to tell this car apart from your plebeian transportation.

Inside, the 2027 Mercedes-Maybach S-Class is basically, in the grand tradition, your usual S-Class…but more. A more plush look, nicer feeling materials, enhanced technology and bespoke customization options define the models getting the Maybach treatment. There are new front and rear center consoles, a standard MBUX Superscreen setup and the automaker’s latest, AI-powered MB.OS, marking the first time that system makes its way into the flagship S-Class.

Beyond the tech, Mercedes touts its Manufaktur “Made to Measure” program. Basically, the combinations of Nappa leather, interior stitching, embroidery and finishes basically come down to the buyer’s taste (and technically their bank account, as if that matters when you’re shopping at this level).

Like before, the updated 2027 Mercedes-Maybach S-Class comes in two types. The S580 packs a 4.0-liter twin-turbocharged V8, producing 530 horsepower and 553 lb-ft of torque. This particular V8 is technically a new engine, however, as it brings in a 48-volt mild hybrid system and more power than the outgoing car (496 hp/516 lb-ft). With that update, the V8-powered Maybach hits 60 mph in 4.3 seconds, rather than 4.7. The updated car also gets an improved Airmatic suspension setup, using predictive damping to improve comfort, especially for rear passengers.

The S680 is the model for the true high-rollers, though, as that brings in the iconic 6.0-liter twin-turbo V12, with 621 horsepower and 664 lb-ft of torque. It’s a powerful machine, though the 0-60 time is still the same as the V8: 4.3 seconds. The electronically-limited 130 mph top speed is also the same on both models, and that says a fair bit about who the V12 is really for. Of course, out-and-out speed isn’t the point of a Maybach generally, though you can say with the S680 that you have the highest-class Maybach of them all, and are therefore superior, with V12 badges to show for it. There is a bit of an asterisk with the V12, as you can only get it in certain markets (including the U.S.).

Okay…how much does it cost?

“Available automatic comfort doors, first-class executive rear seats, a dedicated rear refrigerated compartment and silver-played Robbe & Berking champagne flutes underscore the feeling of curated indulgence.” Mercedes-Benz included that information in its release on the new Maybach S-Class, and let’s keep those last words in our mind as we go over pricing.

Officially, there are no official prices for the 2027 Mercedes-Maybach S-Class models just yet. Unofficially, it’s really academic anyway, since this is a classic example of “if you have to ask…”. Nevertheless, the 2026 Maybach S580 started off at $207,150. The S680, for all its V12 splendor, kicks the price up to $244,400 and beyond, so 2027 models will likely increase from there.

Still, even at a quarter-million dollars, the Mercedes-Maybach is still something of a bargain against, say, a $400,000 Rolls-Royce Phantom. Something to think about when the Maybach arrives in showrooms in the second half of this year.

The Hidden Cost of DIY Car Repairs (And How to Avoid Expensive Mistakes)

Grant Davis

March 25, 2026

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DIY Repairs - Honda Ridgeline — (Image: TFL Studios)

Ask any mechanic, and they will tell you: a good chunk of our business comes from DIY repairs gone wrong. It usually starts with someone trying to save a hundred bucks on a Saturday morning, and it ends with a car arriving on a flatbed tow truck by Monday afternoon.

Of course, I don’t mean it’s not a good idea for anyone to fix their car on their own or that everyone should always rely on the mechanic for everything. Quite the opposite, in fact. Working on your own car is one of the best ways to save money, but it needs to be done right. A stripped thread, a forgotten air bubble, or an untorqued bolt can instantly turn a fun afternoon of wrenching in the garage into a massive repair bill.

I’ve been a mechanic for about 20 years now, and just like most in the trade, I also started out by fixing my first car in my mom’s driveway while still in high school. I then got hired as a junior wrench monkey after completing vocational school, so I have had my fair share of expensive mistakes myself.

To prevent you from repeating the same mistakes, here is a look at how DIY repairs sometimes end up costing more than expected, and the real-world tricks I have learned over the years to avoid them.

I hope it helps — enjoy!

Why DIY Repairs Sometimes Cost More Than Expected

The most expensive mistakes usually happen during reassembly. Take a water pump replacement on a standard V8 engine. It might be held on by a dozen bolts, but those bolts are often three different lengths. If you throw them all into a single pile, mix them up, and accidentally drive a long bolt into a short, blind hole in the aluminum engine block, you will crack the block. Congratulations: a $50 water pump job just turned into a $3,000 engine replacement.

Another classic trap is the modern cooling system. In the old days, you filled the radiator, ran the car with the cap off to burp the air, and drove away. Try that on a modern vehicle with an electronic water pump, and you’ll warp the cylinder head. Many modern cars require a specific electronic bleed sequence, something like turning the ignition on, turning the heat to max, and holding the gas pedal to the floor for 10 seconds to activate the pump. If you don’t know the procedure, you’ll overheat the engine before you even leave the driveway.

Of course, those are just two examples out of a million possible mishaps, but it goes to show that when you don’t know the exact procedure, you are bound to make mistakes. The old saying that “you learn by doing” is absolutely true, but learning the hard way costs a hell of a lot more on a modern engine than it used to back in the 1970s.

Common DIY Repair Mistakes and Tricks to Avoid Them

Luckily, professional mechanics don’t just rely on sheer talent to avoid making mistakes; they rely on strict, unbreakable routines and organizational habits. Even dealer techs have tricks to keep themselves out of trouble. Here are a few of the personal routines I’ve developed over the years to stop mistakes before they even happen:

The Cardboard Map

To avoid the water pump bolt disaster mentioned above, take a piece of cardboard, draw a rough outline of the part you are removing, and punch the bolts through the cardboard in the exact spots they came out. You will never mix up bolt lengths again.

The Egg Carton and Ziploc System

When dealing with engine internals like lifters, valves, or spark plugs, they must go back into the exact cylinder they came from because they have worn in together. An empty egg carton numbered 1 through 12 is the perfect organizer to ensure you never accidentally drop valve #3 into cylinder #4. For smaller brackets and interior trim where egg cartons don’t make sense, put the hardware in Ziploc bags and write the location on the bag with a Sharpie.

The Push-Then-Pull Connector Trick

Modern cars are packed with brittle plastic electrical connectors. Beginners tend to squeeze the tab and yank, which almost always shatters the locking clip. The trick? Push the connector in first (to relieve tension on the latch), press the release tab, and then pull it off. You’ll save yourself from having to splice in expensive replacement pigtails.

The Walk-Around Routine

Interruptions cause loose bolts. If your buddy asks you a question while you are putting your wheels back on, you might forget to torque one. It was even worse when working in a shop with customers always roaming around and the boss pushing you to work faster and faster. The trick is building a muscle-memory routine. In all of my years in the field, I always torqued wheels starting at the Front-Left, then walked counter-clockwise to the Rear-Left, Rear-Right, and finally Front-Right. If you do it the exact same way every single time, by the time you get back to the Front-Right, you never have to wonder, “Did I tighten that one?”

Why Proper Instructions Matter More Than Tools

Now that we live in the Internet age, I know it might be tempting to just pull up a YouTube video and follow the steps. But videos are edited; mistakes are removed. They often skip the exact torque sequence required to bolt down a component without warping it, or they fail to mention that a specific bolt is reverse-threaded.

For example, older pre-K-series Honda engines (like the legendary B-series) rotate counter-clockwise, meaning the crank bolt is notoriously reverse-threaded. Or take the mechanical cooling fan clutch nuts on many older trucks and BMWs—if you try to muscle them off normally, you will snap the water pump pulley right off. A video might edit out that struggle, but you’ll be left holding a broken part in your garage.

And let’s be real about YouTube mechanics for a second. Anyone can set up a phone on a tripod and fling tools around on camera. That doesn’t mean they actually know what they are doing. Would you follow medical advice from a random guy wearing a white coat on the internet who claims to be a doctor? Of course not. Why choose to put the safety of your vehicle (and your wallet) in the hands of someone whose competence you can’t verify?

Using Car Repair Manuals to Avoid Costly Errors

This is where factory data saves you. Having access to professional car repair manuals online provides the safety net that prevents costly mistakes.

A proper manual will tell you the exact fluid capacities, the proper tightening sequences (so you don’t crack a valve cover), and the precise torque values for every fastener. It shows you the wiring schematics so you don’t fry a $600 control module by probing the wrong pin with a test light.

If a bolt is reverse-threaded, it will be highlighted in the manual. If those water pump bolts only fit in specific holes, the diagram will show you exactly where they go. If bleeding your cooling system requires a highly specific pedal-dance sequence, the manual will describe it in full detail. I was a dealer mechanic for over a decade, and let me tell you: we used repair manuals every single day. Sure, you learn the easy stuff by heart, but it is simply not possible to memorize the torque specs and wire colors for every single car we serviced. Even the pros look it up.

When DIY Repairs Make Sense

You should absolutely be doing your own maintenance. It builds confidence and saves thousands over the life of the car. But it goes way beyond just changing your oil and swapping out wiper blades.

The truth is, the vast majority of mechanical repairs on a vehicle can be tackled in your driveway. If a component simply bolts on and unbolts, you can handle it. Jobs like replacing alternators, swapping out radiators, replacing ball joints and sway bar links, or installing new brake pads and rotors are highly rewarding and completely doable with a basic socket set and a good repair manual to guide you. Unless it involves deep internal engine teardowns or complex modern electronics, there is no reason you can’t save the labor rate and do it yourself.

When It’s Better to Leave It to the Pros

Knowing your limits is a critical skill here. Some jobs carry too much liability or require equipment that costs more than the car—it simply doesn’t make sense to even attempt doing them yourself if the risk is too big, or the tools are more expensive than the shop’s repair bill.

ADAS Calibration: Advanced Driver Assistance Systems (like radar cruise control or lane-keep cameras) require laser-aligned targets to calibrate. If you swap a bumper and the radar is off by one degree, the car might slam on the brakes on the highway for no reason.
Air Conditioning Refrigerant: Venting AC refrigerant into the atmosphere is illegal, and the manifold gauges and vacuum pumps required to do it correctly are highly specialized and quite pricey.
Internal Transmission Work: Automatic transmissions are a maze of check balls, clutch packs, and hydraulic valve bodies. One misplaced spring, and the car won’t move.

…And finally, leave it to the pros if you feel a job is simply beyond your current skill level. The entire idea behind DIY repair is to save money and learn. You should absolutely push yourself slightly out of your comfort zone so you can progress and get better with time. But you also need to be able to recognize your limits. DIY saves money, but breaking things because you got in over your head will always cost you more in the long run.

Last Words

Doing your own car repairs is incredibly satisfying, but it requires respect for the machine. Mistakes don’t happen because a DIYer isn’t smart enough; they happen because they rush, lose track of hardware, or proceed without the correct specifications. Organize your parts, build a routine, and always consult the official repair manual for your exact vehicle before you put a wrench on a bolt. Do that, and you’ll keep your money in your wallet and your car out of the tow yard.

The 2027 Chevy Equinox SUV Will No Longer Have a CVT on Front-Wheel Drive Models

Zach Butler

March 25, 2026

2026 Chevrolet Equinox Activ — (Images: General Motors | Chevrolet)

The redesigned Chevrolet Equinox, like its smaller Trailblazer sibling, packed a CVT on FWD models.

Outside the automaker’s half-ton trucks, the Chevrolet Equinox is GM’s single best-selling model — and it’s getting a significant change for 2027. According to the latest order guide (as noticed by the folks over at Car and Driver), front-wheel drive Equinox models will no longer mosey along with a continuously variable transmission. Instead of a CVT, you’ll get a standard 8-speed automatic, just like the current all-wheel drive version.

The move comes as more automakers move away from CVTs, as a general rule of thumb. Nissan is one of the most prominent examples of ditching their troublesome transmission (for the most part), with SUVs like the Pathfinder and Murano getting a 9-speed automatic instead. They do still use it, but it’s not as widespread. Some other OEMs, like Subaru, remain committed to CVTs in their vehicles.

Other than going all-in on the 8-speed auto for the gas-powered Equinox lineup, other 2027 changes look to be minimal. Autumn Harvest Metallic joins the color palette, while it seems Cacti Green (shown here) is no longer on the menu. RS models now solely get Torch Red stitching for the black and red interior, rather than Torch Red and Santorini Blue stitching.

2025-2027 Chevrolet Equinox Activ interior

Like before, the 2027 Chevy Equinox will pack a 1.5-liter, turbocharged four-cylinder engine with 175 horsepower. However, front-wheel drive models that formerly used the CVT also got a lower torque rating of 184 lb-ft. The all-wheel drive versions have 203 lb-ft, so it’s unclear, at least by way of the order guide, whether moving the FWD version to the 8-speed automatic will also upgrade the torque figure.

The closely related GMC Terrain, which has an identical powertrain setup to the Equinox, will also lose its CVT in the 2027 Model Year switch.

Sony Honda Mobility Pulls the Plug on Afeela 1, As Honda Scraps Its Own Near-Term EV Plans

Zach Butler

March 25, 2026

Sony Honda Mobility Afeela 1 — (Images: Sony Honda Mobility)

If you’ve been looking forward to new and upcoming EVs, another option is now off the table.

For the past three-and-a-half years, Honda’s joint venture with Sony, officially known as Sony Honda Mobility, has been ceaselessly promoting the inevitable launch of its first model: the Afeela 1. Following the decision to can its own 0 Series EVs as well as the Acura RSX, however, the next domino has officially fallen. On Wednesday, SHM announced the end of the current venture, which means the cancellation of the Afeela project after several tech demos and the recent opening of another studio space in Beverly Hills.

“As a result of Honda’s reassessment of its automobile electrification strategy announced on March 12, 2026,” the joint company said in its formal statement, “SHM will not be able to utilize certain technologies and assets that were originally planned to be provided by Honda at the time of SHM’s initial business planning. In light of this change, SHM has determined that it does not have a viable path forward to bring the Models to market as originally planned.”

Specifically, the $89,990-plus Afeela 1 was supposed to be manufactured at Honda’s existing East Liberty, Ohio plant. The initial concept and subsequent models showcased Sony’s entertainment-focused expertise, pitching the concept of “Mobility as a Creative Entertainment Space.” The car’s driver assistance systems also borrow heavily from the gaming industry, using Unreal Engine to visualize the ADAS features and maps in the screen-heavy cabin.

So, what happens now? The announcement leaves the door open for some kind of cooperation (they note discussions regarding future business plans). If anything, much like the development of Honda’s ASIMO OS, a future partnership will probably lean toward the software side of the automotive industry, rather than building a full-on car to take on the likes of Tesla, Lucid and the veritable flood of Chinese competitors in the EV space.

If you were one of the folks who put down a $200 deposit on an Afeela 1, SHM says you will be refunded for your reservation fee.

Nearly 255,000 Ford and Lincoln SUVs Recalled for Rearview Camera and ADAS Problems

Zach Butler

March 24, 2026

A defective processing module may cut the rearview camera feed or certain driver assistance features.

Ford Motor Company just issued a new recall campaign covering some of its most popular SUV models, including the Ford Explorer as well as the Lincoln Aviator, Nautilus and Navigator. According to what the automaker told the National Highway Traffic Safety Administration (NHTSA), certain examples of these vehicles could have a defective image processing module that could intermittently reset. If that happens, drivers may lose their rearview camera feed or various advanced driver assistance system (ADAS) features.

An initial report, submitted to the NHTSA on March 18, cited the recall population as 339,619 vehicles. However, a newer report filed the next day, on March 19, shows a smaller-scale recall than Ford initially told safety regulators. As of the latest available information, this campaign impacts as many as 254,640 vehicles, but affects the same models as before.

Ford notes in the report: “The Image Processing Module A (IMPA) may experience a computational overload when tracking a high volume of moving objects in dense vehicle and pedestrian traffic environments. This overload can trigger a module reset; in certain instances, multiple module resets occurring over multiple ignition cycles can lead to a persistent loss of functionality.”

If the module does indeed fail, the car will display one or more warnings in the instrument cluster. Those potential warnings include “Front Camera Fault”, “Pre-Collision Assist Not Available” or “Lane-Keeping System Off”. The blind-spot warning indicators may also illuminate, even if there’s no obstacle in the driver’s blind spot at that time.

To-date, Ford says it is not aware of any accidents or injuries related to the problem. The company does not note exactly how many issues or claims it has encountered, but did note that “all the warranty claims occurred on a certain configuration of vehicles with 6 radar sensors and primarily occurred on vehicles commonly used in livery applications.”

2024 Lincoln Nautilus Reserve - featured — (Image: Lincoln)

This recall (NHTSA recall number 26V-165, Ford recall number 26S21) affects the following models:

2025 Ford Explorer (101,073 units) built between November 29, 2023 and July 16, 2025
2022 – 2026 Lincoln Navigator (68,238 units) built between April 15, 2021 and November 26, 2025
2024 – 2025 Lincoln Nautilus (62,793 units) built between September 24, 2022 and August 26, 2025
2025 Lincoln Aviator (22,536 units) built between November 29, 2023 and May 21, 2025

Ford is sending out notices to dealers on how to handle this problem between March 25 and March 29. From there, owners will be notified between March 30 and April 6 about an update for the processing module software. The update will be over-the-air (OTA), and “includes robustness actions to prevent reset events during driving conditions associated with object tracking saturation”. There’s no further clarification on if or how that will actually affect the performance of these ADAS systems in conditions that would otherwise overload the module, but it seems that update will at least stop it resetting itself and disabling the rearview camera or some ADAS systems altogether.

While customers should not have to visit the dealer, they will have the option to do so. Either way, the remedy update will be installed free of charge.

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Last Words

The redesigned Chevrolet Equinox, like its smaller Trailblazer sibling, packed a CVT on FWD models.

If you’ve been looking forward to new and upcoming EVs, another option is now off the table.

A defective processing module may cut the rearview camera feed or certain driver assistance features.

This recall (NHTSA recall number 26V-165, Ford recall number 26S21) affects the following models:

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