A loss of drive power issue can affect certain Bronco Sport and Maverick models at low speeds.
After two recalls in March for incorrectly manufactured tires and a potential for cracked fuel injectors, the Ford Bronco Sport and Maverick face another recall campaign for a potential stalling issue. Specifically, a total of 456,565 vehicles have an “insufficient calibration strategy for detecting sudden battery degradations” in their Body Control Modules (BCM) and Powertrain Control Modules (PCM). The current calibrations are not able to detect a sudden change in the 12-volt battery’s state of charge during a drive cycle.
Those degradations could cause the vehicle to fail to restart after an auto stop/start event, or actually stall while driving and coming to a stop at low speeds. Either instance could also cause a loss of 12-volt accessories, including the hazard lights.
To-date, Ford told the National Highway Traffic Safety Administration (NHTSA) it received 917 warranty claims, 11 field reports and 54 complaints related to the problem. No accidents or injuries have resulted from this loss of power issue so far, but there are three unverified reports of fires and two property damage claims.
Fortunately, the remedy just requires a calibration update for both modules, which technicians at your local Ford or Lincoln dealer will do free of charge. The automaker also said it would reimburse owners who paid to fix problems associated with the recall out of pocket. The company will mail notices to owners between May 13 and May 17, 2024.
Ford did not build the affected vehicles in VIN order, but did trace the issue to 402,978 Bronco Sports built between February 5, 2020 and March 13, 2024. 53,587 Mavericks are also affected, built between February 3, 2021 and October 28, 2022.
Following its larger siblings, GMC’s smallest crossover is getting an overhaul for 2025.
General Motors is working on revamping its entire SUV and crossover lineup, including GMC’s three mainstream offerings: the Yukon, the Acadia and the Terrain. While the Acadia has officially debuted and the Yukon is just around the corner, this is the first official teaser of the brand’s smallest offering getting a more aggressive glow-up of its own.
Essentially, GMC is sculpting its crossovers to resemble the full-size Yukon SUV, which the company in turn redesigned to look like its current trucks. The new headlight design and upright grille give the Terrain a greater presence, while the more rugged AT4 trim brings a few aggressive touches of its own. Like before, this particular trim should offer all-terrain tires and a unique front bumper design to improve its approach angle a bit.
Inside, the 2025 GMC Terrain should borrow cues from its larger Acadia sibling. That is, expect a large, vertically-oriented touchscreen rocking a Google-based infotainment system. Since GMC’s revamp follows the similarly new Chevy Equinox, the third-generation Terrain should also pack a 1.5-liter turbocharged engine (as it did before) putting out 175 horsepower and 203 lb-ft of torque. An 8-speed automatic transmission should be standard fare rather than a 9-speed unit. Front-wheel drive will also be the default, though you’ll still obviously be able to get all-wheel drive as an option.
Since GMC is officially teasing it at this point, we should know more about the 2025 GMC Terrain soon.
We’re taking it back to the old days with this update for all current Mustangs.
When Ford launched the fifth-generation, S197 Mustang back in 2005, the automaker offered a modern take on the old-school Mustangs that roamed America’s streets back in 1965. The subsequent S550 and now S650 generations evolved into a different kind of pony car, but the latest seventh-generation model has a distinct feature that takes you back to the older days. Not only can you change your digital gauge cluster to represent the Fox body Mustangs from the early ’90s, but Ford also now offers a 1965-style cluster appearance to all S650 owners thanks to an over-the-air update.
This announcement follows up the 60th Anniversary Package for the 2025 model year Mustang. That package is a limited-run option for just 1,965 GT Premium models (another throwback to the original pony car), and includes special decals and badging to celebrate the car’s continuous six-decade production run.
The gauge cluster update will roll out to every seventh-generation Mustang owner, regardless of which version they own.
The 2025 Toyota Camry is here, and now we know how much it costs!
There’s a good reason the Toyota Camry is one of the most popular cars on the market: It’s just an all-around damn good car. It may not be the most exciting drive of your life, but if you want a comfortable, competent and spacious sedan, the Camry is tough to beat, and this new one promises to be even better. The 2025 model goes hybrid-only, gets a styling glow-up and even more technology baked in, but it doesn’t get any more expensive (at least in an apples-to-apples comparison). The entry-level FWD LE model starts at $28,400.
If you’re strictly looking against the 2024 Camry Hybrid, that represents a decent $455 price drop. It’s worth noting, however, that the lack of a gasoline-only option means the baseline price does rise by $1,990, so part of this year’s price shift aims to split the difference with customers looking to shop at the less expensive side of the market — particularly fleet buyers.
All 2025 Toyota Hybrid models now come with a 2.5-liter four-cylinder engine (so no more V6), and either two electric motors with the front-wheel drive model, or three motors if you spend an extra $1,525 for the all-wheel drive option. While you’d expect the AWD Camry to get more power, the difference is marginal: 225 horsepower for FWD models versus 232 horsepower with AWD. All Camrys also come with Toyota’s “eCVT” continuously variable transmission.
Like the outgoing model, one of the major plus points of the 2025 Toyota Camry going all-hybrid is fuel economy. Toyota rates the new Camry between 47 and 53 mpg, with the base LE being the most efficient at 53 City / 50 Combined mpg.
What about the rest of the trim walk?
For your $28,855, the base 2025 Toyota Camry LE comes fairly well-equipped from the jump. You get a 7-inch digital instrument cluster and 8-inch infotainment system, wireless Apple CarPlay and Android Auto support, LED headlights, dual-zone climate control, wireless smartphone charging and Toyota’s Safety Sense 3.0 suite of driver assistance features. That includes expected features like automatic emergency braking, lane departure warning and adaptive cruise control.
The sportier SE and XSE trims, in contrast to the LE/XLE grades, do get a bit more expensive this time around. The 2025 Toyota Camry SE starts at $30,700 ($310 more than before). For the extra cash, you get more aggressive 18-inch alloy wheels (to the LE’s 16s), firmer suspension and a body kit.
On price, the XLE is next up at $33,400 ($345 less than 2024). While you don’t get the sportier bits here, you do get leather seats and a larger 12.3-inch digital cluster and infotainment screen. The XSE gets all the equipment that the XLE does and the sportier bits for $34,600 ($305 higher than last year), including 19-inch alloys. Again, all pricing assumes you’re going for the FWD model, so add $1,525 if you want all-wheel drive.
The Premium Plus package takes the feature set another step, if you want to shell out an additional $4,075. Sounds a bit steep, but you do get more ADAS equipment, ventilated front seats, a 9-speaker JBL premium audio system, a head-up display and a panoramic sunroof. So, if you buy an XSE with all the goods and that package in a cool color like two-tone black and Supersonic Red, you’re looking at a price tag right around $42,220. The panoramic roof is available as a standalone option, too, for $1,330.
Mercedes-AMG’s most powerful, plug-in hybrid C-Class arrives at dealers this spring.
Following up the revamped C300 and the mid-range AMG C43, the wildest version is finally hitting dealerships in the coming weeks. The 2024 Mercedes-AMG C63 S E-Performance may have a cumbersome name, but it’s also a 671-horsepower missile with 752 lb-ft of torque. The automaker claims 0-60 in 3.3 seconds and brings a Formula 1-inspired plug-in hybrid system to the party that replaces the old V8 powertrain. And all this performance can be yours for $85,050.
Granted, that price tag is nearly $8,000 higher than the last C63 you were able to buy. It’s $245 less expensive than the BMW M3 Competition, though, but packs 168 more horsepower and 273 lb-ft more peak torque. On paper, at least, the C63 S E-Performance also demolishes the Audi RS 5’s 444 horsepower and 442 lb-ft of torque, and the Audi isn’t that much cheaper at $80,695.
When it does actually hit the streets, the 2024 AMG C63 S will pack all the usual track-focused refinements. In addition to the plug-in hybrid setup, you’ll also get race-tuned AMG suspension, 4Matic+ all-wheel drive with a drift mode, beefier brakes and 2.5 degrees of rear-wheel steering, as is now a fairly common addition to high-end Mercedes models.
Nappa leather, ambient lighting, a Burmester sound system and panoramic sunroof all come as standard equipment on the top-spec AMG model. However, you can spend an extra $2,050 and upgrade to the Pinnacle trim. That adds in Augmented Video for Navigation, an AMG-specific head-up display and Mercedes “Digital Light” headlights that include projections.
60 years ago today, the Ford Mustang legend was born.
Each decade, Ford pays homage to its iconic pony car with a special anniversary package, and this year is no exception. After seven generations and 60 years in continuous production, the automaker announced its limited-run package for the 2025 Mustang in Charlotte, North Carolina as part of its “Global Gallop” celebration. In addition to the 60th Anniversary Package, Ford also announced it opened the application process for its $325,000-plus Mustang GTD, and it will open a Mustang Experience Center “for all things Mustang” adjacent to Charlotte Motor Speedway.
Ford originally teased the 60th Anniversary Package during the New York Auto Show, but now we have more details on how you’ll be able to get it, and what it will cost. At its core, this is strictly an appearance package based on the GT Premium model. While you will still get the updated 5.0-liter Coyote V8 packing 486 horsepower, the package will not add any extra performance to the equation. You can equip the package on either the convertible or coupe with a manual or automatic transmission, but it will not be available on the EcoBoost variants.
The 2025 Ford Mustang 60th Anniversary Package brings exclusive trunk and fender badges, which are a modern take on the original 1965 model’s cloisonné badges. You also get 20-inch Dark Gravity Gray wheels with Vermillion Red accents and retro-styled center caps. Side graphics hark back to the original car’s rocker panel stripes, and are available in either Iconic Silver or Vermillion Red. The grille features silver nostril accents. The package also gets standard smoked Nite Pony headlights.
On the inside, the 60th Anniversary Package has a serialized badge on the instrument panel, while packing in all the features from the GT Premium model. Ford says the package will be available with the Wimbledon White, Race Red or Vapor Blue exterior colors, and either a Space Gray, Carmine Red or Black Onyx interior.
If you want one, there is a catch: Ford plans to limit production to just 1,965 units. Pricing is not available yet, but orders will open up this summer with cars actually set to hit dealerships in late 2024.
Toyota now has two truck-based, midsize, body-on-frame, off-road SUVs with the 4Runner and Land Cruiser.
This year has been huge for Toyota fans, thanks to the launch of the brand-new, made-for-America Land Cruiser and the reveal of the new 4Runner. Both are iconic nameplates in the lineup, but here’s the rub: We’re talking about two midsize, off-road-worthy SUVs that ride on the same platform, share the same powertrains and several other components. When the 4Runner goes on sale later this year, it will likely be a little bit cheaper than the Land Cruiser…but probably not enough to make the decision between the two any easier. So, which one should you actually buy?
In the video below, Roman and Tommy go through the various details to try and flesh out an answer. Still (spoiler alert), the final answer when you’re sitting in the showroom boils down to the old classic “it depends”, and Toyota knows that as well.
Quantifying the struggle to decide between these two SUVs
What normally happens when you work your way through an automaker’s lineup is you’ll notice distinct size, price and performance breaks as you work your way up. Not so much with the new Toyota Land Cruiser and 4Runner. Both rigs ride on the TNGA-F platform, much like the rest of Toyota’s body-on-frame lineup including the Tacoma, Tundra and the Sequoia SUV.
The 4Runner and Land Cruiser also share the same 2.4-liter turbocharged four-cylinder engine. While the 4Runner does get a gas-only version on its lower trims, the hybrid version is available on the 4Runner’s upper models and standard on the Land Cruiser. That means both SUVs get 326 horsepower and 465 lb-ft of torque. The 4Runner and Land Cruiser also have the same 8-speed automatic transmission and 6,000-pound towing capacity, while they also get the same 6,000-pound towing capacity.
Apart from the styling, there are at least a few slight differences between the two once you dig into some finer details. The 2025 Toyota 4Runner has at least 9.2 inches of ground clearance on four-wheel drive models, while the Land Cruiser only gets 8.7 inches. The 4Runner, for its part, does have a two-wheel drive option (the Land Cruiser is full-time-4×4 only), and the 4Runner is 1.1 inches longer to accommodate an optional third row seat. You can only seat five in the Land Cruiser on two rows, in any configuration.
The Land Cruiser does get a higher roofline than the 4Runner by 5.3 inches, which helps as far as headroom and general spaciousness. The 4Runner gets better off-road angles by virtue of its exterior design and ground clearance, though, with an approach angle of 32 degrees and departure at 24 degrees. By contrast, the Land Cruiser manages 31 degrees on approach and 22 degrees on departure. Not a huge difference, but if you’re looking to regularly off-road, it’s important to consider.
Toyota 4Runner (left) and Land Cruiser (right) interiors.
What about on the inside?
Interior-wise, both the 2024 Toyota Land Cruiser and 2025 Toyota 4Runner pack a wide array of features. Both come with Toyota Safety Sense 3.0 — a suite of driver assistance features — and a host of controls for off-roading. Now, you can split the two on some of the off-road kit, as even the base Land Cruiser 1958 gets a center differential lock and a rear locker. On the 4Runner, you only get a rear differential locker, and only if you get the TRD Off-Road, TRD Pro or Trailhunter.
Still, the 2025 Toyota 4Runner gets a larger 14.0-inch screen on higher-end models, to the Land Cruiser’s available 12.3-inch screen. At the lower end, both get the same 8-inch unit, though all models use the latest version of Toyota’s much-improved infotainment system.
If you’re shopping between these two SUVs by their interior features, then it will likely boil down to whether you need a third row. Some 4Runners will have the option, while Land Cruisers don’t get a third row at all (mainly since they need the space for the hybrid battery, while some 4Runner models without the hybrid system won’t have that limitation). Each SUV also brings distinct touches depending on which version you get (like the 4Runner TRD Pro’s unique elements or the Land Cruiser’s unique styling and “Toyota” script on the steering wheel).
What is Toyota’s rationale for buying one over the other?
At face value, offering two SUVs in the same competitive space is a bit baffling. Nevertheless, both represent iconic nameplates within Toyota’s lineup, and the automaker insists there’s room for two at the dealership.
It essentially boils down to your lifestyle: The automaker’s stance is that if you want a more off-road-focused SUV with more aggressive style, then you’ll probably want to lean toward the 4Runner. If you want a new SUV that is still plenty capable bit a little bit more refined (with such reputation to back it up), then lean toward the Land Cruiser.
And that’s the thing: Even with the two being remarkably similar, folks will still gravitate toward that Land Cruiser name in droves. It looks pretty cool, and you can even get completely different front-end styling if you buy the 1958 versus the standard Land Cruiser model. While it’s not billed or positioned as an $85,000 full-size luxury SUV this time around, it still gets the sort of styling, features and marketing campaign to reinforce Toyota’s pitch as a premium vehicle.
The new 4Runner will also have its fans — myself included — as it’s been a rock-solid seller for Toyota, even with the outgoing model’s 15-year history. It will also have a much wider trim walk with nine available options from the base SR5 to the top-dog TRD Pro, Trailhunter and Platinum. The larger lineup means more folks are likely to find a 4Runner that matches their particular needs, which will help drive sales. In other words, the 4Runner may be what some folks will buy based on the mass-market appeal, while others will move toward the Land Cruiser because they want a Land Cruiser.
On the pricing front, the 2024 Toyota Land Cruiser starts at $57,345 and tops out around $63,695 (or $76,695 for the limited First Edition). 4Runner pricing should start off much lower — from the low $40,000s for the SR5 — then rise to around $60,000 for the TRD Pro or the Trailhunter.
Until I drove the 2024 Hyundai Ioniq 5 N, I didn’t realize how boring many other EVs were.
Having ridiculous power numbers, like many EVs have, doesn’t work the same in the 2024 Hyundai IONIQ 5 N. Rather than build a heavy, ubiquitous electric vehicle that goes fast in a straight line, Hyundai did something different. They built the FIRST FUN EV. I was so enamored with the N, I only have one (1) gripe. I’ll cover that quibble at the end.
I know: it’s a bold statement, but hear me out. Not only does the Ioniq 5 N make 601 horsepower and 740 lb-ft of torque as its standard number, there’s a special button that does more. On the steering wheel, there’s the “N Grin Boost” button, and when you push it, you get a ten-second boost with 40 more HP, and 30 more lb-ft of torque – instantly. After that squirt of sheer bliss, the Ioniq 5 N needs a breather before you use it again. With its larger 84-kWh battery, I would imagine playing with this button would kill its already limited range.
Like its brother, it has 350 kW fast charging capability, but good luck finding any charger in California that allows the max.
Then, there’s the N e-shift. It is totally a gimmick, one that won’t make the car any faster (some say slower), but…I drank the Kool-Aid and I adore it. Simply put, the N e-shift simulates a car’s sound, and it interrupts power for a split second, as if to make it feel like a conventional internal-combustion sports vehicle. It’s odd, but it works so well.
For a caveman like me, it makes the N feel sportier as it fills all of my senses. I got a chance to drive it though some curvy roads, and on the Laguna Seca racetrack flat-out. It takes a minute, and it has a nostalgic video game feel (think earlier PlayStation games), but it works.
Unlike many EVs that wish you silently to terminal-velocity, the Ioniq 5 N gives you a sense that you’re speeding up. It blips a bit as you slow as well, and this helps you understand that you’re scrubbing off speed. Honestly, it made me feel like I could have understanding of what the car was doing, even though most of it is simulated.
Yes, you can paddle shift, but I let the car do the work as faking I’m Verstappen on a serious racetrack is already a bad idea. In race mode, it feels light on its toes. Imagine a Coyote pulling a dried carcass off the highway, that type of adhesion is what you get with the Pirelli P Zeros, AND the outstanding traction control system.
You can select front, rear or all-wheel drive (AWD) at the push of a button
Weighing in at 4,861 pounds, it takes less-than-expected effort to bring the N down from over 100-mph dashes. It has 15.7-inch front brake discs and 14.2-inch rear brake discs, which are enhanced by the aggressive regenerative braking system. I drove a regular Ioniq 5 from coast-to-coast, and them some. It was great, but it felt kind of heavy.
The Hyundai Ioniq 5 N, which isn’t that much lighter, feels lighter altogether. The interior has a few revisions, including a purpose-built steering wheel with lots of fun buttons. They added a different (fixed) center armrest, and the front seats work as racing seats, but aren’t too uncomfortable for chunky monkeys like me.
The rear seat is big enough for three-across seating, and the hatch-back storage area is very utilitarian. In fact: that kind of enters the territory of my only (yes – ONLY) gripe. They keep calling this an SUV, and it simply isn’t. It’s a hatchback in my book. Just like a WRX hatchback, or the Toyota Corolla GR… only this one is bigger, and it’s an EV.
There’s a lot to unpack about this vehicle, and you can lear a lot more by watching this video:
Roman just bought one of the most hated modern Land Rovers to prove a point: Even this SUV doesn't suck! Or maybe it does...that's what we're going to find out in our latest project series.
