Nissan and Infiniti are recalling nearly 450,000 vehicles due to potential engine failure.
Since the 2019 model year, Nissan and its Infiniti luxury brand have been integrating the variable-compression turbocharged engine (or VC-Turbo) into its wider lineup. The new technology, which adjusts the engine’s compression ration on the fly for better power or efficiency depending on the conditions, was one the company touted as a game-changing innovation. Essentially, you get two engines in one, at least on paper. The VC-Turbo first rolled out to the Infiniti QX50, then went on to other lineups including the popular Nissan Altima and Rogue. And now, per documents filed with the National Highway Traffic Safety Administration (NHTSA), the automaker is recalling nearly half a million vehicles because those engines might fail.
Specifically, the recall campaign (NHTSA number 25V-437) affects 443,899 vehicles built between the 2019 and 2024 model years. It impacts both the original, larger displacement KR20DDET 2.0-liter VC-Turbo four-cylinder, as well as the smaller KR15DDT 1.5-liter three-cylinder that made its way into the Nissan Rogue.
The problem, Nissan says, is bearing failures in certain vehicles due to a manufacturing defect. Over time, metal debris from the suspect (main, A-, C- or L-link) bearings can get into the oil, cause engine damage or, if the problem has been going on long enough, catastrophic failure. If the engine fails while driving, the resulting loss of motive power will obviously increase the risk of a crash.
Unsurprisingly, being the most popular vehicle in the recall population, the Nissan Rogue is most impacted by this campaign. That said, here’s a more comprehensive look at the affected vehicles:
2021 – 2024 Nissan Rogue: 348,554 units built between March 12, 2021 and August 1, 2024
2019 – 2022 Infiniti QX50: 84,536 units built between October 16, 2017 and January 10, 2022
2019 – 2020 Nissan Altima: 5,685 units built between May 25, 2018 and December 11, 2019
2022 Infiniti QX55: 5,124 units built between February 10, 2021 and January 10, 2022
Nissan estimates 1.2% of all vehicles in the recall population have a potentially catastrophic defect. Nevertheless, it’s recalling these 440,000-plus vehicles to at least be inspected, and determine if they need more extensive repairs.
What’s the fix?
Nissan is not issuing a “Do Not Drive” warning for these vehicles, as it contends bearing failures “are not typically instantaneous”. Drivers will likely get some form of audible clue if the engine is running rough, or they may get warning messages in the instrument cluster before the engine actually fails.
For 2.0-liter VC-Turbo owners, the repair process is a bit more straightforward. Technicians will inspect the engine oil pan, and if they do not see specific metal debris from the bearings, they will perform a free oil change (that should take about an hour to complete).
If you have the 1.5-liter engine, on the other hand, dealers will do a bit more even if they don’t detect any debris. Nissan says, in the event there’s no debris to worry about, technicians will replace the oil pan gasket, change the oil and reprogram the vehicle’s Engine Control Module (ECM), free of charge.
In the case service technicians find debris in either VC-Turbo engine included in this recall, Nissan’s Powertrain Call Center will instruct dealers to replace the entire engine after confirming the issue. That will also be performed free of charge and should take around 15 hours to complete, though that’s also contingent upon dealers having enough new VC-Turbo engines to go around.
Nissan tells the NHTSA it will notify dealers on July 15, then notify affected owners on August 15. That said, the owner community is already keenly aware of the problem, with some urging folks to stay away and go for one of Nissan’s tried-and-true engines.
The NHTSA has also been investigating the problem since December 13, 2023, after no fewer than half a dozen customer complaints alleged engine knock, metal chunks and shavings in the oil pans of impacted vehicles, engine failures and loss of motive power. This official recall doesn’t reach quite as far as the initial investigation, though it comes close to the early 454,840-vehicle estimate.
In fact, one happy coincidence (at least in hindsight) is that Nissan only offered the VC-Turbo engine on the SR trim for the Altima — and it dropped that option from the menu for the 2025 model year. So, most of those cars are rocking the naturally aspirated PR25DD 2.5-liter four-cylinder engine, and as such aren’t impacted by this recall. The 2021 Nissan Rogue also uses the 2.5-liter engine.
After four years, the Ferrari Roma is on its way out, being replaced by this new Amalfi.
Ferrari’s definitely gone in an interesting direction over the past couple years, hasn’t it? It now produces the Purosangue SUV, a mid-engined V6 plug-in hybrid sports car, and you can’t forget the extreme looking F80 set to replace the LaFerrari. Those are some of the headline grabbers, at least, but the iconic Italian automaker also manufactures a pair of grand tourers, with the latest being this new Ferrari Amalfi.
Much like the California, Portofino and the most recent Roma, Ferrari goes for a different sort of mindset here than all-out track machine. That said, even with the front mid-engine layout, a couple extra sets and the Verde Costiera paint, this still wears the Prancing Horse…so it can’t be a performance slouch. And it isn’t: The new Ferrari Amalfi manages 631 horsepower from its 3.9-liter, twin-turbocharged flat-plane-crank V8 engine. That’s not only 19 horsepower more than the Roma, but still enables a 0-60 time of right around three seconds and a 199 mph top speed.
On the styling front, the Amalfi does bring an evolutionary approach, with the grille design marking the biggest change from the Roma. And by “grille”, there isn’t really one in the traditional sense on this car, with the front clip being fairly smoothed out and a black element connecting the thin LED headlights. It’s dialed down a bit from, say, the 12Cilindri, but I’m sure at least a few prospective buyers will be glad to see the Roma’s mesh-style grille gone here. Much of the bodywork and the wheelbase, though, made their way forward into the Amalfi’s final exterior design.
Folks everywhere are rejoicing at the Amalfi’s steering wheel.
The svelte styling, the power and the dual-cockpit layout of the new Ferrari Amalfi are all great, but those aren’t necessarily the most critical points that make it an improvement over its predecessor. That would actually be the steering wheel — and if you’ve seen automakers try to use capacitive touch controls over the past few years to be “futuristic”, you know what I mean. Ferrari listened to feedback in actually using real, physical buttons on the steering wheel. That includes a big, red start button that doesn’t just make the car more usable, but more of an occasion when you go to start it up. It’s still a freaking Ferrari, right? Firing up that twin-turbo V8 ought to feel special.
Naturally, the Ferrari Amalfi will launch in Europe first, at the beginning of 2026. It will cost at least 240,000 euros (or just over $283,000, at current exchange rates). Sure, that’s not exactly “cheap” by everyday standards, but by Ferrari standards, that is still more than $200K less than the Amalfi’s big brother, the 12Cilindri. We’ll see the Amalfi hit U.S. shores shortly after the overseas launch, so expect it to land sometime around next summer.
Over the past four years, we’ve seen Stellantis shift its focus toward an electrified future while quietly putting parts of FCA’s past out to pasture. That included the company’s SRT (Street and Racing Technology) division, which was instrumental in creating well-known performance hits like the Hellcat and Demon models, as well as the iconic Viper. Now, though, Stellantis is officially relaunching SRT as a distinct performance division — unifying its latest performance and motorsports ambitions across the Chrysler, Dodge, Jeep and Ram brands. And leading the charge is industry firebrand Tim Kuniskis.
The reestablished SRT division will oversee the Direct Connection performance parts program — formerly marketed under Dodge — as well as participation in NHRA and Ram’s return to the NASCAR Truck Series next year.
“We’re getting the band back together,” said Kuniskis in the official announcement Wednesday. “It’s time now for us to harness our past, to accelerate harder and faster toward our future. So, today we start recruiting, we start rebuilding, and we refire the machine. We stop being quiet and we get loud again.”
In addition to his role at the top of the SRT division, Kuniskis will remain brand CEO of Ram Trucks.
Today’s announcement did not mention specific cars making their way back into the fold, but the teaser video below does feature the supercharged 6.2-liter Hellcat V8, which was a staple of the automaker’s performance portfolio over the past decade. CEO Antonio Filosa, to whom Kuniskis will report, also said “We will leverage [Tim’s] energy, his strategic mindset and his competitive spirit to supercharge all our brand activities.”
We’ll have to see what that means in practical terms in the coming months, but “supercharge” seems like a nod to what we could see in the relatively near future — Hellcats could be coming back.
Before the new CLA arrives, there’s one last hurrah for the current AMG-tuned model.
Things are changing with Mercedes’ small CLA sedan, including the launch of a fully electric model with a hybrid due out early next year. If that’s not really your jam, though, AMG is working up a CLA45 S model before putting the current generation to bed.
When it arrives next year, Mercedes claims this particular CLA will offer “driving pleasure at the highest level”. It also represents the end of an era, as the company phases out the turbocharged 2.0-liter M139 engine for either electrified models, or its straight-six and V8 engines in the case of AMG-tuned variants. The 2026 Mercedes-AMG CLA45 S Final Edition still offers up a huge amount of grunt for a limited number of buyers, though: 416 horsepower and 369 lb-ft of torque.
That makes the quickest CLA good for 0-60 in around four seconds (per Mercedes’ estimates), while bringing in plenty of performance-minded styling and performance tweaks. On the aesthetic side, you get a distinctive Mountain Grey Magno matte paint scheme from the brand’s Manufaktur customization offerings, as well as black-and-yellow “45 S” decals on the doors. The yellow theme continues throughout the car, on the side mirrors as well as inside, on the door sills, floor mats, seats and all the contrast stitching throughout the cabin. This CLA45 S Final Edition also gets the Night Package Plus (more gloss black/black chrome elements) and the Aerodynamics Package Plus, which brings in a larger front splitter, a beefy rear spoiler and a gloss black diffuser blade out back.
On the performance side, the 2026 Mercedes-AMG CLA45 S Final Edition gets the same amount of power as the standard CLA45 S. You also get an 8-speed dual-clutch transmission and 4Matic+ all-wheel drive. However, that system can distribute the power to the rear axle so you can still pull off some tailslides, or have the added traction depending on what sort of mood you’re in.
Mercedes doesn’t specify exactly how many Final Editions it plans to build, instead saying it will arrive “in limited numbers”. These cars will hit U.S. dealerships in early 2026. We don’t know how much it’ll cost yet, either, but expect to pay a premium above and beyond the standard car’s $67,050 MSRP.
Odds are we’ll see AMG-tweaked versions of the upcoming next-gen EV and the hybrid-backed CLA down the road. That said, we’ll likely have to wait a little while to hear what exactly Affalterbach‘s best has in store.
We’re a little over a week away from our first proper look at the 2026 Mazda CX-5.
Over more than a decade, the CX-5 has been mid-volume manufacturer Mazda’s cash cow, selling more than 4.5 million units globally since its debut in 2012. Even with the similarly sized CX-50 joining the lineup in early 2022, the automaker defied expectations to do what it did with both the CX-30 and CX-90’s debuts, killing off their CX-3/CX-9 predecessors. Instead of scrapping the CX-5, though — and at least as a tacit acknowledgement of the car’s contribution to its bottom line — Mazda is revealing a third-generation model to the masses on July 10.
Before that, though, we get a few teaser images to basically confirm what earlier spy shots already told us about the upcoming CX-5. Its exterior styling looks to be a refinement of the brand’s “Kodo” design language that its used over the past decade across most of its lineup. The headlights appear to be the biggest difference, with a two-tiered LED daytime running light design dipping lower down in the front fascia than the current model.
Around the back, the 2026 Mazda CX-5 gets more of a kicked-out rear end akin to the CX-90 and CX-70, while the taillights are also an evolution from the current-gen model, just with thinner lighting elements (again, like its larger siblings).
There is one major change coming to the CX-5 lineup…but not right away.
The 2026 Mazda CX-5 has been the poster child for the brand’s “SkyActiv-G” engine. It uses that powertrain across its entire lineup, of course, but most people have experienced it here. And they’ll continue to experience it with this new model as well, since it’s likely the upcoming 2026 model will ship with the current 2.5-liter engine, which kicks out 187 horsepower in its base, non-turbocharged form. However, the company is working on an in-house hybrid powertrain to pair with the popular CX-5, though that won’t join the range until 2027. Bummer.
For the moment, Mazda isn’t showing us the new CX-5’s interior, but at least we don’t have to wait too long to find out about that either. The company promises a fresh design, though, coupled with “a more spacious cabin and greater utility”. Both of those have been points against Mazda’s SUVs over the years, even though the aging second-generation CX-5 is still one of the best-driving SUVs in its class. While you can’t see too much with the silouette, the new CX-5 does look ever so slightly longer than the old one, which does lend some credence to better interior passenger volume and cargo space over the current car.
Beyond implying more practical space, Mazda says this new 2026 CX-5 will be “backed by human-centric technology and class-leading safety.” That first part is certainly open to interpretation — though one of the TFL team’s complaints over the years has been the less-than-ideal MazdaConnect infotainment system — though the second one riffs on the current CX-5’s past IIHS Top Safety Pick accolades. In recent years, though, it’s been falling behind as the agency enacts tougher testing, particularly for frontal crash prevention systems, so Mazda needs to bring its A game with updated driver assistance technologies if it wants to remain in the Top Safety Pick+ club.
Mazda will debut the new CX-5 on Tuesday, July 10 at 1:00 AM Pacific Time.
Ah, 2015…doesn’t feel like ancient history, until memories like this MX-5 Miata pop up on your social media feed.
Look, I don’t think I’m breaking any new ground here by saying social media is, by and large, a complete hellscape. It’s all too easy to fall down the nostalgia rabbit hole to, say, 2015. That’s when I graduated college, the ND-generation Mazda MX-5 Miata landed on American shores…and social media still wasn’t all that great (but at least it was better, right?). Hey, if it wasn’t for a certain platform and its certain memories feature, it’d be all too easy to miss that Mazda brought its current-generation roadster to America a decade ago.
In a lot of ways, Mazda’s plucky little halo continues to defy the odds. As manual cars and convertibles across the board roll off into the sunset, the Japanese automaker has kept its icon going to where the sentiment it’s “always the answer” still holds true. That’s especially true after 2019, when Mazda upgraded the car’s 2.0-liter SkyActiv inline-four engine to put out 181 horsepower. I know, that really doesn’t sound like a lot, but considering it’s a featherweight (by modern standards) at 2,400 pounds with the option of a manual transmission and rear-wheel drive, it’s an absolute blast for any driver.
It’s still great…just not exactly “cheap”.
Mazda gave the so-called ND3 Miata a host of other small, but meaningful upgrades for another mid-cycle refresh in 2024. Arguably, that makes the newer MX-5 Miatas the best ones to get thanks to a revised steering rack, different type of limited-slip differential and a new dynamic stability control mode for even more tail-out fun.
Of course, as with everything, the MX-5 Miata has gotten more expensive over the years, so it’s not quite as accessible to enthusiasts wanting an affordable entry-level sports car anymore. The soft-top Sport is $30,715 these days, and building out a loaded Grand Touring will set you back $36,715, assuming you stick with the three-pedal layout (and you should). Go for the 35th Anniversary Edition or the RF, and you’re running near the $40,000 mark.
On the whole, Mazda has mainly just tweaked the ND Miata because it hasn’t needed to do a full redesign. It’s still a fantastic roadster, and I’m not just saying that as TFL’s resident Mazda fanboy. And now may be the best time to enjoy the current generation, as a next-gen sports car is in the pipeline, based around the company’s Iconic SP concept.
We’ll have to wait and see on that one, but still, social media offered a nice reminder of how long the current ND’s been with us, and stirred up a ton of fun memories about all my times behind the wheel. So thanks for that, Facebook…even if I do feel a bit old now (yes, never mind the fact that I still browse Facebook).
(Watermarked images: TFL Studios, courtesy of Andrew C.)
Hyundai is still committing to hydrogen, even though it can’t widely sell fuel-cell vehicles.
TFL viewer Andrew C. caught an interesting sight in Scottsdale, Arizona: early (likely pre-production) examples of the 2026 Hyundai Nexo. If this one slipped out of your memory for a bit, I don’t blame you — the “Initium” first made its debut in Seoul before hitting the auto show circuit in Los Angeles. When the concept initially debuted, Hyundai said a production version would roll out in the first half of 2025. Fast forward six months — and past the official debut of this car as the next-generation Nexo — it seems the automaker is right on schedule.
In fact, our friend caught three of these vehicles on the back of a transporter truck. While the lighting is dialed back just a little bit from the Initium concept renderings, Hyundai kept everything pretty close for the production-intent Nexo. A couple major changes seem to be the wheel design as well as the full-size mirrors (the latter being a requirement to comply with U.S. regulations). Other than that, the Hyundai Nexo that’s rolling into production looks pretty much as cool as the original concept’s debut did late last year.
Fundamentally, the formula is still broadly the same for this car as the previous Nexo, which Hyundai sold in California between 2019 and 2023. The fuel cell stack is better than before, with the car’s front-mounted electric motor putting down 201 horsepower. Sure, its no back road rocket, but Hyundai claims a 0-60 time of 7.8 seconds. Not only that, but the Nexo targets a driving range of 430 miles, which is well past any of its current battery electric vehicles.
(Images: Hyundai)
Despite the downright funky and futuristic-looking exterior, the 2026 Hyundai Nexo brings several familiar touches into the mix. Again, these cars don’t appear to get the side-mounted screens where the cameras were on the concept. Nevertheless, you do get dual 12.3-inch displays, a column-mounted gear selector and a center console similar to Hyundai’s BEVs. Out back, the cargo area measures out to 35 cubic feet (even with the H2 storage tanks), while you get 61 cubic feet with the seats folded down.
Could Californians soon be able to get this new Nexo?
When Hyundai announced the Nexo, all it mentioned was that it would go into production in “global markets” and that 2025 date. It did not necesssarily specify that it’s coming to the United States…but this certainly has us curious. At the moment, Hyundai has made no Nexo-related announcements (none that I could find, at least) since early April. And even at that, it was technically a South Korean debut, where the vehicle is going on sale.
Under its “HTWO” brand, Hyundai Motor says it continues to focus on expanding hydrogen infrastructure. For the moment, that picture looks a little better in Korea than it does in, say, California, though it’s still not as easy as living with a conventional EV. With the last-generation Nexo’s poor performance, folks working the automotive beat wagered Hyundai wouldn’t sell the Nexo here…even in the Golden State, where the opportunity isn’t necessarily golden…but better than any other state.
As ever, we’ll have to wait and see if Hyundai announces an inevitable U.S./California launch. The hydrogen car market isn’t completely barren there. Honda leases a fuel-cell version of its CR-V and Toyota still sells the sleek-looking Mirai, even if the second-generation model is getting a little long in the tooth by now.
The 2026 Honda CR-V TrailSport: How dirt-worthy is it, really?
As buyers shifted away from passenger cars and toward SUVs of all sizes, the likes of models like the Honda CR-V became their automakers’ best-selling models — and it’s not even close. Last year, Honda dealers sold 402,791 CR-Vs (more than an 11% increase over 2023) just in the United States. Even being that remarkably popular, though, time and competition wait for no one, so the 2026 Honda CR-V is getting a list of noteworthy updates, including this new dirt-minded TrailSport model. But is it actually worth your time and money?
Honda brought Tommy and me out to Southern California to test it out on the road and in the dirt, and we both came away with the same conclusion (more on that below). While the rest of the lineup also sees some updates from the base LX to the top-end Sport Touring Hybrid, we’ll largely be focusing on the $40,195 TrailSport Hybrid here, as it gets the widest range of changes from the standard models.
So, what is this TrailSport model all about?
For the past few years, Honda’s had three off-road-themed TrailSport models to talk about. There’s the Ridgeline pickup, the three-row Pilot SUV and — what I would consider the most focused TrailSport — the new fourth-generation Passport. The question is, then, where exactly does this CR-V TrailSport fall on the spectrum from soft-roader to legitimate off-road machine?
Well, right off the bat, the 2026 Honda CR-V TrailSport differentiates itself as the only hybrid-only option among the automaker’s four adventure-minded models. There is still a 2.0-liter four-cylinder gas engine option without the hybrid assist, but it’s still only available on the LX, EX and EX-L models. So, step up to the TrailSport, and you’ll get an electrified powertrain with a total output of 204 horsepower and 247 lb-ft of torque (that’s unchanged from previous years). Honda did tweak the all-wheel drive system across all CR-Vs to offer more aggressive brake-based torque vectoring below 9 mph, with the goal of transferring more power to the wheels that have grip.
While that upgrade is available across the lineup, the CR-V TrailSport arguably benefits the most from that change thanks to the new wheel and tire package. Wrapping 18-inch gray wheels, you get a set of 235/60-R18 Continental CrossContact ATR all-terrain tires. The Passport’s Ash Green Metallic paint makes another appearance here, and again is exclusive to the TrailSport model. Rounding off the stylistic changes, you get a host of TrailSport badging inside and out, gloss black trim to complementing the lower cladding, and silver faux skid plates front and rear with cosmetic intakes and exhaust ports, respectively.
On the branding front, Honda certainly doesn’t let you forget this is a “TrailSport”.
You may be wondering: “Where are the rest of the off-road upgrades?”
For its part, the Passport TrailSport gets breakaway recovery points, a set of specially designed all-terrain rubber, a special Trail mode, underbody skid plates and a revised hill descent control allowing drivers to control their speed using the throttle and brake pedals when navigating a downhill obstacle. Well, of all that kit, the CR-V TrailSport just gets the hill descent control setup and the all-terrain rubber — that’s it. You also get 8.2 inches of ground clearance, or about the same as a Passport TrailSport’s 8.3…so at least you don’t lose out there.
The 2026 Honda CR-V TrailSport sits just above the Sport Hybrid trim, so you get cloth seats as well as all that gloss black trim, a leather-wrapped steering wheel and shift knob, and Normal/Econ/Snow/Sport drive modes (but again, no Trail mode). However, this model does also borrow some features from the Sport-L as well, so the TrailSport also brings in an 8-speaker audio system, a power tailgate, a 10.2-inch digital gauge cluster and two rear USB-C charging ports. You even get a heated steering wheel from the top-end Sport Touring, which is a nice touch. Apart from the feature set, the TrailSport further sets itself apart with appropriately branded all-weather floor mats as well as “TrailSport” on the headrests.
Does the 2026 Honda CR-V TrailSport actually work off-road?
Part of our time with the most dirt-worthy CR-V was a “soft-roading” test at a motocross park outside of San Diego. Now, you likely gathered from the list of changes against the rest of the lineup that this is not a hardcore off-roader where you’ll be able to traverse the Rubicon Trail. At the end of the day, this is still a CR-V, and Honda knows the sort of demographics that comprise their 400,000-plus sales every year.
A few months ago, I drove the pre-refresh 2025 CR-V Sport Touring Hybrid, and we also tried a similar version out on the TFL Slip Test. The TL;DR version: It did not perform well…and the updated 2026 Honda CR-V TrailSport did much better in low-traction conditions. The current-gen Real-Time AWD System can actually torque-split 50:50 across the axles, and the improved braking force to slipping wheels ensures you don’t wind up hopelessly stuck in a loss-of-traction situation as easily.
As you’d expect, the all-terrain tires do make a difference against the all-seasons too. As long as you don’t get in over your head on which “trails” you tackle in your TrailSport, this version of the updated Honda CR-V should get you up to your country cabin or out to one of your favorite fishing spots without too much difficulty. You know, as long as it’s not so difficult you’d need a hardcore off-roader to get there (in which case, you’d probably be looking at a Jeep Wrangler anyway, and Honda knows that).
In short: The 2026 Honda CR-V TrailSport is a bit more capable than its counterparts, but don’t expect the tire package to miraculously turn this into a true rock crawler, or anywhere near it.
On the road, the CR-V TrailSport is pretty similar to its stablemates.
Most of the driving time we had with the 2026 Honda CR-V TrailSport is the same place most production units will actually spend their time — on the pavement. I mentioned in my February Sport Touring Hybrid review that if you had to have one car and only one car, the CR-V is a tough choice to beat. After a few hours on California back roads and sprawling freeways in the TrailSport, that take still applies about 98% here.
Here’s the thing: the 2026 Honda CR-V lineup doesn’t see any radical powertrain or chassis changes from previous model years. What was good in previous years is good now, including the comfortable ride, decent handling and relatively spacious interior.
If anything, Honda’s two-motor hybrid system — where an electric motor drives the wheels with the gas engine acting as a generator, or both drive the wheels at highway speeds through use of a lockup clutch — is one of the best available systems out there if you’re looking for the best efficiency with solid everyday performance.
The TrailSport, for its part, dials back the daily commuter capability a couple percentage points because those slightly knobbier off-road tires generate some more noise. That comes with the territory, and is a compromise you need to consider if you are looking for something that can get a little farther off the beaten path over, say, a normal Sport, Sport-L or Sport Touring Hybrid (or any of the gas models) on all-seasons. Not to mention you could swap tires on any of those out for A/Ts and wind up in the same situation.
Verdict: Great car, not the best TrailSport.
With that $40,195 price tag, the 2026 Honda CR-V TrailSport is currently the most affordable option if you want that black-and-orange badge with the host of adventure-minded upgrades. But is it actually worth it?
Our overall takeaway from this drive is that the current-gen CR-V is still one of the best compact SUVs out there…but it’s not a great TrailSport. At least, if you want to really buy into that rugged sort of lifestyle and really go places with the family and gear in tow, the Passport TrailSport is clearly the better off-road option if you want to stay within the Honda brand.
All that said, the CR-V outsold the Passport by nearly ten to one last year, so its outstandingly clear where most people are shopping when it comes to putting down their own money. On that basis, there’s only so far Honda really can move when it comes to changing up the formula, and their approach to the TrailSport acknowledges its relative limitations when it comes to heading out into the unknown (that is, you definitely shouldn’t do it with this car).
We’ll test the 2026 Honda CR-V TrailSport more when we get it back to Colorado, on the onX Offroad course and the TFL Slip Test. That said, our first drive video (check that out below) has a surprising inclusion directly from Honda — and it’s something they haven’t done on previous CR-V drives, that’s for sure.
There is one situation in which I would more strongly recommend the CR-V TrailSport, and that’s in winter weather. I suspect the updated all-wheel drive system and the chunkier tires would actually play to the TrailSport’s strengths when the commute gets slippery, and that would be a solid reason to consider the TrailSport along the likes of Subaru’s Wilderness models, a Ford Bronco Sport Badlands or Toyota RAV4 Woodland. Again, we’ll have to test that in a few months when Father Winter makes his return to the northern hemisphere.
