Aurelia Butler

For 2025, the Toyota GR Corolla returns with the turbocharged three-cylinder engine and its stupendous 300 horsepower, but this sport compact car also makes 295 pound-feet of torque, a 22-pound-foot increase that was previously restricted to the 2023 Morizo special edition. A close-ratio eight-speed direct automatic transmission has been added to the lineup with launch control for more powerful acceleration. Suspension tweaks include the addition of shocks with front and rear internal rebound springs to suppress inner wheel lift, and a raised rear-trailing-arm mounting point to reduce acceleration squat.Toyota isn’t standing pat on the success of its GR Corolla, as it introduces several new features set to broaden the appeal of its hot hatch. First and foremost, it is no longer restricted to those who can drive stick, as they’ve added an eight-speed automatic transmission to the lineup. While a part of us cringes at this development, at least it wasn’t done the other way around.The eight-speed Direct Automatic Transmission (DAT), as Toyota calls it, is more intelligent than the automatics fitted to the GR Supra and GR86. Whereas those two look at g-forces to modify shift points, the GR Corolla looks for driver inputs such as brakes and accelerator to bring a greater sense of urgency to the proceedings.Fuel economy hasn’t been released for the new transmission, but our experience is that more gears equal better mpg. And that’s before you consider that this car has Sport, Normal, and Eco settings in addition to a Custom setting that lets you dial in your personal preferences.Morizo for EveryoneThe engine hasn’t really changed, as the turbocharged three-cylinder still makes an amazing 300 horsepower. Its torque output has been “increased” to 295 pound-feet, and that indeed is 22 pound-feet more than last year. Thing is, this is merely the same output as 2023’s limited Morizo edition. They’ve just made this the standard torque output for all 2025 GR Corollas.Traction-wise, you won’t have to worry about whether your GR Corolla has the front and rear limited-slip-differential option, because that’s no longer a choice you’ll have to make. All GRCs now come with these as standard, so you won’t have to buy a Circuit edition or hope that the one at the dealer has the option. In 2025, it comes on the lowliest CORE.The development exercise revealed a few weaknesses, so Toyota took the opportunity to work them out. Fuji Speedway testing led to a need to increase traction on hard cornering, so they equipped the front and rear shocks with rebound springs to inhibit wheel lift. Likewise, the trailing-arm mounting point has been raised to reduce acceleration squat and make cornering posture more stable.What’s more, the GR Corolla makes the central GR Four torque settings a little less tenuous and a lot more user-friendly. Whereas before it had three settings (60:40, 50:50, 30:70), it was left up to you to choose the right one for the job. That has now been scrapped and replaced with Normal (60:40), Gravel (50:50), and Track (variable from 60:40 through 30:70) for a much clearer explanation. You may have noticed that there is a continuously variable torque split for the Track setting, as there should have been all along.Another change shows extra emphasis on track usage, and that is the addition of a sub-radiator. Fitted behind a new front fascia, this adds additional engine cooling performance that extends the time the engine can be used on the track. This feature is standard on the highest grade but optional on the lower ones.ToyotaToyotaGrade LogicSpeaking of grades, the 2025 GR Corolla is available in three trim levels this year, one of which is entirely new because of equipment shuffling. On the bottom is Core, and just above that is the Premium. Premium includes the usual: things like JBL audio, GR-logo suede seats, dual-zone climate control, heated steering wheel and front seats, front and rear parking sensors, and front and rear fascia with functional air vents. The third level is called Premium Plus because, well, most of the performance-enhancing pieces have been moved to the Core grade. We like that.Among the options the new Premium Plus gives you are a forged carbon-fiber roof, the bulge hood with functional air vents, the sub-radiator, matte black wheels, a head-up display, and red stitching on the seats. It also adds a little extra performance, but not much.One of the bits we don’t know yet is what this will cost. We expect a modest increase in the cost of the base 2024 Core model with a manual gearbox, which is currently $37,635, but the cost of the automatic is anyone’s guess. It could cost nothing, as it does in the GR Supra; it could cost around a thousand, as it does in the case of the GR86; or it could cost more. But one thing we do know is this: If this is the cost of saving the manuals, we’re okay with it. Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department. More

Volkswagen revealed the seventh-generation Transporter van, which can be optioned with diesel, hybrid, or electric powertrains. The new Transporter measures 5.7 inches longer and 5.0 inches wider than the previous model, with the wheelbase stretching by 3.8 inches.The company hasn’t yet revealed pricing, but we don’t have to worry about that in the United States, as it won’t be offered here. Volkswagen just revealed the first images of the seventh-generation Transporter van with the moniker T7. If you’re an American like us, you probably won’t know what that is—think of it like a Ford Transit (the two even share a platform). The new Transporter has grown and can be equipped with one of three diesel engines, a plug-in-hybrid setup, or a trio of electric powertrains. VolkswagenThe VW T7 is 5.7 inches longer than the outgoing model. It’s also 5.0 inches wider, and the wheelbase has grown by 3.8 inches. The exterior has been redesigned with new lighting elements at the front and rear. Customers can choose between 17- and 19-inch wheel options. In addition to the many color options, customers can choose between seven total powertrains. A trio of diesel engines make between 109 and 168 horsepower. There are also three electric powertrains, which range from 134 to 282 hp. There’s also a 229-hp plug-in-hybrid option. Front-wheel drive is standard on the diesel and hybrid models, while the more powerful diesels can be optioned with all-wheel drive. VolkswagenLike most vans in its class, the Transporter T7 will be offered in multiple configurations. There are two passenger-focused models (the Kombi and the more premium Caravelle, which seats nine) and a panel van focused on transporting goods. There’s further room for customization with an extended-wheelbase option and the choice of a higher roof. Pricing for the new Transporter hasn’t yet been revealed, though we won’t have to worry about that in the United States, as VW has no intentions of selling it here. At least we still have the Transit. Recent VolkswagenJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

The Maverick is entering its fourth model year, and Ford decided it was time for a new look. In addition to a redesigned face and fresh tech, the 2025 Ford Maverick lineup has grown. The off-roady Tremor becomes a standalone trim, and Ford brings back the street truck with the new Maverick Lobo. Since we planned on spending our working hours on the configurator anyway, we decided to make that time somewhat productive by writing up our picks for you to scrutinize. Here’s what we came up with:Austin Irwin’s $31,335 Maverick XLFordFordWell, it’s a shame you can’t equip a large wooden stick in Ford’s configurator because when the neighborhood catches wind that you’ve bought a new vehicle in 2024 for under $32K, they could grow violent. While my $31,335 Ford Maverick XL isn’t the cheapest truck you can buy today, it’s pretty close. I chose the 238-hp 2.0-liter four-cylinder over the hybrid for two reasons: It has more horsepower and uses an eight-speed automatic instead of the hybrid’s gearless CVT transmission. I added the 4K Towing package ($745) that increases the maximum towing capacity from 2000 to 4000 pounds. It includes a trailer brake controller, a 2.0-inch receiver with a four- and seven-pin harness, and a transmission cooler. That package requires all-wheel drive ($1020), but if I had originally picked the hybrid powertrain, adding all-wheel drive becomes a $2200 expense, which would’ve pushed my final bill to $32,565. I’m not made of money, folks! There are some options penny-pinchers like me are forced to pay, that come standard on higher trim levels. The spray-in bedliner ($495) and the optional locking tie-downs with brackets ($225) are an important duo when it comes time to bring home a plastic storage bin from Menard’s that our dog will eventually chew into a dog house. Both of these options are standard on the Maverick Lobo. One thing that’s not standard anywhere in the lineup—even on the most moneyed Mavericks— is the keyless entry keypad ($195). Still, once you’ve experienced using that keypad versus digging into your jeans pockets just to unlock the truck, you’ll never go back. For as much as a couple of iPhone 15 Pluses, I feel I’ve added some meaningful options to a base trim level. The Eruption Green paint is a freebie and the easiest way to tell it apart from the fleet version with these same 17-inch steel wheels—29 mpg, here I come. Wait, how much did my neighbor pay for his used 2017 Chevy Colorado ZR2 diesel? “Honey, grab the torch, let’s pay him a visit.”–Austin IrwinCaleb Miller’s $28,655 Maverick XLFordFordWhen the Maverick nameplate reappeared for 2022 on Ford’s first compact truck in ages, the efficient hybrid model carried an extremely enticing $22,470 starting price. Three years later, the Maverick’s starting price has ballooned to $27,890. So for my 2025 Maverick, I aimed to spec a hybrid model as frugally as possible. This meant starting with the base XL trim, which rides on steel wheels and is motivated by a hybrid 2.5-liter four-cylinder paired with a continuously variable automatic transmission. Luckily, all of the paint options on the XL are free, so I selected Velocity Blue, which goes a long way towards making the XL look less like a cheap work truck.I kept my options to a minimum. Living in an urban area, I wanted a tonneau cover to hide whatever items I might have lying in the bed. The cheapest option was the soft-folding cover for $590. My only other add-on was front and rear rubber floor liners to protect the cabin against salt stains during the winters. My restraint paid off with a $28,655 final price, but it’s still way higher than a similarly specced truck might’ve been just a few years ago.–Caleb MillerCarter Fry’s $42,870 Maverick LoboFordFordI have to go with the Lobo. Street trucks are very cool to me, and looking back at recent automotive history, I’m surprised the trend tapered away by the end of the 2000s. Now it seems everyone is jacking up their trucks to the point of looking like a crop-sprayer in traffic begging you to drive right under it—of course, we advise against that behavior. Once the pandemic hit and America fully embraced the overlanding/camping lifestyle, it seemed people just started putting lift kits on whatever was in their garage. Four years later, Ford releasing a street truck could be a sign the pendulum is beginning to swing in the other direction. Will we start to see pickup trucks approaching speed bumps at an angle again? I sure hope so. The Maverick Lobo comes standard with a lot of features, which explains its $40,495 starting price. However, Ford doesn’t give you many options to choose from. In fact, I only selected four. The first one, at no extra cost, is the Carbonized Gray Metallic paint. I know, the last thing the streets need is another vehicle in a grayscale color, but who’s to say I can’t wrap it later? I chose to add the soft-folding tonneau cover for $590 because let’s face it, the Maverick’s bed is a glorified trunk and not nearly as big as a heavy-duty truck’s cargo bed. Maverick owners can feel free to prove me wrong in the comments. I also selected the $140 bed mat to keep things from sliding around back there and added the $50 first-aid kit because I can. The total comes to $42,870, and I would most certainly buy a 2024 Toyota Tacoma TRD Sport for that money.–Carter FryJack Fitzgerald’s $41,390 Maverick TremorFordFordI’m not sure I should let out a sigh of relief that my truck wasn’t the most expensive or groan at the pain of a $40K Maverick. Along with the rest of the staff at Car and Driver, I love the Maverick. It’s a capable little truck, but it’s at its best in the cheaper trims. Unfortunately for my bank account, my eyes are often bigger than my stomach, and I can’t help but like nice things.I went for the Maverick Tremor, which starts at $41,390. You’ll notice that the starting price and my overall price match. That’s because despite what I just wrote about liking nice things, Ford ticks most of the option boxes for you on the Tremor. Transmission cooler and towing package? Check. Adaptive cruise? Got that too. Trailer hitch receiver, spray-in bed liner, locking tie-downs and brackets? Check, check, check. Plus, with the truck’s improved approach angle and higher ride height, I’ll be ready for some light off-roading or any sudden Midwest weather changes.–Jack FitzgeraldMore on the New MaverickJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Ford has revealed the Maverick Lobo, a long-awaited street-truck variant of the compact pickup truck.The Lobo drops 0.5 inch up front and 1.1 inch in the rear, while the truck nabs its brakes from the Focus ST and twin-clutch drive unit from the Bronco Sport. Power is unchanged from the 238-hp 2.0-liter four-cylinder, but the engine is now mated to a seven-speed automatic transmission. Pricing starts at $36,595.Ford’s compact pickup truck earned its first facelift yesterday, adding new standard technology and improving the hybrid powertrain along with updating the look. Now, the Blue Oval brand is adding a new Maverick to the lineup with the introduction of the Maverick Lobo street truck. We first spotted the Lobo testing almost a year ago at about the same time the company trademarked the name. Changes to turn the Maverick into a street truck include dropping the ride height and improving handling. Unfortunately, those hoping the Lobo would feature a rough and rowdy powertrain will be disappointed to learn that’s not the case. The Lobo retains the standard truck’s reasonably fun 2.0-liter four-cylinder—though the setup has been detuned for 2025 and now produces 238 horsepower (down from 250). The eight-speed automatic transmission is gone and the seven-speed auto from the European Focus ST hatchback takes its place, with unique calibration for the Lobo. A set of paddle shifters add to the transmission’s sporty flavor. Cooling duties are helped by the inclusion of the 4K towing package’s upgraded oil cooler and transmission coolers. Family TiesFurther upgrades are focused on handling, with the Lobo borrowing parts from the rest of Ford’s lineup. The steering rack for the Lobo was lifted from the European Kuga model, while the dual-piston brake calipers come from the Focus ST. The suspension setup is unique to the Lobo. It drops the truck 0.5 inch up front and 1.1 inch at the rear, bringing the roof down 0.8 inch. The top mounts are borrowed from the Mustang Mach-E, and the monotube rear dampers come from the Maverick Tremor, though the whole setup is tuned specially for the Lobo. The biggest performance shift will come from the torque vectoring and reduced stability control, which are activated through a new Lobo drive mode. The Lobo mode is intended for closed courses, and it makes uses of the twin-clutch rear drive unit, which the truck picked up from the Bronco Sport. The increased torque to the outside wheel and reduced traction control should help the Lobo get sideways—when conditions allow, of course. There are a handful of visual changes too. The Lobo comes standard on a set of 19-inch wheels that recall the OZ Racing rollers used on Ford rally specials such as the the Escort RS Cosworth. Like every 2025 Maverick trim, the Lobo gets a unique fascia. The bumpers and rocker panels are painted to match the body color, and contrast with the black roof. Inside, the Lobo uses Grabber Blue and Electric Lime stitching, with a matching overprint on the seats that Ford says is inspired by street culture.Order books for the Maverick Lobo are open now, with deliveries expected to start in early 2025. The street variant will be available in two trims. The standard version starts at $36,595, and the High version that starts at $42,090 adds more features such as a heated steering wheel and seats and a spray-in bedliner. More on the 2025 MaverickJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More