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Small truck, big goals. The 2024 Ford Maverick can tow up to 4000 pounds when properly equipped, and people are taking advantage of the compact pickup’s power on this front.The problem is that most Maverick configurations can tow only 2000 pounds, as you need AWD and Ford’s 4K Tow package to really load up the trailer.Competitors can do more—the Hyundai Santa Cruz can tow up to 5000 pounds—but we don’t need another towing arms race on this front. Let small trucks be small trucks.Ford had an unsurprising hit when it released the more right-sized Maverick pickup in late 2021 as part of the welcome compact-truck revival trend. Despite these vehicles’ smaller sizes, small-truck owners still want to do big-truck stuff sometimes, and the Maverick appears to be delivering.When we first took a 2022 Maverick through its paces, we found it to be just enough truck. The unibody design, also seen in the Hyundai Santa Cruz, provided a workable balance between size and capability. The 2023 model added an optional Tremor Off-Road package, among other minor updates like different exterior paint colors. Engine choices are a hybrid with a 191-hp 2.5-liter engine and a 250-hp 2.0-liter EcoBoost turbo. For 2024, the 2.0-liter becomes the standard engine choice, with the hybrid becoming a $1500 option. The 2024 Maverick can tow up to 4000 pounds, but most configurations can only tow 2000 pounds. The Tremor package, for example, is limited to 2000 pounds. In fact, any Maverick with the newly optional 2.5-liter hybrid powertrain is stuck at the lower capacity, but even the 2.0-liter engine is only rated at the higher capacity with the optional 4000-pound Tow package ($745) and all-wheel drive ($2220). So while the Maverick technically starts at $24,995 for the XL, to get a truck capable of towing 4000 pounds means you’ll have to shell out at least $27,690.More DetailsThe Tow package changes a few details in the powertrain, including lower axle gear ratios (from 3.63:1 to 3.81:1), a transmission oil cooler, a higher-capacity radiator, and an upgraded cooling fan. The package can only be applied to the XL, XLT, and Lariat trims, meaning it’s excluded from the Tremor. Of course, the maximum 4000-pound level is the headline number here. It’s a decent number that can be used to sell some trucks—the Maverick can tow 500 more pounds than the Ford Escape, for example—but it’s not at the same level as the Santa Cruz or the bigger Honda Ridgeline (both of which can tow up to 5000 pounds). To tow that much in a Maverick, as mentioned, you need to have all-wheel drive, which reduces fuel economy to, at best, 24 mpg without a trailer. Every vehicle is a collection of compromises, but when you read what people are doing with their Mavericks, there’s a lot to be said for this specific way of threading the needle.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Contributing EditorSebastian Blanco has been writing about electric vehicles, hybrids, and hydrogen cars since 2006. His articles and car reviews have appeared in the New York Times, Automotive News, Reuters, SAE, Autoblog, InsideEVs, Trucks.com, Car Talk, and other outlets. His first green-car media event was the launch of the Tesla Roadster, and since then he has been tracking the shift away from gasoline-powered vehicles and discovering the new technology’s importance not just for the auto industry, but for the world as a whole. Throw in the recent shift to autonomous vehicles, and there are more interesting changes happening now than most people can wrap their heads around. You can find him on Twitter or, on good days, behind the wheel of a new EV.  More

Nissan is recalling more than 80,000 Leaf EVs in the U.S. to fix a problem with the vehicle control module software.As reported by Bloomberg News, the problem could cause sudden acceleration after exiting cruise control or could cause the electric motor to stop functioning during driving.The recall affects several Nissan models and nearly a million total vehicles in countries outside the U.S., but in this country only the 2018 through 2022 model Leaf is affected, Nissan said.Nissan will be recalling 2018 through 2022 Leaf EVs to fix a problem with the vehicle control module. Reportedly the problem can cause a short circuit that could make an electric motor stop while the vehicle is being driven or could cause sudden vehicle acceleration after exiting cruise control.A Nissan spokesperson described the issue to Car and Driver this way: “When certain actions are taken immediately after turning off the cruise control (including Intelligent Cruise Control and Pro-PILOT), some e-POWER and electric vehicles may experience unintended acceleration.” The spokesperson did not elaborate on what the “certain actions” were other than to say: “These actions were discovered in internal vehicle testing and are not normally performed in the real world. Nissan has not received any reports of issues or accidents.” Worldwide, several Nissan models produced between 2017 and 2023, totaling nearly a million vehicles, are included in the recall, but in the U.S. only the Leaf is affected. Nissan said the recall will include 80,952 U.S. Leaf EVs from model years 2018 through 2023. A Nissan spokesperson told Car and Driver that the company will install updated vehicle control module software, which will require owners to bring the vehicles to a dealer. The National Highway Traffic Safety Administration (NHTSA) has not yet published documentation on the recall, but owners of potentially affected Leaf EVs can check the Nissan recall website or the NHTSA recall site to see if their vehicle is affected. Other Recent RecallsDigital DirectorLaura Sky Brown has been involved in automotive media for a very long time, and she sees it as her calling to guard the legacy and help ensure the continued high quality of Car and Driver. She was one of the first staffers at Automobile Magazine in the ’80s and has worked for many other car magazines and websites as a writer, editor, and copy editor ever since. It has been her privilege to edit many of the greats of automotive journalism over the years, including the ones who currently write for C/D. More

The 2025 Mercedes-AMG GLC63 drops the twin-turbo V-8 engine in favor of the hybrid setup from the C63 sedan.The turbocharged 2.0-liter four-cylinder and electric motor join forces to produce a massive 671 horsepower and 752 pound-feet of torque.The GLC63 is also a plug-in hybrid, with a 6.1-kWh battery that can send power to all four wheels.Mercedes-Benz launched the second generation GLC-class for 2023 with crisp, clean styling and a turbocharged 2.0-liter four-cylinder with assistance from a 48-volt hybrid system. Now Mercedes is giving the GLC-class the AMG treatment, with the GLC43 acting as a stepping stone to the full-blown, high-performance GLC63 S E Performance. The GLC63 arrives for the 2025 model year and replaces the twin-turbo V-8 with a hybrid four-cylinder setup.Under the hood, the 2025 Mercedes-AMG GLC63 packs the same powertrain as the latest AMG C63 sports sedan. The 469-hp M139 turbocharged 2.0-liter inline-four is mated to nine-speed wet-clutch transmission as well as a rear-mounted 201-hp electric motor that operates through a two-speed transmission and an electronically controlled limited-slip differential to send power to the rear wheels. All told, the system pumps out a combined 671 horsepower and 752 pound-feet of torque, notable upgrades over the old V-8’s 469 hp and 479 pound-feet. Mercedes estimates a 3.4 seconds sprint to 60 mph and an electronically limited top speed of 171 mph.The turbocharger on the M139 engine features an electric motor on the shaft linking the compressor and turbine wheels that can spool up the turbo before the exhaust gases arrive, virtually eliminating turbo lag. The GLC63’s turbo is significantly larger than the unit in the GLC43 and the integrated e-motor runs off of the 400-volt electrical architecture.Although Mercedes didn’t reveal a range figure, the all-wheel-drive GLC63 can run exclusively on electric power, drawing from a 6.1-kWh lithium-ion battery developed by AMG that lives just above the rear axle. The electric motor can also send power the front wheels if more traction is needed, and the e-motor’s second gear engages at up to 87 mph. The battery is replenished via a 3.7-kW onboard AC charger.The GLC63 uses an unequal-length control arm suspension setup at each corner, and the steel springs are paired with adaptive dampers. The GLC63 is also fitted with active roll stabilization that runs off of a 48-volt electrical system to help reduce body roll. Rear-wheel steering should help the GLC63 feel more nimble and the brakes have been upgraded, with 14.7-inch discs up front and 14.2-inch rotors in the rear. Visually, the Mercedes-AMG GLC63 is distinguished from standard GLCs by the AMG-specific grille and revised bumper, nearly identical to the upgrades as on the GLC43. The rear features a sizable diffuser, four trapezoidal exhaust tips, and a roof-mounted spoiler. Inside, the AMG steering wheel comes in Nappa leather, while the seats are wrapped in Mercedes’ MB-Tex faux-leather. Sport seats and Nappa leather front seats with an embossed AMG logo in the headrests are both optional. The GLC also features floor mats, door sills, and pedals proudly displaying AMG logos. The GLC63 doesn’t reach the United States until the 2025 model year, so pricing is still a mystery. We expect the Mercedes-AMG crossover to cost a solid amount more than its predecessor thanks to its more complex powertrain, with prices likely to start in the mid-$80,000 range.More Sporty MercedesThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Associate News EditorCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

The new generation of the Mercedes GLC compact luxury SUV now has an AMG GLC43 version.It has a 416-hp turbocharged 2.0-liter four-cylinder engine to replace the old model’s V-6.The GLC43 will go on sale in the U.S. in early 2024.Like its sedan sibling the C-class, the latest AMG performance version of the new Mercedes GLC SUV is swapping its V-6 for a four-cylinder engine. The 2024 AMG GLC43 now features a turbocharged 2.0-liter inline-four rather than the previous model’s twin-turbo 3.0-liter V-6, but fortunately the new powerplant produces more horsepower despite its smaller displacement and fewer cylinders.The turbo-four in the new-generation GLC43 is the same M139 engine found in many other AMG models including the C43, and it has 416 horsepower and 369 pound-feet of torque in this application. That’s an increase of 31 hp but a decrease of 15 pound-feet compared with the old V-6, but Mercedes touts better responsiveness thanks to this engine’s F1-inspired technology that incorporates an electrically assisted turbocharger and a 48-volt hybrid system. Mercedes says the belt-driven starter generator can add a boost of 13 horsepower at lower engine speeds. The GLC43 hits 60 mph in a claimed 4.7 seconds and has a top speed of 155 mph.Rear-wheel steering, adaptive dampers, and larger brakes are standard equipment. The AMG GLC43 also differentiates itself from the base GLC300 with an AMG-specific front grille, a rear diffuser, dual exhausts, and 20-inch wheels with a staggered-width tire setup. The transmission is a nine-speed wet-clutch gearbox, and the 4Matic all-wheel-drive system is tuned to send more torque to the rear wheels than in the standard GLC.Interior tweaks include a different steering wheel with aluminum shift paddles and AMG-branded pedals, door sills, display screens, and floor mats. Sports seats are optional, as is Nappa leather upholstery and a data-logger function that can record lap times and other performance metrics.We expect the 2024 AMG GLC43 to start in the mid-$60,000 range; although Mercedes hasn’t released details on option packages yet, there will surely be lots of costly extras. The AMG GLC43 treatment will also surely reach the GLC’s coupe bodystyle soon enough. For now, Mercedes says that the squareback GLC43 SUV will go on sale in the U.S. in early 2024. It’ll be followed later next year by the far more powerful GLC63, now with a hybrid powertrain also using a turbo-four, that’s set to arrive as a 2025 model.More on AMG ModelsThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

Rarely seen these days, this sporty Mazda hails from a time when sports coupes were plentiful.The second-gen MX-6 debuted for 1993 alongside its platform mate, the Ford Probe.The Mazda’s exterior and interior design were entirely unrelated to the Ford’s, and the MX-6 still looks good 30 years later.Car and DriverIn the winter of 1992, Car and Driver gathered together five sports coupes for a comparison test, this on the heels of an earlier test in the year that featured 10 competitors. Held today, such an attempt would boil down to a fratricidal battle between the Toyota GR86 and the Subaru BRZ. But in the 1990s, coupe fans had actual choice.More small, sporty coupes!Up for auction on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos—is one of those cars, a 1993 Mazda MX-6 LS finished in verdant Hunter Green Mica, and it has an incredibly low 13,000 miles on the clock. It is an endangered species from a time that seems like just 10 years ago—but was actually three decades.Bring a TrailerThe second-gen Mazda MX-6 and its sibling, the Ford Probe, were front-wheel-drive coupes built alongside each other at a joint-venture plant in Flat Rock, Michigan. Both were available with either a 2.0-liter four-cylinder engine or a buttery-smooth 2.5-liter V-6. This LS example is the latter, although that 164-hp six is paired with a four-speed automatic transmission. The lack of a rear spoiler emphasizes the slippery and elegant shape of the MX-6. In its day, this car might have been the daily driver parked next to a high-strung RX-7 twin-turbo.Bring a TrailerOf the two siblings, the Probe was the more dynamically aggressive, with larger wheels, stickier tires, stiffer springs, and a thicker front anti-roll bar. As such, it won that aforementioned comparison test, while the MX-6, criticized for being too soft, came in last. Thirty years later, though, this MX-6 looks like the ideal weekend cruiser to take to your local Radwood-themed car meet. Odds are, no one will have seen an MX-6 in ages, let alone one this well preserved.Bring a TrailerThe MX-6 is also one of those cars with an enormous amount of unlockable potential. If Mazda softened the suspension for broader appeal, it did not hold back on the chassis. This is a car engineered by the same people as the NA Miata and the RX-7, and throwing a few aftermarket tuning bits at an MX-6 can make it plenty quick.Bring a TrailerAs it is, this car is a time capsule, and given its condition, it shouldn’t be meddled with. For those who remember the heyday of sports coupes, seeing this dark-green beauty swooshing along on a Sunday morning will trigger a tsunami of nostalgia. Once upon a time, the roads were teeming with affordable sport coupes—practical, fun, and elegant. Those days are long past. But here’s your chance to relive them—or to see what they were all about.Bring a TrailerContributing EditorBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More

We’ve long heard that smaller vehicles are more dangerous for occupants in a crash, and IIHS’s latest driver death rate study again confirms this fact.But this time, IIHS did something a bit different. It also looked at “other driver” deaths, or the fatality rate of drivers in vehicles hit by a specific model. Through this lens, muscle cars jumped out as some of the deadliest on our roads.The IIHS’s working theory is that muscle-car drivers are inclined to drive more aggressively, which is why these vehicles are involved in more deaths than similarly powerful luxury vehicles.Anyone can drive a dangerous car in a safe manner or a safe car recklessly. But the data shows that certain vehicles somehow inspire drivers to take more risks, causing higher death rates. A new study reveals two types of vehicles with high driver death rates: muscle cars and small vehicles. The Insurance Institute for Highway Safety (IIHS) just released its latest analysis of driver deaths by make and model, as reported in the federal Fatality Analysis Reporting System. IIHS has conducted this data survey roughly every three years since 1989, with this most recent report looking at fatalities from 2018 to 2021 in 2020 model vehicles and “earlier models with the same designs and features.” In some cases, that includes vehicles back to the 2017 model year. IIHS used this large sample size to analyze driver deaths in two categories. First is the death rate in vehicles with at least 100,000 registered vehicle years of exposure from 2018 to 2021. Second, models that had at least 20 deaths. IIHS focuses on driver deaths in these triennial surveys for a reason: it allows for an apples-to-apples comparison because “all vehicles on the road have drivers, but not all of them have passengers or the same number of passengers,” IIHS said in its release. Driver death rates are another way to understand a vehicle’s real-world safety capabilities alongside crash tests and ratings.Cars with Highest Driver Death Rates So, which models are the most dangerous? In previous data surveys, IIHS was—unsurprisingly—able to find evidence of the greater dangers of small vehicles. But for the new 2020 model year study, six of the 21 vehicles with the highest driver death rates are muscle cars, including Chevrolet Camaro, Dodge Challenger, Dodge Charger, and Ford Mustang variants.IIHS included these muscle cars in its rankings this time because of a change in the definition of “driver deaths.” Previously, IIHS only looked at whether a driver of a car involved in a crash had been killed. For its latest analysis, IIHS also factored in the number of drivers in other vehicles killed in crashes. In other words, in a hypothetical crash between a Charger and a Honda Fit where the Fit driver died, that fatality would be attributed to the Fit in previous IIHS studies, furthering the “small cars are more dangerous” message. In the new study, the death would also be connected to the Charger using this “other driver” metric. Deaths per million registered vehicle years.IIHSOnce IIHS started looking at the data this way, something interesting appeared.”We typically find that smaller vehicles have high driver death rates because they don’t provide as much protection, especially in crashes with larger, heavier SUVs and pickups,” IIHS president David Harkey shared the organization’s theory that “The muscle cars on this list highlight that a vehicle’s image and how it is marketed can also contribute to crash risk.”When IIHS noticed that muscle cars ranked poorly in “other-driver deaths,” it tried to understand why by comparing them to other vehicles with similar features (like horsepower and safety technologies) and found many similarities between muscle cars and luxury vehicles. There’s also a key difference: luxury cars are sold with the promise of “ease and comfort,” IIHS said, while muscle cars are sold with a profile that alludes to aggressive driving. IIHS’s theory is that the way people think of a muscle car can contribute to actual, on-road deaths.A Few Vehicles Reported Zero Deaths Here are some highlights from the IIHS’s calculations of deaths per million registered vehicle years. Using the traditional “Did the driver of a car die in a crash?” framing, small cars dominated the list, with the Mitsubishi Mirage taking the top two spots. The Mirage G4 had 205 deaths, while the Mirage hatchback had 183. On the safe end of the spectrum, there were four models with zero driver deaths: BMW X3 4WD, Lexus ES350, Mercedes-Benz E-class sedan 4WD, and the Nissan Pathfinder 2WD.The top four vehicles in the other-driver list were large pickups (Ram 3500 Crew Cab long bed 4WD, Ford F-350 Crew Cab 4WD and Ram 2500 Mega Cab 4WD) along with the Dodge Charger Hemi 2WD. Muscle cars including the Charger and Challenger appear on both lists, indicating they can be dangerous to both their drivers and others on the road.”Using that lens, the story of big and small is partially reversed, illustrating the danger that large vehicles pose to other road users,” IIHS said. “But three Dodge muscle cars with excessively high driver death rates also rank among the worst performers when it comes to other-driver deaths, suggesting these vehicles are driven in an aggressive manner.” Shopping with Safety in MindContributing EditorSebastian Blanco has been writing about electric vehicles, hybrids, and hydrogen cars since 2006. His articles and car reviews have appeared in the New York Times, Automotive News, Reuters, SAE, Autoblog, InsideEVs, Trucks.com, Car Talk, and other outlets. His first green-car media event was the launch of the Tesla Roadster, and since then he has been tracking the shift away from gasoline-powered vehicles and discovering the new technology’s importance not just for the auto industry, but for the world as a whole. Throw in the recent shift to autonomous vehicles, and there are more interesting changes happening now than most people can wrap their heads around. You can find him on Twitter or, on good days, behind the wheel of a new EV.  More

Hyundai has revealed the new 2024 Santa Fe mid-size SUV.The new model has a wildly different look, with a boxy profile and radically modern-looking headlights and taillights.More details will be revealed next month, and we expect the new Santa Fe to go on sale in the U.S. later this year.The new 2024 Santa Fe is the latest Hyundai model with an eye-catching design that will make you do a double take. The mid-size crossover swaps its curvy lines for a straight-edged, boxy new look that is both a throwback to old-school, trucky SUVs and a futuristic interpretation on the theme thanks to modern-looking lighting elements front and rear.Hyundai says that the new model has a longer wheelbase and that its squared-off rear end is meant to prioritize cargo capacity. The roofline barely slopes at all toward the rear, and the tailgate looks like it’s nearly at a 90 degree angle. The body-colored trim around the rearmost window glass is reminiscent of the Land Rover Defender’s, and the headlights and taillights both incorporate an H pattern in their LED accents. Chunky trim around the wheel arches and a large roof rack emphasize the newly rugged, off-road-oriented aesthetic.While the current Santa Fe is available only in a two-row configuration, Hyundai says that it will offer a third row of seats in the new version. The photos show a two-row configuration with second-row seats that fold flat into the floor. The interior looks far more upscale than before, also incorporating a Land Rover–esque vibe, and will offer nappa leather, dual 12.3-inch screens, and two wireless charging pads in the center console.We know that the new model will be offered with a turbocharged 2.5-liter inline-four, as the photos show “2.5T HTRAC” badging that also indicates Hyundai’s all-wheel-drive system. The current Santa Fe’s 2.5T powertrain produces 277 horsepower and 311 pound-feet of torque. A hybrid model is also likely to return to the lineup. We expect the rugged-looking XRT trim level from the current model to stick around as well, possibly with more serious off-road upgrades than before.Pricing will surely rise from the current model’s $30,085 starting price, and upper trim levels will likely approach $50,000. The Santa Fe will likely go on sale in the U.S. later this year, and we’ll learn far more details next month when Hyundai fully reveals this new SUV.More on the Current Santa FeThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

Ford has revised pricing for the 2023 F-150 Lightning, citing improved material costs and increased capacity at the Ford River Rouge Complex.The base Pro model now costs $51,990, almost $10,000 less but still about $10,000 more than the original base MSRP for 2022.The Platinum Extended Range represents the top of the lineup at $93,990, around $6000 less than the previous pricing announced in March.Ford is yet again adjusting pricing for the F-150 Lightning, but this time the automaker is cutting prices instead of raising them. After adding $4000 to the electric truck’s base price in March—with Ford citing supply-chain issues and higher material costs—the company is now slashing prices by $6000 to $10,000 across the lineup for remaining 2023 model year Lightning pickups.The workhorse Pro model now costs $51,990, down from $61,969 earlier this year. Still, that’s a sizable amount more than the original base MSRP of $41,769 from 2022. Stepping up to the XLT will now cost $56,990, a decline of $9,479, while the Lariat opens at $71,990, a roughly $7000 decrease. Extended Range versions of the XLT and Lariat start at $71,990 and $79,490, respectively, each around $8500 less. The lineup-topping Platinum Extended Range now costs $93,990, only down about $6000.More Ford NewsFord says the price drops are the result of greater capacity at the Ford River Rouge factory where the truck is built, with the increasing scale of production driving down costs per unit. Ford also says the price of the raw materials used to build batteries have dropped. The Rouge Electric Vehicle Center is closed temporarily as Ford implements upgrades that should allow the factory to churn out 150,000 trucks annually starting this fall. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Associate News EditorCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More