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Consider it divine providence that the entire mid-size pickup truck segment is all-new at exactly the same time. The Chevrolet Colorado, Ford Ranger, and Toyota Tacoma have all entered new generations within the last year. This segment was full of ho-hum old metal for a long time, so it’s time to line these trucks up and see how their early specifications compare.2024 Toyota Tacoma lineup.ToyotaPowertrainThe base Tacoma SR comes with a turbocharged 2.4-liter inline-four gas engine making 228 horsepower and 243 pound-feet of torque, mated to an eight-speed automatic transmissions. Moving up into other trims increases the engine output to 278 horsepower and 317 pound-feet; however, opting for the six-speed manual drops those figures to 270 and 310, respectively. Buyers can also electrify themselves with a 2.4-liter hybrid powertrain that boosts output to 326 horsepower and 465 pound-feet.2023 Chevrolet Colorado lineup.ChevyThe Chevy Colorado also comes with three powertrain options, all of which are based on a turbocharged 2.7-liter I-4 and an eight-speed automatic. The base configuration produces 237 horsepower and 259 pound-feet, while the Turbo Plus setup hikes those figures up to 310 and 390. The Turbo HO (High Output) powertrain, which is standard on ZR2 and optional elsewhere, uses software to push the torque even higher, to 430 pound-feet. The 2024 Ford Ranger comes with two non-Raptor powertrain options, both of which mate to a 10-speed auto. The base turbocharged 2.3-liter I-4 makes 270 horsepower and 310 pound-feet, while opting for the beefier 2.7-liter V-6 will grant you 315 horses and 400 twists. The more hardcore Ranger Raptor bulks up even further, with a 3.0-liter V-6 making 405 horsepower and 430 pound-feet.2024 Ford Ranger lineup.FordTowing and HaulingToyota has not yet divulged full specifications for the 2024 Tacoma (not the last time we’ll say this here). While we don’t have towing and payload figures for the whole lineup, we do know that the non-base 2.4-liter can tow up to 6500 pounds, with the 2.4-liter hybrid not far behind at 6000 pounds. The only available payload figure is for the hybrid, at 1709 pounds.Chevrolet’s Colorado can tow a bit more, but it hauls a bit less. Nearly every trim can tow up to 7700 pounds, although the base WT and LT trims require options to do so; the ZR2 only manages 6000 pounds, same as the Tacoma hybrid. WT and LT Colorados can haul the most, at 1684 pounds, with Trail Boss and Z71 trims capable of 1587. The ZR2 is clearly not meant for hauling as much, as it can only muster 1151 pounds out back.The story is similar with the Ford Ranger, although its capability is broken down by drivetrain. Both two- and four-wheel-drive variants can tow 7500 pounds, with 4×2 models hauling 1805 pounds and 4×4 models just below that at 1711. The Ranger Raptor is a little less capable, with a 1411-pound payload capacity and a max towing weight of 5510 pounds.More Specs, DetailsSuspension and BrakesThe 2024 Tacoma is littered with new suspension bits across the lineup. SR, SR5 XtraCab and TRD PreRunner variants continue to run leaf springs in the rear, but other trims pick up a multi-link suspension instead. Different grades have different shocks: TRD Off-Road sports Bilstein monotubes with remote reservoirs, TRD Pro wears Fox adjustable internal-bypass shocks, while Trailhunter rocks ARB’s Old Man Emu monotube shocks. If you’re after more on-road comfort, the Limited variant uses Toyota’s adaptive dampers.Things are a bit simpler on the Colorado. Non-ZR2 models sport twin-tube shocks with rear leaf springs. As before, the ZR2 upgrades to Multimatic’s DSSV dampers. That’s it. Nice and easy.The Ford Ranger isn’t any more complex. Standard models come with rear leaf springs and outboard shocks. The Ranger Raptor uses a coil-over setup with adaptive Fox Live Valve dampers, and the rear ditches the leaf springs in favor of a Watts-style getup with trailing arms.All three trucks now come standard with four-wheel disc brakes. Welcome to the future, Toyota.Off-RoadToyota has only divulged off-road-specific specifications for the Tacoma TRD Pro, and it’s unclear when figures will arrive for all the other variants. The TRD Pro offers 9.5 inches of ground clearance and 11 inches of running ground clearance; in addition, it offers a 33.8-degree approach angle, a 23.5-degree breakover, and a 25.7-degree departure angle.The Colorado offers between 7.9 (WT, LT) and 9.5 (Trail Boss) inches of ground clearance, rising to 10.7 inches on the ZR2. The Z71 offers 29.1-degree approach, 19.5-degree breakover, and 22.3-degree departure angles; the Trail Boss is a little better at 30.5, 21, and 22.4 degrees, respectively. The ZR2 is obviously the king of the trims—approach is a meaty 38.3 degrees, breakover is 24.6 degrees and departure is 25.1.Ford also uses running ground clearance, which measures 8.8 inches on rear-drive models and 9.3 inches with four-wheel drive, rising to 10.7 inches on the Raptor. 4×2 Rangers offers 29.2-degree approach, 21.8-degree breakover, and 25.1-degree departure angles, improving to 30.2 degrees, 23.0 degrees, and 25.8 degrees (respectively) in 4×4 guise. The Raptor has them both beat, though; the angriest Ranger promises a 33.0-degree approach, 24.2-degree breakover, and 26.4-degree departure.Size and WeightThe Taco comes in both two-door and four-door variants, with the former offering a six-foot bed and the latter offering a choice of five- or six-foot beds. The Colorado’s five-foot-two-inch bed is all Chevy offers, and the Ranger’s sole bed comes in at five feet even. We don’t have too many dimensions from Toyota yet, but we have a few, and there are plenty available from both Chevy and Ford. The Ranger’s 128.7-inch wheelbase is a bit less than the Colorado’s 131.4-inch span, but the Tacoma tops them both at 131.9 inches. The Colorado is the tallest of the three. Inside, headroom is nearly even between the Ranger and Colorado, as is rear legroom; Toyota remains tight-lipped on any interior measurements. However, curb weights couldn’t be more different—the Ranger’s manufacturer estimates range from 4203 to 4415 pounds, while the Colorado ranges from 4716 to 4971 pounds. The off-road variants are pretty close, though, with Colorado ZR2 weighing 5298 pounds to the Ranger Raptor’s 5325. As for the Tacoma, we’ll have to wait to find out.2024 Toyota Tacoma.ToyotaTech The 2024 Toyota Tacoma’s lower grades get a seven-inch gauge cluster and an eight-inch infotainment display, with higher grades growing to include a 12.3-inch digital gauge display and a 14-inch center touchscreen. Wireless smartphone mirroring is available, while three USB-C ports are offered in the front row, with the option to add more for rear-seat passengers. Keyless start is standard, and with the connected-car subscription enabled, certain devices can use a completely digital key.2024 Ford Ranger Lariat.FordThe Ranger’s tech offerings are slightly larger on base models, with an eight-inch digital gauge cluster and a 10.1-inch central display standard, each growing to a respective 12.4 inches. Chevrolet has democratized its tech a little better, with every variant receiving the same 11.3-inch infotainment touchscreen with standard wireless smartphone mirroring. 2023 Chevrolet Colorado Z71.ChevroletPriceSince all three vehicles are new, and only one is actually on sale as of this writing, pricing information remains light. The Tacoma’s pricing likely won’t appear for a while yet, as it goes on sale later this year. A base 2024 Ranger XL will set you back $35,755, while the Raptor is a bit dearer at $58,555.Colorado pricing is already established, though. A base two-wheel-drive Colorado WT will run you $30,695, while the 4WD LT will set you back $33,095. Stepping up to the beefier Trail Boss brings the total to $38,495, with the Z71 asking $41,395. At the top of the lineup, the hardcore ZR2 can be had for $48,295, a relative bargain over the Ranger Raptor.A Closer LookSenior EditorCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More

The 2024 Toyota Tacoma lineup packs eight trims, two cab and bed choices, automatic and manual gearboxes, and three versions of a new 2.4-liter turbo four.The popular TRD Off-Road model now has 33-inch tires, larger remote reservoir Bilstein shocks, a front-end lift, and a coil-spring rear suspension.There are now two top-dog models: an improved wide-track TRD Pro and a new Trailhunter designed to appeal to the overlander crowd.Toyota doubled down on its longstanding Tacoma success today, showing off a diverse and greatly expanded 2024 lineup that’s sure to fare well against the newest versions of the Ford Ranger and Chevy Colorado. Unlike those competitors, Toyota has not restricted the Tacoma to a single crew cab/short bed configuration that’s solely available with an automatic transmission.Instead, Toyota carries on with crew-cab and extended-cab configurations, with five- and six-foot beds available on the former and a six-foot bed paired with the latter. A new eight-speed automatic transmission replaces the unloved six-speed autobox, and a six-speed manual is still available in the base SR, TRD Sport, and TRD Off-Road models. A Tacoma for EveryoneThe new turbocharged 2.4-liter four-cylinder is available in three strengths, spread across eight grades: SR, SR5, a new TRD PreRunner, TRD Sport, TRD Off-Road, Limited, a new Trailhunter, and the TRD Pro. The base engine appears exclusively in the SR, where it makes 228 horsepower and 248 pound-feet of torque—significantly more than last year’s 159-hp base output. The iForce turbo four replaces last year’s V-6 and is the standard powerplant in the SR5, TRD PreRunner, TRD Sport, TRD Off-Road, and Limited. It generates the same 278 horsepower as the outgoing V-6, but torque is significantly increased, rising a full 20 percent from 265 pound-feet to a healthy 317 pound-feet. Output is dialed back slightly to 270 horses and 310 pound-feet when the six-speed manual is specified on TRD Sport and TRD Off-Road, but it’s a small price to pay. But the top offering is now the iForce Max, which adds a hybrid system that ups total output to 326 horsepower and a best-in-class 465 pound-feet of torque. The hybrid system also brings along a 2400-watt AC inverter that replaces the standard 300-watt unit. This setup is the base powertrain in the much-invigorated TRD Pro and newly introduced Trailhunter, but it is also notably available as an option in the TRD Sport, TRD Off-Road, and Limited. Fuel economy has not yet been released for any of these new powertrains, but chances are high that iForce Max hybrid ratings will be impressive and will, at the very least, significantly outpace the Ranger Raptor and Colorado ZR2.As rumored, the new Tacoma finally has disc brakes in back, and that allows for an electronic parking brake and certain high-end active safety systems, which are standard. The big party piece is, of course, the new coil-spring rear axle. But the transition to coils is not absolute, as the SR, the SR5 extended cab, and the TRD PreRunner—which only comes with the extended cab—have leaf springs supporting their hind ends. Put another way, the new five-link, coil-spring rear suspension is fitted to any crew cab Tacoma from SR5 on up.TRD Off-RoadAs before, the TRD Off-Road has the potential to be the most popular model. Its popular recipe still includes a push-button rear differential lock, high-level terrain management features, and an off-road-tuned suspension. But the tires are now 33 inches tall, and the suspension has been improved significantly, with a slight nose lift and Bilstein remote reservoir shocks that feature a long-overdue increase in piston diameter and hydraulic end stop control that should soften landings as the suspension approaches full compression. What’s more, a disconnecting front anti-roll bar is newly available, and Toyota says it will unlock even more suspension articulation than before.TRD SportThe TRD Sport formula carries on with sport-tuned shocks, pavement-oriented tires, and a hood scoop, while the Limited has been even more clearly defined as the smooth-riding truck for those that are not interested in off-road prowess. Its suspension consists of adaptive variable shock absorbers, and it stands alone in the lineup by utilizing a full-time four-wheel-drive system that operates like all-wheel drive until you lock the center differential for off-road traction.TRD ProThe vaunted TRD Pro remains the top dog for those who favor high-speed desert running, and its hand has been strengthened to do combat with the Ranger Raptor and Colorado ZR2. The standard-fitment iForce Max power output falls between those two, but it clearly tops them both in terms of torque. Moreover, its suspension has gained long-overdue beef, with the Pro gaining the high-riding, wide-track stance it never had before. Obvious fender flares are necessary because the track width is a full 3 inches broader than base model, and it rides 2 inches taller up front and 1.5 inches taller in back on its 33-inch tires and 18-inch wheels. Damping now comes from 2.5-inch Fox QS3 adjustable dampers—remote reservoir in back—and the rear end benefits from Fox IFP (internal floating piston) hydraulic bump stops that are nestled within the coil springs. The disconnecting front anti-roll bar is standard fare here.Tacoma vs. the CompetitionTrailhunterNew this year is the Trailhunter, an equal-billing marquee model for those who favor overland exploration. Like the Pro, it has the iForce Max hybrid powertrain, disconnecting front anti-roll bar, and high-riding, wide-track suspension. But the suspension features Old Man Emu position-sensitive remote reservoir shocks that are tuned to perform off-road while handling sustained bed loads and gear like rooftop tents. An onboard compressor is standard for airing up after airing down, and the Max hybrid’s 2400-watt AC inverter seems especially handy for powering gear like an electric fridge, while the panel of three upfitter switches should ease the installation of accessory lights an owner may want to add above and beyond the Rigid forward lighting and lateral “scene lighting” that comes standard.Inside ScoopThe new Tacoma’s interior finally corrects a longstanding bugaboo, with a seat that sits over an inch higher than before to correct the feeling that you were sitting on the floor. Up top, the roof has been raised a like amount, so the repositioned seat does not result in diminished headroom. Add this to an improved steering wheel with more telescopic range, and you get a vastly improved driving position. The interior is nice to look at too, with logical controls and a fresh look that suggests that no switchgear was carried over. The attractive center screen stands within easy reach, and the configurable digital gauge cluster and its attendant steering wheel controls looks refreshingly modern.There’s even more in the details. The Tacoma is now available with an electronic trailer brake controller and a trailer backup guidance system. An optional system of three rooftop shark fins utilizes the outer pair to maintain contact with an available trailer-mounted rear camera. Its crawl control feature is now able to work in 4 High instead of just 4 Low, and we fully expect it to operate much smoother now that the braking system includes rear discs and an electronic brake booster. The available tailgate can power itself up and power down, and it can be triggered by the handle, the key fob, or buttons set into the taillights. You can even nudge an open tailgate up with a knee or hand, which triggers the power actuator to take over and finish the job.Pricing and a full suite of specifications won’t be revealed until much later in the year, and we won’t get a chance to drive the Tacoma until we approach its fourth-quarter on-sale date. That timing applies to the iForce powertrain. The iForce Max hybrid powertrain will come later, not surfacing until the spring of 2024. That in turn dictates the arrival of the TRD Pro, Trailhunter, not to mention the optional powertrain configurations of the TRD Sport, TRD Off-Road, and Limited. Frankly, we’re glad for the staggered rollout, because the new Tacoma’s extensive menu of eight grades, two cabs, two beds, three engines, two transmissions, and a plethora of suspensions will take time to sort through. And that’s the thing with the new Tacoma’s multidimensional lineup. There really is something for everyone.Technical EditorDan 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

The 2024 Toyota Tacoma TRD PreRunner pairs a rear-drive drivetrain with off-road enhancements.Toyota limits the PreRunner guise to the two-door Tacoma.The PreRunner comes standard with equipment including a locking rear differential and 17-inch all-terrain tires.Toyota ditched the PreRunner moniker from the Tacoma line following the 2015 model year. For 2024, however, the automaker’s bringing the trim back to its latest-generation mid-size pickup truck. Related StoriesOriginally introduced for 1998, the Tacoma PreRunner paired the four-wheel-drive Taco’s looks (and many of its off-road-focused dynamic pieces) with the rear-drive model’s drivetrain. That basic formula carries over to the 2024 Tacoma TRD PreRunner, which packs plenty of off-road goodies but pushes power from its turbocharged engine strictly to the rear wheels.Toyota limits the TRD PreRunner guise to one body style: the two-door extended cab (or XtraCab in Toyota parlance) with a six-foot-long bed. As with all extended cab 2024 Tacomas, the TRD PreRunner lacks any rear seats, and it instead uses the space behind the driver and passenger’s chairs for additional cargo space. The rear of the cab also includes a number of locking storage cubbies, and the front passenger seat’s back folds forward and creates a flat surface. Likewise, the TRD PreRunner retains the rear leaf springs of lesser extended cab trims (the four-door Tacoma supports its rear axle with a set of coil springs).Befitting its status as a two-wheel-drive off-road machine, the Tacoma TRD PreRunner comes standard with the likes of a suspension lift, a locking rear differential, and 17-inch wheels wrapped in chunky BFGoodrich all-terrain tires. Additionally, the TRD PreRunner is capable of towing up to 6500 pounds.Alas, the TRD PreRunner is an automatic-only affair. It’s a real bummer for buyers looking to pair the PreRunner’s looks with the Tacoma’s available manual transmission.On the plus side, nonhybrid Tacomas—with the exception of the entry-level Tacoma SR—with the truck’s eight-speed automatic gearbox feature a variant of Toyota’s turbocharged 2.4-liter four-cylinder engine that produces 278 horsepower and 317 pound-feet of torque. Manual-equipped Tacomas, meanwhile, make do with just 270 horses and 310 pound-feet of twist.Much More on the TacomaPricing for all 2024 Tacoma trims remains under wraps, but we wager the TRD PreRunner will set buyers back at least $35,000. Look for the 2024 Toyota Tacoma TRD PreRunner to go on sale before the end of the year.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.Senior EditorDespite their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg’s career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend. More

• The Ford Taurus SHO turned America’s most popular sedan into a legitimate sporting machine.• A high-strung Yamaha V-6 is paired with a five-speed manual.• This first-year SHO has seen just two owners and 37,000 miles.Up for auction on Bring A Trailer—which, like Car and Driver, is part of the Hearst Autos Group—is an example of a groundbreaking performance sedan that brought power to the people. “Ford Taurus SHO Shocks the World,” we said, with only minor hyperbole, after testing the new sports sedan upon its debut. Okay, so the Taurus SHO wasn’t quite a BMW M5, but by the standards of the day it filled the same brief—and for less than half the price. When this 1989 example hit the streets, we called it a “breakthrough car,” one that could nip at the heels of Camaros and Corvettes, while retaining its family-friendly brief with four doors and a commodious trunk.Bring a TrailerRelated StoriesPop the hood and take a good look at one of the best-looking engines ever made, a Yamaha V-6 with its basket-of-snakes cylinder head. Displacing the same 3.0 liters as the optional Vulcan V-6 of the regular Taurus, the SHO had 80 more horses under its belt, for a total of 220.Bring a TrailerYamaha had been tasked with developing the V-6 for a potential mid-engined sports car called the GN34 (think Ford’s never-happened NSX). When that project fizzled out, Ford’s Special Vehicle Operations team pleaded for the V-6 to find a new home in a stiffened-up Taurus. Since the Taurus was a mainstream hit already, why not? Lucky us, because it was a heck of a motor. In a 1988 review of the car, Csaba Csere wrote: “The Shogun engine is rev-limited to 7300 rpm—not to protect the internal components, but to keep the accessory drive system from flying apart. (The engine itself is safely able to turn more than 8500 rpm.) The engine’s durability comes from its forged-steel crankshaft and connecting rods; a high-strength cast-iron cylinder block with reinforced main-bearing supports and deck faces; and a cooling system that offers full, 360-degree water jackets around the cylinders, extra-large cooling passages, and an oil-water heat exchanger. Yamaha didn’t skimp when it designed this engine.”Bring a TrailerThe exotic engine also sent 200 pound-feet of torque to the front wheels, dispatched exclusively via a Mazda-sourced five-speed manual transaxle. (An automatic wouldn’t be offered until the next-gen, ’93 SHO.) The SHO didn’t look much different from the hundreds of thousands of garden-variety Taurus sedans already plying America’s streets (370,000 of which were sold in 1989). And yet, it was quicker than any sedan at twice the price. It also could keep pace with a V-8 Mustang. Not just keep pace, but actually outrun it.From that same period road test: “Compared with the potent Ford Mus­tang V-8, the SHO is a mere 0.3 second slower in the quarter-mile. And all of that lost time occurs at the start; once rolling, the SHO keeps pace with the Mustang and finishes the run at the same 95-mph trap speed. Above 100 mph, the aerodynami­cally superior SHO steadily pulls away from the Mustang. The Taurus SHO is one fast five-passenger family sedan.”Bring a TrailerThis example has relatively low miles at 37K and has had just two owners. It has some wear that’s typical of the interior quality of a late-1980s Ford product, and a few other blemishes. Though the silver paint hides these well.Even today, most might not know the SHO from any other Taurus. But pop the hood at your local Radwood show or cars and coffee event, and show off Yamaha’s fine work. It will be clear this is no Hertz-spec Taurus.The auction runs through May 22. Car and driverCar and driver Lettermark logoContributing 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

This custom-built 2022 Lexus LX600 will make its debut at Overland Expo West.A 2.5-inch lift is one of many modifications that improve the SUV’s off-road readiness.An Off Grid Trailers Pando 2.0 camper that’s capable of tackling rugged terrain is also in tow.Toyota may no longer import the Land Cruiser to our shores, but its Lexus luxury arm still sends us the mechanically similar LX600. Despite its shared mechanical pieces, the LX600 lacks a dedicated off-road variant. Fortunately, the folks at Overland Expo are taking things into their own hands with a custom 2022 LX600 that serves as this year’s Ultimate Overland Vehicle. Following in the tread marks of last year’s Ultimate Overland Vehicle—a custom 2022 GMC Sierra 1500 AT4X—this off-grid-ready LX600 incorporates a multitude of aftermarket components to improve its off-road capabilities. Credit Mule Expedition Outfitters for turning this once-ordinary LX600 into a bonafide trail-conquering machine.The boxy Lexus SUV isn’t the only piece in this overlanding puzzle, as an Off Grid Trailers Pando 2.0 camper is also in tow. This is no run-of-the-mill camper, either. With a claimed 8.0 inches of wheel travel and 24.0 inches of ground clearance, the Pando 2.0 is ready to tackle tough terrain. A 360-degree articulating hitch ensures its presence has little effect on the Lexus it’s attached to.Overland ExpoThis camper has all the luxuries of home too, including a sleeping area capable of holding a queen-size mattress, an air-conditioning system, a shower enclosure, a hot water system, and a rear galley kitchen. The latter bit holds up to 33 gallons of fresh water for the sink. A dual-burner cooktop and a pizza oven that’s hidden within the camper’s slide-out storage space mean going off-grid doesn’t require sacrificing hot meals.Yet the Pando 2.0’s capabilities are only as good as those of the vehicle it’s attached to. The accompanying LX600 features a number of enhancements that improve upon the stock body-on-frame SUV’s shortcomings. Overland ExpoOverland ExpoNotably, an ARB Summit MKII front bumper replaces the stock setup. Along with seriously improving the LX600’s approach angle, the aftermarket bumper houses the likes of Comeup’s SOLO Series 12.5 winch, ARB’s Intensity IQ off-road lights, and Midland Radio’s Bull Bar Antenna, which works to improve the reception of the interior-mounted Midland MXT-575 GMRS radio. A 2.5-inch suspension lift by way of Total Chaos-sourced suspension pieces, Radflo’s 2.5 Diameter Remote Reservoir shock absorbers and coil springs, and a set of 17-inch wheels from Icon Dynamics wrapped in knobby Kenda Klever R/T tires further contribute to the Lexus’s off-road prowess.Those in need of additional sleeping spaces will be glad to know this LX includes a Prinsu roof rack with a rooftop tent and an associated awning. Complementing the new front bumper is a CBI Offroad dual swing-out rear bumper that carries a full-size spare tire, a 5.0-gallon jerrycan, and traction boards. Opening the rear hatch reveals a Dometic CFX3 45 refrigerator and other goodies, including an auxiliary power management system. Overland ExpoAll this kit is sure to take a hit on the 409-hp LX600’s performance, as the only upgrade to the twin-turbocharged 3.4-liter V-6 comes courtesy of a MagnaFlow Overland Series cat-back exhaust. Consider the last LX600 we tested clocked in at just shy of 6000 pounds and needed 6.1 seconds to make its way to 60 mph. With thousands of pounds of accessories in tow and attached to it, this custom LX600 will likely need a couple of extra ticks of the second hand to hit the mile-a-minute mark.Then again, this LX600 is the Ultimate Overland Vehicle, not the Ultimate Accelerating Vehicle, so quick acceleration isn’t really a necessity. The sure hit this kit will have to the LX600’s fuel economy is likely more troublesome, as keeping this rig fueled up will mean less time spent off the grid and more time spent back in urban society pumping gas. Related StoriesThis 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 their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg’s career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend. More

The Ram 1500 Rebel Havoc Edition joins the Ram 1500 lineup for 2023.The Rebel Havoc Edition features Baja Yellow paint and Rebel graphics on the hood and bed.The 1500 Rebel Havoc Edition starts at $72,205. The Havoc trim was previously exclusive to the bigger and badder 1500 TRX and priced at $106,445. What do you do when you’re committed to selling limited-edition trucks and you’ve got a bunch of excess Baja Yellow paint laying around? That’s easy, you build an extremely limited run of Ram 1500 Rebel Havoc edition trucks to join your other recently created limited-run trucks. For customers, choosing the Havoc Edition awards mostly visual changes, the most prominent of which is the most visually obvious— and clearly involves a lot of yellow paint. The package also adds “Rebel” graphics to the hood and rear fenders; black badging, bumper and grille; and 18-inch gloss black wheels.The beating heart of the Rebel Havoc is the Hemi 5.7-liter V-8, which connects to an eight-speed automatic transmission. Power from the unchanged engine stays at 395 horsepower and 410 pound-feet of torque. RamThe 2023 Ram 1500 Rebel 4×4 with the Hemi V-8 powertrain starts at $59,085 sans Havoc edition, adding the Rebel Havoc package brings the starting price to a brisk $72,205, exactly the same as the Lunar Edition shown last week. Both come equipped with the Level 2 equipment package that includes niceties such as a 12.0-inch touchscreen, a 19-speaker Harman/Kardon sound system, heated seats, a heated steering wheel, and power-adjustable seats.Just like the TRX version, Ram says, the Rebel Havoc will be made in extremely limited numbers when it goes on sale this spring, though no specific figure was given. More Ram 1500This 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 EditorJack 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

Porsche has added integrated Apple Maps EV charger routing for U.S. Taycan models.Taycan owners using Apple Maps and Apple CarPlay can now see chargers directly in the mapping software.The system takes vehicle state of charge, charger locations, and estimated charging times into account, and can automatically suggest stations along a route. Porsche has added integration for Apple Maps to include charger locations for U.S. Taycan models, giving CarPlay users yet another reason to stick with the software. The car was already equipped with Porsche’s native charging planner, which can suggest stops based on information like the vehicle’s state of charge (SOC), expected traffic conditions, and average speed. But the reality is that most owners seem to prefer third-party software like Apple CarPlay and Android Auto. As for Android, a Porsche spokesperson told Car and Driver that the Taycan does come with Android Auto capability as standard, but it doesn’t have the EV state of charge integration or charge stop suggestions that the new CarPlay system does.PorscheThe new integration means that Taycan owners won’t need to leave CarPlay, or settle for using the native navigation system when trying to map out charging stops. On top of doing a lot of the same quality-of-life things the native system does (like analyze state of charge and expected traffic), the Apple system can also analyze elevation changes along a given route to get a more accurate estimation of battery usage. According to Porsche, if you allow the vehicle’s SOC to deplete to a low enough margin, the new software will automatically offer a route to the nearest compatible charging station.The system relies on both CarPlay and the information fed to it from the vehicle. That means the normal Apple Maps app on your phone won’t give the same charging recommendations. The system should work with any Taycan, but according to Porsche any models from 2021 or earlier will need to go to a service center for a free software update. Porsche also provided a link for setup and FAQs for the software, which can be found here. Related StoriesThis 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 EditorJack 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

At Tesla’s 2023 Annual Shareholders Meeting, CEO Elon Musk talked Cybertruck troubles, the state of “Full Self-Driving,”, and, potentially, advertising in the future.Tesla is working on two new products, and Musk said he guesses that Tesla will build more than 5 million of them a year once they’re up to full production.It wasn’t all fanciful promises with fans. Musk said he expects the next 12 months to be economically challenging. “I just wanna say I love you guys.”Tesla CEO Elon Musk appeared on stage at the 2023 Annual Shareholders Meeting, shaping a heart with his hands and sending it out to the cheering crowd at the automaker’s Austin, Texas, facility. The two-hour event—complete with a denial the company uses child miners and big promises about the future—gave Musk a chance to update his fans and the rest of the world on the electric-vehicle company’s progress.Coming Soon?For one thing, Musk promised that the Cybertruck will, for real, actually start deliveries later this year. Previously, Musk promised that the first Cybertruck deliveries would begin in 2021, but this was pushed back to 2022 and, now, 2023. Tesla won’t deliver the Cybertruck in volume this year, but it has scheduled an official first-delivery event for the third quarter. Musk admitted that the company has come up against problems producing the all-electric truck.This content is imported from youTube. 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.”Extremely Non-Trivial to Build the Cybertruck””The Cybertruck is a hard car to make because it’s such a radically new design you can’t just use conventional methods of manufacturing,” he said. “We had to invent a whole new set of manufacturing techniques in order to build an exoskeleton-based car instead of an endoskeleton-based car. It’s extremely non-trivial to build the Cybertruck.”Musk has made similar promises about when Tesla’s Full Self-Driving technology—which the company makes clear is not fully self-driving, but it insists on keeping the name—will be fully operational. While Musk and Tesla have been saying “complete autonomy” is coming soon for more than five years, all those missed deadlines didn’t stop Musk from once again promising that FSD technology is right around the corner.Musk at the initial unveiling of the Cybertruck.FREDERIC J. BROWN|Getty ImagesNew-Product PromisesTalking optimistically about Tesla’s future lineup, Musk promised “two new products that I think you will be very excited about.” Still, he didn’t specify what those are other than to say that the design and manufacturing techniques of those products are “head and shoulders above anything else in the industry.” Musk said, “We are already building a new product,” and he expressed his guess that these two models will sell 5 million units a year.Ads for Tesla?A two-way-adulation-slash-question-and-answer session led to a few news items, including that Tesla might start paying for advertising. For years, Tesla has paid people to promote its vehicles through a referral system, and Musk has pushed advertising-like messages on social media. Still, the company has not run any mainstream print or digital advertising. “We’ll try a little advertising and see how it goes,” he said in Austin, agreeing with a fan who said more people should know about Tesla’s features and prices. Starting to advertise could also signal that the automaker is responding to challenging times. “Tesla is not immune to the global economic environment,” Musk said. “I expect things to be, just at a macroeconomic level, difficult for at least the next 12 months.”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