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If you weren’t aware (if so, get out from under that rock, please) there’s a new Fast & Furious movie on the way. Fast X will be the first part of the final installment and the eleventh film in the franchise. While some may roll their eyes at another sequel of the street racing, world-saving, action-heist flick, we here at Road & Track are stoked. The Fast & Furious universe has been tremendously influential to an entire generation of gearheads, as well as to the automotive industry on the whole. The franchise has been pivotal in casting people of color and women in leading roles, particularly within the car world, opening the door for a more diverse group of enthusiasts. Not only do the movies rank among some of the best automotive films of all time, but the franchise has also become one of the most successful in Hollywood history. Perhaps no industry has benefited from the success of a film franchise like the automotive aftermarket. Following the launch of the first film, there was somewhat of a boom, as the tuner subculture emerged into the mainstream, and “NOS” entered the popular vernacular. Dennis McCarthy – Picture Car Coordinator for the Fast & Furious franchise IMDbWith this in mind, we wanted to talk to the person responsible for sourcing and preparing the vehicles for Fast X. Though the stunts and fight sequences have reached Mission: Impossible level, we are here for the cars. Enter Dennis McCarthy, the Picture Car Coordinator (the person responsible for deciding what cars we see on screen) for the franchise since 2006’s The Fast and The Furious: Tokyo Drift. We sat down with Dennis and picked his brain about his process, some of his favorite modifications and upgrades, and of course, his own cars. Car and Driver: So you joined the franchise around 2 Fast 2 Furious?Dennis: Yeah, I came at the end of that to prep some cars and move them to different events. And then the same person who brought me on for that asked me about the sport of drifting which, at that point, I did not realize was going to be tied to another Fast & Furious movie. That’s when I really started building and sourcing vehicles for the franchise.How do you decide what you want to do in terms of modifications? Do you have any go-to bits and pieces to swap around?My go-to on a newer car would be probably lowering the suspension a little bit, bigger wheels and tires, maybe some tinted windows. Nothing extreme. One of the things I like to do is give the car a manual transmission. Obviously, we’re not gonna convert every car, but we have done a few of them. So that’s always a cool modification. In my opinion, cinematically, it’s just much more exciting to watch someone shifting gears than putting the car into drive.Getty ImageIn Fast X, the Charger Hellcat that Dom drives has a set of bucket seats in the front. How did you decide that car needed that, and do you have a brand you like for that kind of stuff?It’s those subtle touches that make the car look above and beyond what you would roll out of the Dodge dealer with. In that case, I used Momo seats. No particular reason why, other than they were in stock. But we use Momo, Recaro, Sparco, and a company called Racetech. There’s no real go-to. But the Momo’s a great seat. They look great in the car, and, in the world of Fast & Furious, it’s great because we can actually just move that modification from the stunt car right into the hero car—unlike a typical movie that’s maybe not about cars, where the stunt car is completely different on the inside than what you see on film. It works story-wise, and it works safety-wise.MOMO Momo 1070BLK Racing Seat MOMO Momo 1070BLK Racing Seat Now 20% OffCredit: Walmart That Charger also had some harnesses in there, no?Dennis: It had harnesses, and it had a steering wheel. The harnesses were from Momo as well. Same backstory. It just gives more of a race-car look to it. Dom’s actually on a mission here; he’s not just out cruising around the streets of Rome, right? He’s here for a purpose. I think it gives a car a more serious note.MOMO 6 Point Harness MOMO 6 Point Harness Credit: Walmart Another car that stood out was the Fox-body Mustang that John Cena drives. What sort of rack did you use on that?Yeah, I thought that was very cool. The roof rack I can’t take credit for. We basically built that entire car, but that roof rack was actually provided by the props department. There are certain things, like if a police car needs a police radio, the props department steps in with a radio. If the car has a rack on the top with a canoe, that would be props. I can’t remember the exact brand name of the rack, but we did source that off Amazon, I believe. It was very simple, it worked great. When I was a kid, probably in my early twenties, the first new car I ever bought was a 1992 Mustang LX, pretty much exactly like that but in black. Unfortunately, it was stolen. I love those cars and I have one now, a black ’93 LX. They’re fun to drive.There’s a scene with a gang of kitted-out Toyota FJ Cruisers. What was done to those?In that scene, story-wise, everybody’s coming after ’em. The whole world’s converging on Dom and Jakob. So those cars were actually chosen by our production designer. We have makeshift BMW M5s, the FJs, and Mini Coopers. So the mods were just kind of what we consider appropriate for a background villain car. So it was more or less wheels, tires, brush guards—something to make them look a little bit more menacing.The RC car they used toward the beginning of the film, did you have anything to do with that?Dennis: I wish it was me because I love RC cars. I have three boys who have had RC cars since they were five years old. I didn’t ever see that car in person, but it looked like a Traxxas to me. Those things have come a long way, and if I’d had chosen it, it would’ve been Traxxas, just because those things are pretty much bulletproof.TRAXXAS T1X-360341 Bigfoot No. 1 Monster TruckTRAXXAS T1X-360341 Bigfoot No. 1 Monster TruckCredit: Walmart Where do you source the more unique cars from? Like, if you need, say, a ’68 Charger, where do you go to find that? Those Chargers are pretty damn scarce. Over the years, we’ve slowly been able to build a Charger mostly from all aftermarket parts; we still have not succeeded a hundred percent. So we’re starting with a carcass of a Charger, but it’s really just for like the front A-pillar door jambs, some inner trunk pieces, just very minimal stuff. But the whole car is basically aftermarket: body, chassis, everything from top to bottom. What are some of the brands you would use to build something like that? So on this last one, a buddy of mine, Dave Salvaggio, provided us with the chassis and the carbon-fiber bodies. And then those chassis utilize Detroit Speed suspension components as far as uprights, A-arms, rear wing kits, and everything else. There are Brembo brakes on those cars. Brembo’s been working with us for many of these movies, and they basically have a built-to-our-spec brake kit: six pistons in front, four pistons in the rear. The rear has a double mount for two calipers. You have an independent slide brake system. If I need like a specialty wheel, we have a great relationship with HRE. They will basically build a wheel to my specs, which is great. It seems like in the old days, you could buy wheels in multiple different offsets, and today, that seems to be a thing of the past. But HRE is still one of those companies that will build to order. And Autometer gauges, that’s a big one we go to. AutoMeter 2397 Autogauge Console Oil/Volt/Water GaugeAutoMeter 2397 Autogauge Console Oil/Volt/Water GaugeCredit: AmazonHow about suspension?I don’t really have a specific brand because shocks are typically something that would be provided with a suspension kit. But I mean, Bilstein, Koni. If it’s off-road, it’s gonna be KING or Fox. And I obviously like to use coil-overs. They give us the adjustability since we’re frequently setting up a car so that it looks right. So coil-overs are always key.Bottom line, it’s gotta be something that’s quality; you know, no junk. There’s a lot of stuff out there, I’m sure you know, that’s pure garbage. So I avoid that.Very nice. Steering is important, and it’s a very fast ratio. We basically put as much steering angle as we can in the car to where the tires hit the chassis to help the stunt department slide, drift, and recover when they’re way out there. So, yeah, it’s a very modern chassis. All the elements of the chassis front and back are modern, not old-school Chrysler. You mentioned you have a Mustang. Do you have any other cars at the moment?I have a serious problem with cars. I have so many cars. We’d be here like another hour! But I have a pretty good assortment of hot rods. If you’re modifying your own cars, what are your go-to brands?My favorite exhaust company in the world would be MagnaFlow. They have also supported this franchise for years. My buddy Rich over at MagnaFlow has built all sorts of stuff for us. Like, if you saw the last film, the mid-engine charger, you know, where the headers were completely exposed. They have unbelievable technology and he just shows up within a few weeks with eight sets of brand-new headers in a box. The franchise is well known for lots of gear changing. Let’s talk shift knobs. It’s funny because sometimes a lot of effort goes into that, but you never actually see them. When it comes to Dom’s car, I always try to do something cool. It’ll have some sort of a nitrous button incorporated into it.The last one I went with is cool. I can’t remember the brand name, but it was a carbon-fiber pistol grip just to kind of tie together that whole, old-school Mopar muscle-car thing. As far as my personal tastes, I like the old classic Hurst ball. You know, the white ball? On Jacob’s El Camino, we did a very cool piece, I think it might have been the Roadster Shop; they have a billet knob that’s drilled in different directions. Very cool looking. It’s just something to kind of give a high-tech styling cue to an old beater El Camino. Just something so the audience can go, “Hey, maybe there’s more to this car.” There is always thought that goes behind it. But, you know, it doesn’t always make it to the final cut.Hurst 1630025 White 5-Speed Shifter KnobHurst 1630025 White 5-Speed Shifter KnobCredit: AmazonMagnaFlow Universal 3-inch Stainless Steel Performance Muffler MagnaFlow Universal 3-inch Stainless Steel Performance Muffler Credit: AmazonFast X is now out in theaters. Score your tickets here.Assistant Commerce EditorJustin Helton is an avid automobile collector and gearhead from New York City.  More

BMW unveiled the Concept Touring Coupe at the Concorso d’Eleganza Villa d’Este in Italy.The concept turns the Z4 roadster into a two-door hardtop with a shooting-brake body—a look that has been dubbed “clown shoe” in previous years.BMW is said to be pondering a limited production run.It’s raining cats and dogs on the eve of the 2023 Villa d’Este Concorso d’Eleganza in Cernobbio on the banks of Lake Como, but the foul weather does not stop the paparazzi from zooming in on the metallic brown show car. Head on, the two-door fastback looks exactly like the recently facelifted Z4 roadster. But the quarter-front view shows a different animal altogether: sleek and muscular, the restyled silhouette turns out to be a crowd-stopper par excellence. Instead of the traditional canvas top, the coupe sports a long metal roof that fuses with a neatly sculptured, nearly vertical hatch. Although it is effectively a shooting brake, BMW chose to badge its latest creation Touring Coupe, thereby paying homage to the very first touring model launched in 1971, which was based on the 02 series. The bespoke paint has tiny glass fragments mixed in for extra depth and luster.Related StoriesAlthough the show car is completely redone from the B-pillar rearward, the well-balanced two-seater’s look is still of a piece. Whereas the stubby rear end of the Z4 is busy and cluttered, the tail of the coupe appears prettier and more practical. The side view shows the trademark BMW Hofmeister kink, which, like the frame of the kidney grilles and the tailpipes, is finished in matte bronze. The slowly dropping roofline terminates in a full-width drag-cutting and downforce-enhancing spoiler, which together with the bulging hatch below creates a fast and furious look even in the parking lot.The bulging rear fenders house 21-inch wheels shod with Pirelli P Zero tires. Up front, the concept rolls on 20-inchers. The muscular shape suggests that this coupe could eat an M4 for breakfast, but engineering fitted the Euro market’s 340-hp version of the turbocharged 3.0-liter inline six, mated to an eight-speed automatic transmission. The suspension is an unchanged carryover item. What’s It Like Inside?Despite the short rear overhang, the Touring Coupe easily eclipses the roadster for luggage space. On the debit side, we noted the tall loading lip, the relatively narrow cargo deck, and the substantial blind spots caused by the ultra-wide C-pillars.Hardy MutschlerThe reinforcing crossbeam mounted between the passenger cell and the cargo deck, which seriously compromised the seat travel in the Z3 coupe, is not an issue here. As you would expect, the cockpit is leather-trimmed from wall to wall. The tri-tone color scheme blends a brownish gray with an ochre saddle tone in the center and contrasting black accents. The supple cowskin was provided by the renowned furniture company Poltrona Frau, and the leather is braided together in a highly elaborate fashion that recalls the baseball pattern used in the first Audi TT roadster. Nice. The three custom bags come courtesy of Schedoni—maker of bespoke Ferrari luggage sets. A Brief DriveWe would have loved to put this special Z4 through the paces, but there was no way BMW would let us leave the Villa d’Este premises in this handbuilt one-off. The challenge was thus to find a reasonably long straight, two corners tight enough to make the photographer happy, and enough space in between to feel, hear, and digest the first impressions of this very special car. We can now tell you that the touring coupe does accelerate, turn, and brake to order, but what makes all the difference is the added emotional value it oozes out of every freshly polished pore. The cabin smells like a $5000 antique chair, the ambiance shouts luxury, and the exhaust sounds as if it never fought for regulatory approval.Onlookers gave the car their unanimous thumbs up, but the firm’s board of directors is less convinced. After all, in this dawning EV era, this coupe’s only energy cell is the starter battery, and there is no hybrid version in sight. To make matters worse, the remaining life span of the Z4 is a paltry three years, and when production ends there is no replacement in the offing. “The Right Car at the Right Time”Comments Domagoj Dukec, head of BMW brand design: “We still feel that this is the right car at the right time. The shooting brake remains a convincing synthesis of sportiness and style. We are going to monitor the response before making a decision, and when doing so we shall also consider the impact such a model would have on the marque and our image.”The Z4 touring (project name California) was inspired by the very first Z3 coupe built between 1998 and 2002, which was dubbed “clown shoe” for its extreme proportions. The Z4 hardtop that followed never attained icon status. If it hadn’t been for the partnership with Toyota (to build the Supra), the Z4 would have bitten the dust in 2018. Sharing the investment with the Japanese enabled BMW to develop the currently available fourth generation, and capacity at Magna Steyr in Graz, Austria, where the car is built, would allegedly permit a batch of 3000 to 5000 touring coupes on top of the current allocations. The question is, are enough markets interested in a new variant of a model that’s not exactly a hot seller? Or would it be wiser to proceed with a small batch of 50 to 100 of highly bespoke limited-edition collector items priced north of $150,000 apiece? Watch this space for the final say, expected later this year.Contributing EditorAlthough I was born the only son of an ornithologist and a postal clerk, it was clear from the beginning that birdwatching and stamp collecting were not my thing. Had I known that God wanted me to grow to 6’8″, I also would have ruled out anything to do with cars, which are to blame for a couple of slipped discs, a torn ligament, and that stupid stooped posture behind the wheel. While working as a keeper in the Aberdeen Zoo, smuggling cheap cigarettes from Yugoslavia to Germany, and an embarrassing interlude with an amateur drama group also failed to yield fulfillment, driving and writing about cars became a much better option. And it still is now, many years later, as I approach my 70th birthday. I love every aspect of my job except long-haul travel on lousy airlines, and I hope it shows. More

Kia and Hyundai have been dealing for years with social media videos that show how easy it is to steal some of their models and encourage others to give it a shot.Around 9 million mostly base trim Kia and Hyundai vehicles are affected, and their owners have been offered steering wheel locks and other anti-theft devices in the past. Read on for a list of affected models.The new settlement will cost the automakers around $200 million, with $145 million set aside for customers’ out-of-pocket losses as they’ve dealt with this issue.The “Kia Challenge” TikTok fad will cost Hyundai and Kia another $200 million. The two automakers have agreed to pay an expected $200 million as compensation for customers who had their cars stolen or damaged in ways not covered by insurance. The money will also reimburse Hyundai and Kia owners for any losses due to paying insurance deductibles, higher insurance premiums, or other theft-related losses.Back StoryIn early 2021, users of the popular video-sharing site TikTok started seeing videos showing just how easy it was to steal some Hyundai and Kia vehicles built without push-button ignitions or an immobilizer, a device that prevents the car from moving if a key fob is not detected. Before going nationwide, the trend started in Milwaukee, Wisconsin, where the number of stolen Hyundai and Kia models was 25 times higher in the first half of 2021, even as the overall rise in thefts was just 2.5 times higher. According to Reuters, the $200 million settlement will cover approximately 9 million Hyundai and Kia vehicles, with up to $145 million set aside to cover customers’ out-of-pocket losses. Kia and Hyundai said they expect the court to approve the settlement preliminarily in July.Steering Wheel Locks Were Only a StopgapHyundai and Kia have spent years providing stopgap solution after stopgap solution, including free steering wheel locks and $170 anti-theft kits. In February, Kia and Hyundai said a free security software update would act like an immobilizer on vehicles without them. In April, the automakers worked with AAA to provide insurance for owners who lost coverage from other providers once it became clear how easy it was to steal one of these vehicles.2017 Kia Soul.Chris Doane Automotive|Car and Driver The $200 million settlement will cover costs associated with dealing with these issues for class-action participants. As part of the settlement, anyone who owns an eligible Hyundai or Kia vehicle and agrees to the deal will get that free software upgrade automatically installed on their next service visit at a dealer. If the software can’t be installed, the owners will get up to $300 to buy their choice of anti-theft devices.Around 9 million Kia and Hyundai vehicles were potentially affected by the Kia Challenge. The list of affected vehicles is below, with the easy-to-steal versions mostly the entry-level trims that did not have push-button ignitions. There are websites for Kia owners and Hyundai owners to get more information about their specific vehicle.Hyundai Models2011–2022 Accent2011–2022 Elantra2013–2017 Elantra GT2013–2014 Elantra Coupe2011–2012 Elantra Touring2011–2014 Genesis Coupe2018–2022 Kona2020–2021 Palisade2011–2012, 2019–2022 Santa Fe2013–2018, 2019 Santa Fe, Santa Fe XL2013–2018 Santa Fe Sport2011–2019 Sonata2011–2022 Tucson2012–2017, 2019–2021 Veloster2020–2021 Venue2011–2012 VeracruzKia Models2011–2021 Forte2021–2022 K52011–2020 Optima2011–2021 Rio2011–2021 Sedona2021–2022 Seltos2010–2022 Soul2011–2022 Sorento2011–2022 SportageContributing 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

The 2024 Chevy Silverado EV now has an EPA-estimated range of up to 450 miles.The new figure is for the fleet-oriented Work Truck trim level, which Chevy previously claimed would have 400 miles per charge.Set to launch first, the Silverado EV Work Truck for fleet customers boasts 510 horsepower and 615 pound-feet of torque.The 2024 Chevy Silverado EV will be able to go farther on a full charge than initially expected, at least the version that’s available to fleet customers. Chevy has announced the base-level Work Truck trim now has an estimated EPA range of 450 miles.Previously, the Silverado EV Work Truck (WT) had an EPA-estimated range of 400 miles, which remains the estimate for the snazzier RST model. The latter is expected to have a battery pack as large as 200 kWh, but it’s unclear whether the fleet-oriented WT will have more capacity that unlocks the extra range. Car and Driver reached out to a Chevy spokesperson to find out what led to the WT’s extended range, but we’ve yet to hear back.Among the Silverado EV lineup, the WT will first be made available to fleet customers sometime this summer. Its all-wheel-drive, dual-motor powertrain develops 510 horsepower and 615 pound-feet of torque. The WT for fleets also offers DC fast-charging speeds of up to 350 kW, which Chevy claims can add 100 miles of range in 10 minutes. After the initial launch, the company plans to offer a WT model for fleets that can tow up to 20,000 pounds.Pricing for the fleet-oriented 2024 Silverado EV Work Truck hasn’t been made official. However, Chevy is currently taking orders with refundable $100 reservations on its consumer site, which also lists the WT’s starting price at $41,595.Silverado EV 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 EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

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 mid-size off-road-truck segment has always felt out of balance at the top end, with the Toyota Tacoma TRD Pro and the Chevrolet Colorado ZR2 unevenly matched because they didn’t follow the same wide-stance blueprint. Meanwhile, the Ford Ranger Raptor was still floating in the ether as forbidden fruit that was inexplicably excluded from these truck-happy United States. All that ends now, as the Colorado ZR2 has been upgraded, the Ranger Raptor has been greenlit for these shores, and the Tacoma TRD Pro has finally grown into the truck it always needed to be. All three are crew-cab trucks with a short bed. Let’s see how they match up.PowertrainTurbocharged engines are the order of the day with this trio, but all three have taken clearly different paths.See ZR2 Photos2023 Chevrolet Colorado ZR2.Michael Simari|Car and DriverThe Colorado is powered by a variant of the turbocharged 2.7-liter inline-four that first surfaced in the full-size Silverado 1500. The ZR2’s high-output tune is the lightweight of the bunch at 310 horsepower and 430 pound-feet of torque, but it didn’t feel underpowered when we subjected it to an extended off-road flogging across the Nevada desert. The engine is backed by an eight-speed automatic transmission that seemingly makes all the right moves.Ford’s Ranger Raptor is powered by a 3.0-liter EcoBoost twin-turbo V-6, and it makes a class-leading 405 horsepower. Its torque output, on the other hand, is no better than the ZR2’s, as it ties the Chevy with 430 pound-feet. This engine is backed by a 10-speed automatic transmission, but we’re not sure this is a “more is better” situation, as we’ve gradually coalesced around the idea that eight is enough when it comes to gear ratios—and not just because of the TV show.More Specs, Details, and ComparisonsComing out of left field is the Tacoma’s iForce Max hybrid powertrain, which is what you get when you combine a turbocharged 2.4-liter inline-four with a powerful electric motor-generator. The combination is good for 326 horsepower and a class-leading 465 pound-feet of torque, and the combined output passes to the wheels through a new eight-speed automatic that replaces last year’s unloved six-speed. Last year’s six-speed manual is no longer available on the Pro, as the DIY gearbox is incompatible with the hybrid powertrain.It’s not yet clear if horsepower or torque will ultimately carry the day in real-world driving, but the Tacoma’s hybrid powertrain should handily win top fuel-economy honors once all three trucks’ numbers are revealed, and it alone possesses the hardware needed to support a 2400-watt onboard AC power inverter.SuspensionAll three trucks are similar in that they have wide-track suspensions consisting of control arms and coil springs up front and a solid axle out back. You’ll find 33-inch tires on all of them, with the Ford and Chevy rolling on 17-inch wheels and LT tires, while the Toyota runs on 18-inch rubber that stubbornly lacks the LT designation.2024 Toyota Tacoma TRD Pro.ToyotaThe Chevrolet rides on clever and durable Multimatic DSSV shuttle-valve dampers, the nature of which results in remote reservoirs all around. The ZR2 is also the lone contestant that utilizes rear leaf springs, but this year’s truck has been greatly improved because the rear shocks are now mounted outboard of the springs and packaged tight against the wheel out of harm’s way.Easter Egg HuntingLike its bigger brother, Fox 2.5-inch live-valve adaptive dampers are fitted to the Ranger Raptor, with remote-reservoir rear units that are, like the ZR2, mounted in the inverted position to trim unsprung mass. The Ford’s rear axle rides on a new coil-spring setup, and it is located by four trailing links, with a Watts linkage keeping it centered.The TRD Pro’s wide-track stance is a first for this model. Fully three inches broader than the base SR5, we suspect it may eclipse the competition. Fox 2.5-inch dampers are used, but they are QS3 units with three levels of manually adjustable compression damping. The Pro also rides on a new coil-spring rear axle, which is located by four trailing links and centered by a traditional Panhard rod. The rear dampers are not inverted, because Toyota prefers to keep the shafts of the shocks up high away from bouncing rocks. The Pro has one other notable feature the others can’t match: Fox IFP hydraulic rear bump stops to cushion hard landings. Neat.Off-RoadEvery truck here uses part-time four-wheel drive with a low-range transfer case that enables a driver to select from 2WD High, 4WD High, and 4WD Low as needs dictate. All have skid plates underneath to protect vulnerable components.The ZR2 offers 10.7 inches of ground clearance, and clearance angles of 38.3 degrees on approach, 25.1 degrees at departure, and 24.6 degrees when breaking over the brow of a hill. There are three off-road drive modes: Off-Road, Terrain, and Baja. Terrain is meant for low-speed work and enables a slick one-pedal off-road crawl feature, while Baja uncorks the exhaust and eases up on the traction and stability control intervention. ZR2 also comes with push-button front and rear differential lockers.Ford’s Ranger Raptor offers a more modest 33.0 degrees of approach clearance, with a healthy 26.4 degrees at departure. Breakover clearance is 24.2 degrees, and maximum ground clearance is also 10.7 inches. The off-road drive modes are Off-Road, Rock Crawl, and Baja, and there’s a Trail Control off-road cruise control and a Trail Turn Assist feature that drags the inside rear brake to tighten the turning radius. The part-time four-wheel-drive system has an added 4-Auto setting, too. Like the ZR2, Ranger Raptor has lockable front and rear differentials.The TRD Pro offers 11.0 inches of maximum ground clearance, best of the bunch by a thin margin. Its approach and departure angles are second-best at 33.8 and 25.7 degrees, respectively, while its breakover angle trails slightly at 23.5 degrees. We can’t yet name each of its Terrain Management modes, but we can say they exist. For its part, Toyota says Crawl Control has been made smoother via a new electronic brake booster and rear disc brakes, and the system now operates in both 4-Lo and 4-Hi. As before, the TRD Pro only has a rear differential locker, but it does have a feature the others lack, and that’s a push-button front anti-roll-bar disconnect. Toyota says the bar can be disconnected under load and that doing so improves total suspension flex by 10 percent over the current model.Towing and HaulingThe ZR2 can tow 6000 pounds, which is 1000 more than last year. A two-inch receiver is standard, and 4-pin and 7-pin wiring are supported, with an electronic trailer brake controller mounted on the dash. A 360-degree camera with a hitch ball closeup is available to help when hitching up. On the payload side, ZR2 capacity is a lackluster 1151 pounds.The Raptor is rated at 5510 pounds, and it too has a built-in 2.0-inch receiver hitch. Payload capacity, at 1411 pounds, is significantly better than the ZR2’s. An integrated trailer brake controller will also be on the menu, but we don’t yet know if it’ll be standard or require the purchase of a trailer tow package. A 360-degree camera is in the offing, and Ford has announced Pro Trailer backup assist for the Ranger in general.Little is certain when it comes to the TRD Pro’s towing and hauling prowess, although the iForce Max crew cab, which describes the TRD Pro (but also other possible trims) is said to be good for 6000 pounds of towing and 1709 pounds of payload. Time will tell, and we’re assuming the latter corresponds to a two-wheel-drive truck. Meanwhile, a 2.0-inch receiver hitch is standard. Fully-integrated 4-pin and 7-pin wiring and an electronic trailer brake controller (a Tacoma first) were present on the Pro we examined, and they’ll offer trailer backup guidance system, a 360-degree camera, and a unique system that uses extra rooftop sharkfin antennas to support an accessory rearview camera you can mount on your trailer.InteriorThe Colorado ZR2’s cab is spacious up front but a bit cozy behind, with a bit less rear legroom than we’d like. Most controls are logical, but there are a few oddities, such as headlight controls that only appear on the central touchscreen. That screen measures 11.3 inches, and wireless smartphone mirroring is standard. Generally, the interior materials look unimpressive across the Colorado lineup, but the ZR2 comes across better than the rest of them.2024 Chevrolet Colorado ZR2.Michael Simari|Car and DriverFord newest Ranger cabin is similarly spacious up front, and the rear half should be more agreeable to tall folk because there’s over three inches more legroom. We’ll have to confirm this with a test sit, but the specs look promising. The central touchscreen is a portrait-oriented monster, surrounded by fewer fixed controls than we like to see. Wireless phone mirroring is optional on Ranger in general, but we’re not yet sure if it’s standard on Raptor in particular. As for the look and feel of the thing, we’re not bowled over by what we’ve seen so far.2024 Ford Ranger Raptor.Andi Hedrick|Car and DriverThe Tacoma TRD Pro is also very accommodating up front, with a raised seating position and higher roof than corrects the weird ergonomics of the past. No rear interior dimensions are available, so we’ll have to see. But the TRD Pro comes with unique shock-absorbing isometric front seats—they literally have adjustable air over oil shock absorbers built into the seatbacks—that trim more than a half-inch of rear-seat space. The jury is still out here, but off-road front seat ride comfort should be amazing on account of them. 2024 Toyota Tacoma TRD Pro.NATHAN LEACH-PROFFERMeanwhile, the Pro’s 14-inch central touchscreen looks compelling, and the physical controls throughout the cabin are both attractive and logical. The seats and dash materials look appealing, too.Availability and PriceThe only one we’re certain about is the ZR2 Colorado, which goes for $48,295 to start and is available now. The Ranger Raptor is significantly more expensive at $58,555, which is a full $10-grand more. It’ll start hitting the streets in late summer. What about the TRD Pro? It won’t be available until spring 2024, so Toyota probably won’t commit to pricing until year’s end. For reference, the outgoing model goes for $49,890 with an automatic. With all the changes, we expect the TRD Pro to cost significantly more than last year, but it may well undercut the Ranger Raptor by a goodly margin. After all, there’s significant headroom between the Ford and Chevy.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