2026 Toyota TUNDRA CREW MAX
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2026 Toyota Tundra CrewMax SR

2026 Toyota Tundra CrewMax SR: The All You Need Ride

The 2026 Toyota Tundra CrewMax SR sits at the practical end of Toyota’s full-size truck lineup. There are no massaging leather seats, giant chrome wheels or luxury features designed to make you forget you’re driving a pickup. Instead, the SR gives you a big cab, four-wheel drive, a twin- turbo V6 and enough truck to handle everything from a construction site to a family camping trip.

In other words, it’s a Tundra that isn’t trying to impersonate a luxury hotel. Under the hood is Toyota’s 3.4-litre twin-turbocharged i-FORCE V6 paired with a 10-speed
automatic transmission. In Canadian-spec CrewMax SR form, it produces 358 horsepower.

Toyota uses a lower-output version of the engine in the SR than the 389-horsepower version found in higher trims.
However, the 358 horsepower in a full-size pickup is hardly punishment. Around town, the twin-turbo V6 produces plenty of low-end shove. Press the accelerator while merging onto the highway and the 10-speed automatic quickly finds the appropriate gear. There is none of the lazy feeling you might expect from an entry-level truck. Turbocharged torque also makes the Tundra feel strong when carrying a load or pulling a trailer.

The 10-speed transmission deserves some credit here. Having that many gears lets the engine stay close to its useful power range while keeping revs down during highway cruising. It also
incorporates uphill/downhill shift logic, which is particularly useful when towing or driving through mountainous terrain.
The Tundra also uses a fully boxed ladder frame and a multilink rear suspension rather than the traditional leaf-spring setup found underneath many pickups. That makes a noticeable difference during normal driving.

Take an empty pickup over a rough railway crossing and some trucks remind you that the rear axle has declared war on the pavement. The Tundra feels more composed. It is still unmistakably a truck, but the rear suspension does nott bounce around as much when the bed is empty.

Speaking of the bed, the Canadian CrewMax SR gets a 5.5-foot composite bed. That is enough room for tools, camping equipment, mountain bikes or the enormous amount of lumber you bought because you watched three home-renovation videos and suddenly believed you were a carpenter.
The CrewMax cab is arguably the bigger attraction. Rear-seat passengers get genuinely useful space, making this Tundra realistic as a family vehicle. Throw two adults in the back for a long highway trip and they won’t spend three hours plotting revenge against the driver.

The SR is deliberately basic inside. You get fabric upholstery, an eight-inch touchscreen, six-speaker audio, wireless Apple CarPlay and Android Auto, push-button start and single-zone
automatic climate control. Toyota Safety Sense 2.5 is also standard.

An eight-inch screen might seem almost tiny when some modern pickups have displays approaching television dimensions, but it works. There is something refreshing about climbing into a work truck and not needing a software engineering degree to turn on the radio.

Fuel economy is respectable rather than miraculous. Toyota rates the Canadian 4×4 CrewMax SR at 13.7 L/100 km city and 10.8 L/100 km highway. For 2026, Toyota also upgraded the SR with a larger fuel tank; Canadian specifications list a substantial 122-litre capacity.

That should provide useful highway range, although filling 122 litres from nearly empty may cause you to stare at the fuel pump display like you’re watching your retirement savings
disappear. 

In bad weather, the standard part-time four-wheel-drive system becomes one of the SR’s biggest advantages. On a snowy road, muddy job site or gravel access road to a campsite, switching into four-wheel drive gives the Tundra considerably more confidence than rear-wheel drive alone.

The downside is size. This is still a full-size CrewMax pickup. Driving down the highway is effortless; navigating an underground parking garage feels more like captaining a container ship through a drainage ditch. Parking sensors and cameras are wonderful inventions, but occasionally you may simply decide that the empty section at the far end of the parking lot looks less risky anyway.

Ultimately, that’s part of the Tundra CrewMax SR’s appeal. It isn’t pretending to be small, luxurious or sporty. It’s a straightforward, powerful full-size pickup with a roomy cab, capable 4WD system, comfortable rear suspension and modern safety technology.


The 2026 Tundra CrewMax SR may be the entry-level model, but it does not feel like half a truck.

It just skips the fancy stuff and gets on with the job, which leaves you more money for fuel….And with a 122-litre tank, you might need a loan.

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2026 Toyota Tacoma TRD PRO SCENIC
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2026 Toyota Tacoma TRD Pro

2026 Toyota Tacoma TRD Pro: Dirt Is Part of the Dress Code.

The 2026 Toyota Tacoma TRD Pro is what happens when Toyota takes a perfectly sensible midsize pickup truck and decides it needs more suspension, more attitude, bigger tires, and seats that have their own shock absorbers. The result is a truck designed for serious off-road driving, but still civilized enough to handle the Monday morning commute.

Under the hood, the TRD Pro uses Toyota’s i-FORCE MAX hybrid powertrain. It combines a turbocharged 2.4-liter four-cylinder engine with an electric motor and produces up to 326
horsepower and a very healthy 465 lb-ft of torque. Power goes through an eight-speed automatic transmission and a part-time four-wheel-drive system. Those numbers become more meaningful in the real world. Pull away from a traffic light and the electric motor helps deliver torque almost immediately. You don’t have to wait for the turbocharger to wake up, check its email, and eventually decide to join the party. The Tacoma
feels strong at low speeds, which is exactly what you want when climbing a steep trail, merging onto a highway, or hauling gear.

The real magic of the TRD Pro, however, is underneath it. Toyota equips the truck with 2.5-inch FOX internal-bypass QS3 adjustable shocks with rear piggyback reservoirs. The TRD Pro suspension also gives the truck approximately a one-inch front lift and half-inch rear lift compared with the standard setup. This gives room for larger tires that creates more ground clearance.

On pavement, the suspension is firm but surprisingly controlled. Hit a pothole and the Tacoma deals with it rather than sending a formal complaint directly through your spine. Once you leave the pavement, the expensive hardware starts earning its keep. Washboard roads, ruts and uneven terrain can be taken at speeds that would make an ordinary pickup begin rearranging everything in the glovebox.

Then there are the IsoDynamic Performance front seats, possibly the strangest and coolestfeature in the truck. The seats use an air-over-oil damping system designed to reduce body movement and stabilize the driver and passenger over rough terrain. In practice, imagine your
truck bouncing around while your seat is quietly negotiating a separate peace treaty with gravity.

It sounds like a gimmick until you spend time on rough terrain, where reducing the amount your upper body gets thrown around can make longer drives much less tiring.

Toyota also gives the TRD Pro 33-inch Goodyear all-terrain tires mounted on black 18-inch wheels, an electronically locking rear differential, Multi-Terrain Select, Crawl Control and Downhill Assist Control. Put the truck on a rocky climb, engage low range and lock the rear differential, and suddenly obstacles that look intimidating from behind the windshield become surprisingly manageable.

Of course, most Tacoma owners aren’t climbing boulders on the way to work. In everyday driving, the TRD Pro is still a pickup. The elevated ride height and chunky tires make it feel substantial around town, and parking it in a crowded shopping centre can become a small geometry exam. At least the aggressive styling makes it easy to find afterward.

Inside, the Tacoma feels considerably more modern than older generations. The controls are chunky and easy to operate, while available technology includes a large 14-inch touchscreen and plenty of modern driver-assistance equipment. Toyota Safety Sense 3.0 is standard across the Tacoma lineup.

There are compromises. The TRD Pro is expensive, its specialized IsoDynamic seats take up space behind the front occupants, and buyers primarily interested in hauling or long-distance overlanding may find another Tacoma trim more practical.

Toyota lists the TRD Pro at a base MSRP of $48,895, so this is definitely not the cheap little Tacoma your uncle bought in 1998 and still refuses to sell.

Overall, the 2026 Toyota Tacoma TRD Pro succeeds because its ridiculous-looking hardware actually serves a purpose. The hybrid system provides excellent low-end torque, the FOX suspension can handle serious punishment, and the IsoDynamic seats make rough terrain noticeably more civilized. It may be overkill for commuting and grocery runs, but that’s part of the appeal.

Nobody needs a Tacoma TRD Pro to pick up a bag of dog food.

But if the road to the pet store happens to cross a mountain, you’ll be prepared.

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2026 Lincoln Aviator Reserve

2026 Lincoln Aviator Reserve: Kelowna in Comfort

The 2026 Lincoln Aviator Reserve makes its strongest argument somewhere between home and Kelowna, when the city skyline has disappeared from the mirrors, the road has settled into a highway rhythm and everyone inside still feels relaxed. After spending the August long weekend with Lincoln’s three-row luxury SUV, the Aviator proved it is more than another polished vehicle designed to look expensive in a showroom. It is a genuinely pleasant road-trip companion, combining strong power, a quiet cabin and technology that meaningfully reduces the workload on a long drive.

Canadian pricing for the 2026 Aviator Reserve begins at $83,195 before freight, taxes and options. Reserve trim adds leather seating surfaces, ambient lighting and access to upgrades such as the Dynamic Handling and Illumination packages. Our vehicle was also equipped with the available Perfect Position front seats, which provide 30-way adjustment and Active Motion massage for the driver and front passenger. It sounds indulgent until several hours of highway driving are involved. Then it feels less like a novelty and more like responsible spinal maintenance.

Under the hood is a twin-turbocharged 3.0-litre V6 producing 400 horsepower and 415 lb-ft of torque, paired with a 10-speed automatic transmission and standard intelligent all-wheel drive. The engine gives the Aviator the relaxed strength expected from a proper luxury SUV. It rarely needs to sound busy, and there is enough torque for confident passing without requiring a dramatic downshift and a formal written request.

That power was useful on the way to Kelowna, but the feature that changed the character of the trip was Lincoln BlueCruise. On compatible divided highways, the system controls the steering, acceleration and braking while monitoring the driver’s attention. Hands can come off the wheel, but eyes must remain on the road and the driver must always be ready to resume control. Lincoln includes BlueCruise for four years on every 2026 Aviator, and the latest version adds Automatic Lane Change without requiring the driver to touch the turn signal.

In practice, it worked with an impressive level of confidence. When we approached a slower vehicle, the Aviator could initiate a hands-free lane change, move into the passing lane and then return to the right-hand lane after completing the pass, leaving the passing lane clear for faster traffic.

It is one of those features that sounds slightly unnecessary when explained in a brochure but becomes immediately valuable over a long weekend trip. The system did not make the Aviator self-driving, nor did it eliminate the need to pay attention. What it did was reduce the constant stream of small steering corrections, speed adjustments and passing decisions that gradually make a long drive tiring.

The difference was noticeable by the time we arrived in Kelowna. Rather than feeling drained after several hours behind the wheel, I felt considerably fresher than expected. BlueCruise handled the repetitive portion of the journey while I continued supervising the road, and the massage function quietly worked through my back and legs.

My passenger received the same treatment, which may be the strongest argument yet for ending the traditional road-trip debate over who gets the comfortable seat. The massaging chairs were not simply an entertaining feature to demonstrate during the first ten minutes. We continued using them throughout the journey, and they made a meaningful difference to the overall comfort of the trip.

The cabin contributes just as much to that sense of ease. Acoustic-laminated front glass and a restrained interior create a quiet environment without making the vehicle feel completely disconnected from the road. The panoramic roof brings additional light into the cabin, while the leather and clean dashboard design feel properly upscale without turning every available surface into another screen.

Lincoln’s Digital Experience incorporates Google Maps, Google Assistant and connected applications. The system feels current and provides the essential navigation and entertainment features, but it generally remains in the background until it is needed. That approach suits the Aviator, which is more interested in reducing stress than demonstrating how many digital animations it can perform before leaving the driveway.

Ride comfort is another strength. Adaptive suspension is standard, while the available Dynamic Handling Package adds Air Glide suspension and a lower entry height. The Aviator remains composed through sweeping corners and stable at highway speeds, but it never attempts to imitate a dedicated performance crossover. Its steering is light and its character is relaxed, which suits the vehicle far better than an unnecessarily aggressive setup would.

For an August long-weekend escape, the Aviator offered enough room for passengers and luggage without making every parking space in Kelowna feel like a geometry examination. It is a substantial vehicle, but it remains considerably easier to place and manoeuvre than a full-size Navigator.

Fuel consumption is officially rated at 13.8 L/100 km in the city, 9.5 on the highway and 11.9 combined. The Aviator can run on regular gasoline, although Lincoln recommends premium for its best performance. Nobody will mistake it for an economy vehicle, but its consumption is understandable given the 400-horsepower engine, all-wheel drive and 2,205-kilogram curb weight.

The 2026 Lincoln Aviator Reserve is not perfect. Its third row cannot match the passenger space of a full-size Navigator, the 10-speed automatic can occasionally feel busier than necessary and the final price rises quickly once the most desirable seating, lighting and suspension options are selected. Some European competitors also offer sharper handling and greater badge prestige.

After the Kelowna trip, however, those concerns felt secondary. The Aviator succeeded at the task that matters most for this type of vehicle: it made a long journey easy. BlueCruise reduced fatigue, its automatic lane-changing capability proved genuinely useful and the massaging front seats kept both the driver and passenger comfortable.

Add the muscular V6, quiet cabin and manageable dimensions, and the Reserve becomes a compelling alternative to both larger American SUVs and more expensive European competitors. It is powerful without feeling aggressive, luxurious without becoming excessive and technologically advanced without allowing the technology to dominate the experience.

The Navigator may still be Lincoln’s private jet, but after an August long weekend in the Aviator Reserve, business class feels more than sufficient.

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Range Rover P400 SE
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2026 Range Rover P400 LWB

2026 Range Rover SE P400 LWB: First Class, Seven Seats, No Apologies

The 2026 Range Rover SE P400 Long Wheelbase is what happens when a traditional British luxury SUV decides that ordinary first-class travel is no longer quite luxurious enough. It is massive, expensive and almost comically elegant, yet it still carries a low-range transfer case and enough towing capacity to pull something considerably less dignified through the mud. In seven-seat form, it also attempts a trick that few flagship SUVs manage successfully: giving a full load of passengers somewhere genuinely comfortable to sit.

Pricing begins at $136,600 before freight, options, applicable luxury tax and sales taxes. Freight adds approximately $2,900, putting the starting total near $139,500 before the government and the options catalogue become involved. That figure is somewhat theoretical, however. Examples currently appearing at Canadian dealerships can easily reach beyond $160,000 once larger wheels, upgraded leather, premium audio and comfort packages are added. A Range Rover configurator has never encountered a budget it could not gently escort toward the nearest exit.

Range Rover P400 SE Front
Jul 28, 2026, 07_44_56 PM

The P400 designation refers to a turbocharged 3.0-litre inline-six supported by a 48-volt mild-hybrid system. Output is rated at 395 horsepower and 406 lb-ft of torque, sent through an eight-speed automatic transmission and permanent all-wheel drive. Unlike the more expensive Range Rover plug-in hybrid, the P400 cannot travel meaningful distances on electricity alone. Its electrification works quietly behind the scenes, recovering energy during deceleration and assisting the engine during stop-start operation and acceleration.

Performance is appropriately effortless rather than outrageous. Land Rover estimates the long-wheelbase P400 will reach 100 km/h in approximately 6.1 seconds. That is plenty quick for a seven-passenger SUV weighing roughly 2,541 kilograms, although nobody will confuse it with the 523-horsepower P530 V8. The six-cylinder’s purpose is not to transform the Range Rover into a leather-lined dragster. Its job is to move a very large drawing room without disturbing the tea service.

Fuel consumption is rated at approximately 12.4 L/100 km in the city, 9.9 on the highway and 11.3 combined. Those numbers are respectable considering the Range Rover’s dimensions and weight, but “mild hybrid” should not be interpreted as “mild appetite.” A 90-litre fuel tank helps provide a theoretical range approaching 800 kilometres, although winter weather, city traffic and an enthusiastic right foot will reduce that figure. Premium gasoline is required, because regular fuel apparently does not meet the dress code.

The long-wheelbase body measures approximately 5,264 millimetres from bumper to bumper, with a 3,197-mm wheelbase. It is 2,003 mm wide without the mirrors and stands 1,870 mm tall at its normal ride height. Those measurements make it a serious piece of machinery in an underground parkade, but standard or available all-wheel steering helps disguise some of that length by turning the rear wheels opposite the fronts at lower speeds. It cannot make the Range Rover small, but it can make a tight parking maneuvers feel less like docking a yacht.

RANGE ROVER p400rear seats
RANGE ROVER p400 interior seats
RANGE ROVER p400 interior
RANGE ROVER p400 interior wheel

The main reason to choose this version is the third row. With all seven seats in use, cargo capacity is approximately 312 litres, which is sufficient for groceries or a modest collection of carry-on bags but not an entire family’s luggage. Fold the rear seats and the available volume expands dramatically, reaching as much as 2,601 litres with the rear rows lowered. More importantly, the third row is designed for actual passengers rather than people who have lost an argument. Adults can use it, and access is helped by the lengthy rear doors and powered seating mechanisms.

The SE cabin provides the essential Range Rover experience without immediately climbing into Autobiography pricing. Perforated Windsor leather, heated and ventilated front seats, heated rear seating, a panoramic roof, soft-close doors, wireless smartphone charging and a surround-view camera are among the features offered. Adaptive cruise control, blind-spot monitoring, lane-departure warning and autonomous emergency braking help manage the practical realities of piloting something with the visual footprint of a small condominium. Exact equipment can vary with the individual Canadian build, so examining the original window sticker remains important.

The chassis is where the Range Rover separates itself from many large luxury crossovers. Electronic air suspension, adaptive dampers, Terrain Response, hill-descent control and a two-speed transfer case give it genuine capability beyond a gravel driveway. Maximum towing capacity is approximately 3,493 kilograms, meaning the P400 can pull a substantial boat or trailer while its passengers discuss thread counts and whether the cabin’s ambient lighting is sufficiently flattering.

There are more powerful alternatives. The BMW X7 offers sharper road manners, the Mercedes-Benz GLS provides formidable technology and the Cadillac Escalade delivers more cargo space and a louder sense of occasion. None, however, quite matches the Range Rover’s ability to look formal without appearing desperate for attention. Its exterior remains remarkably clean for such a large vehicle, with flush door handles, restrained detailing and a floating-roof design that is instantly recognizable without needing an illuminated grille the size of Saskatchewan.

The potential drawbacks are equally substantial. Options are expensive, fuel bills will not be subtle and long-term ownership costs deserve serious consideration after the warranty expires. The Range Rover includes a four-year or 80,000-kilometre basic warranty, but buyers planning to keep one for many years may want to investigate extended coverage rather than relying entirely on optimism and positive thinking.

The 2026 Range Rover SE P400 LWB is not the fastest, most efficient or most financially sensible member of its class. That is also missing the point. It offers seven usable seats, exceptional presence, legitimate off-road hardware and a cabin designed to make Canadian road trips feel less like transportation and more like a private lounge changing postal codes. The P400 engine is the sensible choice within an otherwise gloriously unreasonable vehicle, providing enough performance without the cost and thirst of the V8.

For families who need three rows but refuse to surrender style, comfort or a certain amount of theatre, the P400 LWB may be the Range Rover that makes the most sense. Relatively speaking, of course.

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2025 Land Rover Defender 110 OCTA

Winner of the 2026 Top Gear Awards for "Best Off-roader" - its no secret why.

The 2025 Land Rover Defender OCTA Edition One is the most powerful, exclusive, and extreme Defender ever built. A true apex off-roader that blends British luxury with V8 brutality and rally-grade hardware. With a price tag north of $215,000, it’s not for the faint of wallet, but it delivers a singular experience that few SUVs can match.

Land Rover has never been shy about pushing the Defender into new territory, but the 2025 OCTA Edition is a full-throttle leap into the ultra-performance SUV space. This isn’t just a Defender with a bigger engine, it’s a reengineered beast designed to dominate both the trail and the tarmac. Built on the long-wheelbase Defender 110 platform, the OCTA Edition One is the first to wear the “OCTA” badge, a name derived from the octahedron shape of a diamond; symbolizing strength, rarity, and precision. It’s a fitting metaphor for what Land Rover has created here: a diamond-tough luxury SUV with the heart of a sports car and the soul of an expedition rig.

At the core of the OCTA is a 4.4-litre twin-turbocharged V8, co-developed with BMW and tuned by Land Rover to produce 626 hp and 553lbs of of torque. Additionally the 40v mild hybrid-system enhances when Dynamic Launch Mode is engaged. That’s enough to launch this 2.7-tonne SUV from 0 to 100 km/h in just 4.0 seconds, a staggering figure for something with the aerodynamics of a brick and the off-road chops of a mountain goat. Power is routed through an eight-speed automatic transmission and a full-time all-wheel-drive system with a locking centre and rear differential. The result is a Defender that can rip through sand dunes, crawl over boulders, and still embarrass sports sedans at a stoplight.

But the OCTA isn’t just about brute force. Land Rover has equipped it with a suite of chassis upgrades that elevate its dynamics to a new level. The most notable is the 6D Dynamics suspension system, a hydraulically cross-linked setup that eliminates the need for traditional anti-roll bars. This allows for massive wheel articulation off-road while keeping body roll in check on pavement. It also enables active pitch and roll control, meaning the OCTA stays remarkably flat under hard acceleration, braking, and cornering. Combined with active dampers, air suspension, and massive Brembo brakes, the OCTA delivers a driving experience that’s equal parts Baja racer and grand tourer.

Visually, the OCTA makes its presence known with a wide stance, flared arches, and a unique grille treatment that incorporates a new diamond-shaped mesh pattern. The front bumper is reworked for better approach angles and cooling, while the rear features quad exhaust tips and a subtle roof spoiler. The trim adds exclusive touches like Karpathian Grey paint, 22-inch forged wheels, and copper-finished accents that hint at its rarity. Only a limited number of Edition One models will be produced globally, making it a collector’s item from day one.

Inside, the OCTA Edition One is every bit the luxury flagship. The cabin is trimmed in semi-aniline leather, ultrafabric performance textiles, and ceramic switchgear, blending rugged durability with upscale refinement. The front seats are 14-way adjustable with heating, cooling, and massage functions, while the rear seats offer generous legroom and premium materials. A Meridian Signature sound system, head-up display, and Land Rover’s Pivi Pro infotainment system with a curved 11.4-inch touchscreen round out the tech suite. It’s a space that feels equally suited to a black-tie gala or a muddy trailhead.

Of course, all this capability and craftsmanship comes at a price. As stated the 2025 Land Rover Defender OCTA Edition One starts at $198,000, but the out-the-door price quickly climbs to approximately $215,000 . That places it in rarefied air, competing with the likes of the Mercedes-AMG G 63, Lamborghini Urus, and Aston Martin DBX707. But while those vehicles lean heavily toward on-road performance and luxury, the OCTA maintains a genuine off-road ethos that sets it apart. It’s not just fast, it’s functional, and that duality is what makes it so compelling.

Still, the OCTA is not without its compromises. Its size and weight make it less nimble than some rivals, and its fuel consumption is predictably high. The ride, while impressively controlled, is firm, especially on rough pavement. And while the interior is beautifully appointed, it lacks some of the bespoke customization options offered by ultra-luxury competitors. But these are minor quibbles in what is otherwise a masterclass in performance SUV engineering.

Ultimately, the 2025 Land Rover Defender OCTA Edition One is a statement vehicle. One that says you value capability, exclusivity, and heritage in equal measure. It’s not just the most powerful Defender ever built; it’s the most complete. Whether you’re carving up a canyon road, fording a river, or simply turning heads in downtown Vancouver, the OCTA delivers an experience that’s as visceral as it is versatile. For those lucky enough to secure one, it’s not just a Defender – it’s the definitive one.

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2026 Jeep Wagoneer S

The 2026 Jeep Wagoneer gets a shock of electricity to its bold design.

The 2026 Jeep Wagoneer S represents a pivotal moment for the storied American brand. Known for its rugged off-road heritage and full-size SUVs that blend capability with comfort, Jeep is now steering into the electric era with a bold, all-new vehicle that redefines what a Jeep can be. The Wagoneer S is not merely an electrified version of the existing Wagoneer, it’s a ground-up EV built on Stellantis’ STLA Large platform, designed to compete with the likes of the Tesla Model X, BMW iX, and Rivian R1S. It’s a high-stakes move, and while the Wagoneer S brings plenty of promise, it also faces the immense challenge of proving that Jeep’s DNA can survive and thrive in a battery-powered future.

From the outset, the Wagoneer S makes a strong visual statement. Gone is the boxy, upright silhouette of the traditional Wagoneer. In its place is a sleeker, more aerodynamic profile that leans into modernity without completely abandoning Jeep’s design language. The signature seven-slot grille remains, albeit reimagined with LED lighting and a closed-off face that signals its electric nature. The roofline tapers gently toward the rear, giving the Wagoneer S a more athletic stance than its gas-powered siblings. It’s a design that feels more at home in the luxury EV segment, and it’s clear Jeep is aiming to attract a new kind of buyer. One who values both performance and presence.

Under the hood…or rather, beneath the floor, lies a dual-motor all-wheel-drive setup that delivers a staggering 600 horsepower and 617 lb-ft of torque. Jeep claims a 0–100 km/h time of just 3.5 seconds, making this the quickest Jeep ever built. That’s not just fast for a Jeep; it’s fast, period. The instant torque delivery of electric motors gives the Wagoneer S a level of responsiveness that would be impossible to replicate with a traditional internal combustion engine. Whether merging onto a highway or overtaking slower traffic, the Wagoneer S promises to deliver effortless acceleration with a level of refinement that’s new to the brand.

Range of the Wagoneer aims high, with a driving range of approximately 644 kilometers on a full charge.  The Wagoneer S immediately becomes one of the longest-range electric SUVs on the market, rivaling Tesla and outpacing many European competitors. Charging capabilities are competitive, with DC fast-charging support that should allow for a 20 to 80 percent top-up in under 30 minutes. However, real-world infrastructure compatibility will be critical factors in determining how convenient the Wagoneer S is for long-distance travel.

Inside, the Wagoneer S aims to deliver a premium experience that matches its price tag. The cabin features high-quality materials, including leather, open-pore wood, and metal accents. A panoramic glass roof floods the interior with natural light, while ambient lighting adds a touch of sophistication. The dashboard is dominated by a dual-screen setup, including a 12.3-inch digital instrument cluster and a 12.3-inch center touchscreen. An optional 10.25-inch passenger display adds to the tech-forward ambiance, allowing front-seat passengers to control media, navigation, and more without distracting the driver. Jeep’s Uconnect 5 infotainment system powers the experience, offering wireless Apple CarPlay, Android Auto, Amazon Alexa integration, and over-the-air software updates.

In terms of practicality, the Wagoneer S offers generous cargo space and a flat load floor, thanks to its EV architecture. While it’s a two-row SUV rather than a three-row like the traditional Wagoneer, the focus here is on maximizing comfort and utility for five passengers. Rear legroom is ample, and the cargo area should be more than sufficient for weekend getaways or daily errands. The absence of a third row may limit its appeal for larger families, but it also allows for a more spacious and luxurious second-row experience.

Safety and driver assistance features are comprehensive. The Wagoneer S will come equipped with a suite of advanced technologies, including adaptive cruise control, lane centering, blind-spot monitoring, and automated emergency braking. Jeep is also introducing hands-free highway driving capabilities, which will allow for semi-autonomous cruising on pre-mapped routes. Automated parking and a 360-degree camera system further enhance convenience, making the Wagoneer S easier to maneuver despite its size.

The biggest question surrounding the Wagoneer S is whether it can deliver on its promises while staying true to Jeep’s core identity. On paper, it checks many of the right boxes: it’s fast, luxurious, tech-savvy, and potentially very efficient. But it also represents a departure from the trail-rated ethos that has defined Jeep for decades. While the Wagoneer S is expected to offer some off-road capability (likely through selectable drive modes and torque vectoring) it’s not designed to tackle the Rubicon Trail. Instead, it’s aimed at a different kind of adventure: the urban commute, the weekend getaway, the long-distance road trip.

In that sense, the Wagoneer S is less about rock crawling and more about redefining what it means to be a Jeep in the electric age. It’s a calculated risk, but one that could pay off if executed well. The EV market is growing rapidly, and buyers are increasingly looking for vehicles that combine sustainability with style and performance. If Jeep can deliver a compelling package that lives up to its heritage while embracing the future, the Wagoneer S could become a cornerstone of the brand’s next chapter.

Ultimately, the 2026 Jeep Wagoneer S is a vehicle of firsts: the first all-electric Jeep SUV, the first to break the 600-horsepower barrier, and the first to challenge luxury EVs on their own turf. It’s a bold, ambitious effort that signals Jeep’s commitment to electrification without abandoning its roots.

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2025 Jeep Wrangler 4xe Willys ’41 Edition

Past Meets Plug-in: The Willys'41 Charges Into the Future

The 2025 Jeep Wrangler 4xe Willys ‘41 Special Edition is a plug-in hybrid tribute to Jeep’s military roots, blending retro styling with modern electrified capability. It’s a rugged, nostalgic nod to the original Willys MB, but it comes at a premium—and not just in price.

The Jeep Wrangler has always worn its heritage proudly, but the 2025 Willys ‘41 Special Edition takes that pride and paints it olive drab—literally. This limited-run model is a visual homage to the original Willys MB that helped win World War II, and it leans hard into that legacy with military-inspired styling, exclusive badging, and a single, extra-cost paint colour: Heritage Verde Green. Jeep knows its audience here—this is a vehicle for enthusiasts who want their off-roader to look like it just rolled out of a 1940s motor pool, albeit with a lithium-ion battery pack under the floor.

At its core, the Willys ‘41 is based on the Wrangler 4xe, Jeep’s plug-in hybrid variant that pairs a 2.0-litre turbocharged four-cylinder engine with two electric motors and a 17.3-kWh battery pack. Combined output is a healthy 375 horsepower and 470 lb-ft of torque, routed through an eight-speed automatic transmission and Jeep’s full-time four-wheel-drive system. The result is a Wrangler that can crawl rocks in near silence, cruise on electric power alone for up to 35 km, and still deliver the kind of torque-rich performance that off-roaders crave.

On the trail, the Willys ‘41 performs like any well-equipped Wrangler 4xe. It comes standard with Rubicon shocks, 33-inch mud-terrain tires, Tru-Lok rear differential, and rock rails, giving it serious off-road chops. The electric torque delivery is especially useful in low-speed technical terrain, where throttle modulation and instant response are key. Jeep’s Selec-Trac 4×4 system and Off-Road+ mode allow drivers to tailor traction and throttle settings to the terrain, and the Willys ‘41 doesn’t shy away from mud, sand, or snow.

But while the off-road capability is impressive, the on-road experience is still very much Wrangler. The ride is firm, the steering vague, and wind noise is ever-present at highway speeds. The plug-in hybrid system adds weight—over 5,200 pounds curb weight—which slightly dulls handling and braking response. And while the electric-only range is useful for short commutes or trailhead approaches, once the battery is depleted, fuel economy drops to around 9.4 L/100 km combined, which is only marginally better than a standard V6 Wrangler.

Inside, the Willys ‘41 Special Edition gets unique touches like canvas-style seat upholstery, vintage-inspired graphics, and a dashboard plaque commemorating the original 1941 Willys. It’s a clever blend of old and new, with modern tech like a 12.3-inch touchscreen, wireless Apple CarPlay and Android Auto, and Jeep’s latest Uconnect 5 system. The cabin still feels utilitarian—this is a Wrangler, after all—but the special edition details give it a sense of occasion that elevates it above the standard fare.

Tthe Wrangler 4xe already starts around $62,000 CAD, and the Willys ‘41 Special Edition pushes that figure well into the $70,000–$75,000 CAD range depending on options.

Still, for the right buyer, the Willys ‘41 is more than just a vehicle. It’s a rolling tribute. It’s for those who want to celebrate Jeep’s military lineage while embracing the brand’s electrified future. It’s a conversation starter, a collector’s piece, and a capable off-roader all in one. And in a world where many SUVs are becoming indistinguishable crossovers, the Willys ‘41 stands out by leaning into its past with unapologetic flair.

That said, it’s not without its compromises. The hybrid system, while innovative, still feels like a transitional step rather than a fully realized EV experience. The electric range is modest, and the fuel economy gains are incremental at best. The ride and handling remain unchanged from the standard Wrangler, which means it’s not the most comfortable daily driver. And the price especially with the special edition markup, puts it in competition with more refined and efficient alternatives.

In the end, the 2025 Jeep Wrangler 4xe Willys ‘41 Special Edition is a niche offering with a clear mission: to honor Jeep’s roots while showcasing its electrified ambitions. It’s not the most practical or affordable way to go off-road, but it might be the most characterful. For those who want their Wrangler to make a statement and have the budget to match; it’s a compelling, if imperfect, package.

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2025 Ford Expedition

2025 Ford Expedition: Big, Bold, and Better Than Ever—But Is It Enough?

In a world increasingly dominated by crossovers and electrified drivetrains, the 2025 Ford Expedition stands tall—literally and figuratively—as a full-size SUV that refuses to compromise on space, power, or utility. Now entering its latest iteration, the Expedition continues to serve as Ford’s flagship family hauler, offering three rows of seating, serious towing muscle, and a suite of modern tech. But as the competition tightens and consumer expectations evolve, the question becomes: is the Expedition still the king of the big SUV hill, or is it starting to feel its size?

At the heart of the 2025 Expedition is Ford’s proven 3.5-litre twin-turbocharged EcoBoost V6 engine. It delivers a robust 400 horsepower and 480 lb-ft of torque in most trims, with the Platinum model pushing output to 440 hp and 510 lb-ft. Paired with a smooth-shifting 10-speed automatic transmission, the Expedition moves with surprising urgency for a vehicle tipping the scales at over 5,500 pounds.

Acceleration is brisk, especially in Sport mode, and passing power is abundant. Whether merging onto the highway or towing a trailer up a grade, the Expedition never feels underpowered. Towing capacity remains a strong suit, with properly equipped models rated to haul up to 9,600 pounds—among the best in class.

Despite its size, the Expedition handles with a degree of composure that belies its bulk. The independent rear suspension, standard across the lineup, helps smooth out rough pavement and keeps the ride comfortable even when fully loaded. Steering is light and predictable, though not particularly communicative, and body roll is well-managed for a vehicle of this stature. Still, there’s no denying the Expedition’s size when navigating tight city streets or parking lots—it’s a big rig, and it feels like one.

Where the Expedition truly excels is in its interior packaging. With seating for up to eight passengers and a cavernous cargo area, it’s tailor-made for large families, road trips, or anyone who needs serious space. Even the third row offers adult-friendly legroom, a rarity in this segment. The second-row seats slide and recline, and the available captain’s chairs add a touch of luxury and accessibility.

Materials and build quality have taken a step forward in 2025, especially in higher trims like Limited, King Ranch, and Platinum. Soft-touch surfaces, real wood or aluminum accents, and quilted leather upholstery elevate the cabin experience. The dashboard layout is clean and modern, anchored by a large 12-inch or optional 15.5-inch touchscreen running Ford’s SYNC 4A infotainment system. Wireless Apple CarPlay and Android Auto are standard, and the system is responsive and easy to navigate.

Storage is another Expedition strong point. From the deep center console bin to the clever under-floor cargo compartments, there’s no shortage of places to stash gear. The available power-folding third row and hands-free liftgate make loading and unloading a breeze.

Ford has outfitted the 2025 Expedition with a full suite of driver-assistance features under the Ford Co-Pilot360 umbrella. Standard equipment includes blind-spot monitoring, lane-keeping assist, automatic emergency braking, and adaptive cruise control. Higher trims add BlueCruise hands-free highway driving, a 360-degree camera system, and active park assist.

The Expedition also benefits from over-the-air software updates, allowing Ford to roll out new features and improvements without a dealership visit. A digital instrument cluster, head-up display, and rear-seat entertainment system are available, further enhancing the tech-forward feel.

With great power comes… a healthy appetite for fuel. The 2025 Expedition is rated at approximately 14.7 L/100 km in the city and 11.2 L/100 km on the highway for 4WD models. While these numbers are competitive for the segment, they’re a reminder that full-size SUVs still lag behind smaller crossovers and hybrids in efficiency. Ford has yet to offer a hybrid or plug-in variant of the Expedition, though rumors suggest electrification could be on the horizon.

The 2025 Expedition is available in a range of trims to suit different needs and budgets:

Trim  Price (CAD)

XLT ~$74,000

Limited ~$82,120

Platinum ~$96,050

Timberline (off-road) ~$88,000

King Ranch ~$107,540

MAX variants (extended wheelbase)       Add ~$3,000–$4,000

Each trim builds on the last with more luxury, tech, and capability. The Timberline trim caters to off-road enthusiasts with upgraded suspension, skid plates, and all-terrain tires, while the King Ranch and Platinum trims rival luxury SUVs in comfort and features.

The 2025 Ford Expedition remains a top-tier choice for buyers who need serious space, power, and towing capability. It’s a vehicle that embraces its size and purpose, delivering a comfortable, tech-savvy, and versatile experience for families and adventurers alike. However, its thirst for fuel and sheer bulk may give pause to those looking for a more efficient or nimble alternative.

In a segment that includes the Chevrolet Tahoe/Suburban, GMC Yukon, and Jeep Wagoneer, the Expedition holds its ground with a compelling mix of performance and practicality. It may not be the flashiest or most frugal SUV on the market, but for those who need a true full-size utility vehicle, the Expedition continues to deliver—big time.

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2025 Volvo Ex90

Volvo’s Electric Reinvention: The EX90 Ultra Twin Redefines Luxury SUVs

The 2025 Volvo EX90 Ultra Twin Motor Performance is a confident stride into the electric future, replacing the beloved XC90 with a vehicle that’s quieter, quicker, and more technologically ambitious. This three-row luxury SUV doesn’t just inherit the XC90’s legacy—it redefines it with a clean-sheet design that’s both minimalist and deeply Scandinavian in its execution. From the outside, the EX90 maintains Volvo’s signature silhouette, but with sleeker proportions, flush door handles, and a more aerodynamic stance that hints at its electric underpinnings.

Underneath its refined exterior, the EX90 Ultra Twin packs serious performance. Dual permanent magnet motors deliver a combined 510 horsepower and 910 Nm of torque, launching the SUV from 0 to 100 km/h in just 4.9 seconds. The 111-kWh lithium-ion battery supports up to 570 kilometres of range on the WLTP cycle, and with 250-kW DC fast charging capability, it can replenish from 10 to 80 percent in about 35 minutes. The ride is composed and serene, thanks to air springs and adaptive dampers that absorb imperfections with grace—even when riding on optional 22-inch wheels. It’s not a sports SUV, but it’s fluid and responsive, with torque that pours out effortlessly and a driving character that feels distinctly Volvo.

Inside, the cabin is a sanctuary of quiet luxury. Materials are sustainably sourced, with soft-touch surfaces, ambient lighting, and a panoramic glass roof that floods the space with natural light. The front seats offer massage functionality and are so comfortable they could double as lounge chairs. A 14.5-inch vertical touchscreen dominates the dashboard, running Google’s Android Automotive OS with built-in Maps, apps, and voice control. Wireless Apple CarPlay and Android Auto are included, but the native system is so well-integrated it almost makes them redundant. A 25-speaker Bowers & Wilkins audio system with Dolby Atmos transforms the cabin into a concert hall, while four-zone climate control and heated seats in all three rows ensure every passenger rides in comfort.

That said, the EX90’s tech-forward approach may not appeal to everyone. Most vehicle functions—from window controls to safety settings—are buried in the touchscreen interface, which can feel unintuitive at times. Some advanced safety features, including hands-free driving capabilities, are promised via future over-the-air updates but aren’t available at launch. Still, Volvo’s reputation for safety remains intact, with a full suite of driver assistance systems and lidar-based hazard detection built into the platform.

Practicality hasn’t been sacrificed. The EX90 offers seating for six or seven, depending on configuration, with generous legroom in the second row and usable space in the third. Cargo capacity is ample, with a deep underfloor well behind the third row and a modest frunk up front. Towing capacity is rated at 2,200 kilograms, making it suitable for weekend getaways or hauling gear.

With a MSRP price range of $110,000 to $116,200 for the Ultra Twin Motor Performance trim, the EX90 is positioned firmly in the premium segment. It’s not just a replacement for the XC90—it’s a reinvention. Quiet, quick, and beautifully crafted, the EX90 delivers a driving experience that’s both indulgent and forward-thinking. While its reliance on touchscreen controls and delayed feature rollouts may frustrate some, the overall package is compelling. For those seeking a luxury EV that blends Scandinavian design with real-world usability, the EX90 Ultra Twin is a standout.

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2025 Mercedes CLE300 Cabriolet

Top-Down Sophistication: the 2025 Mercedes CLE300 Cabriolet Redefines Open-Air Luxury

The 2025 Mercedes-Benz CLE300 Cabriolet is a graceful fusion of open-air elegance and modern engineering, designed to replace both the outgoing C-Class and E-Class convertibles with a single, refined midsize offering. This new model brings together the best of both worlds—sleek proportions, advanced technology, and a driving experience that’s as poised as it is invigorating. With room for four and a power soft top that folds in under 20 seconds, the CLE300 Cabriolet is built for those who want to enjoy the road with the wind in their hair and comfort at their fingertips.

At the heart of the CLE300 Cabriolet is a 2.0-litre turbocharged inline-four engine paired with a 48-volt mild hybrid system. This setup produces 255 horsepower and 400 Newton-metres of torque, delivered through a 9-speed automatic transmission and Mercedes’ 4MATIC all-wheel drive system. Acceleration from 0 to 100 km/h takes approximately 6.6 seconds, offering brisk performance that feels effortless in daily driving and confident on winding roads. Fuel economy is rated at 10.4 L/100 km in the city and 7.4 L/100 km on the highway, striking a balance between spirited driving and practical efficiency.

The CLE300’s chassis has been tuned for comfort, with a four-link front and five-arm multilink rear suspension setup that absorbs imperfections with ease. Electromechanical power steering and torque vectoring brakes contribute to a composed and responsive feel, whether cruising along coastal highways or navigating tight urban corners. Optional sport suspension and AMG styling packages are available for those who want a sharper edge to their driving experience.

Inside, the cabin is a showcase of Mercedes’ latest design language and technology. The 11.9-inch central touchscreen and 12.3-inch digital instrument cluster are housed in a sleek dashboard that tilts to reduce glare when the top is down—a thoughtful touch for convertible drivers. Wireless Apple CarPlay and Android Auto come standard, along with ambient lighting in 64 colours, heated front seats, and the AIRSCARF neck-level heating system that makes top-down driving comfortable even in cooler weather. Materials range from Artico leatherette to optional Nappa leather, with trim choices including open-pore wood and brushed metal finishes.

Mercedes has also prioritized comfort and usability in the CLE300 Cabriolet’s convertible-specific features. The AIRCAP system, a wind deflector integrated into the windshield header and rear seat area, reduces cabin turbulence when driving with the roof down. The triple-layer acoustic soft top keeps the interior quiet and insulated when closed, and can be operated at speeds up to 60 km/h. Cargo space is a respectable 295 to 385 litres depending on roof position, and the rear seats fold 60/40 to accommodate longer items.

Safety and driver assistance features are extensive, including adaptive cruise control, lane keeping assist, blind spot monitoring, and active brake assist. Mercedes’ PRE-SAFE system and a full suite of airbags—including a front centre airbag and pop-up roll bars—ensure that occupants are well protected in the event of a collision.

With a starting MSRP of approximately $66,450, the 2025 CLE300 Cabriolet offers a compelling mix of luxury, performance, and open-air freedom. It’s a convertible that doesn’t compromise—whether you’re chasing sunsets or simply enjoying the daily drive, it delivers a refined experience that feels every bit as special as it looks.

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