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2026 Alfa Romeo Stelvio

2026 Alfa Romeo Stelvio Intensa: Italian Drama in the Details

The 2026 Alfa Romeo Stelvio Intensa proves that a vehicle does not need a complete redesign to regain everyone’s attention. Sometimes it simply needs gold-accented wheels, Italian flags on the mirrors and an interior that looks as though it was tailored by someone who would be personally offended by grey cloth.

Our vehicle was the Stelvio Intensa, a special-edition interpretation of Alfa Romeo’s compact luxury SUV. It takes the familiar Stelvio formula and adds a collection of design and chassis upgrades intended to celebrate the Italian brand’s heritage. The changes do not produce additional horsepower, but they give the Stelvio more visual presence and make the cabin feel significantly more distinctive than that of the regular model.

Current dealer listings place the Stelvio Intensa at approximately $73,490 before taxes and available incentives. That represents a noticeable premium over the regular Stelvio, which carries a base MSRP of $64,995 before fees. The Intensa must therefore justify itself through character rather than mechanical transformation. Fortunately, character has rarely been a problem for Alfa Romeo.

The exterior receives 20-inch diamond-cut alloy wheels with subtle gold-coloured detailing. Black Brembo brake calipers carry gold Alfa Romeo script, while small Italian tricolour flags appear on the exterior mirror caps. These are relatively minor additions, but they work particularly well against colours such as Vulcano Black Metallic or Verde Fangio Metallic. The Intensa does not resemble an SUV that has crashed into an accessories catalogue. Instead, it looks like someone carefully added jewellery before sending it out for dinner in Milan. 

Inside, the treatment becomes more noticeable. The leather seats feature tan-coloured backrests, tan contrast stitching and an embroidered “Biscione” (serpent from Alfa Romeo’s historic emblem) on the head restraints. A two-tone performance steering wheel sits in front of the driver, while the centre armrest carries the Intensa signature. The colour combination gives the cabin some warmth and helps distract from the fact that the basic dashboard architecture has been around for several years. 

The Intensa also receives Alfa Romeo’s Active Suspension System. It continuously adjusts the dampers to balance ride comfort with body control, giving the driver a more polished version of the handling that has always separated the Stelvio from conventional luxury crossovers. Where many competitors feel like practical SUVs programmed to imitate sport sedans, the Stelvio still feels like a sport sedan that reluctantly accepted a taller roof and a larger cargo area.

Under the hood remains the familiar turbocharged 2.0-litre four-cylinder producing 280 horsepower and 306 lb-ft of torque. It is paired with an eight-speed automatic transmission and standard Q4 all-wheel drive. Alfa Romeo also continues to use a carbon-fibre driveshaft, a component more commonly associated with exotic machinery than a five-passenger SUV carrying reusable grocery bags. Alfa Romeo quotes a sprint from zero to 96 km/h in 5.5 seconds, which translates to approximately 5.8 seconds from zero to 100 km/h. Top speed is rated at more than 230 km/h. Those numbers remain competitive, even if the Stelvio is no longer among the newest vehicles in its class. More importantly, the engine delivers its torque early, giving the SUV strong response when pulling away from traffic or passing on the highway. The eight-speed automatic is generally responsive, but the large aluminum paddle shifters are what make the experience feel properly Italian. They are mounted to the steering column, remain in place as the wheel turns and encourage the driver to take manual control even when there is no practical reason to do so. A simple highway entrance can quickly begin to feel like the final stage of a historic European road rally.

The DNA drive-mode selector offers Dynamic, Natural and Advanced Efficiency settings. Natural provides the best balance for normal driving, while Advanced Efficiency softens the throttle response in an effort to reduce fuel consumption. Dynamic sharpens the Stelvio’s reactions and makes the drivetrain noticeably more alert. Fuel consumption is rated at 10.8 L/100 km in the city, 8.3 on the highway and 9.6 combined. A 64-litre fuel tank provides an estimated range of roughly 666 kilometres under ideal conditions. Premium gasoline is required, meaning the Stelvio continues expressing its luxury credentials even while parked beside the pump.

There are also some notable omissions. Ventilated front seats, a head-up display and a surround-view camera are unavailable. Those features are increasingly common in vehicles costing more than $70,000. Heated front and rear seats and a heated steering wheel are standard, however, which may matter considerably more during a Canadian winter than another animated graphic displayed when the vehicle starts. The Stelvio Intensa is not necessarily the rational choice in the compact luxury-SUV segment. The BMW X3 offers more modern technology, the Lexus NX provides a stronger reputation for long-term dependability and the Genesis GV70 delivers a richer-looking cabin for similar money. Alfa Romeo’s four-year or 80,000-kilometre basic and powertrain warranties are competitive, but cautious long-term owners may still consider extended coverage.

Yet none of those concerns changes what the Stelvio does particularly well. It remains one of the few SUVs in its class that feels genuinely eager to be driven. The steering is fast, the chassis responds immediately and the vehicle carries itself with a sense of lightness that its 1,818-kilogram curb weight does not suggest. The Intensa package does not reinvent the Stelvio, nor does it pretend to. Instead, it emphasizes the qualities that made the Alfa appealing in the first place.

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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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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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