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Getting Off Off-Road?

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Maybe people are tiring of dirt, rocks and Coleman-stove cooking. . .

By Gary S. Vasilash

One of the things that OEMs are banking on is a continued interest in various outdoor activities, whether it is overlanding (as in traveling to places off the beaten path using one’s vehicle, in effect, as base camp) or spending a weekend day or two at an off-road park, driving on terrain that would leave most vehicles stuck on a rock.

So there are various Jeeps and Broncos and GMC AT4X models and Chevy Trail Bosses (GM really needs something that is more specific to enhance its cred in this space: everyone—even those who are taken aback when they have to navigate on a gravel road—knows what a Jeep or Bronco is. But AT4X?).

But maybe, just maybe, the get-away-from-it-all-and-everybody phenomenon COVID drove may be slowing down.

Jeep Wrangler Rubicon X: pavement is optional. (Image: Stellantis)

The Powersports industry includes a variety of vehicles that are built for off- and on-road excursions.

According to a recent figures from Statistical Surveys, in July 2025 (the latest numbers), the Powersports industry was down year-over-year by 4.06%. And last year wasn’t exactly robust, as it was down 2.37% YoY.

The biggest hits were in the motorcycle categories. Touring bikes were down 16.46% and dirt bikes down 15.96%.

Maybe this indicates more people are packing their Travelpro luggage and climbing on planes and fewer are packing their Thule roof-top storage containers.

The Loyalty Lag

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Seems that people are less inclined to stick with a brand than they were a year ago. . . .

By Gary S. Vasilash

While it may seem like a long while ago, it was just a few years back, in 2021, during the lingering COVID crisis, made all the more trying by the semiconductor crisis, when people were buying vehicles from the transporters that arrived at dealer lots.

This was an issue of wanting a vehicle and probably not doing a whole lot of—if any—due diligence vis-à-vis the attributes of the brand or model.

Clearly, brand loyalty was not top of mind for most of those consumers. A new set of wheels was, and they were willing to pay a premium if that’s what it took. (And it did.)

However, since then things have more or less balanced such that consumers not only have choice, but they don’t have to rush into a purchase. (They still need a lot of money, though that’s a separate issue.)

So this is a case where they are probably more rational in their decision making.

If you have a good experience with a vehicle from a particular company you are likely inclined to stay within that company. Brand loyalty.

Having a loyal customer base makes it easier for OEMs to move product than if they have to convince many in a market of their attributes.

From the consumers’ point-of-view, says Tyson Jominy, senior vice president of data & analytics at J.D. Power, “Brand loyalty matters to vehicle buyers because it’s often associated with higher residual values, making vehicles from trusted brands a more financially sound choice over time.”

But there can be reasons why someone might switch from one brand to another, like the availability of the particular type of vehicle being looked for (e.g., if you’re looking for a car, then unless you want a Mustang you are out of luck at your Ford dealer because all of the other cars have been discontinued).

J.D. Power just released its 2025 U.S. Automotive Brand Loyalty Study. It indicates that brand loyalty is, in effect, under water.

Specifically, according to Jominy, “Brand loyalty averages 49% across all nameplates and segments in this year’s study.”

Or, 51% of consumers will buy something else.

What is somewhat surprising is the not-exceedingly-high levels of loyalty.

That is, the number-one brand in the premium vehicle category is Porsche, with 58.2% loyalty.

For premium SUVs, the leading brand is Lexus, with 57.4%.

In the mass market, it is Toyota at 62%, which at least gets out of the 50%s, which is more positive.

And for mass market SUVs it is Honda, also at 62%. (It is worth noting that in the overall mass market Honda, at 55.5%, is second to Toyota, so it evidently has above-average brand loyalty.)

When it comes to trucks, for the fourth time in as many years, Ford is first, at an impressive 66.6% loyalty rate. (And to be fair, noting Honda’s performance, second in loyalty in the truck category is Toyota, at 61.2%.)

But back to that overall 49%.

Last year’s study had the overall loyalty at 51%. A two-point decline may not seem like a big deal, but (1) it is directionally not good and (2) it shows that more consumers are going to follow something other than tradition.

Neither is good for OEMs.

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Note: J.D. Power conducted the study based on transaction data from September 2024 through August 2025 and included all model years traded in for a new vehicle.

More Than a Bunch of Folks Driving Cars

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NACTOY announces semifinalists, which means jurors will be doing a lot of driving. But significantly, it announces a scholarship program, too

By Gary S. Vasilash

The North American Car, Truck and Utility of the Year jury consists of 50 journalists* all who work for or contribute to a number of outlets—digital, print, audio, video.

Not only is there a wide array of perspectives that isn’t necessarily the case were they all to work for one outlet (of course, it is incomprehensible that any outlet today covering the automotive industry would have that many people on staff), but the NACTOY awards are completely independent, having no sponsorship.

Although the makeup of the jury has changed over the years, as it has been presenting awards to vehicles since 1994—predicated on such things as innovation, design, safety, handling, driver satisfaction, user experience, and value—it has a solid basis of institutional knowledge when it comes to what makes for award-winning vehicles.

Today NACTOY announced its “The Best of 2026” list, semifinalists for the Car, Truck and Utility awards.

They are:

2026 North American Car of the Year

  • Audi A5
  • Dodge Charger
  • Honda Prelude
  • Kia K4 Hatchback
  • Mercedes-Benz CLA
  • Nissan Sentra

2026 North American Truck of the Year

  • Ford F-150 Lobo
  • Ford Maverick Lobo
  • Ram 1500 Hemi
  • Ram 2500
  • Rivian R1T Quad Motor

2026 North American Utility Vehicle of the Year

  • Acura ADX
  • Audi Q5
  • Cadillac Escalade IQ
  • Cadillac OPTIQ
  • Cadillac VISTIQ
  • Ford Expedition
  • Genesis GV70
  • Honda Passport
  • Hyundai Ioniq 9
  • Hyundai Palisade
  • Jeep Cherokee
  • Lucid Gravity
  • Nissan Leaf
  • Polestar 4
  • Subaru Forester Hybrid
  • Toyota 4Runner
  • Toyota RAV4 Hybrid
  • Volkswagen Tiguan
  • Volvo EX30

The jurors will drive the vehicles at a multi-day event in suburban Detroit in October. The winners will be announced on January 14, 2026, at the Detroit Auto Show.

But there is something arguably more important that NACTOY president Jeff Gilbert announced today: “While our 50 automotive journalists delight in honoring the best vehicles of a new model year, it’s also important to leave a lasting legacy.”

And that legacy takes the form of the SAE NACTOY Automotive Journalism, Design, and Engineering Innovation Scholarships.

Starting in the 2026-27 academic year there will be two scholarships presented, one to an automotive journalism student and one to an automotive design or engineering student.

(For those interested in pursuing the scholarships, go here.)

Acknowledging those vehicle manufacturers who have done a superlative job and helping students who may become the next developers of vehicles or NACTOY jurors goes well beyond just judging ride, handling, performance, and other attributes.

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*I am one of the 50.

Mercedes’ “Real-World” Performance

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Impressive for an EV. . .but one that isn’t as real as a gas-powered one you can buy right now. . . .

By Gary S. Vasilash

Mercedes-Benz recently announced that it performed a “real-world” test of an electric vehicle—a “lightly modified” Mercedes EQS—for a distance run:

It went from Stuttgart, Germany, through Denmark, to Malmo, Sweden, without a stop for recharging.

This means it traveled 749 miles. What’s more, there were 85 miles remaining in the battery.

Now presumably “real-world” means that they performed the test in the world that we know, regular highways.

Because what isn’t “real-world” in the context of what we know is that the sedan was equipped with a solid-state battery system developed in cooperation with Mercedes-AMG High Performance Powertrains, the same operation that provides tech for the Mercedes Formula One team.

Most of us don’t have access to that kind of tech in our real worlds.

Mercedes “lightly modified” EQS traveled from Stuttgart to Malmo—749 miles—without needing to recharge the solid-state battery powering the vehicle. (Image: Mercedes)

The solid-state lithium-metal cells were produced by Factorial Energy, a Woburn, Massachusetts-based company that is working with Mercedes, Stellantis and Hyundai on the solid-state tech.

You can’t buy a vehicle (for now) in the real world that has a battery of this type, to say nothing of one that was developed with an F1 supplier.

According to Markus Schäfer, Member of the Board of Management of Mercedes‑Benz Group AG, Chief Technology Officer, Development & Procurement:

“The solid-state battery is a true gamechanger for electric mobility. With the successful long-distance drive of the EQS, we show that this technology delivers not only in the lab but also on the road. Our goal is to bring innovations like this into series production by the end of the decade and offer our customers a new level of range and comfort.”

Which is a fair point.

But back to the real world for a moment.

The Mercedes S 500 is not unlike the Mercedes EQS, although it is a gasoline-powered vehicle.

The S 500 fuel economy numbers are 21 mpg city, 31 mpg highway, 24 mpg combined.

The S 500 has a 20-gallon fuel tank.

So if we take the combined number, that gives it a range of 480 miles, which is short of the 749 miles from Stuttgart to Malmo.

Even though the route from Stuttgart to Malmo is mainly highways, if we take the 24 mpg number it only provides 620 miles of range.

However, one assumes that during a 749-mile drive there would be a need for at least one stop to attend to some personal issues.

During such a stop, a vehicle can be refueled in about five minutes. So let’s say that to be on the safe side someone stopped after using 450 miles of range, leaving 30 miles in the tank, and refueled.

That means there would be 299 miles left to go, but the full tank would provide 499 miles of range, or arrival in Malmo with 181 miles of range still in the tank.

And this is with a production vehicle you can get at your local Mercedes dealer today.

2026 Volvo V90 Cross Country B6 AWD Ultra

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A wonderfully executed wagon. . .

By Gary S. Vasilash

If you’ve watched the TV series “Wallander,” you’ve seen the title character, played by Kenneth Brannagh, driving a Volvo XC70 SUV. The program is based on crime novels written by Henning Mankell. He is Swedish. The show is based in Sweden. And Volvo, of course, is based in Gothenburg, Sweden.

The vehicle is completely appropriate for the series. If you’re going to drive in Sweden, drive Swedish.

But perhaps if police detective Kurt Wallander was more serene he would up his game and drive the Volvo V90 Cross Country. . . .

It is easy, however, to imagine Brannagh (who, by the way, was knighted by Queen Elizabeth way back in 2012, so the man isn’t simply a wonderful actor and director) rolling around in a V90, as it would be in keeping with both the functional: presumably directors travel with some gear. . .

. . . and the comfortable, as working on a set all day is certainly tiring, so that ergonomic, leather-clad, driver’s seat that provides heating and cooling and, as an $800 option, a massaging function, is certainly something that would be appealing. In addition to which, there is an optional adaptive air suspension system on the vehicle as-driven ($1,200) which smooths the ride notably.

It rides well in less rocky environments, too. (Image: Volvo)

(There is, of course, the crystal Orrefors shift knob, but Sir Brannagh is probably used to seeing things like that.)

The V90 has an electrified powertrain. There is a 48-volt mild hybrid system that uses regenerative braking; it has an integrated starter generator (so the auto start-stop isn’t in the least bit troubling, for those who find that fuel-saving function unsettling). The turbo-charged 2-liter engine (mated to an eight-speed automatic) produces 295 hp and 310 lb-ft of torque.

The powertrain provides good performance (let’s not lose sight of the fact that this is a station wagon that is meant for daily drives, not something to leave people pinned back into those comfortable Scandinavian seats) and good fuel economy: 22 mpg city, 29 highway and 25 mpg combined. But you want to run it on premium (91 octane).

A word about it being a station wagon rather than a utility. First know that Volvo has an array of SUVs (EX90, EX40, EC40, EX30, XC90, XC60, and XC40).

While the V90 does provide solid cargo space—69 cubic feet with the second row folded; 19.5 cubic feet with the second row up—it is not as capacious as, say, an XC90. But how often does someone pack their vehicle to the max? (And let’s face it, if there is a whole lot that needs to be transported, one can get a Thule roof-top cargo carrier. (Yes, although there are other brands, Thule is Swedish, too, so let’s keep it thematic.))

That said, the V90 rides, handles and maneuvers much more lithely than a ute, and that makes a big difference during those daily drives.

In fact, I submit that were one to go to their local Volvo dealer and test drive back-to-back an XC90 and the V90, although the higher H-point and consequent visibility of the XC90 is certainly an advantage, the overall drivability of the V90 is a real benefit.

I also suspect that as many people have been driving utes for the past few years they’ve forgotten how driving something that’s more sedan-like can feel.

The Honda Prelude: Return of the Sporty Coupe

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This time, the vehicle is a hybrid. . . .

By Gary S. Vasilash

The Honda Prelude, which first arrived in the U.S. in 1979, has always been a sporty coupe.

Since its introduction there have been five generations:

  • 1979-82
  • 1983-87
  • 1988-91
  • 1992-96
  • 1997-2001

Yes, the run ended near the turn of the century.

An issue is simply that sport coupes are pretty much confined to a niche market.

The biggest sales year for the Prelude was back in 1986, when some 80,000 were sold.

Put that number against the number of Accords or Civics sold in a given year, and one might argue that Honda management was nothing if not supportive of the approach to spirited driving provided by the Prelude.

And that spirit will soon be back, as Honda has announced that later this fall the sixth-generation Prelude will go on sale in the U.S.

(Images: Honda)

Yes, it is still a sports coupe.

But what makes this one different is what’s found under the hood:

  • A 2.0-liter Atkinson cycle direct-injected engine that is supplemented by two electric motors. The result is a system output of 200 hp and 232 lb-ft of torque.

To help assure the kind of driving performance the Prelude has been known for:

  • A new development called “Honda S+ Shift.” This manages the coordination between the engine and the motors, including rev matching and gear holding, that is accessible through the paddle shifters.
  • The use of chassis hardware from the Civic Type R, including dual-axis strut front suspension and larger brakes 13.8-inch front rotors with Brembo monobloc four-piston aluminum calipers; 12.0-inch rotors in the back)
  • Enhanced Honda Agile Handling Assist, which integrates the powertrain, braking and steering for better control

Of course, sometimes people just want to have a pleasant drive, so there are three drive modes, including Comfort.

No surprise: the other two are GT and Sport.

To simplify things, the two-motor hybrid will be available in one trim.

Not only does this simplify the consumer buying experience, but it also means there is a single model to produce, thereby improving the scale of production, important when it comes to vehicles that aren’t likely to have Civic/Accord-type numbers.

2025 Lexus NX 350 F Sport

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It is a well-done compact crossover. . .

By Gary S. Vasilash

(Image: Lexus)

It has a 2.4-liter four-cylinder engine that produces 275 hp.

It has an eight-speed automatic transmission.

It has all-wheel drive.

It has aluminum pedals and an aluminum scuff plate.

It has bolstered driver and passenger seats.

It can tow up to 2,000 pounds (when appropriately setup).

It has LED lamps, fore and aft.

It has a 14-inch touchscreen, with wireless Apple CarPlay and Android Auto.

It has a head-up display.

It has 20-inch alloy wheels.

It has a panoramic glass roof.

It has adaptive variable suspension and performance dampers.

It has features like these that are fairly common to other compact crossovers.

It is a Lexus NX 350, which makes it somewhat different from other compact crossovers.

It is built on the Toyota TNGA-K platform.

It shares that platform with the Toyota RAV4.

It is not simply a RAV4 with better accoutrements.

It is different in terms of overall execution, inside and out.

It is a stylish, fashionable vehicle as the RAV4 has become a truckier vehicle.

It stands out with its sheet metal in a good way, one that telegraphs that this is not just one of many in the category.

It has an odd interior door opening mechanism.

It looks like this in the closed position.

(Image: gsv)

It is activated by doing this—twice.

(Image: gsv)

It is something that someone with large fingers might find difficult.

It is something that someone with long fingernails is not going to like at all.

It is a small thing.

It is a small thing that people use every day, often multiple times per day.

It is not good ergonomics.

It is echoed, in a way, by a comparatively diminutive volume knob for the impressive Mark Levinson audio system.

It can be contrasted with the excellent knobs (driver and front passenger) that are used to adjust interior temperature.

It has all-speed dynamic radar cruise control, lane tracing assist, lane departure alert with steering assist, road sign assist, and other tech.

It warns you of cross traffic.

It is pleasant to drive—quiet, confident.

It has an MSRP of $49,335 but with the addition of the sporty F SPORT package ($2,865) and other options, adding in the delivery, processing and handling fee, it has a total, in this instance, of $59,505.

It has metal pedals, indicating some sportiness.

(Image: Lexus)

It is assembled in Fukuoka, Japan.

It is likely to be more expensive with the 15% tariff on Japan-built vehicles.

It is worth considering, depending on the size of your fingers.

Beyond the Heated Steering Wheel

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During the Aspen Ideas Festival, Jim Farley, Ford CEO, brought up heated steering wheels (as an analogy, but it works here). He said that when you first hear about a heated steering wheel you think, “’Well, that won’t be a big deal.’ On a cold day, ‘Wow! that’s pretty amazing.’”

Yes, anyone who lives in a cold clime and has the opportunity to grip a heated steering wheel on a frosty morning knows that it is a very big deal.

Which came to mind when I saw the announcement for the ZF LIFETEC Heat Belt 2.0.

It’s a seat belt that’s embedded with four heating wires. The coverage area goes from the chest down to the pelvis.

Thermal image of the Heat Belt 2.0 (Image: ZF LIFETEC)

The belt, when activated, takes the temp from 23 degrees F to 104 degrees F in less than two minutes.

It has a maximum heating output of 60 W; the average is ~20 W.

There’s an algorithm that calibrates several factors (sun load in the vehicle; HVAC output; etc.) so tte heating is optimized.

One useful aspect of this is for electric vehicles.

HVAC systems use a lot of energy, so warming up the passengers with the belt can help minimize that.

It is even possible to reduce the size of the HVAC unit in the vehicle.

ZF LIFETEC estimates a potential 6% range increase by the efficient use of heating for the occupants.

That’s arguably bigger than Farley’s “’Wow! that’s pretty amazing!’”

2025 Toyota GR86 Hakone Edition

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Fun rather than function. . .

By Gary S. Vasilash

One of the vehicles you will not see coming and going is the Toyota GR86* Hakone Edition. This is not because the sports car, with its Ridge Green body color that is a visible tribute to spirted sporty driving, isn’t eye catching, nor because the coming-and-going can be done rather quickly, as it is powered by a 228-hp 2.4-liter boxer engine and is quick.

Rather, it is simply because this is a special-edition vehicle. There will be just 860 sold in the U.S., so this is a rather rare beast. (Given that in 2024 all trim levels of the GR86 combined had U.S. sales of just 11,426 vehicles, seeing any GR86 is a sight to behold.)

The GR86 Hakone Edition is based on the GR86 Premium model.

Toyota GR86 Hakone Edition: solid style. (Image: Toyota)

So they both have the same engine. They both are available with a six-speed manual transmission. They are both rear-wheel drive. They both have a Torsen limited-slip differential. They both have a top speed of 140 mph. They both are rated at 0 to 60 mph in 6.1 seconds. They are both fairly similar.

But then it is important to get to the Hakone aspect.

That comes from the Hakone Freeway in Japan, a two-lane toll road.

The road, which traverses mountains, is not designed like many freeways in the U.S. that seem to have been laid out by someone with a T-square. Rather, the Hakone Freeway has plenty of twists, turns and gradient changes.

So maneuverability is important to going fast.

While the GR86 and the Hakone both have MacPherson struts in the front, the Hakone has SACHS dampers, too. And while both have a multilink rear suspension, again Hakone goes SACHS.

Brembo two-piston rear brakes and four-piston front brakes are standard on the Hakone. Optional on the GR86.

The vehicle is structurally engineered with a specific selection of steels and aluminum, with high-strength fasteners and the addition of structural adhesives so that while the vehicle is light (2,811 pounds), it is solid.

Inside there are Ultrasuede sport seats that keeps one fairly planted. The shift knob for the manual has a special badge on top:

Although there is a backseat, let’s face it: this is essentially a two-seater. The truck has a volume of 6.26 cubic feet, so you’re not taking this to Costco.

But as it is rated providing 20/26/22 city/highway/combined mpg, you could conceivably use it as a daily driver. But as you’re pumping premium, you might reconsider that.

This is a car that is fun to drive. It may not be the most functional. But that isn’t the point. Toyota has plenty of models that can fulfill the function.

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*A quick word about the name. The “GR”—which is used for other Toyota models, too—refers to “Gazoo Racing,” the motorsports division of Toyota. The GR badge indicates that the vehicle is engineered for performance. The “86” goes back to the AE86 Corolla GT coupe, which was available in Japan from 1983-87 and extremely popular among performance enthusiasts.

AutoPacific Adjusts EV Forecasts—Downward

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To be sure, the future is uncertain, but these numbers should chill some EV product planners. . .

By Gary S. Vasilash

In 2024 in the U.S. Ford delivered 1,793,541 light vehicles powered by internal combustion engines.

In 2024 the total number of light vehicles delivered in the U.S. was some 15.9 million units.

If we take the number of Ford ICE vehicles sold, that’s about 11% of the whole market.

According to AutoPacific, in 2024 the total number of electric vehicles (EVs) delivered in the U.S. represented 8% of the market.

That would be 1,272,000 vehicles.

While that is not a trivial number, it is still about half-a-million shy of the number of vehicles that Ford alone sold with internal combustion engines.

You’d think with the billions invested in the vehicles and attendant technology the numbers would be somewhat larger for EVs now.

They aren’t.

AutoPacific has some new numbers that adjust the number of EVs to be sold in the U.S. market, an adjustment that the Federal tax credit of $7,500 that expires on September 30 plays no small roll in.

Or, as Ed Kim, AutoPacific president and chief analyst puts it:  “The EV market in the U.S. is headed for a rough patch with market share growth stalled due to multiple factors related to lack of affordability.”

And the elimination of the tax credit will make the vehicles less affordable.

Last year AutoPacific made projections of what it anticipated the size of the market would be.

And across the board, they are adjusted in a downward direction. And not a trivial decline:

Even with all of the claims of less-expensive, longer-range and quicker-charging EVs coming within a few years’ time, going forward the AutoPacific forecast shows serious declines.