2025 Volkswagen Tiguan SE

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This one is really in the game. . .

By Gary S. Vasilash

VW Tiguan: “drive like Somebody.” (Image: VW)

Back in 1959 advertising agency Doyle Dane Bernbach initiated a series of ads for a then largely unknown automotive company, a series of ads that are now legendary.

It was the “Think Small” campaign for Volkswagen. In a time when cars were both enormous and ostentatious a diminutive, rounded vehicle was certainly something that was itself out of the ordinary.

Arguably that “Think Small” campaign did more to establish VW in the minds of Americans more than any campaign for any car line, period.

Although this is something that occurred some 60 years ago, arguably it is a two-edged sword for Volkswagen in America.

That is, the New Beetle hasn’t been available in the U.S. market since 2019. While enthusiasts might say “GTI” when asked to name a Volkswagen model, the average person would likely answer “Bug.”

VW = SUV

But the thing is: Volkswagen in America is largely an SUV brand. In 2024 the company sold 290,824 SUVs and 88,353 cars. (The GTI, incidentally, had total sales of 11,072.)

The Volkswagen Tiguan, a compact SUV, has been available in the U.S. since 2008.

Early on the sales were nothing to write to Wolfsburg about.

And that was the case for several years.

Perhaps one reason was that people “Thought Small” when they thought “Volkswagen,” so even though during the first decade you could get in Tiguan in the U.S. there was also the sizable VW Touareg SUV in the showroom. (It stopped being available in 2018.)

Tough Crowd

But there has been a bigger issue for the Tiguan.

Even though it was VW’s best-selling vehicle in the U.S. last year (94,372 units; the Atlas came in second at 75,516), it faces a phalanx of redoubtable competitors.

As in the Toyota RAV4, the Honda CR-V, the Ford Escape, and many more.

One fairly contemporary model with the Tiguan in the U.S. is the Hyundai Tucson, which first became available in late 2004.

The Tucson will be on its fifth generation later this year.

The third-generation Tiguan has just launched.

The point of this comparison is simply that Hyundai has been aggressively improving the Tucson in order to catch up with some of its competitors in that space.

And with the 2025 Tiguan, Volkswagen has really gotten into the race because this third-generation model is really quite competitive.

It is not like the second generation was bad. But it was the case that the competitive set were generally better.

Gamer

But now the Tiguan is really in this game.

The exterior design is more substantial without being truck-like. The front fascia has a slim lighting signature that sits above a large lower grille that signifies business. There are subtle fender flairs to provide a more-planted stance. Around back the taillamps also have the slim look that is becoming more characteristic of VW design.

Overall, the exterior design is one that doesn’t mimic other vehicles in the class.

Inside the materials seem to be a class-above.

In the late 1980s, early 1990s the craftsmanship of German vehicle interiors were the envy of other OEMs. Either the others got better or the Germans became complacent because the advantage passed.

But with the Tiguan it seems they’re paying attention again.

An issue is that while there is a nice 12.9-inch center infotainment display (it is 15 inches on top-of-range SEL R-Line models), the infotainment interface is less intuitive than in other brands. (Guess this is why you don’t see people walking around with German smartphones.) 

The turbocharged 2.0-liter engine produces 201-hp. It is mated to an eight-speed automatic. The FWD SE model as driven here provides estimated fuel economy numbers of 25 mpg city/32 highway/28 mpg combined. This is a competitive set of numbers as a 2025 FWD Honda CR-V with a turbocharged 1.5-liter engine that produces 190 hp has numbers of 28/34/30 mpg, so a few more horsepower for the VW means a few fewer miles per gallon.

Which brings me back around to positioning.

There is currently a clever TV spot created by agency Johannes Leonardo for the new Tiguan.

The tagline is: “Now anybody can drive like Somebody.”

Which goes to the point that the new Tiguan, which has a starting MSRP of $29,495 (the MSRP for the SE driven here is $32,295) seems much more special yet is accessible.

Which is as true now as “Think Small” was true then.

2026 IONIQ 9: Nine Things to Know

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(Image: Hyundai)

Even if it wasn’t an electric vehicle it would be a most-impressive three-row vehicle. . . .

By Gary S. Vasilash

Roomy for Folks

The IONIQ 9 seats ether six or seven people in its three rows. And any way you configure it it is roomy: as in having passenger interior volume of 163.54 cu. ft. in the seven-passenger configuration. But like any vehicle, the third row is not as roomy as it is in the front or second row, but the IONIQ 9 has sufficient roominess in that third row such that the people who are back there won’t feel as though they are being punished, as is the case more often than not.

The seats are comfortable and that interior volume is such that occupants have a sense of space, as though they are in a room, not an SUV.

In fact, Hyundai interior designer Gary Lin uses a neologism to describe the cabin: “Aerosthetic Lounge.”

Speaking of Seats

What Hyundai calls “Relaxation Seats” are available for the first and second rows in the six-seat setup. These are seats that resemble those found in the First Class cabin of a transoceanic aircraft: They offer full recline—including leg rests.

Now here’s the clever part of the Relaxation Seats: People talk about how to kill time when having to recharge their EVs. But let’s face it: there are only so many nonperishable items you’re going to be buying in that Walmart that has a charging area.

So Hyundai is cleverly allowing people in the IONIQ 9 to get a comfortable place to wait it out.

Not a Long Wait

The IONIQ 9 has a 110.3-kWh lithium-ion battery.

According to Hyundai, using a CCS adapter and a 350-kW DC fast charger, the battery can go from 10% of charge to 80% in 24 minutes. If you go to a Tesla Supercharger, the same can be done in 41 minutes. At a 50-kW DC fast charger it is up to 109 minutes.

Presumably the choice might be predicated on how much you want to lounge.

When You’d Need to Recharge/Relax

There are three powertrain setups for the IONIQ 9.

The Long-Range RWD model features a 160-kW motor in the rear.

The Long-Range AWD model adds a 66.1-kW motor in the front. (This is something that EVs do that gasoline-powered vehicles can’t: want AWD, just add a motor. In gas-powered vehicle there are driveshafts and transfer cases or center differentials involved. Much simpler in an EV.)

Finally, there is the Performance AWD model, which has a pair of 157.3-kW motors.

So in that order the ranges are an estimated:

  • 335 miles
  • 320 miles
  • 311 miles

All of which is to say that the driver may not get to enjoy the full recline for a while.

The Utility Factor

Not only do people get big sport utility vehicles (and this vehicle is certainly sizable, measuring 199.2 in. long, 78 in. wide, 70.5 in. high, and having a 123.2-in. wheelbase) to move people, but also to move stuff.

So if all the seats are folded it can swallow 86.9 cu. ft. of stuff. 46.7 cu. ft. if the second row is in use. 21.9 cu. ft. behind the third row. (To provide some perspective: the trunk of a Sonata sedan measures 15.6 cu. ft., and it isn’t stingy on space.)

Yes, there is a frunk. For RWD models it measures 3.1 cu. ft. For AWD it is a diminutive 1.84 cu. ft.

Slippery, Too

One of the surprising things about the IONIQ 9 is that because it is large, you might think of it like pushing a large box through the air.

But, again, design and engineering have achieved a coefficient of drag that is nothing short of incredible.

That is, the coefficient of drag for a 2025 Corvette ZR1—the “fastest, most powerful Corvette ever,” according to Chevy—is widely reported to be 0.279.

The coefficient of drag for the IONIQ 9: 0.269.

Lower is more slippery.

In an Uncrowded Space

Back in 2023 Ford, which knows more than a little about such configurations, announced it planned to build a three-row electric SUV. A year later Ford announced that the vehicle planned to be launched in 2025 would be delayed. 2027, perhaps.

There aren’t a whole lot of EVs in this space.

Hyundai compares the IONIQ 9 to the Rivian R1S, which is reasonable. Except that the starting price for the Hyundai is $58,955 and the Rivian at $75,900. Not a trivial difference.

Hyundai also compares it with the Tesla Model X. Odds are Hyundai intends to sell more than the ~21,000 Model X’s that Tesla sold in the U.S. last year.

There is the Mercedes EQB that can carry seven, assuming that those who are relegated to row three are on the diminutive side.

And then there’s the Kia EV9. It is on the Electric Global Modular Platform (E-GMP). Just like the IONIQ 9.

Hush

Compared with vehicles powered by internal combustion engines, EVs tend to be quiet.

After all, there isn’t that series of explosions that occur as gasoline combusts in the cylinders because there are no cylinders, no gasoline in an EV.

But in some EVs there is a noticeable sound of whirring. And what’s more the case, there are noises from the outside of the vehicle, whether it is caused by the wind or the tires on the tarmac.

Hyundai engineers have addressed those noises in an impressive manner.

For one thing, there is acoustic glass used not only for the front side windows, but for the second row, as well. Many companies just opt for using the acoustic glass (which consists of a sandwich: glass/acoustic film/glass) in the front.

There are pads on the insides of the tires to absorb sound.

There is an array of foams and pads and insulation to mitigate unwanted sounds.

And if that’s not enough there is an active noise control system that uses the audio system to cancel out what you don’t want to hear.

Attainable

Let’s face it: electric vehicles are more expensive than vehicles that have gasoline engines.

According to recent numbers from Kelley Blue Book, the average transaction price for an EV was just shy of $60,000 while it was below $50K for a gas-powered vehicle.

Now make no mistake: the IONIQ 9 is—even if you look at it from the perspectives of size and amenities alone—an above-average vehicle.

Yet the starting MSRP for a RWD model is $58,955. (The vehicle is built at the amazing Metaplant outside of Savannah, Georgia, so it can qualify for the $7,500 tax credit.)

For all that it is and offers—nothing short of impressive.

Toyota’s Significant Collaborative Safety Research

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Since its establishment in 2011, the Toyota Collaborative Safety Research Center has been working with an array of North American intuitions on making things better for drivers and pedestrians. And it has just completed its 100th project

By Gary S. Vasilash

 Toyota has a suite of driver-assistance systems and alerts—based on hardware and software—that it calls “Toyota Safety Sense” (TSS). Elements of the system include a pre-collision system, lane departure alert with steering assist, dynamic radar cruise control, and more.

Other OEMs have their TSS-like systems.

But what other OEMs don’t have is the Toyota Collaborative Safety Research Center (CSRC), established in 2011 by Akio Toyoda and funded (through 2026) to the tune of $115 million.

CSRC has collaborated with a number of organizations, from the Children’s Hospital of Philadelphia to Virginia Tech, from The Ohio State University Biomechanics Research Center to the Texas A&M Transportation Institute.

CSRC has announced the competition of its 100th research project, a study with the Massachusetts Institute of Technology AgeLab on the “Non-Driving Related Tasks” (NDRTs) performed by drivers while, ostensibly, driving.

Things like interacting with steering wheel controls, center stack interaction, using a phone (known in the research world as a “PED”: Personal Electronic Device), eating or drinking, interacting with passengers, fixing hair, singing to self. . . .

A whole lot of things that are not directly related to the task at hand (i.e., driving).

The researchers had some 450 hours of driving data—video and digital information—and in it they annotated more than 145 hours of NDRT behavior.

Dr. Bryan Reimer, research scientist at the MIT AgeLab and founder and co-director of the Advanced Vehicle Technology Consortium (of which Toyota is a founding member), explained that an objective is to determine the impact of SAE Level 2 driver assistance technologies on driver behavior when it comes to engaging in NDRTs.

Dr. Bryan Reimer of the MIT AgeLab says he has worked with dozens of OEMs on projects and is impressed with Toyota’s commitment to safety research. (Image: gsv)

Although every driver knows that they are not to do many of the things that are within the NRDT sphere, Reimer says there’s what he calls “the Cheeseburger Equation.”

You are hungry. You stop at a fast-food place and buy a cheeseburger. If you don’t eat inside the restaurant, you take the cheeseburger into your vehicle. And if you don’t remain parked, you drive your vehicle. And eat the cheeseburger.

That’s just going to happen, Reimer says.

Now the objective isn’t to create cheeseburger-facilitating vehicular automation.

Rather, it is to determine the methods to discourage drivers from performing NDRTs, thereby enhancing vehicular safety.

(Reimer says that positive suggestions can help reinforce correct behaviors in a way that telling people what not to do doesn’t do.)

In addition to announcing the completion of the 100th, CSRC announced 10 new projects:

  • “Analysis of Speed Assist Implementations and Context-Aware Improvements.” with Touchstone Evaluations
  • “Driver behavior adaptation to L2 automation,” with MIT AgeLab
  • “Evaluating driving performance and behavior across varying vehicle specifications and driving contexts,” with Virginia Tech Transportation Institute
  • “Safety benefits of in-vehicle alerts and notifications,” with Oregon State University
  • “User Acceptance Factors for In-Vehicle Safety Systems Targeting Impared Driving,” with Impact Research
  • “Comparing applicability of global ADAS testing scenarios in the U.S. context,” with University of Michigan Transportation Research Institute
  • “Skeletal data for anthropometry and posture,” with University of Michigan Transportation Research Institute
  • “Biological sex in ankle bone material properties,” with The Ohio State University Injury Biomechanics Research Center and University of Waterloo
  • “Interacting While Driving: Evaluating Attentional Demands of In-Vehicle Interfaces,” with Auburn University

Much of the information developed has been and is shared with other interested parties throughout the vehicle environment and some have contributed to the development of standards.

At a time when budgets are being not merely cut but chopped, it is laudable that Toyota continues to do safety research.

It doesn’t simply result in better vehicles, but there have been more than 400 students, postdocs, and researchers from collaborating institutions that have worked on CSRC programs, and that experience is proliferated throughout industry for the betterment of all involved parties.

2026 Genesis GV70 3.5T AWD Sport Prestige

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Paying attention to the things that matter. . . .

By Gary S. Vasilash

While this is probably not the first thing that anyone who is going to be in the market for a compact luxury SUV like the 2026 Genesis GV70 3.5T AWD Sport Prestige will think about, it strikes me as being a salient point about what the designers and engineers behind this model did and didn’t do.

A comfortable cockpit. Tech is available without being overwhelming or calling attention to itself. Usability matters most. (Images: Genesis)

The vehicle features a 27-inch OLED screen. It stretches across the front of the driver and so has the cluster information necessary for vehicle control. But it also stretches into the area of the center of the instrument panel and so contains navigation, apps and audio control capabilities (AM/FM/HD Radio/Sirus XM (as long as you’re not in Alaska or Hawaii); as there is a Bang & Olufsen audio system you’re probably going to be listening to music, not news because the sound is really good).

The point is: this is as technical a setup as most any going out there.

Now this is a car that offers fingerprint recognition for operation.

It has the Genesis Digital Key 2 system, which means that you can use your phone or smartwatch to unlock/lock and start the GV70.

But rather than messing around with things that really don’t need fixing, it offers wireless Android Auto and Apple CarPlay.

If they thought they could do better they probably would have tried to replace them.

Instead they concentrated on making the drive experience a spirited and pleasant one.

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As the name of the vehicle indicates, it has a 3.5-liter, 24-valve, DOHC, twin-turbo V6.

The engine produces 375 hp @ 5,800 rpm and 391 lb-ft of torque at 1,300 to 4,500 rpm.

It runs on premium fuel.

It is mated to an eight-speed automatic.

The transmission has paddle shifters.

This GV70 has all-wheel drive. That’s just as germane to the hard acceleration that may happen on occasion as it is to the slippery conditions that may be encountered.

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2026 GV70: Style meets substance.

And then there’s the ride.

There are multilink suspensions front (MacPherson) and rear.

But there are a couple of other things that make a difference.

While you probably think not at all about the bushings in a suspension system—which are typically made with rubber or polyurethane and work to do such things as isolate vibrations and reduce noise—Genesis chassis engineers think a lot about them.

So for the GV70 they use “hydro bushings.” While the rubber and polyurethane types depend on elasticity of the materials to do their jobs, the Genesis hydro bushings use fluid that flows through an orifice, instead.

The difference? Genesis claims rear-seat passengers experience about 40% fewer vibrations.

Then there’s something more sophisticated.

There is a “preview” function of the electronically controlled suspension. It uses information from both the front camera and the navigation map.

Consequentially, if there’s rough road ahead, the system is ready. Adjustments are made as required. So the ride is smooth.

That’s clever.

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Inside the seats are Nappa leather.

The front seats offer a four-way power lumbar.

There is an extension bolster that provides additional leg support.

The driver seat has an “Ergo Motion” function (a.k.a., massage).

The front seats are heated and cooled.

The rear seats are heated.

The steering wheel is leather-wrapped. And heated.

The instrument panel has “leatherette” (a.k.a., synthetic leather) wrapping.

The headliner is “microsuede” (a.k.a., synthetic suede that looks every bit like the real thing and is actually better from the standpoint of keeping it clean).

There is an abundance of carbon fiber trim. It is the real thing, not the result of wrapping or hydrodipping, as some OEMs do (a.k.a., synthetic carbon fiber that looks good only at a glance).

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While the vehicle is technologically advanced, the execution is such that it doesn’t call attention to itself.

The model driven here is the top-of-the-line. It has a starting MSRP of $70,095 and it is so well equipped that adding things isn’t particularly likely.

Beyond That First bZ

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Yes, Toyota has been, continues to be, and will be all about getting things better. . . .

By Gary S. Vasilash

When the model year Toyota bZ4X was launched in the U.S. it was roundly reviled for its range and its name. The range ranged from a low of 222 miles for a Limited AWD to a high of 252 for an XLE with FWD. And those, of course, are the EPA estimated numbers, so in the real world they vary—often going in the wrong direction.

And the horsepower wasn’t any great shakes, either: 201 hp for FWD and 214 for AWD.

Guffaws Galore

People scoffed at Toyota for putting out the vehicle. They dusted off the term “compliance car” for the midsize SUV, claiming that Toyota put out what they considered a pathetic attempt at an electric vehicle.

As for the other aspect of low dudgeon: What kind of name is “bZ4X”? It sounds like the name of a ‘droid in a knock-off Star Wars movie.

The explanation was:

  • bZ: Toyota’s “Beyond Zero” initiative for zero-emissions vehicles. (Why it isn’t “BZ” isn’t clear, nor is the whole notion of “beyond zero”: given that positive integers beyond zero are things like 1, 2, 3, etc., might that not indicate positive emissions?)
  • 4: This is reportedly meant to indicate that it is approximately the same size as a RAV4 (although the bZ4X is longer (184.6 in. vs. 180.9 in.), wider (at 73.2 in., up by 0.2 in.), but lower (65 in. vs. 67 in.)).
  • X: Crossover.

When you have to explain something at several levels it is more like hermeneutical analysis than something you’re going to do at your local dealership.

This Is How They Do It

But anyone who knows approximately anything about Toyota knows that the company is all about “continuous improvement,” a philosophy and methodology that is still highly important even though people sometimes claim that Tesla’s nonlinear improvement (i.e., “great leaps forward”) is the name of the game.

2025 Toyota bZ: second time is a charm. (Images: Toyota)

Toyota has introduced the 2026 bZ. Yes, half the nomenclature has been eliminated. Given that the Lexus side of the house has used two letters for names since its start, two is good for the name of this model.

Long(er) Run

But then there’s the ranges offered by the new model.

The least range is 235 miles for the XLE FWD. The top end is 314 miles for the XLE FWD Plus model.

There are horsepower improvements, too: the Limited AWD and XLE AWD are both at 338 miles. On the low end there’s the XLE FWD, with a curiously low 168 miles. The XLE FWD has a 57.7-kWh lithium-ion battery, while the other models have a 74.7-kWh battery, which explains the low range.

While pricing hasn’t been announced yet, I wouldn’t bet against that XLE FWD having an exceedingly economic MSRP. (The vehicle becomes available later this year.)

The Stuff

The 2026 bZ comes with a NACS charging port that allows high-speed charging (e.g., at Tesla Super Chargers). The company estimates that with DC fast charging the battery can go from 10% to 80% in about 30 minutes.

In terms of overall dimensions, there is no change.

While there are some exterior mods—mainly to the fascias—compared to the bZ4X, the major changes are found in the interior.

Inside amenities are improved. All models get that 14-inch screen.

The dashboard is redesigned—which is no trivial change from an engineering perspective. All trims have a 14-in. touchscreen for infotainment. It runs the Toyota Audio Multimedia system, developed by Toyota in Texas, so its functionality is what Americans have come to expect (“Hey Toyota take me home”).

Because this is an “environmental” vehicle, the seating surfaces are either cloth or Toyota’s synthetic leather, SoftTex, which is made with thermoplastic polyurethane, which is actually a good facsimile or the real thing.

Driven

As for driving the bZ: quite honestly, the bZ4X drives well. After all, this is a vehicle that is primarily meant to be appropriate transportation for those who are inclined to reduce their carbon footprint, not a hot vehicle that one is going to put one’s foot to the floor in.

And the bZ, albeit quicker, also drives well. Generally, it drives for a longer period and you’re in more comfort while doing that driving.

Bottom Line

Now the real question comes down to the price. At present the Toyota shopping site has the MSRP for an 2025 XLE $37,070. That model has an estimated range of 252 miles.  The company is going to have to meet or beat that with the 2026 models.

2025 Volkswagen Golf GTI Autobahn

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Quick. And you can feel it. . .

By Gary S. Vasilash

One of the things that’s often said about why driving an electric vehicle is so much fun or exhilarating or breathtaking is that when you step on the accelerator it zooms.

It doesn’t matter whether you’re in something small like a Chevy Bolt or big like a GMC HUMMER EV. The torque of the electric motor propels the car forward with alacrity. (Yes, there are degrees, but it is generally the case.)

You generally don’t hear people say something about how the electric vehicle experience is good because they are saving the planet.

It is all about performance.

So let’s take that as the case.

The acceleration of an EV is very linear. Think of it in the context of a blender or juicer or coffee grinder.

Off. On.

It goes quickly.

Seems almost strange that even behemoths like the aforementioned GMC HUMMER EV will have presented as one of its features the fact that it goes from 0 to 60 mph in 2.8 seconds. It is unlikely a whole lot of people think, “Gee, I’ll buy a massive SUV so I can smoke people when the traffic signal goes to green.”

Feel the Speed

Fast though EVs may be, there is something lacking.

Actually “some things.”

That is, there is no engine noise. And there are no transmission steps.

Even if there is great noise cancellation and if the transmission control module orchestrates things smoothly, there still tends to be perceptible inputs when you are behind the wheel of something like the Golf GTI Autobahn.

You get on the metal-clad accelerator and you go. Arguably the experience is better than doing the same thing in an EV.

Much better.

The vehicle is powered by a turbocharged engine, a 2.0-liter engine that produces 241 hp and 273 lb-ft of torque.

The engine is mated to a 7-speed DSG dual-clutch transmission. There is paddle-shifting capability should you be so inclined.

VW Golf GTI Autobahn: the quintessential hot hatch. (Image: VW)

An interesting aspect of the engine is the way the exhaust headers are integrated into the cylinder head, thereby improving thermal efficiency of the system.

The fuel is delivered to the cylinders by a high-pressure injection system that delivers fuel at 5,075 psi, compared with the previous generation of the engine that had injectors that were doing it at 2,900 psi. This optimizes power development and efficiency.

For a car that is pretty much engineered to simply go, it has respectable fuel economy numbers: 24 mpg city, 32 mpg highway, and 27 mpg combined.

Size

One of the issues of a small hatch (or a small car, in general) is that it can feel too light so if you try to drive it hard it feels skittish.

The Golf GTI is 168.9 inches long, 70.4 inches wide, 57.7 inches high, and has a 103.6-inch wheelbase. It is a small hatch, though, given its interior volume (passenger volume: 91.9 cubic feet; cargo volume seats up: 19.9 cubic feet) it falls into the EPA midsize car category.

Notably the chassis of the Golf features two solid-mounted subframes with bolt-on front fenders and there is an extensive use of high-strength, hot-stamped steel. That and the tuning of the suspension results in a ride that feels planted.

An active damping system that adjusts to the road surface and the driver inputs provides a bandwidth from comfort to performance.

And thanks to an electronically control torque-sensing limited-slip VAQ differential, there are adjustments made to facilitate grip when doing fast corners. As this is a front-drive car, it also helps decrease understeer, which front-drive cars are prone to.

(Of course there is a “Sport” mode that enhances the VAQ settings. (There are also driver-selectable Eco, Comfort, and Custom modes.)

Inside

There is, no surprise, an abundance of the color red on the interior of the vehicle, whether seat stitching or trim. The seats, nicely bolstered, have integrated head restraints.

There is a 12.9-inch infotainment display mounted in the IP that is slightly angled toward the driver. Not ideal are touch sliders just below the display that adjust audio volume or HVAC settings—when you are driving something with alacrity a knob is a good thing to have (especially when listening to something lively on the Autobahn trim’s 480-watt Harman Kardon audio system).

The gauges are digital, in a 10.25-inch screen that can provide various types of information, from vehicle information to navigation.

This is the eighth-generation of the Golf GTI.

The ninth-generation is reportedly going to be an electric vehicle.

For those who want the visceral feel that can be experienced in an internally combustion powered hot hatch, this generation is the ticket.

Odds are the performance specs of the next one will be a lot better, but the driving experience necessarily won’t be.

Toyota Unveils Sixth-Gen RAV4

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The market leader gets a wider suite of offerings. And hybrids across the board. . . .

By Gary S. Vasilash

A thing about the Toyota RAV4 is that when the company accurately describes it as “America’s best-selling compact SUV” it isn’t entirely clear just how much of a best selling compact SUV it is.

In 2024 Toyota delivered 475,193 RAV4s in the U.S. market

In the same period, the combined number of Chevy Equinoxes (207,730) and Ford Escapes (146,859) is 359,589. Well below the RAV4 number.

So Toyota really has something going for it, and for the sixth generation of the RAV4 it is, on the one hand, doing something expected, but on the other, somewhat unexpected.

As for the expected part, it is expanding the offerings within the marque.

That is, there are three styles:

  1. Core
  2. Rugged
  3. Sport

Then within the styles it is offering things like the Woodland trim (Rugged) and GR Sport (Sport).

The unexpected part—well, maybe not entirely unexpected as this is, after all, Toyota, the company that offers a model that is still synonymous with “hybrid”: Prius—it is offering the 2026 RAV4 as a hybrid-only vehicle.

But there are two variants of that, two, either a straight-up hybrid or a plug-in.

And, of course, front-wheel or all-wheel drive (AWD) variants are available.

The new RAV4 trio–Sport (the red one), Rugged (the left) and Core (in the rear—for 2026. (Image: Toyota)

Some Numbers

The hybrid versions produce 236 hp for the AWD models (up from 219 hp in the current generation system). There hadn’t been a front-drive RAV4 hybrid previously available so the comparison has to be with the ICE-only model: the hybrid produces 226 hp, whereas the current gen gas-only model produces 203 hp.

The plug-in version, AWD only, has an output of 320 hp. That’s up from the current 302 hp.

The all-electric driving range is 50 miles, up from the current 42 miles.

The PHEV system in the XSE trim and the Woodland feature DC fast charging: from 10 to 80% in ~30 minutes.

Both hybrid systems include a 2.5-liter four-cylinder engine.

Some Platform Mates

The first-gen RAV4 in the U.S.—model year 1996—shared a platform with the Corolla.

This sixth-gen RAV4 has literally gone up in the world, as it is based on the TNGA-K platform, which also underpins vehicles including the Camry, Highlander, and Crown.

David Christ, group vp and general manager, Toyota Div., TMNA—a virtual one at the Cosm Dallas—introducing the 2026 RAV4. As you can see, they’ve sold a lot of the vehicles over the years. (Image: gsv)

Woven

Toyota has a company named Woven by Toyota.

Woven is undertaking some huge projects, like the creation of Woven City, a municipal testbed in Japan for things ranging from autonomous mobility to advanced logistics for goods and services.

No less notable but certainly on a smaller scale, Woven personnel have developed “Arene,” a software development program for vehicles. It facilitates things like advanced safety, connectivity and multimedia features. It allows Toyota and its suppliers to develop software that can be readily integrated into vehicles.

As the company describes it:

“Arene is built on the concept of kaizen, or continuous improvement. Rather than traditional linear development, the Arene platform is designed to make use of the latest iterative development methodologies. And Arene’s vehicle data capabilities allow these improvements to continue after-market based on in-market insights, extending the value of the vehicle.”

So it is not one-and-done.

There is the wherewithal for additions.

The 2026 RAV4 is the first vehicle deploying Arene.

A Thought

Now there will be a set of RAV4s for varying tastes: straightforward, utile and sporty.

One could argue that the Ford Escape sales numbers in 2024 were as low as they were because some customers opted for the Ford Bronco Sport, which is based on the Escape platform. That would add 124,701 units to the 146,859, which is a solid 271,560, but still far south of the 475,193 of the RAV4. . .and now there is something like the RAV4 Woodland.

And what other company is offering—in the mainstream market—a sporty crossover like the GR SPORT?

Although there are certainly externalities—like the tariffs—that could completely distort things, but odds are that the RAV4 is going to stay at the top of shopping lists in U.S. households with this sixth generation.

Toyota’s Templin Talks Tariffs

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The long and short of it is this: affordability is challenging without the tariffs, so for consumers (and companies) they’re not going to be advantageous. . .

By Gary S. Vasilash

“First, let’s start with the ‘T’ word,” Mark Templin, executive vice president and chief operating officer, Toyota Motor North America (TMNA), began in a presentation to a couple hundred journalists at TMNA headquarters in Plano, Texas, today.

“No, not Toyota. I’m talking tariffs.”

And Templin began a measured explanation as to why tariffs are not going to be good for Toyota and other OEMs and will certainly not be good for the consumer.

“A 25% tariff on all imported vehicles is not sustainable longer term without significant price increases,” Templin said, adding, “And the industry already has an affordability problem.”

Affordability?

According to Kelley Blue Book, the new vehicle average transaction price in April was $48,699.

Were that 25% added to the average transaction price, that number would grow to $60,874.

Average.

Is anyone going to be getting a 25% raise anytime soon?

The Whole & the Parts

In addition to which, there are, Templin pointed out, tariffs on imported auto parts.

“It’s important to understand,” he said, “that supply chains are global, they’re complex, and they’re very fragile. Many of the suppliers”—which make things like parts that are used in shops and garages for purposes of repair—“are not capitalized for an abrupt tariff.”

Bottom line: the tariffs “will make servicing and repairing vehicles more expensive for customers.”

So for those who realize they’re not going to be able to afford a new vehicle and so will hold on to their existing one will discover that taking Old Reliable into the shop isn’t going to be an inexpensive operation.

Auto Is Really Important to the Economy

Templin pointed out that the auto industry added more than $1.2-trillion to the U.S. economy last year, nearly 5% of GDP.

Not only does the industry directly employ 10.1 million people in the U.S., there is a multiplier effect whereby each auto job creates nine more jobs.

Hobbling the industry with tariffs is probably not a good economic decision.

Templin pointed out that Toyota has 14 plants in North America, 11 of which are in the U.S.

“Nearly 80% of what we sell in the U.S. is built in North America, and over half is built here in the U.S.”

So, some might think, why not simply move more production into the U.S. and thereby avoid the tariffs?

Toyota Motor Manufacturing Kentucky—better known as the “Georgetown Plant”—has been in operation since May 1988. Since then they’ve produced more than 14 million vehicles. Last year alone the people at the plant manufactured 435,631 vehicles and 714,400 engines. The Camry, which was the best-selling sedan in the U.S. last year for 23 straight years running, is built at Georgetown. So far Toyota has invested more than $11-billion in the facility. Yes, they know more than a little something about domestic manufacturing. (Image: Toyota)

It Takes More Than a Moment

“Contrary to what some may think,” Templin said, “the auto industry has long product life cycles, and we can’t simply move production facilities overnight.”

And if a world-class manufacturer like Toyota can’t do it quickly, odds are those that are less adept are going to take a whole lot longer—assuming any companies are going to go down that road.

“Right now,” Templin said, “we are in a wait-and-see mode.”

Toyota execs are working to provide as much stability as they can for employees, dealers and suppliers.

“Our message to all of them continues to be: ‘Stay calm and stay focused on the customer.”

“At Toyota, we make decisions based on consumer and market needs rather than the policy direction of the moment. So our thinking is long-term,” Templin said.

The company has invested some $50 billion in the U.S. over the past 68 years. Yes, they think long-term about their operations here. Of that there can be no doubt.

Templin said that he’s met with policy makers in Washington and that he believes they understand the importance of the auto industry to the U.S. economy and the consequences of tariffs.

Let’s hope he’s right.

The 2026 HUMMER EV Gets a New Feature

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And it’s shared with those already on the road. . . .

By Gary S. Vasilash

The GMC HUMMER EV—both SUV and pickup—may be big, but the vehicle is not a big seller.

In Q1 2025 there were 3,479 delivered.

While that number is comparatively low—the company delivered 6,794 Corvettes, another vehicle with a non-trivial MSRP—another way of looking at HUMMER EV sales that appear better is to compare it with the number of Silverado EV and Sierra EV models delivered during the same period of time: 2,383 and 1,249, respectively.

So the behemoth is doing OK by that measure of electric vehicle sales.

Today GMC announced the 2026 HUMMER EV.

The biggest new feature is something called “King Crab.”

This mode allows the rear wheels to turn faster—“significantly faster,” according to the company—than the front wheels.

This is said to improve maneuverability “when navigating tight spaces off-road, moving around obstacles or rock crawling.”

The 2026 HUMMER EV Carbon Fiber Edition SUV. (Image: GMC)

Given that the vehicle is 216.8 inches long and 86.7 inches wide (not including mirrors), or 18.07 feet long and 7.23 feet wide, enhanced maneuverability over the vehicle’s previous four-wheel steer capability is undoubtedly useful.

One interesting thing about King Crab: GMC is making it available to all HUMMER EV owners as an over-the-air update.

That is certainly a nice touch.

And another impressive set of stats: the HUMMER EV 3X Pickup produces 1,160 hp and 13,000 ft-lb of torque.

That’s like something out of a Marvel movie.

Survey Reveals OEMs’ Anticipation of EV Market Penetration

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Well, optimism is always a good thing to have. . .

By Gary S. Vasilash

The Kerrigan Advisors 2025 OEM survey—which was conducted from December 2024 to March 2025, so it is pre-tariff—indicate that OEM execs are still bullish on the prospects for electric vehicles in the U.S. market.

Asked what their expectation is for EV market share by 2025—presumably that would be “by the end of 2025”—the largest cohort, 46%, answered 10% to 20%. While that bandwidth may have included a lot of 10%s and 11%, it still shows a certain sense of bullishness among these execs.

The second largest cohort, 40%, answered 7% to 10%.

So either way, there is a solid number of execs who see things growing, which is reasonable given the amount of new EVs that are being rolled out.

(The remaining 14% of respondents: 8% say 21% to 30% market share, 2% 31 to 40%, 3% 41% to 50%, and 1% greater than 50%. It would be interesting to know who that 1% is.)

That said, they are willing to admit that the EV transition isn’t happening as quickly as anticipated.

80% say that it is going slower than planned. 10% say faster than planned and 9% as planned.

Still, there is an evident stick-to-it-ness among the OEMs.

One question that might seem ominous—remember that in 2024 Elon Musk said that if Chinese EVs come into the U.S. market they would “pretty much demolish” U.S. OEMs—has it that 76% of OEMs “think Chinese OEMs will eventually enter the U.S. market.”

While “eventually” is possibly a long time, perhaps that recognition that it may happen will allow the U.S. OEMs to make the necessary countermeasures.