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• A Tesla Cybertruck owner said his accelerator got stuck on full throttle while he was driving.
• The National Highway Traffic Safety Administration said it’s in touch with Tesla over the issue.
• The Cybertruck owner called it a “serious problem” but said he still likes the vehicle.

Federal regulators are looking into a potential safety issue with Tesla’s Cybertruck after an owner of the vehicle said in a video that part of his accelerator pedal came loose while he was driving and jammed the accelerator into the full throttle position.

Jose Martinez, who is based in California, posted a video to TikTok on Sunday, saying he experienced a “serious problem” with his Cybertruck and describing what happened. In the video, he said he was driving a couple of days prior when what appeared to be a cover on the accelerator pedal slid forward, effectively wedging itself in a way in which it could not be released.

“It held the accelerator down 100%, at full throttle,” he said. “I was lucky enough, had a clear mind, didn’t panic. And holding the brake down overrides the pedal, so I was able to stop the car. But anytime I’d lift the break it would start accelerating again.”

“Somebody that panics, that could be pretty dangerous. Crazy,” Martinez added.

The video quickly went viral, apparently attracting the attention of the National Highway Traffic Safety Administration.

In a statement provided to Business Insider, the NHTSA said: “NHTSA is aware of this issue and is in contact with the manufacturer to gather additional information.”

NHTSA looking into the issue was first reported by CNBC.

Martinez told BI he still likes his Cybertruck and thinks “it’s a great car.” He also said he was surprised to see his video get so much attention.

Tesla did not immediately respond to requests for comment from Business Insider.

Since the first Cybertrucks started rolling out to customers in November, the distinctive vehicles have attracted celebrities and die-hard Tesla fans, but the vehicle’s launch hasn’t been without hiccups.

Cybertruck owners have raised concerns about other aspects of the car, from door panel gaps to rust spots to handprints. In one of the latest complaints, several owners said that shortly after their Cybertruck was delivered, it began beeping and flashing a red alert that said, “PULL OVER SAFELY Critical steering issue detected.”

Still, some Cybertruck owners say they love the vehicle despite some issues.

“I think Tesla gets away with a lot of stuff because the driving experience is that good,” Donald Green, a Cybertruck owner in Texas, previously told BI. “Once you start driving Tesla, you never go back.”

Have a news tip? Contact this reporter at [email protected].

You can count the car makers that have offered V12s without even having to take off a shoe. Today’s Nice Price or No Dice DB9 was Aston Martin’s second foray into that market. Let’s see if it’s now worth a new owner delving into.

The present Ford Expedition is in the Goldilocks spot in sales, sitting above Chevy’s Suburban but below the Tahoe. That must prove vexing for Ford, as the company is used to the F-Series earning the top sales title in its category. The 1997 Ford Expedition 4X4 we considered yesterday came out on top, as its nice presentation was accompanied by a modest $4,800 asking price, and that earned the truck a solid 83 percent Nice Price win.

Hey, have you been keeping up on Henrik Fisker’s exploits of late? If you have, you likely know he’s going through some tough times with his latest automotive endeavor. It’s not quite as bad a time financially as for the buyers of Fisker’s Ocean electric car, but no doubt he’s feeling their pain. However, Fisker—the company’s—financial flailing isn’t the first rodeo for Fisker—the dude.

About a decade back, Henrik started a company that made a number of swoopy hybrid electric sports saloons before succumbing to creditor calls. Prior to that, he had launched a coachbuilding business, modifying BMW and Mercedes coupes and convertibles. That, too, proved a bust.

In fact, to find any notable success in Fisker’s curriculum vitae, you must go back to when he was simply designing cars, not attempting to build them. One of the most striking of those successes was the Aston Martin DB9, the design of which Fisker shepherded through the final stages after taking over from Jaguar and Aston designer Ian Callum. Although now nearing 20 years old, the design remains one of the best in the biz.

This 2006 Aston Martin DB9 is a prima facie example of the design’s triumph. I mean, just look at it! The car appears stunning in the pictures, presented in stately Cairngorm Grey Metallic paint over 19-inch factory alloys and a blue leather and burlwood interior. With just 32,130 miles on the clock, it hasn’t had much road time to mess things up, and it’s new enough not to feel like it’s missing out on all the major fancy bits a car of this caliber demands.

Oh sure, quite a few of those bits—the sound system, a smattering of interior knobs and switches, and the like—all come from Volvo, but those are well enough integrated not to cause a problem.

Then there’s the engine. It’s a 5.9-liter V12 co-developed by Aston Martin and Ford during the latter’s ownership of the former, good here for around 450 horsepower and a nut-twisting 420 lb-ft of torque. Backing that up is a six-speed transaxle sourced from ZF and connected to the engine via a composite driveshaft housed in an alloy torque tube. Independent suspension and disc brakes are fitted at each corner, all tuned for eating miles of highway.

According to the seller, this DB9 is “British muscle in amazing condition. Mechanically and cosmetically. Everything works and is ready to drive anywhere.” They have apparently owned the car since new and are now offering it with a clean title and event-free history. They will also throw in a battery tender and car cover in the deal. The asking price for that packed-up package is $39,500.

That’s a far shade lighter than the quantity of cash purchasers of the car required when new, and despite some very minor wear and tear, it seems to still be in almost new condition. Do the price and that condition seem to jive?

What do you say? Is this DB9 worth that $39,500 asking as it sits? Or do those numbers just not add up?

You decide!

Phoenix, Arizona, Craigslist, or go here if the ad disappears.

H/T to RevUnlimiter for the hookup!

Help me out with NPOND. Hit me up at [email protected] and send me a fixed-price tip. Remember to include your Kinja handle.

تویوتا به‌روزرسانی هوایی را برای همه خودروهای تویوتا و لکسوس ارسال می‌کند که بانک نمادهای منوی سیستم اطلاعات سرگرمی صفحه لمسی خود را حتی در هنگام استفاده از Apple CarPlay به طور دائم روی صفحه نمایش می‌گذارند. این یک نقص و شکایت کلیدی در سیستم فعلی را اصلاح می‌کند: هیچ راه سریعی برای فرار از CarPlay برای یکی از منوهای سرگرمی بومی خودرو وجود ندارد. به عنوان مثال، رفتن بین نقشه های گوگل و رادیو ماهواره ای.

به‌روزرسانی OTA برای همه خودروهای مجهز به سیستم اطلاعات سرگرمی تویوتا/لکسوس که در لکسوس NX بازطراحی‌شده معرفی شده‌اند ارسال می‌شود و پس از آن در میان محصولات هر دو برند پخش می‌شود. برای تمام اندازه های صفحه نمایش اعمال می شود. اگرچه یکی از نمایندگان تویوتا دامنه این به روز رسانی را تایید کرد، اما برنامه مشخصی برای زمان ارسال این به روز رسانی ها نداشت.

در حال حاضر، سیستم اطلاعات سرگرمی فاقد دو روش متداول برای فرار از Apple CarPlay است: یک دکمه “Home” (همانطور که سیستم نسل قبلی تویوتا به عنوان یک دکمه فیزیکی داشت) یا یک نماد منوی دائمی که یک قدم جلوتر از دکمه Home است. با دادن یک مسیر سریع به عملکردهایی مانند رادیو، ناوبری تلفن یا تنظیمات خودرو. این حذف می‌تواند منبع دائمی ناامیدی باشد و دلیل اصلی این بود که ما از زمان معرفی آن کمتر شیفته این سیستم شده‌ایم. ما تنها نبودیم

شلدون براون، مهندس ارشد تویوتا تاکوما، می‌گوید که به دلایل ذکر شده در بالا، در مورد افزودن منو بانک دائمی متصل به سیستم اطلاعات سرگرمی «مصمم» است.

او که بسیار خوشحال بود از اینکه توانست این تغییر را انجام دهد، گفت: «ما 3000 واحد (تاکوما) را فلش کردیم تا مطمئن شویم که نیازی به ساخت‌های موجود OTA نداریم. اینکه می تواند فراتر از یک مدل جدید مانند تاکوما یا اتومبیل های ساخته شده از قبل برود، پیروزی به روز رسانی OTA است.

اکنون، ممکن است متوجه شده باشید که ما فقط به Apple CarPlay اشاره کرده ایم. تویوتا تایید کرد که این به‌روزرسانی برای اندروید اتو که دقیقاً همان مشکل فرار را دارد، اعمال نمی‌شود. هیچ نظری در مورد اینکه آیا یا چه زمانی ممکن است اصلاح شود وجود ندارد.

Simpler, more honest, smaller, more efficient, and less expensive—these things aren’t associated often with the introduction of a new vehicle. In the case of the 2024 Toyota Land Cruiser, these descriptors define the reintroduction of the iconic off-roader.

It’s also less powerful, though it weighs less, but in sum it’s also less capable at some of the things Land Cruiser shoppers have always wanted.

After a three-year hiatus, those shoppers are about to find a Land Cruiser that’s almost nothing like its predecessor. That’s because outside the U.S., this isn’t the Land Cruiser everyone else gets: the 300 Series Land Cruiser. It’s the Land Cruiser Prado to the rest of the world, and it’s offered here to reserve the biggest, most capable, and most expensive SUV for the Lexus lineup in the form of the LX.

With the U.S. Land Cruiser, Toyota set its sights on the Jeep Wrangler Rubicon and Ford Bronco. And it hopes the iconic name can justify its downsized ambitions.

Toyota Land Cruiser goes hybrid

The shrinkage starts with the powertrain. The old butter-smooth, gas-guzzling V-8 has died. Every Land Cruiser now taps a 2.4-liter turbo-4, with a 48-hp electric motor sandwiched in its 8-speed automatic transmission. Combined power output checks in at 326 hp and 465 lb-ft of torque. That’s 55 hp less, but 64 lb-ft more torque, than the outgoing Land Cruiser’s 5.7-liter V-8. 

It balances out. The new Land Cruiser checks in at 5,037 pounds. Relatively speaking, it’s the Mounjaro of Toyota SUVs, since it’s lost 776 pounds.

As a result, gas mileage has soared. The outgoing Land Cruiser posted abysmal EPA fuel economy ratings of 13 mpg city, 17 highway, 14 combined. The 2024 Land Cruiser’s hybrid powertrain on paper is much more efficient with ratings of 22 mpg city, 25 highway, and 23 combined. In our brief exposure on the road, it won’t come near those numbers, but it’ll improve.

Toyota Land Cruiser: two steps forward, one step back on capability

Toyota has scaled back the Land Cruiser’s extravagant off-road hardware—again, so Lexus can thrive. As a result, it’s no longer the towing expert it once was, but off-road talent has endured.

Full-time four-wheel drive with a 2-speed electronically controlled transfer case comes standard on the new Land Cruiser, as do center and rear locking differentials. No Toyota on the TNGA-F platform (of which the Land Cruiser shares with the Lexus GX, Toyota Tacoma, 4Runner, Tundra, and Sequoia) offers a front locker; the chief engineer for the Lexus GX said “we don’t need it.” Maybe, but a Ford Bronco and Jeep Wrangler can be had with one. 

An electronically controlled disconnecting sway bar up front that extends wheel travel is standard on the mid-trim Land Cruiser and First Edition grades, but it can not be optioned on the base 1958 trim. The outgoing Land Cruiser’s KDSS (hydraulically controlled disconnecting sway bar system) isn’t even an option.

Toyota’s Multi-Terrain Select system features off-road modes for various situations and like other modern vehicles can now be used in both 4Hi and 4Lo. The crawl control system, which works like off-road cruise control, is much more refined than Toyota’s previous system, which made loud clunks and thunks.

The hardware and software are competitive and should be plenty to get people where they want to go, but the Land Cruiser is a mixed bag in terms of raw capability numbers. The new Land Cruiser checks in with an approach angle of up to 32.0 degrees, a max departure angle of 22.0 degrees, and a breakover angle of 23.0 degrees with 8.7 inches of ground clearance (note these approach, departure, and breakover ratings have changed since the Land Cruiser’s debut in August). The outgoing Land Cruiser bestest or matched nearly every single one of those numbers with an approach angle of 32.0 degrees, a departure angle of 24.0 degrees, and a breakover angle of 21.0 degrees, with 8.9 inches of ground clearance.

Now rated to tow 6,000 pounds, the Land Cruiser will haul less than the old model, which was rated to tow 8,100 pounds. Payload capacity has gone up 118 pounds, to 1,688 pounds. Choose your adventure scenario wisely.

Toyota Land Cruiser shifts the driving experience

I drove the Land Cruiser on a moderately challenging short off-road course set up by Toyota on the California side of the Mexican border near Tecate, then briefly on the kinked roads nearby. There’s much to recommend, but some big caveats, too—not to mention the non-spec off-road tires fitted to one Land Cruiser I looped on the dirt and pavement. 

Pushing the start button brought the powertrain to life, but the old V-8’s massive gulping of fresh air that sounded like a dragon breathing is gone. Replaced by the faint noise of an inline-4 coming to life. At idle the deep burble’s been replaced by a noise that one associates with an economy car like a Corolla. It doesn’t sound tough, but neither does a Bronco or Wrangler with the turbo-4.

Off-road the Land Cruiser didn’t break a sweat on the rather tame rock-strewn and undulating terrain. The hardware seems far more capable than we were allowed to experience during our brief first encounter. The turbo-4 gets augmented by the instant power delivery from the electric motor at take off. Toyota’s perfected hybrid powertrain blending and the story’s the same here with smooth transitions and delivery while clambing over obstacles or up hills at low speeds. 

With 8.7 inches of ground clearance the course we were on didn’t present many obstacles the Land Cruiser couldn’t clear easily, but all Land Cruisers come standard with skid plates for the engine, transmission and transfer case. The standard mud flaps were at risk of being ripped off a few times as I heard them scrape the earth. They would be the first thing an owner planning to take this Toyota off-road needs to remove.

When I hit the pavement, the turbo whoosh could be heard every time I let up from the throttle. Though I matted the accelerator pedal, acceleration on the road felt underwhelming. While the Land Cruiser feels at home at low-speed crawling off-road with plenty of low-end torque, there’s no wallop of power on the highway, despite the 465 lb-ft torque rating. Other Hybrid Max-badged Toyotas, such as the Toyota Tundra pickup truck, have the same mid feel. A turbo-6 Ford Bronco Wildtrak rips harder than the Land Cruiser.

The 8-speed automatic transmission delivers quick shifts, but it’s a little more indecisive than the 10-speed found in the GX.

It takes seconds going down the road on pavement to understand the Land Cruiser’s place in the Bronco/Wrangler conversation. The brick-like shape, upright windshield, and rectangular mirrors induce the expected wind noise at speed, but it’s not as loud as those competitors. That comes down to the fact the Land Cruiser’s roof and doors can’t come off. If they do, that’s a story I want to hear. 

Vision to the front and sides is terrific thanks to the tall upright glass and a mostly flat hood. This doesn’t have a short windshield or puffed-up hood for a macho feel like other Toyota trucks and SUVs. That hood does have power bulges on each side, but they almost act like markers that help place the wheels while off-road. 

Rearward vision suffers more than expected, despite the large square rear glass. The rear seat back comes up high enough that it covers the lower third of the rear glass, which inherently shortens the outward visibility. 

The soft damping tune that pays dividends off-road while crawling over undulating rocks turns into a ride that’s not quite settled on the pavement. I felt vibrations and constant small movements that the Land Cruiser’s chassis and dampers simply didn’t know what to do with.

Toyota Land Cruiser sports retro flair

The proportions of the Land Cruiser have shifted dramatically. It’s now 4.4 inches narrower and 1.2 inches shorter than the outgoing 200 Series, which gives this SUV a narrow, brick-like appearance. Base 1958 and top-spec First Edition models sport round headlights as a nod to the 1960s 40 Series models. The nicer Land Cruiser mid-trim model sports rectangular LED headlights with Chiclet-like diodes as a nod to the 1980s 60 Series Land Cruisers. Vertical rectangular taillights harken back to the FJ60s. The two-tone paint, especially with the white roof option, really sells the vibe. Small by today’s standards, 18-inch wheels can be upgraded to 20-inchers on the Land Cruiser trim.

Inside the upright dashboard is like the GX and Mercedes-Benz G-Class; it’s not deep and is mounted close to the windshield. The controls will be familiar to anyone that’s been in a recent Toyota with lots of buttons and knobs, including for the climate control and volume control. An 8.0-inch touchscreen is standard along with a 7.0-inch digital gauge cluster on 1958 models. The mid-trim Land Cruiser and First Edition models sport a larger 12.3-inch digital gauge cluster and 12.3-inch touchscreen with the familiar Toyota interface. Every Land Cruiser features wireless Apple CarPlay and Android Auto. That interface can’t split screen—hope you like a lot of CarPlay and or a huge map—and on the smaller 8.0-inch screen everything feels compressed. This is because Toyota’s interface locks some native touch commands on the left rail, making the usable screen smaller.

The front seats are comfortable and supportive, but not as wide or firm as the outgoing Land Cruiser’s top-notch thrones. Base 1958 models sport cloth upholstery that has a tweed-like look and feel right out of an ‘80s J60 Land Cruiser. Hard plastic fills the interior from the door panels to the dashboard making wipedown and cleanup easier, but it looks, and feels, cheap in a vehicle that costs $57,345 including the $1,395 destination charge. The mid-spec Land Cruiser grade costs $63,445 and swaps the hard plastics for soft-touch materials on the front door uppers and dashboard, though it’s porous and I imagine it’ll be a pain to wipe down. The mid-level trim also ditches the rad tweed-like cloth upholstery for leather-trimmed seats that doesn’t feel as high in quality as the hides found in the outgoing Land Cruiser. 

When you close the door on the Land Cruiser, any of them, there’s a hollow tinny sound that inspires no confidence or strength.

At 5-foot-10 I could comfortably sit behind myself, but there’s a stadium seating layout so the rear passengers are looking up and over those in the front seat. The seating position feels high and translates to barely enough headroom for 6-footers in back despite the scalloped headliner. The seat backs manually recline. When it comes time to increase cargo space the seats fold flat. There’s no third row in the U.S., but other markets do get a third row. Toyota didn’t bother redesigning the rear cargo area, so there are armrests and cup holders back there as if a third row exists. The liftover height is too high because the load floor is raised to accommodate the hybrid powertrain’s battery pack under the rear floor. To ensure the load floor was flat a plastic compartment under a false floor is installed near the tailgate as a cheat like GM did with the previous generation Tahoe and Yukons. 

The square rear window electronically pops open independent of the tailgate for easy access into the cargo area when it’s full, but it’s a high reach over the tailgate into the rear end this way. The tailgate is tall thanks to the fact it runs down into the bumper and the Land Cruiser checks in at 76.1-inches high overall. That tailgate will 100% hit my garage door when opened. While the base 1958 model doesn’t really have a solution since it has a manual tailgate, the mid-spec Land Cruiser trim has a power-operated tailgate that you can program to not go all the way up.

The Land Cruiser became less expensive, but not a value

The outgoing Land Cruiser ended its life costing $86,910. It was the definition of stealth wealth, because buyers could bury their money since the neighbors would have no clue it’s anything other than a weird-looking Highlander. Comparatively speaking, at $57,345 the new Land Cruiser is a downright bargain, if it’s style alone on the docket. But given its downscaled ambition, it’s a lot of coin for an 8.0-inch touchscreen, cloth seats, and all-season tires. The mid-spec Land Cruiser grade costs $63,445 while the first models off the boat, the 5,000 limited-edition First Edition Land Cruisers will cost an unreasonable $76,445.

A four-door Jeep Wrangler Rubicon or Ford Bronco Badlands both cost more than $53,000. The far nicer Lexus GX 550 Overtrail, which has a twin-turbo V-6 powertrain, costs over $70,000. The plug-in hybrid Jeep Grand Cherokee 4xe Trailhawk costs at least $68,000, which is astonishing. The 2025 Toyota 4Runner sits waiting in the wings arriving this fall with Trailhunter and TRD Pro models that sport the same powertrain and nearly the same off-road hardware as the Land Cruiser.

The Land Cruiser feels, and looks, as if it’s gone back to its roots while adopting a modern powertrain and electronics. But it carries an all too modern price and dips in its core-mission abilities. 

How far can the nameplate and retro design take the new, less capable Land Cruiser? We’re about to find out.

Toyota paid for travel, lodging, and I got sunburned to bring you this firsthand report.

If you hear the name Land Cruiser and still find yourself thinking about the bulky, rounded machine from 2021, I’ve got great news: for 2024, Toyota’s stealth wealth off-roader has been revived as the squared-off and capable machine that made it such a star in the first place. Its looks alone have been enough to lure in the adventurous type, but does its capability live up to the hype? I’m pleased to report that yes, it does.

Full disclosure: Toyota invited me to Coronado Island in San Diego, California for an all-out trip test driving four new or refreshed Toyota models in just two days. It was an impressive display of event organization, though I think I was most taken by the ducklings and flamingos living in the pond outside the hotel.

When the 2021 Land Cruiser run came to an end, Toyota told us that the model was dead in the United States. For over a decade the bulbous SUV had lumbered along, mostly unchanged, on the Lexus LX platform. While its reliability and performance was nothing to shake a stick at, it was also just kind of… meh. It looked like every other SUV on the market (see: bulbous), and it didn’t quite impress on the interior, tech, or performance fronts. It was fine, but it wasn’t spectacular.

Now, for 2024, the Land Cruiser is back from a very ignominious death, and Toyota has pulled off an impressive wholesale evolution to bring this off-roader back to its roots while still relying on the best tech that the 21st century has to offer. Let’s dig into what makes this model such a winner.

At its base is Toyota’s TNGA-F truck platform, the same basic structure you’ll find under the Tundra, Sequoia, and Tacoma. That said, the Land Cruiser has also shrunk. In its previous incarnation, it was a full-size SUV twinned with the Lexus LX. Now it’s twinned with the smaller Lexus GX — our new Land Cruiser is what’s sold as the Land Cruiser Prado elsewhere — offering just two rows of seating for five folks to do battle against smaller off-roaders like the Jeep Wrangler and the Ford Bronco.

It also boasts Toyota’s i-Force Max hybrid powertrain, which is composed of a turbocharged 2.4-liter inline-4 engine that makes 326 horsepower and 465 pound-feet of torque. The EPA estimates you’ll get 23 MPG combined with this configuration, which isn’t super great but still represents a significant step up from previous Land Cruiser models, and it can tow up to 6,000 pounds. To offer some further comparisons, this new LC makes 55 fewer horsepower, 64 more lb-ft of torque, and can tow 2,100 fewer pounds than the old V8 truck. It’s also over 800 pounds lighter than the previous model.

Let’s Get Off-Roading

I had a chance to experience two different off-road trims on two different off-road courses provided by Toyota. The first was a technical trail that involved sharp inclines and declines, lots of rock crawling, and a waterlogged portion, while the second was called the “playground” and felt like such: there were some sharp declines, but it was also far less technically challenging.

Even in its base 1958 trim, the 2024 Land Cruiser is loaded with the kind of tech and componentry you want for climbing around in the dirt. Every model has a 31-degree approach, a 25-degree breakover and 22-degree departure angle. You’ve got basics like locking rear and center differentials as standard for all grades, which helps split the power 50/50 between the front and rear wheels for better traction on even the toughest terrains. You’ve also got full-time four-wheel drive as standard, as well as Crawl Control, which serves as an off-road-y kind of cruise control. Push a button, and you’ll crawl along at a slow, adjustable speed so that all you have to do behind the wheel is focus on steering. If you’ve used this tech before when it was introduced on the 2022 Toyota Tacoma and Tundra TRD Pro models, you might have noticed it sounded… a little gnarly. There used to be a lot of intrusive feedback in the form of engine groan and floorboard creaking, but that has been taken care of to create a much quieter, smoother ride.

Move up a level to the Land Cruiser trim, and you get even more capability — and a friendlier off-road experience for newcomers or short drivers like me. Those changes are more on the tech front, such as a multi-terrain monitor. Essentially, it utilizes several external cameras to display your surroundings on the infotainment screen. I’m fairly short, so it can be tough for me to get a visual on my surroundings without a robust camera system, and Toyota’s is one of the finest I’ve used. The picture is clear, and the abundance of angles helps you avoid the most challenging obstacles that might have otherwise crept up on you.

You can also select one of several different terrain modes that will help your Land Cruiser cater its drive to, say, rocky paths, muddy ruts, or sandy dunes. I didn’t have a chance to really put these different modes into practice, but in essence, they deploy different settings to tackle different terrains. I think I was most impressed with the front stabilizer disconnect mechanism. Plenty of off-road machines have this feature, but on the Land Cruiser, you just press a button, and voilà: you get some ridiculous suspension articulation.

What Trim Is Right For Me?

Some Toyota models out there really go hog wild when it comes to the trim situation, but Toyota has blessedly kept things simple for the Land Cruiser. You’ll have your pick of three different trims for this model year: Land Cruiser 1958, Land Cruiser, or Land Cruiser First Edition. Each successive trim represents a step up the technology and luxury ladder, and I’m here to guide you through just what you’d need to know to decide on the right trim for you.

Land Cruiser 1958: As Basic As A Land Cruiser Gets

If you’re the kind of person who wants an elevated off-roading experience but who doesn’t need enough technology to make your grandmother weep, then the Land Cruiser 1958 will be your dream machine. If you haven’t already guessed, the “1958″ in this trim grade is a callback to the Land Cruiser’s original debut year in the United States, and it serves as the most basic offering in Toyota’s updated Land Cruiser lineup. You’ll gain the same retro styling as the rest of the Land Cruiser lineup — that neat “heritage” grille, rounded headlamps, fabric seats — with a boost in tech offerings. Included are blind spot monitoring, a 7-inch gauge cluster screen, an 8-inch touchscreen, automatic climate control, wireless Apple CarPlay and Android Auto, and a six-speaker sound system. On the off-road side of things, you’ll stick with some of the nicer basics: locking center and rear differentials, rear coil springs, full-time four-wheel drive, a two-speed transfer case, a brake controller, a 2400W AC inverter, and Crawl Control.

I didn’t have a chance to drive the 1958 trim, but I did get a lengthy off-road ride in one with a fellow journalist. It’s definitely a more laid-back machine designed for the folks who know what they’re doing on a trail, since you won’t have multiple camera angles to give you a sense of your surroundings. If you’re confident and competent, you’ll be fine. I am neither of those things, which is why I was glad to have a ride in this trim on the technical off-road course Toyota had developed for us. As a shorter human being, I have a hard time seeing around bulkier, modern SUVs, and the sharp angles and wide planes of the Land Cruiser gave me a tough time. From the fabric-trimmed passenger seat, though, I was able to appreciate just how comfy I was while facing off against steep declines, water-flooded paths, and rocky outcrops.

As far as cost goes, this is the cheapest trim you can find, boasting an MSRP of $57,345 (including mandatory dealer processing and handling fees).

Land Cruiser (Land Cruiser?): A Formidable Contender

For the folks out there who love the capability of the Land Cruiser but want to take things up a notch in both tech and comfort, there’s the Land Cruiser grade. It bumps up the basics of the 1958 grade by adding rectangular LED headlamps and heated and ventilated synthetic leather seats. You’re also getting some of the beefier off-road features, like color-selectable LED fog lights, a stabilizer disconnect mechanism that allows for greater suspension articulation, multi-terrain select to curate your driving experience to the conditions at hand, and the multi-terrain monitor. Plus, you’re also getting convenience features like larger dashboard and infotainment screens, a 10-speaker sound system, and a power liftgate.

If you’re in the mood for more but don’t feel the need to fully commit to the First Edition model, you can get your mid-tier Land Cruiser with the Premium Package. That’ll give you leather-trimmed heated and ventilated front seats with lumbar support and driver memory features, a 14-speaker JBL audio system, a digital rearview mirror, a head-up display, illuminated entry, a power moonroof, a center console cool box, and additional USB-C charging ports in the cargo area.

During my off-road drive, I nabbed a Land Cruiser with the Premium Package. If you’re strictly concerned about the act of off-roading, you probably don’t need all those premium features that the package provides. Those are going to come in handy when you’re in the throes of a long-ass trip and want ways to keep your water bottles cool, or if you want to listen to some music. For shorter trailside jaunts, you’re probably not going to miss ‘em.

As far as the off-road tech features went, I was impressed with the offerings. The stabilizer disconnect mechanism offered incredible articulation; any time I wasn’t motoring forward on the off-road trail, I was watching the driver in front of me, marveling at just how far apart the rear tires were in terms of lift while still remaining on the ground. From the cockpit, you definitely get a much greater sense of control and comfort. I also really relied on the multi-terrain monitor, as it gives a much greater view of the surroundings than you can get just from the front seat. That means you’ll be able to clock obstacles or rocks sticking out into your way. I did, however, learn the hard way that you cannot go off-roading while relying almost entirely on the monitors; a normal-looking rock on my screen looked harmless from the camera angle, but if I’d have peered out the window, I’d have seen that it was a very sharp rock heading directly for my left rear tire. (I apologize, Toyota, for popping a tire; I will literally never recover.)

The upgrades for the Land Cruiser trim mean you’ll be facing higher prices. As standard, you’ll be paying $63,345. Opt for the available $4,600 Premium Package, and you’ll have a total of $68,245.

Land Cruiser First Edition: Let’s Get Luxe

If you simply cannot live without boasting the best of the best, look no further than the Land Cruiser First Edition. This model gives you all the goodies from the Land Cruiser Premium Package, but it throws in round LED headlamps, special 18-inch wheels, a “First Edition” logo embossed on the door panels, a front skid plate, a roof rack, and rock rails. The First Edition comes in at $76,345. That added off-road protection will definitely come in handy for the avid adventurers, but I didn’t test this trim, largely because the 20-minute off-road courses that Toyota created for us didn’t necessarily require the accouterments that would make a longer excursion far more comfortable.

Vintage But Modern In All The Right Places

I hate to be one of those people who laments the death of the cool cars of our past, but I do have to be honest: The constant push toward chunky, rounded SUVs hurts my soul, especially when those styling cues come for the sick-ass legacy cars of the past — the ones that have cool stories to tell. I did my best to pretend the former generation Land Cruiser just didn’t exist; sure, it was reliable and capable, but it also didn’t provide any of the aesthetics that made the original machine so legendary.

That’s why I’m so stoked on the 2024 Toyota Land Cruiser. The Ford Bronco proved we’re back in an era where retro styling has a serious place in the off-road vehicle market, and the Land Cruiser kicks it up a notch with nicer amenities and a more luxurious overall feel — because why should you have to sacrifice capability for comfort? With the Land Cruiser, you don’t have to choose.

کراس اوور ساب کامپکت جدید آلفارومئو هفته گذشته رونمایی شد که میلانو در عوض زمانی که فروش آن در اواخر سال جاری آغاز شود، جونیور نامیده می شود.

آلفارومئو روز دوشنبه نام جدید را اعلام کرد و به قانون ایتالیا اشاره کرد که استفاده از نام میلانو را ممنوع می کند.

موضوع این است که وسیله نقلیه ای که در اصل از نام یک شهر ایتالیایی استفاده می کند در حالی که یک سایت تولید را در کشور دیگری، در این مورد لهستان، خانه می نامد. آلفارومئو به جای اینکه قانون را به چالش بکشد، گفت که تصمیم به تغییر نام در «روح ترویج درک متقابل» گرفته است.

نام اصلی میلانو نشان‌دهنده ریشه‌های میلانی آلفارومئو است، اما همچنین یادآور سدان میلانو است که در دهه 1980 در ایالات متحده فروخته شد. این خودرو به عنوان محبوب ترین گزینه برای کراس اوور جدید انتخاب شد، نه توسط کارکنان آلفارومئو، بلکه طرفداران این خودروساز از طریق یک نظرسنجی. آلفارومئو گفت جونیور نام دیگری بود که در بین طرفداران محبوب بود.

مانند میلانو، نام جونیور در گذشته آلفارومئو وجود داشته است. این اولین بار در GT 1300 Junior آلفارومئو که در سال 1966 عرضه شد استفاده شد.

صرف نظر از نام آن، هیچ برنامه ای برای عرضه این کراس اوور به بازار ایالات متحده وجود ندارد. در جاهای دیگر، اکنون که هاچ بک های جولیتا و میتو از بین رفته اند، به عنوان نقطه ورود جدید آلفارومئو عمل خواهد کرد.

آلفارومئو جزئیات کامل را تا زمان عرضه در بازار اروپا در تابستان ذخیره می‌کند، اما خریداران، بسته به بازار، می‌توانند بین پیشرانه‌های هیبریدی ملایم و تمام الکتریکی یکی را انتخاب کنند و کراس اوور آلفارومئو را به اولین خودروی برقی آلفارومئو تبدیل کنند. دو پیشرانه الکتریکی، هر دوی آنها تک موتوره که در جلو نصب شده‌اند، عرضه می‌شوند که قوی‌تر از آن‌ها 240 اسب‌بخار قدرت دارد.

آلفارومئو قصد دارد برای هر خودرویی که در این دهه عرضه می‌کند، یک آپشن الکتریکی ارائه کند. بعدی در خط لوله، یک استلویو بازطراحی شده است که در سال 2025 عرضه می شود. پس از آن یک جولیا بازطراحی شده در سال 2026 عرضه خواهد شد. اگرچه هنوز تایید نشده است، انتظار می رود یک SUV سایز متوسط ​​در سال 2027 به عنوان آخرین افزوده به خط اصلی آلفارومئو معرفی شود.

The 2024 Ram 1500 TRX has been exfiltrated, its replacement, the 2025 Ram 1500 RHO, is inbound. We suspect this is the first teaser for the truck known as the Ram High Output, due on sale in the third quarter of this year. The vid starts by dollying around a Ram 2500 Rebel hooked up to a utility trailer, a pickup under a camouflage tarp parked on the car hauler. A whispered voice at the beginning states, “I hear the storm is coming,” a title and date at the end inform us, “You don’t want to miss this delivery” on April 25. 

The RHO will put a twin-turbo 3.0-liter inline-six making at least 540 horsepower and 521 pound-feet of torque at the top of Ram’s light-duty truck pile, supplanting the TRX’s supercharged 6.2-liter V8 Hellcat that made 720 hp and 650 lb-ft of torque. If Ram decides to match the figures given for the 2025 Dodge Charger Scat Pack, the pickup will enjoy at least 550 hp. The RHO’s lesser output is why the new name, brand CEO Tim Kuniskis saying there won’t be another TRX until Ram gets access to some mechanical guts that can put up Hellcat numbers or better. He said the RHO would get the TRX’s equipment, however, that transfer proved by spy video shot late last year. A prototype spotted on Michigan roads shows elbows-out fender flares and chunky rubber. The video teaser shows what looks like a roll bar in the bed and the kind of high ride height expected on 35-inch tires. Buyers can also look forward to a beefed-up frame and a retuned, long-travel suspension with around 12 inches of swing, 

In the everyday supertruck wars, the RHO slides between the 420-hp Ford Raptor and 702-hp Raptor R in output and, we expect, price. Ram has already said the RHO won’t ask as much as the TRX, which started at $97,485 for its final model year. Stay tuned for more in 10 days.

 

General Motors plans to relocate its global headquarters to the new Hudson’s Detroit complex in 2025, abandoning its iconic Renaissance Center location. GM will continue to own the RenCen, as it’s called, and will join a partnership with real estate firm Bedrock, the city of Detroit and Wayne County to redevelop the cluster of towers that dominate Detroit’s skyline.

GM will be the anchor tenant of Bedrock’s Hudson’s Detroit project, which is built on the site of the former J.L. Hudson Department Store. This will be GM’s fourth headquarters site in Detroit. The location is on Woodward Avenue, where GM established its first HQ in 1911.

GM will enter into a 15-year lease for top office floors in the Hudson’s complex, along with street-level space to showcase its vehicles and for public activities. Hudson’s Detroit is a 1.5-million square-foot development that will otherwise feature ground-floor retail, a 5-star hotel, a rooftop bar, a public plaza, parking and large event spaces. It amounts to two buildings: a 12-story office building and a 45-floor hotel and residential condo tower — all with sweeping views of the Motor City.

“We are proud to remain in the city of Detroit in a modern office building that fits the evolving needs of our workforce, right in the heart of downtown,” said GM Chair and CEO Mary Barra. “Our new headquarters will provide collaboration areas for our teams, executive offices and display space for our vehicles. Dan Gilbert and Bedrock have done so much to make downtown Detroit a great place to live, work and visit. We are thrilled to be a significant part of the historic Hudson’s project and also look forward to working with them to explore new ideas and opportunities for the Renaissance Center site and the riverfront.”

“For more than a century, General Motors has been synonymous with the city of Detroit, and we warmly welcome them to Hudson’s as they continue to drive the future of innovation and mobility,” said Dan Gilbert, chairman and founder of Bedrock. “I can’t think of a better organization to help define the new legacy of Hudson’s as General Motors continues to shape the way the world moves directly from Woodward Avenue in downtown Detroit.”

The deal means the automaker will remain a long-term fixture in the revival of Detroit’s downtown, which Gilbert has been spearheading by acquiring and developing 45 major office, retail and hospitality properties. 

The original Hudson’s department store that was the new project’s namesake was once known as the “Big Store” and for a time was the second largest department store in the world. It closed its doors in 1983.

What about the RenCen?

GM’s present location, like the rest of the commercial real estate world, has been wracked with change post-pandemic. GM, in its press release, highlighted a recent study by CBRE that said 80% of current office workers are, or will be, on hybrid schedules, meaning at least part of their workweek will be done from home. 

Much of GM’s workforce, including product development and engineering, is north of the city at an updated 1950s technical center in suburban Warren. After GM’s 2009 bankruptcy, the company considered moving the headquarters there.

“As we move to having more of a hybrid work structure, we have to look at what’s the right space,” Barra said in a 2022 interview.

GM’s occupancy of the RenCen towers has shrunk over the years, meaning it now occupies just 1½ of the towers in the seven-building complex. The Renaissance Center was built by Henry Ford II, who formed a coalition in the 1970s that began the reinvigoration of Detroit’s downtown. GM bought the site in 1996, part of the transformation of the Detroit riverfront and has invested more than $1 billion to those efforts over those years. The riverfront gets 3.5 million visitors per year.

GM, Bedrock, the city and county will explore the question of how to redevelop the Renaissance Center site over the next year, prior to GM’s move to Hudson’s Detroit.

Contains Associated Press and Bloomberg.

Autoblog ممکن است از خریدهای انجام شده از طریق پیوندهای موجود در این صفحه سهمی دریافت کند. قیمت و در دسترس بودن در معرض تغییر است.

آیا تنه شما در بهار امسال کمی کمتر مرتب به نظر می رسد؟ برای بهترین ما اتفاق می افتد. هنگامی که آب و هوا شروع به تغییر می کند، با شروع ورزش های بهاری و فعالیت های خارج از منزل در نوسان کامل، همه نوع اشیاء در اطراف ماشین پراکنده می شوند. اگر متوجه مقداری آشغال در صندوق عقب شده اید، احتمالاً زمان خوبی است که یک سازمان دهنده صندوق عقب را انتخاب کنید. اکثر سازمان‌دهنده‌های صندوق عقب در تمام طول سال بسیار مقرون به صرفه هستند، اما امروز ما یک تخفیف عالی ۲۵ درصدی را برای یک سازمان‌دهنده Hotor پیدا کرده‌ایم که بسیار مورد بازبینی قرار گرفته است که نادیده گرفتن این معامله را به‌ویژه سخت می‌کند. اگر می‌خواهید درست به چیزهای خوب برسید، می‌توانید فهرست را برای خودتان در اینجا بررسی کنید یا در زیر بیشتر بدانید.

14.99 دلار در آمازون

اگر برخی از پست‌های معاملات خودروی ما را در گذشته دیده‌اید، یا اگر فقط در اوقات فراغت خود بخش خودروهای آمازون را مرور می‌کنید، ممکن است به لطف سطل زباله بسیار محبوب Hotor، با Hotor آشنا شده باشید. سطل آشغال آن همیشه در رده خود پرفروش است و این سازمان دهنده صندوق عقب نیز از آن پیروی می کند زیرا در حال حاضر یکی از 5 سازمان دهنده پرفروش صندوق عقب در آمازون است.

سازمان دهنده در انواع 2 محفظه یا 3 محفظه و چند رنگ مختلف عرضه می شود، اما سبک 2 محفظه به رنگ مشکی تنها موردی است که امروزه به فروش می رسد. با این حال، حتی نسخه 2 محفظه باید بیش از اندازه کافی باشد تا به مرتب کردن ماشین شما کمک کند زیرا تقریباً 2 فوت طول، بیش از 1 فوت عرض و نزدیک به یک فوت ارتفاع دارد. این به لطف مواد پارچه ای آکسفورد که با آن ساخته شده و دوخت های تقویت شده در “مناطق با سایش بالا” ساخته شده است، ظرفیت فوق العاده 60 پوندی دارد. علاوه بر 2 محفظه، 4 جیب مشبک و 2 جیب اضافی در جلو برای ذخیره سازی اضافی نیز دارد. اگر برای نیازهای شما کمی به نظر می رسد، نگران نباشید، در واقع می توان آن را تا نیمه تا کرد تا مقداری فضا صرفه جویی شود و همچنان مورد استفاده قرار گیرد یا زمانی که از آن استفاده نمی شود به طور کامل جمع شود و به لطف تعبیه شده در جای خود نگه داشته شود. در نوارهای نوار چسب اگر به یک راه حل سازمانی قوی برای کمتر از 15 دلار علاقه دارید، می توانید آن را برای خودتان در اینجا بررسی کنید.

ویژگی های کلیدی

• 2 محفظه
• 6 جیب بیرونی
• ظرفیت وزن 60 پوند
• کاملا جمع شونده

انتخاب های برتر بیشتر