Cadillac revealed one of the ultimate sports sedans to start the month, that being the CT5-V Blackwing F1 Collector Series. Built to celebrate the automaker’s Formula 1 debut in 2026, the F1 Collector Series packs more power and even hotter looks than the normal CT5-V Blackwing. What we didn’t know until now was how much it would cost, especially since it’s limited to just 26 units. Well, that all-important figure has been shared by GM Authority, and it’s a jaw-dropping $260,000 before destination. That makes it more expensive than any other new Cadillac besides the Celestiq.
Related: Cadillac Quietly Made the F1 Blackwing More Powerful Than Before
Regular CT5-V Blackwing Looks Like a Bargain
Cadillac CT5-V Blackwing F1 Collector Series
Cadillac
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The standard CT5-V Blackwing starts at $98,900 in manual guise, making the F1 Collector Series roughly 163% more expensive. While Cadillac hasn’t officially announced the $260k price tag yet, GM Authority didn’t announce it speculatively, so it’s safe to assume this is the correct figure.
At $260k, the Cadillac sedan is more expensive than everything in this special group of sports cars and ultra-luxury sedans: Porsche 911 GT3, Bentley Flying Spur, the V12-powered Mercedes-Maybach S680, and the Chevrolet Corvette ZR1X. Looked at another way, you could buy two BMW M5s for less than one of these Caddy Blackwings.
We’ve seen this recipe before, which entails releasing a special-edition model with beefed-up looks, a bump up in power, a limited production run—and a drastically inflated price. BMW charged about 40% more for the M3 CSL back in 2003, although many would argue the elevated driving experience made it worthwhile. Late last year, Porsche unveiled the 911 GT3 90 F.A. Porsche, priced at $387,000, about 64% more than the GT3 upon which it’s based.
Related: Inside the Factory Where Cadillac Builds the Last Manual V8 Sport Sedan
Is The CT5-V Blackwing F1 Collector Series Worth It?
Cadillac CT5-V Blackwing F1 Collector Series
Cadillac
For the well-heeled collector, this Cadillac sedan is worth every penny. But looking at the raw numbers and the scope of the upgrades, it’s impossible to make a rational case for it over the regular Blackwing model. Both use a 6.2-liter supercharged V8, with the F1 model producing 685 horsepower and 673 lb-ft of torque. Those numbers make it the most powerful Blackwing ever, but it’s not far ahead of the normal version’s 668 hp/659 lb-ft.
A six-speed manual is the exclusive transmission choice for the F1 model, which also gets the following enhancements:
Upgraded supercharger
CNC-machined supercharger cover
Endorsed F1 and FIA logos throughout
Carbon Flash wheels
Lower carbon-fiber bodywork
Gloss Black exterior badging and monochrome Cadillac crests
Most of these changes are purely cosmetic, and while the sedan looks fantastic, these extras aren’t worth a 163% price jump. You can spec the normal Blackwing with the Deep Ocean Appearance Pack, Precision Pack (including carbon ceramic brakes) and Super Cruise, all for $100,000 less.
Of course, none of the 26 buyers of the F1 Collector Series will care. It’s a deeply satisfying sports sedan and the most potent Blackwing ever, but also one with unmatched exclusivity. In the years ahead, it has every chance of appreciating in value, especially since larger-capacity V8s may not be around forever.
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There are many glorified names in the wide world of motorsports, but there’s only one Schumacher. Seven-time Formula 1 champion Michael Schumacher set new records, shattered them, and established an entirely new standard of dominance by the time he retired in 2012. But it’s his son on the grid now, in IndyCar, chasing his career a world away from the European racing establishment where that name carries so much weight. Welcome to America, Mick Schumacher.
Life couldn’t be more different for the 27-year-old Swiss these days as he sat for a long interview with The Drive during the Acura Grand Prix of Long Beach last month. He’s now living on a ranch in rural North Texas (his family’s ranch, but still, might as well be Mars for someone from Lake Geneva) and driving an hour and a half for groceries. But even that is a minor adjustment compared to the massive shift in what he’s racing—the No. 47 Honda for Rahal Letterman Lanigan Racing.
INDIANAPOLIS, INDIANA – APRIL 28: #47: Mick Schumacher, Rahal Letterman Lanigan Racing Honda during the The 110th Running of the Indianapolis 500 – Open Test on April 28, 2026 in Indianapolis, Indiana. (Photo by Michael L. Levitt/Lumen via Getty Images)
It was just four years ago that Mick was in Formula 1, trying to make the best of driving for a dysfunctional Haas team and constantly being compared to his father. His time in the big show ended in 2022 after two hard-luck seasons, and whatever you want to say about his inconsistent performance, those circumstances were not ideal. Guy can drive; he won the F2 championship in 2020.
Still, it says a lot that Mick decided to walk away from F1, the thing he spent his life preparing for, after sitting on the sidelines in 2023 as a reserve driver for McLaren and Mercedes. You can easily see someone in his position, with his name, refusing to leave F1’s orbit and wasting prime years waiting for another shot. But Mick wanted to drive. He hopped over to the World Endurance Championship to race for Alpine in 2024 and 2025, flashing his skills with a few podiums before getting the itch to return to open-wheel cars. Different ones.
Ronny Hartmann, Clive Mason, Humberto Romero, Lars Baron, Matthias Kern via Getty
So now, he’s five races into his inaugural IndyCar season with RLL, preparing for his first Indianapolis 500, and adapting to life as a 27-year-old rookie with a lot to learn. He finished 17th in Long Beach, adding to a decent start that’d probably be easier if he didn’t break his wrist in the pileup that knocked him out of the season opener. But he’s clearly thrilled to be here, doing his own thing, and who knows where it leads? During our conversation before the race, he opened up about his new life in the US, getting ready for the 500, and what it feels like to drive out from under his father’s shadow.
Jerry Perez
Jerry Perez: This is a big change for you, not just in the type of car you’re racing, but also moving to the U.S. How are things treating you? How are you feeling?
Mick Schumacher: It’s definitely very different in many regards. But yeah, it’s been super interesting, super nice. I think, for me personally, it is also about development. On the racing side of things, obviously, it’s also a very big difference, simply working with the people here in IndyCar. It feels almost like back to the roots of go-karts, where it’s very one-on-one and very old-school. It’s been very fun, and I’m really enjoying it.
I thought maybe you had moved to Indy, but it sounds like you didn’t. Was it just easier to stay in Texas and feel more at home?
I guess so. Already back in the day, whenever I spent more than two weeks away, I was like, ‘Oh, I want to go back home, I miss my home.’ But yeah, it’s probably better to be there and have some family. I think Indy would be very foreign to me. Even though you have a lot of drivers who live out there and love it, I think I would still feel less at home than I do in Texas. Though honestly, the thing I miss most from home is the food. The closest Whole Foods Market that we shop at is like an hour and a half away, right? So it is a long drive just to go grocery shopping.
For Texans, that’s not very far; that’s just down the street.
Yeah! For me, you know, five minutes would be ideal timing. You have to drive longer than you have to be there, it feels like. It’s hard where we are out there in Texas.
The IndyCar season has an interesting cadence, per se, which is way different than what you’ve been exposed to before. What do you think of the pace?
When I looked at it the first time, I was like, ‘Well, it’s uh, a very compressed season, a very short season’ because we’re done [racing] in September. I would rather have it a bit more stretched out, probably into November, for example, because then the downtime is shorter. The one thing I love doing is racing cars, after all, but I understand why they do it, and it makes sense from their side. And for us racing drivers, it opens opportunities beyond IndyCar. For me, I opted to do only IndyCar this year because I didn’t really want to be distracted, and honestly, I was also quite happy to maybe have that break after the season. I just wanted to be sure I don’t commit to anything I’ll regret in the end. Maybe next year I’ll take a different approach, but for now, I think this has been all right.
Perry Nelson via Getty
Whenever I attend a race in Europe, people always ask me about IndyCar and how the fans can get super close to the action. I once talked to Fernand Alonso when he was racing the 500, and he had to have Indiana State Troopers escort him from the garages to the paddock bathrooms because everyone would mob him during that short walk, and he was very bothered by it. It was a distraction he wasn’t used to. Have you come to terms with this, and do you think it’s a plus or a minus?
I think the way the [IndyCar] championship is placed right now is probably a plus. I mean, I wouldn’t see why it would be a negative to let people come in and have a look at things. I think at the level that Formula 1 is at, and the popularity that it has, I think it would not be possible [to offer similar access]. I mean, we’ve seen it in different circumstances, even like in F1 races, where you would think that people would be quite reserved, they ended up being pretty on you. Here, in IndyCar, contrary to F1, I’ll still be able to make my way around, and people are pretty respectful if you tell them, ‘Hey, look, I don’t really have the time right now.’ They’ll let you go. I don’t know what Alonso’s experiences were in the 500—I haven’t done a 500 yet—so I don’t really know. It’ll be exciting to see how it goes for me there. I don’t plan to have any state troopers with me.
You say that now.
Yeah, maybe we’ll have to! We’ll see. If not, we always have fun! No, man, it’s been all right so far. I think it’s just different, and it’s a different approach. I still have to do my job and be in a position where I have to just deal with things like this.
Speaking of the 500, you were there as a spectator last year, and then you had your first go around. You have one more test coming up before it’s time for the big show. Have you sat down to try to process what the month of May will look like for you, your first time as an Indy 500 competitor?
Not really. I probably won’t. I think I’ll just let it come to me. But overall, I didn’t like it when I did Le Mans for the first time two years ago, and everybody was like, ‘Oh, yeah, it’s gonna be amazing, it’s gonna be like this whole crazy deal.’ And I was like, ‘Yeah, all right, I’ll see how it goes.’ Honestly, I wasn’t too fussed by it. I don’t like the thought of making one race a one-event championship. Yes, the 500 is probably gonna be one of the best races ever because it’s crowded, it’s full, but in my opinion, every race should be like that because what we do is amazing, and I love racing. As a fan of the sport, I would want to support it everywhere it goes. That makes sense? I don’t ever want to be like, ‘Oh, I just want to go to the Indy 500, and that’s all.’
Icon Sportswire via Getty
Has Graham or anyone else prepped you on what you should expect?
I just remember Louis [Foster] telling me that it was the scariest thing he’s ever done in his life. Oh, awesome! No, honestly, I think we’ll have a good time. Short ovals have been great. I went to Homestead, and it was a great track; it was fun, but not insane or a completely scary experience for me. In Indy, we’ll be on low downforce, so sure, that’s gonna be a first. Regarding the low-downforce package and how we’ll have to [manage] cooling there, I’m sure Graham will be great at giving me insight on all that. I’m excited to listen to him and see how he approaches that weekend.
You’re a Honda driver now. Honda is one of the biggest names in racing; if it can race, it typically dominates. What’s it been like working with HRC and the likes of David Salters?
It’s been great. I am enjoying the rivalry among the manufacturers, and being with Honda in IndyCar has been great. I feel like they really pay attention to every little detail to make sure we’re in the best place possible. Dave [Salters] has been great—he’s been pushing a lot. He used to work on dad’s car during his final season [at Ferrari], so it’s been great catching up, talking about that [era], and seeing his perspective on working in F1 and now in IndyCar. Now we cross paths here, it’s funny how sometimes these things happen.
Chris Owens via IndyCar
[Author’s note: For obvious reasons, Mick has been closely guarded from questions about his father by his family and management and has declined to answer them in the past. It’s not a topic to broach lightly, but his journey is inseparable from the triumph and tragedy of Michael’s life. At this point in the conversation, I pivoted away from the usual racing fare and brought up a recent interview on Racer.com where third-generation driver Marco Andretti was asked about his experience following in the footsteps of his grandfather Mario and father Michael Andretti.
Somewhat surprisingly, Marco was frank about the pressure that comes with the last name, the feeling of not measuring up, and the unwanted attention it brings—which I applaud him for saying out loud. It felt like an important question to ask Mick as well, and to his credit, he answered it with grace.]
Marco was quite outspoken about how being a third-generation driver often took the fun out of racing because he always had to measure up to his father and grandfather. He always felt the pressure of the last name. Have you ever felt this way? Do you feel like racing is less enjoyable because you’re constantly compared to your father’s achievements?
No, not at all. I’m very proud of what my dad achieved, and he’s the best for good reason. He put some hard effort out there working countless nights to achieve what he did, and making sure that the car was in the best position possible. I’m just aiming to look at what he did and follow it, and make sure that what I do works for me as well. There’s never been any pressure to do exactly what he did or to try to beat him or whatever. There’s none of that just because; since an early age, my dad has always been there to support me, never to push me to do something he thought was not beneficial to me.
That’s why, a lot of the times I ended up just having a mechanic instead of my dad doing the that for me when I was in go-karts, just because he wanted to, I think, step away from it and say, ‘Yeah, I’ll support you wherever you need, but I’ll be having my fun on another racetrack while you’re doing your work and enjoying what you’re doing, and then we can come back together afterwards and have a chat about it.’ It’s never been to a point where he’s like, ‘Okay, you should do this, you should do that.’ It’s a great approach. I loved it, and if my kids ever want to do that in the future, I’d do it exactly as he did.
YORICK JANSENS, LOIC VENANCE via Getty
What do you drive back at home for your daily, daily car?
I don’t actually have a car yet.
So, how do you drive 1.5 hours to Whole Foods?
I’m using my sister’s car [laughs].
Do you have any toys you like to take out on the weekend when you’re back home in Switzerland?
Yeah. We have some nice cars that I love driving, but I don’t really take them out onto a track—I just literally drive around in them. I recently bought a drift car that is fully FIA spec. It’s an HGK E92 with an LS7 engine in it. The other stuff is just like really nice and fun cars to have, but not put too many miles on.
What’s your favorite way to spend time away from the track?
It depends on the weather conditions we have and where, I guess. Like, if I’m home in Switzerland, I’d probably take out the little motorhome—it’s a Sprinter—with my dog, and just go up in the mountains or do something away in nature. That’s always great. Here, that’s a bit more difficult. I would go golfing or do something that is pretty enjoyable for me at the moment. If I were by the coast, I’d probably go surfing.
Lastly, and just to pick your brain, what’s your take on the current drama with the F1 regulations changes, and various drivers saying it’s like Mario Kart? Any thoughts on how things have evolved since you were there?
On paper, they [FIA] always knew that something similar would happen, but F1 is known for, in my opinion, being able to have an insanely quick and good way of turning things around for the better. If you look at what we started in 2022 to where we ended in 2025 [with the previous rulebook], that was a huge change in terms of just how great the cars were by the end of that regulation set. I have no doubt that by, even later this year, they will have something in place to improve what they have at the moment.
Gas prices have been trending higher since the start of the war with Iran, but the change over the past week has been striking. Seven days ago, a gallon of regular fuel averaged $4.17 in the U.S., and today it has ballooned to $4.48. Those prices hit all of us at the pump, but related diesel and aviation fuel cost increases ripple through many other parts of our daily lives.
Consumers now spend around a billion dollars more per day on fuel than before the war, with about half of that attributable to jet fuel and diesel prices. Spirit Airlines shut down over the weekend, citing rising fuel prices as one of the contributing factors, and other airlines are canceling flight routes or raising prices to cope.
Higher diesel prices hit shipping industries hard, making consumer goods like groceries and electronics more expensive. You may have noticed the impact if you’ve recently tried to ship a car, as most national carriers rely on large diesel trucks to move vehicles across the country.
Despite a ceasefire announcement, traffic through the Strait of Hormuz remains almost nonexistent. The channel, which carries more than a fifth of the world’s oil supplies, handled just 19 ships last Friday, down from over 100 per day before the war.
As depressing as this sounds, it’s not doom and gloom for everyone. Average gas prices have yet to crest the $4/gallon mark in parts of the South, including Georgia, where a gallon of regular currently averages $3.91. There’s more good news for drivers in the Midwest, with GasBuddy recently reporting on Threads that refinery issues have begun clearing, which could drive fuel prices down by up to $0.60 per gallon in some places.
That said, the West Coast has been hit hard, with gas prices averaging $6.13 per gallon in California, according to AAA. If you live in one of the areas where fuel prices have become untenable, check out Kelley Blue Book’s fuel-saving tips to help get ahead of rising costs.
Lexus is finally getting serious about big electric cars. The luxury brand revealed its first SUV with three rows of seats that runs only on batteries – the Lexus TZ. This new vehicle will compete with other popular EVs like the Rivian R1S and the Volvo EX90. It looks sleek and fits right in with the rest of the Lexus family. A lot of people have been waiting for a luxury electric car that can carry the whole family, and the TZ will fill that spot perfectly when it arrives at dealerships later this year.
The Lexus TZ shares its mechanical parts with the Toyota Highlander BEV. It uses the same dedicated frame built just for electric cars. Buyers can choose between two different battery sizes when they pick their car. The smaller battery is 76.96 kWh, and the larger one is 95.82 kWh. Lexus says the bigger battery will let the car drive about 300 miles on a single charge.
Every version of the 2027 Lexus TZ comes with the all-wheel drive DIRECT4 system. It helps the car stay steady when turning corners and helps it speed up quickly from a stop. The electric motors produce a total of 420 horsepower – more than enough for a family hauler. It should make the SUV feel fast even when it is full of people and gear. Drivers can also pick from different modes like Sport, Eco, or Range to change how the car feels on the road. There is even a “Rear Comfort” mode to keep the kids in the back from bouncing around too much.
While the power is good, the towing capacity is a bit lower than some people might expect from a large SUV. The Lexus TZ can pull a trailer weighing up to 3,501 lb. If you look at its rivals, the Hyundai IONIQ 9 can tow up to 5,000 lb. That is a big difference if you need to pull a heavy boat or a large trailer. It seems Lexus focused more on luxury and smooth driving than on heavy lifting. Still, 3,501 lb is enough for a small camper or a couple of jet skis for a weekend at the lake.
Lexus spent a lot of time making the inside of the TZ feel like a plush living room. They call the interior design a “Driving Lounge.” The goal is to make everyone feel relaxed, even the people sitting in the very back row. The car uses new materials to block out wind and tire noise. Lexus claims this is the quietest SUV they have ever made. If the silence is too much for you, there is a Mark Levinson sound system with 21 speakers that probably sounds like a private concert hall inside the cabin.
The seats are where things get really serious for an electric car. For the first time in a Lexus SUV, the front passenger and the middle row seats have power footrests. These seats also have fans to keep you cool on hot days. If you miss the sound of a gas engine, Lexus added a feature called Active Sound Control. It makes noises that sound like a regular car shifting gears. Trying to act like something it is not is a first for Lexus, but some drivers might find it fun to hear something other than electric humming.
The 2027 Lexus TZ is 16.7 ft long and 6.53 ft wide. It stands 5.6 ft tall. The distance between the front and back wheels is 10.01 ft. This size makes it almost exactly the same as the Volvo EX90. It is a large car that will take up a good amount of space in a garage. Because it is so big, there is plenty of room for three rows of people to sit comfortably without bumping knees.
When it comes to carrying gear, the TZ has 0.39 cubic meters of space behind the third row of seats. That is not a huge amount, but you can fold the second and third rows flat into the floor with the touch of a button. This creates a big, flat area for hauling large boxes. However, there is one strange thing about this car – it does not have a front trunk, or a “frunk.” Most electric cars use the space where an engine used to be for extra storage, but Lexus left that space empty or blocked it off.
Charging the Lexus TZ is fairly simple but not too fast. It can use charging stations that provide up to 150 kW of power. This allows the battery to go from 10 percent to 80 percent in a leisurely 35 minutes. One great feature is the new NACS port. This means Lexus owners can use Tesla Superchargers without needing a special adapter. It also has a unique 2-in-1 port that puts two different types of plugs side by side. This should make it much easier to plug in at different types of charging stations when you are away from home.
Safety is always a big deal for family EVs. The TZ comes with the Lexus Safety System+ 4.0. This includes tools that help the driver stay in their lane and stop the car if it thinks a crash might happen. It can even spot people walking near the car and help the driver steer away from danger. As for the price, Lexus has not given a final number yet, but we think it will start well over £44,000 when it arrives in the US. That makes it much cheaper than the Lucid Gravity but very close to the Hyundai IONIQ 9. It will officially go on sale near the end of 2026.
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Well, the days of elaborate fanfare surrounding EV launches appear to be behind us. Or at the very least, big launches are on hiatus. We say that because Lexus, which has gotten quite comfortable in its cowboy boots, has gone decidedly small with its announcement officially introducing the new TZ SUV. This re-badged (badge-engineered, some might say) Highlander will be the luxury subsidiary’s first electric three-row.
And while Lexus may not be enthusiastic enough about the TZ to break out the champagne and fireworks, it’s nonetheless a pretty big deal. It will both give Lexus its own three-row electric family car and serve as an expansion to the brand’s showroom. Lexus doesn’t need to jettison something else to make room for the TZ the way Toyota did with the Highlander and the TX, which is offered with both hybrid and plug-in hybrid variants, was just introduced a couple years back. Like the Toyota Grand Highlander it’s based on, the TX won’t be going anywhere soon.
Lexus only offered preliminary specs on the 2027 TZ (and zero pricing information), but generally speaking, it’s just a premium-shifted take on the same formula as Highlander. The standard battery is just under 77 kilowatt-hours; the larger on checks in at just under 96 kWh. That’s available on the Select trim and up. Lexus says the larger battery is good for at least 300 miles.
That lines up nicely with the 320-mile EPA rating of the Highlander XLE and Limited models. Toyota’s base Highlander is rated at 270 miles when you add all-wheel drive, which will be standard on the TZ. We expect the Lexus won’t be far off that range figure. The TZ will also have variable front/rear torque distribution setup that can send 100% of available power to the rear axle.
That sounds like fancy performance car stuff, but remember two things: First, this is an EV. That means there’s no mechanical connection between the front and rear drive units. The fancy “Direct4” all-wheel-drive system exists almost entirely in software that controls the torque output of each drive unit independently. That leads to the second thing: The word “available” is doing heavy lifting there. When the computer pulls torque from one (or both) of the drive units, the total “available” power is reduced. What’s 100% of 50%? Hint: The answer is in the question. And you thought you’d never use grade-school math.
Lexus will also offer an optional rear-axle steering package to improve maneuverability in tighter spaces and increase stability at cruise. To our knowledge, Toyota has no plans to offer that on the Highlander.
While the announcement was otherwise light on technical data, Lexus did TZ tease some of the EV’s interior features. The front passenger and second-row chairs are available with both heat and ventilation along with power-adjustable ottomans. Lexus also touted the TZ’s “forged bamboo” interior surfaces treatments.
The TZ will go on sale later this year, Lexus says. We can expect full trim details and pricing later this year.
LEXUS has unveiled details of its all-new TZ three-row electric SUV, a model it says is designed around the concept of a Driving Lounge, and one that aims to deliver a quiet yet dynamic ride and high levels of comfort regardless of seating position.
Blending familial Lexus styling with an aerodynamic body, and crafted interior décor, the TZ measures 5100mm in length, 1990mm in width, and 1705mm in height, its 3050mm wheelbase enabling cargo capacity ranging from 290 litres in seven-seat mode to 2017 litres all told.
The model tips the scale at 2630kg (kerb) and rides on alloy wheels ranging in diameter from 20- to 22 inches, depending on variant.
All variants are all-wheel drive and dual motor in configuration, with both the front- and rear motors providing 167kW/268Nm for a total system output of 300kW (no combined torque value is listed).
Lexus says the figures are sufficient to accelerate the TZ from standstill to 100km/h in just 5.4 seconds, while driving range is listed at 530km on the WLTP cycle.
Power is drawn from a 95.8kWh battery pack that may be recharged from 10-80 per cent in 35 minutes when connected to a 150kW DC appliance. AC charging is also available.
While Australia delivering timing, pricing, and specifications are yet to be announced, Lexus International chief engineer Takeshi Miyaura says the TZ aims to deliver a new experience to family buyers.
“We envisioned Lexus’s target brand value – customers who value time and choose authenticity – and aimed to deliver a new Lexus experience through the TZ,” he explained.
“Battery-electric technology (BEV) emerged as the method to realise these values because BEVs offers an ideal blend of driving enjoyment and driving evolution.
“In addition to the Lexus experience of seeing, riding, and driving, we now offer the new value of spending time inside the vehicle.
“Our primary focus in the development of the TZ was the unity of design and aerodynamics. Beyond the BEV-driven need for aerodynamic efficiency, we asked what styling would stand out in the expanding luxury mid-size SUV market.
“We believe the TZ features a design born from functional beauty that harmonises typically conflicting engineering and styling demands. Interior development targeted lounge-like comfort in every seat; we paid careful attention to each component, including a newly developed platform, seats, and the panoramic roof.
“For driving, we fully leveraged BEV advantages and Lexus’s Aji-migaki refinement program to rigorously tune performance. We prioritised quietness, both at rest and in motion, and succeeded in creating a lounge where acoustics can be enjoyed.”
The Lexus TZ will compete in a complex and expanding segment alongside rivals like the Mercedes-Benz EQS (from $219,900). Australian delivery confirmation is yet to be announced.
Hyundai might not be your first thought when it comes to high-performance compacts, but the Elantra N has taken the Touring Car Racing (TCR) series by storm. It’s not just competitive; the N program has created one of the most successful TCR-spec series vehicles in the world. It’s won championships and numerous individual races between 2024 and 2025, including a class win at the historic Daytona International Speedway in the IMSA Michelin Pilot Challenge last year.
To celebrate that success, Hyundai is releasing the 2026 Elantra N TCR Edition as a limited-edition model in two flavors. But the most important piece of info is that it costs more than $7,500 less than a Honda Civic Type R.
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You’re reading that right: A car with the Civic Type R in its sights will start at $40,495 for the six-speed manual transmission version, beating out the $48,090 Honda by $7,595. Even if you want the more expensive flappy-paddle version of the Elantra N TCR, the $1,500 extra for the eight-speed DCT ($41,995 total) still ends up being $6,095 less than the high-performance Civic, which doesn’t offer an automatic. For additional context, the Elantra N TCR is $3,650 over the standard Elantra N in both its six-speed and DCT versions.
The only catch is that the Elantra N TCR only comes in a single color: Performance Blue. The Civic Type R offers two no-cost standard colors and three extra-cost optional colors. The Type R also doesn’t have a trunk brace, so it is technically the better road-trip sedan if carrying stuff plus four or five people is a concern.
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What You’re Getting in an Elantra N TCR
The Elantra N TCR builds on everything that makes the Elantra N great. But it starts to swing the dial to 11 with the addition of an adjustable swan-neck carbon-fiber rear wing based on the design of the racing version. And when we say “adjustable,” we mean it really has multiple angles of attack. Usually, you’re limited to one to three angle-of-attack settings, but the TCR has up to seven, making this a serious bit of aerodynamic kit. It would have been amazing if Hyundai included an equally adjustable front splitter, but the standard N’s front lip remains on this higher-performance version.
The front brakes swap the standard Elantra N’s excellent front single-piece rotor and single-piston floating caliper for a two-piece rotor and monobloc four-piston caliper setup. This not only helps reduce weight on the front axle but also provides a much stiffer caliper, as it’s made from a single machined piece of aluminum.
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That new brake setup also required a new set of 19 x 8.0-inch forged aluminum wheels be fitted in place of the standard 19-inch cast pieces. Just like the brakes, these forged aluminum wheels should reduce the overall weight of the TCR versus the standard N while also being stiffer to absorb the abuse of track duty much better.
The exact weight of the TCR hasn’t been released by Hyundai, but you could expect around 10–15 pounds in total for the front brakes and up to 5–15 pounds per wheel based on our experience. The wing will likely add some of that back.
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A special edition wouldn’t be complete without add-ons that tell you what it is. Here, that includes “TCR Edition” trunklid badging, a TCR-only door puddle light, and aluminum “N Performance” door sill plates.
The interior features Alcantara throughout, including for the unique steering wheel with a 12 o’clock mark finished in Performance Blue. This synthetic suede material is also used on the shift knob, shift boot, handbrake lever, and center console armrest. The standard black front driver and passenger seat belts are swapped out for a pair in Performance Blue webbing, but the N-badged performance seats remain the same.
The Toyota 4Runner has always been a formidable off-roader. It is so good for off-road use, in fact, that it won our inaugural Best Off-road Warrior for 2026. However, it was never known for being the most fuel efficient. That took a turn for the better in 2025, with the sixth generation of the model, and the 4Runner mpg saw a significant rise.
Base Trim Engine
2.4L I-FORCE I4 ICE
Base Trim Transmission
8-speed automatic
Base Trim Drivetrain
Rear-Wheel Drive
Base Trim Horsepower
278 HP @6000 RPM
Base Trim Torque
317 lb.-ft. @ 1700 RPM
Infotainment & Features
8 /10
The introduction of the i-FORCE MAX Hybrid powertrain for the car has made the 4Runner into a potential great buy for people looking for its off-road capability, but who do not want to break the bank at every fuel stop. So what are the most efficient 2026 Toyota 4Runner trims currently on offer? We rank the combined mpg of the Toyota 4Runner in all its trims, and also show you how the last 10 years of 4Runner mileage has evolved.
All mpg ratings are sourced directly from the EPA and the cars have been ranked in terms of their combined mpg, using city and highway mpg as a tiebreaker where necessary. All data is correct at the time of writing.
5
Toyota 4Runner SR5 (i-FORCE 4WD)
21 MPG Combined
2026 Toyota 4Runner i-FORCE 4WD SR5 Trim
Engine
2.4L Turbo Four-cylinder
Horsepower
278 hp
MPG (City/Highway/Combined)
19/25/21
Range
399 mi
MSRP
$43,870
Key Features At A Glance
Part-time four-wheel drive
17-inch alloy wheels
Eight-inch touchscreen with wireless phone connectivity
Blind-spot monitor with rear cross-traffic alert
Smart Key system
The base non-hybrid engine of the 4Runner is not as efficient as the hybrid, to nobody’s surprise. However, it is not as far behind as you would think. Although four-wheel drive does mean you sacrifice a few mpgs when compared to the 2WD trim, it still gets you almost to the 400-mile mark on a full tank. This is still the best entry trim level for the 4Runner if you value off-roading and are satisfied with average economy. You pay $2,000 more for the part-time 4WD system, and still have an option for an extra third row.
Other trims that get similar efficiency include the AWD Sport, Sport Premium, Off-road, and Off-road Premium trims.
4
Toyota 4Runner Limited Trim (i-FORCE 4WD)
21 MPG Combined
2026 Toyota 4Runner i-FORCE 4WD Limited Trim
Engine
2.4L Turbo Four-cylinder
Horsepower
278 hp
MPG (City/Highway/Combined)
20/24/21
Range
399 mi
MSRP
$58,500
Key Features At A Glance
20-inch machined-finish alloy wheels
Leather-trimmed heated and ventilated front seats
Chrome exterior accents and body colored overfenders
Panoramic-view monitor
14-speaker JBL audio system
The Limited trim of the 4Runner is a car that wants to tackle dirt paths while wearing a tuxedo. It is definitely not the most capable off-road, being better suited for urban, concrete jungles. With premium creature comforts such as heated and ventilated seats, and body-colored fenders, this 4Runner is great if off-roading is not your main concern, and you are drawn more to its looks and features. The 4WD is always a bonus with an SUV such as the 4Runner. However, it does mean it is not as efficient as its 2WD twin.
3
Toyota 4Runner Limited Trim (i-FORCE 2WD)
22 MPG Combined
2026 Toyota 4Runner i-FORCE 2WD Limited Trim
Engine
2.4L Turbo Four-cylinder
Horsepower
278 hp
MPG (City/Highway/Combined)
20/24/22
Range
399 mi
MSRP
$56,500
Key Features At A Glance
20-inch machined-finish alloy wheels
Leather-trimmed heated and ventilated front seats
Chrome exterior accents and body colored overfenders
Panoramic-view monitor
14-speaker JBL audio system
The 2WD Limited 4Runner is near identical to the aforementioned 4Runner, except being $2,000 cheaper due to its lack of all-wheel drive. As there are fewer wheels that the engine has to send power to, it uses less fuel when compared to 4WD trims. Thinner sidewalls and larger rims also help this trim get better fuel efficiency on the road. This model is a solid option for people who are drawn to the looks of the new 4Runner, and like the interior amenities offered by the Limited. For off-road enthusiasts, better trims are available with even better Toyota 4Runner mpg.
2
Toyota 4Runner SR5 (i-FORCE 2WD)
22 MPG Combined
2026 Toyota 4Runner i-FORCE 2WD SR5 Trim
Engine
2.4L Turbo Four-cylinder
Horsepower
278 hp
MPG (City/Highway/Combined)
20/26/22
Range
418 mi
MSRP
$41,870
Key Features At A Glance
17-inch alloy wheels
Eight-inch touchscreen with wireless phone connectivity
Blind-spot monitor with rear cross-traffic alert
Smart Key system
Power rear window
Cheapest does not always mean the worst, and that is definitely the case in terms of the 2WD trims of the base 4Runner. With standard safety features including radar cruise control and pre-collision warning systems, this is the perfect entry into the 4Runner family with the best highway mpg the sixth generation of the model has to offer. However, you do not get many off-road accessories such as plastic fenders and chunkier tires that are on offer for the higher trim levels, so it may not be the most capable 4Runner in the range.
The Sport and Sport Premium get the same sort of efficiency with 2WD.
1
Toyota 4Runner Off-Road (i-Force Max 4WD)
23 MPG Combined
2026 Toyota 4Runner i-FORCE MAX 4WD Off-Road Trim
Engine
2.4L Turbo Four-cylinder Hybrid
Horsepower
326 hp
MPG (City/Highway/Combined)
23/24/23
Range
437 mi
MSRP
$58,870
Key Features At A Glance
Multi-Terrain Monitor with selectable front, side or rear views (TRD Off-Road Premium trim)
FOX 2.5-inch Internal Bypass QS3 shocks with rear piggyback-style remote reservoirs (TRD Pro trim)
Any trim of the 4Runner with the i-FORCE MAX Hybrid powertrain gets you the best mpg this generation has to offer (including Off-Road Premium, Limited, Trailhunter, Platinum, and TRD Pro). Of course, which trim is actually best will depend on your use case. TRD Off-road, Trailhunter and TRD Pro are the most capable 4Runners off-road, with FOX shocks and multiple terrain modes. The Limited and Platinum trims, meanwhile, are the best in terms of features that users demand on the road, such as a powered moon roof, a heads-up display and automatic rain sensing wipers. The 2026 Toyota 4Runner’s Hybrid mpg has the best city and combined EPA estimated rating, making it the most fuel efficient 4Runner ever.
We drove this latest generation of the 4Runner last year, and were pleasantly surprised by the improvements in the car when compared to its last generation. With the latest generation of the 4Runner, there is a trim for everybody, and now more than ever, you do not have to sacrifice mileage if you want one of the best off-roaders Toyota currently has on sale.
To show you how far 4Runners have come in terms of fuel economy, we made a list of the best Toyota 4Runner mpg by year all the way back to 2017.
Most Efficient Toyota 4Runner Trims In The Last 10 Years
Like Integras past, the latest model is essentially a glitzy Honda Civic. That’s no bad thing, though, as Honda’s compact car is among the best in its segment. Whereas the Civic is available in both sedan and hatchback body styles, the Integra is a hatchback-only affair. If you want to snag the most fuel-efficient variant of this entry-level luxury car, then you’ll need to stick to the base model and its smaller rolling stock. Though it may lack the racy bits of higher-end trims (pictured), the standard Integra retains those models’ 200-hp turbocharged four-cylinder. Alas, the car’s available six-speed manual is not offered in its entry-level guise.
ALFA ROMEO recently launched its Junior compact SUV into the local market, the model available from $46,990 plus on-road costs.
Rivalling the likes of the Jeep Avenger (with which is shares a platform), Nissan Juke, and Volkswagen T-Cross, the Alfa Romeo Junior is offered in Ibrida (hybrid) and Elettrica (electric) formats, each featuring an “emotional” design Alfa Romeo says reinterprets its typical stylistic features.
Measuring in at 4170mm in length, 1780mm in width, 1500mm in height, and with a kerb weight of 1545kg, the Alfa Romeo Junior combines several features linking to classic Alfa Romeo design language.
These include a fascia comprising the iconic “leggenda scudetto” (legend shield) on a blackened grille, Alfa Romeo lettering in acrylic, paying homage to the Alfa Romeo sports cars of the 1920s and 30s, 3+3 styled adaptive LED matrix headlights, and dual side air intakes in the front bumper.
In profile, the Junior is said to offer a sleek and dynamic form that is carefully crafted to reduce aerodynamic drag, while at the same time providing practical interior accommodation for five adults and their luggage.
Staying inside the cabin we find a blend of premium materials and driver-centric ergonomics as well as customisable 10.25-inch digital instrument and infotainment screens, the latter of which supports wireless Apple CarPlay and Android Auto.
Under the bonnet, the Ibrida variant offers a turbocharged 1.2-litre three-cylinder petrol engine assisted by a 48-volt system comprising lithium-ion battery and 21kW electric motor (it’s a mild hybrid, or blanda ibdrida to be more accurate).
Drive is to the front wheels via a six-speed dual-clutch transmission.
Alfa Romeo quotes system output at 107kW/230Nm, 0-100km/h acceleration time at 8.9 seconds, top speed at 206km/h, and a combined cycle fuel consumption of 4.1 litres per 100km (NEDC).
Meanwhile, the Elettrica offers a front mounted Hybrid Synchronous Motor delivering 115kW/260Nm. Power is drawn from a 54kW battery pack to deliver a 0-100km/h time of 9.0 seconds and a driving range of up to 407km (WLTP).
AC and (100kW) DC charging is supported, the latter said to provide sufficient charge in 10 minutes for 100km of travel, or a 10-80 per cent charge in approximately 30 minutes.
All variants are equipped as standard with a comprehensive list of safety inclusions, such as active lane management, adaptive cruise control, automated parking assistance, autonomous emergency braking, blind-spot monitoring, driver behaviour warning system, high beam assist, lane keeping assistance, six airbags, and traffic sign recognition.
In terms of standard equipment, we find both the in Ibrida and Elettrica offering 18-inch alloy wheels, body-coloured door handles, dusk-sensing headlights, a gloss black body kit and wing mirror covers, LED taillights, two-tone black roof, rain-sensing wipers, and rear privacy glass.
A sunroof is available optionally at $1990 and was fitted to the test vehicle.
In the cabin, the Junior is finished with Spiga black cloth and leatherette combination upholstery, a leather-bound steering wheel, aluminium pedals and sill covers, 60:40 split-fold rear seats, and a height adjustable cargo area floor.
Further to the dual 10.25-inch screens listed above, we also find technologies including native sat nav, DAB+ radio reception, six-speaker sound, Alfa Connected Services suite, a wireless device charging pad, front USB-A and USB-C charging ports, a rear USB-C port, single-zone climate control, a six-way power adjustable driver seat with two-way lumbar support and massage function, front seat heating, a self-dimming rear-view mirror, and powered tailgate.
The 2025 Alfa Romeo Junior will be offered in a choice of six paint colours including White Sempione (NCO), and cost-option ($1990) hues including Arese Steel, Black Tortana, Blue Navigli, Galleria Light Grey, and Red Brera.
Alfa Romeo Australia backs the Junior with a five-year/unlimited-kilometre warranty inclusive of roadside assistance. An eight-year/160,000km warranty applies separately to the high-voltage battery on the Elettrica variant.
Driving Impressions
A Dutch-owned company built an ‘Italian’ car on a French platform at a Polish factory. Then, it tried to give that car an Italian name, before the Italians themselves said the car was not “Italian enough” to deserve it.
It sounds like the start of a bad joke – and after driving the car this week, we think it just might be…
The Alfa Romeo Junior is a car that is gorgeous to look at, and one that at the same time proves beauty is merely skin deep.
In short, the car’s ergonomics are compromised, its human-machine interface clumsy, and its suspension and driveline noisy (the latter whining and whistling relentlessly at city speeds).
It also presents considerable wind noise at highway speeds, its dashboard and instrument binnacle rattle ad nauseum, there are plastic crackles somewhere in the rear of the cabin, and the hybrid system feels disjointed to the point of distraction.
Yes, Alfa Romeo has once again clutched defeat from the jaws of victory, presenting the world with a car that promised so much and delivered so very little.
It is also considerably dearer than many of its segment rivals.
For $46,990 plus options and on-road costs (our car was fitted with $1990 worth of metallic paint and a $1990 sunroof for a pre-ORC price of $50,970) there is plenty of competition we would happily live with instead.
Heck, there are even some cars we’d buy two of for similar money!
Alfa Romeo says the Junior “elevates your driving experience with superior driving dynamics, great agility, and lightness on the road”. Yet, at around 1280kg kerb it is hardly a lightweight, and its “superior” dynamics feel masked by distant steering and a nose-heavy attitude that is easily upset by surface imperfections.
The Dutch-Italian-French-Polish manufacturer further claims that the Junior offers “amazing performance” and “cutting edge technology” that promises to “boost your everyday life”.
Yet we found the driveline disjointed and rather noisy, haphazardly slipping between electric and petrol power with no obvious agendum – and at times leaving you feel as if you’ve stalled when entering an intersection or roundabout.
The combination of a turbocharged 1.2-litre three-cylinder petrol engine and 21kW motor jerking through a six-speed dual-clutch transmission is one we struggled to bond with. It steps from the line with initial urgency, before quickly falling flat, only to recover and surge as it finds its feet.
It’s a driveline that doesn’t like to be hurried, despite claims that the Junior can accelerate from standstill to 100km/h in 8.9 seconds.
Simply, it doesn’t feel “amazing” or even very brisk. If anything, performance is tepid, and far better suited to around-town travel. The Junior’s open-road performance is acceptable, but hardly what we’d call “sporty”.
Fuel economy was also something of a letdown. During a highway run north of Melbourne – and noting some hill climbing and winding roads – we saw a result of 7.1 litres per 100km on the readout.
We chiselled that number down to 5.8L/100km through careful driving, before settling at a figure of 6.3L/100km at the end of our loan period.
But perhaps one of the strangest experiences of the Junior was our experience with the HMI (or human-machine interface). The touchscreen is set quite low in the centre of the dashboard, meaning considerable time is spent with your eyes off the road when changing settings etcetera.
While Alfa Romeo claims the “Junior offers advanced onboard connectivity for seamless interaction and a convenient experience”, our experience was anything but. The infotainment system dropped the connection with our Apple iPhone on several occasions, and on others would not “find” the phone at all.
We also experienced issues with the inconsistent climate control system, the power windows – which rushed to open and close but were difficult to park midway – the gearshift controller with its impossibly small Park switch, the laggy ignition switch, and best of all with the proximity key fob and alarm.
For the majority of the week, the keyless entry system and ignition performed as expected, though as time wore on, we found the car unable to recognise the key, which at one point saw us driving the car with the alarm sounding, as if it recognised enough of the key to start, but not to deactivate the alarm. Talk about turning heads!
When you add these issues to suspension that thumps over expansion gaps and a brake pedal that lacks both consistency and progression the Junior is hardly a car that we’d say boosts our everyday life.
With ripping same-segment rivals like the Volkswagen T-Cross or the next-size-up Honda HR-V and Hyundai Kona available for roughly the same money, the Alfa Romeo Junior is difficult to endorse.
It’s costly, it’s quirky, and it’s far too compromised for us to recommend. And that’s no joke!
