Overtaking opportunities are rare on the B-roads that wend their way through the Wye Valley. Here on the border between England and Wales, a region that literally prompted the very first use of the word “picturesque,” finding a straight with sufficient visibility and length to safely pass a car ahead requires patience.

Since collecting this Morgan Plus Six from the factory, its BMW TwinPower engine has barely been tempted above tickover. The eight-speed automatic upshifts to the highest gear appropriate to road speed as I meander through the country lanes. Even so, I find myself catching up to a couple of cars that are nowhere near troubling the speed limit.

A press of the Sport + button immediately adds an eagerness to the throttle, and I slot the gear selector over to allow the use of the paddle shifters in anticipation of a possible passing shot. It comes as I round a right-hander, so I nudge the left paddle down a couple of clicks and floor it.

What follows is quite the surprise. For me—and the two dawdlers that I fly past. The acceleration is, frankly, brutal and really quite incongruous with the Morgan’s outward appearance. Then there’s the noise. A whoosh of turbos spooling up, a pop from the exhaust between upshifts, and a crackle on the overrun as I back off.

I’d experienced some of this in the Plus Four last year, but in the Six everything is cranked up above and beyond any expectation you might have from looking at it.

The styling is as traditional as ever. The flowing curves are hand-formed over an ash frame, using tools that haven’t changed for 70 years. It’s 4 inches wider than the Plus Four, to accommodate a greater track and bigger 18-inch standard alloy wheels, or 19-inch optional rims (the Plus Four runs 15-inchers). The Six also has a pair of extra driving lamps and is yet to benefit from the latest tweaks to the Four, which house indicators within the main lamp units and simplify the rear end with two instead of four taillights.

The cabin is pleasingly minimalist, with a flat painted dash, a lovely wooden center console, hand-trimmed leather, and deep wool carpets. A small digital screen is a little out of place, but the other analog instruments are spot on. Morgan’s own aluminum buttons look great, but the BMW parts are a bit of a letdown. It’s a necessary evil, of course, but the shiny gear selector, column stalks, and fixed paddles distract from an otherwise wonderfully hand-made feel.

On the plus (sorry) side, the BMW powertrain is a belter. With an extra two cylinders and 80 more horses over the Plus Four (for a total of 330) the Plus Six shaves a full second off the 0–62 mph acceleration time, bringing it down to just 4.2 seconds. Top speed increases from 149 mph to 166.

The truth is it feels even faster than that. The Plus Four I drove in the mountains of Switzerland was on winter tires, which squirmed under full load, while the Six is shod with sticky Continentals and never seems to struggle to put its power down, or trouble the now-standard ESC system.

The AP Racing brakes are superb, and so is the way the car whips through winding roads on revised bushes and dampers. Even with the heft of the bigger engine, the Plus Six only weighs 2456 pounds dry, and that gives it impressive agility through rapid direction changes. The steering is quick and decently feelsome too, loading up appropriately as the cornering forces increase.

Specs: 2024 Morgan Plus Six

• Price: £93,603 ($119,361)
• Powertrain: 3.0-liter fuel-injected, BMW TwinPower six-cylinder; 8-speed automatic transmission
• Output: 330 hp @ 6500 rpm; 369 lb-ft
• Layout: Rear-wheel-drive, two-door, two-passenger convertible
• Fuel Economy: 38 mpg (U.K.) 31.6 mpg (U.S.)
• Competitors: none

It’s a far cry from the last big-motor Morgan I drove. That was a Plus Eight, equipped with a 3.9-liter Rover V-8, and despite having only around 200 horsepower it was a wildly different ride, lacking the braking or cornering ability to match its straight-line speed. There was scuttle shake, a shocking ride quality, and attempting to drive it quickly was a white-knuckled, sweaty-palmed experience.

Some 30 years later, it’s only to be expected that the Plus Six is a marked improvement, but still its dynamic ability and outright performance are remarkable. Underneath that timeless body truly sits a modern sports car.

There is some bad news, however. Morgan has no current plans to bring the Plus Six to America. Instead, just 325 Plus Fours are to be imported each year under the Replica Bill approval process, and the Plus Six will remain forbidden fruit.

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If any car deserves a cheerful color palette, it’s the Mazda Miata, introduced in the U.S. for 1990 in your choice of bright red, white, or blue.

Now, muted variations on that original red, white, and blue are still offered, but so are four additional colors: black, two shades of gray, and Zircon Sand Metallic, which Mazda says is an “earthy tone.”

It’s kind of a funeral, this trend toward neutral car colors. That was not overlooked in our review last week of a 2024 Mazda Miata Club that Andrew Newton drove: The Miata’s color options are “bland as a bowl of sawdust,” he wrote. “If you’ve been praying for a handsome British Racing Green or a nice bright blue, keep praying, because Mazda has ignored you yet again. There is a new shade for 2024 but it’s… another shade of gray.” His test car was Zircon Sand, which he described as a “sort of muddy sand color, with some green in it.”

Turns out that it isn’t just the Miata—the entire industry has been steering away from colorful cars, according to a study by the website iSeeCars.com. Grayscale colors (white, black, gray, and silver) made up 80 percent of cars in 2023 compared to 60.3 percent in 2004, the study said. This despite the fact that there were nearly the same number of colors offered in 2023 as there were in 2004, with an average of 6.7 colors per model today compared to 7.1 colors per model 20 years ago.

iSeeCars analyzed the colors of over 20 million used cars from model years 2004 to 2023 sold from January 2023 to April 2024. The share of each color within each model year was calculated, as was the difference in share between model years 2004 and 2023.

“Colorful cars appear to be an endangered species,” said Karl Brauer, iSeeCars executive analyst. “Despite a diverse palette being offered by automakers, there are far fewer non-grayscale cars sold today. They’ve lost half their market share over the past 20 years, and they could become even rarer in another 20 years.”

Colors like gold, purple, brown, and beige have each lost more than 80 percent of their share over this period, and even mainstream colors like green, red, and blue gave up some ground. Interestingly, green has made a small comeback in the last few years as the only non-grayscale color to gain some market share back since 2020.

And it isn’t just cars. “Trucks followed the overall market trend, though some primary colors, like red, lost far more share than others, like blue,” said Brauer. Red is down 57 percent in the truck segment, while blue lost less than one percent.

“If drivers think they’re seeing less color on the roads these days, they are,” he said. “Every non-grayscale color lost ground over the past 20 years.”

It should not come as a surprise, then, that color affects resale value, but it doesn’t necessarily follow the grayscale-dominant formula. Hagerty Valuation Analytics Director John Wiley wrote a year ago that cars “slathered in eye-catching colors never fail to garner attention. The degree to which those colors impact value, however, can vary wildly from model to model.”

For vehicles with relatively few trim choices or minimal differences, color can be a much more important consideration, Wiley said. The 2012–13 Ford Mustang Boss 302 didn’t offer a lot of options, but it did allow buyers to select from 10 colors: Black, Competition Orange, Gotta Have It Green, Grabber Blue, High Performance White, Ingot Silver, Kona Blue, Race Red, School Bus Yellow, and Yellow Blaze.

Three of those colors—Black, Kona Blue, and Yellow Blaze—can mean a discount of up to 11 percent (sorry, Yellow Blaze) on the average value, while three other colors, High Performance White, Competition Orange, and Gotta Have It Green can provide owners a premium of about 17 percent.

Wiley wrote another story in 2021 about how color affects the value of Chevrolet Corvettes. Comparing apples to apples, the research was applied to 1700 sales. “The median premium for each major color group reveals white as the most valuable [adding 8.9 percent], followed by yellow, purple, and red. At the other extreme are earth tones like copper, green, bronze, and brown [down 10.2 percent].”

Still another story from that year explored what color does to Porsche 911 values. “The winner? Yellow. Porsches painted that color tended to sell for nearly $3000 more than average.” At the other end of the (color) spectrum, “black Porsches tended to earn $1385 below average.”

If you’re talking about a pure, mainstream, just-transportation car like a Toyota Camry or Honda Accord, the exclusively-grayscale palette may be a good rule of thumb to help bring solid resale values. But for sportier cars, the answer may lie somewhere over the rainbow.

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Ford shared an image of a veiled Mustang today, on the 60th anniversary of the public launch of the brand’s iconic pony car. Not much is known, but Ford has said that the covered car previews a 2025 variant that has yet to be announced.

Our first instinct was that it might be a Cobra Jet, but the hood is too flat for that to be the case. The drag-race-only Mustang Cobra Jet has worn a cowl-induction hood of late, and that seems like it would carry on no matter the powertrain. The spoiler seems a bit small for that anyway. That still leaves plenty of options. We haven’t seen a Bullitt since the last model bowed out in 2020, the same year we saw the last Shelby GT350. The gonzo GT500 ended production in 2022, and the Mach 1, which filled in the spot in the lineup left by the Bullitt, ran from 2021 to ’23. None of those seems to be likely, however. The Dark Horse appears to have filled the Bullitt/Mach 1 niche in the Mustang hierarchy, sliding in just above the GT. We’re also not too keen on a new Shelby model just yet, as there likely would have been a ton of spy photos by now of either of the Shelby models, and we wouldn’t expect a GT500 until later in the S650’s lifespan.

There are additional trims that would work for a retro-themed special model thanks to Mustang’s deep history, including the Boss 302, which we last saw in 2013. There were also rumors that a larger-displacement, pushrod engine could be coming from the Godzilla V-8 family. Boss 415 just isn’t as cool as Boss 429, but we’d still love to see that happen. Nah, too far-fetched.

If we had to guess, we’d venture that this is something new entirely. Perhaps a performance-oriented EcoBoost model? We haven’t seen a Mustang hybrid yet, but we’d be eager to try one in the same vein as the Corvette E-Ray. Is there room under that hood to package a motor driving the front wheels? Probably not, but there are still a lot of possibilities.

Do you have a guess for what this future Mustang variant might be? Let us know in the comments.

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Today, Jeep gave us our first look inside the upcoming Wagoneer S, the brand’s first all-electric model. The full-size, luxury-flavored SUV will be sold globally, come standard with a panoramic roof and “color-selectable ambient lighting,” and will offer a 19-speaker McIntosh audio system.

Jeep also confirmed that the Wagoneer S will ride on Stellantis’ STLA-Large platform, which is the second-largest EV platform from the conglomerate. This breaks from the current pattern of platform-sharing between Wagoneer models and Ram pickups: The internal-combustion-powered Wagoneer and Grand Wagoneer that Jeep currently offers share their body-on-frame construction with the Ram 1500, but the Wagoneer S will not simply be an SUV version of Ram’s all-electric pickup, the REV.

Other than promising impressive performance—600 hp and a 0-to-60-mph time of  “around 3.5 seconds”—Jeep gave no details about the EV Wagoneer’s battery or drivetrain, leaving us to wait for some of the more important specs, including its range. Jeep did note the aerodynamic design of the Wagoneer S, which is always critical in squeezing the most range and efficiency out of every electron. While it certainly still looks like a Jeep, the sleek lines and forward-canted D-pillar remind us more of the Grander (Grandest?) Cherokee than the upright, chunky Wagoneer.

Our first look inside the Wagoneer S is a view through the panoramic sunroof, highlighting the twin blue meters characteristic of McIntoch audio systems. Like its internal-combustion-powered stablemate, the Wagoneer S gives its passenger their own touchscreen. The center console reveals the start button, shifter, and  Selec-Terrain toggle with options for Sand, Snow, Eco, Auto, and Sport. A thin band of blue that runs along the door and across the middle of the dash shows off the customizable ambient lighting.

We expect the Wagoneer S to enter production late this year, as a 2025 model, which means Jeep has plenty of time to release specs. In the meantime, we’ll be wondering how this flagship Jeep will stack up to the Escalade IQ, which is shaping up to be its chief competitor.

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Mazda’s new CX-70 promises to bring the spirited, intuitive handling for which the brand’s sporty cars are known to the popular two-row crossover segment. Although we didn’t get to drive them, we did get to poke around a pair of CX-70s, one with each available powertrain. Here’s what we observed.

Both the larger CX-90 and the smaller CX-60, the latter of which is sold elsewhere outside of the U.S., share the CX-70’s Large Product Group platform, which uses longitudinally mounted engines and RWD-biased all-wheel-drive. As with its CX-90 stablemate, both of the CX-70’s available powertrains use some form of electrification.

A 2.5-liter four-cylinder plug-in hybrid (PHEV) will be the fuel-sipping option, and also likely the fastest sprinter. A turbocharged 3.3-liter inline-six engine with M-Hybrid Boost should bring a lower curb weight while being quite fuel-efficient also. Mazda hasn’t released power numbers for either option, but the CX-90 seems like a logical point to start. In the CX-90, the 3.3-liter is good for 280 hp in most trims and 340 hp in the sportier “S” trims, plus the mild-hybrid system that adds 16 hp and 113 lb-ft of torque. The 2.5-liter plug-in hybrid engine, also available in the CX-90, produces a combined 323 hp with lots of electric power boosting the bottom end of the power curve.

The interior of the CX-70 is uncluttered and features a modestly sized digital screen above the center stack, reflecting Mazda’s philosophy of keeping the driver engaged without distraction. To further that goal, the CX-70 is the first Mazda crossover to implement Amazon Alexa, allowing the driver to use voice prompts to interact with the radio and climate control. A horizontal element separating the HVAC controls from the screen is upholstered to match the seats and makes for a nice contrast in the upper trim level finished in the available red Nappa leather and red stitching, a design choice inspired by the 100th Anniversary Special Edition MX-5 Miata.

Seating seemed comfortable during our brief time in the CX-70, with plenty of room for tall occupants in both rows. Even with the front seats adjusted to fit a driver who is 6 foot, 3 inches tall, a similarly tall rear seat passenger would have plenty of room, with the front seatback nowhere near their knees. Headroom is ample even with the optional panoramic sunroof taking a bit of height off the ceiling for both rows. Ingress and egress to the second row are aided by generously sized rear doors that hide their mass thanks to rocker and wheel trim that camouflage the cutlines.

There are two packaging compromises that we did notice, however. First, the sizable center console offers a rather shallow main compartment. Thankfully its height and width don’t encroach too much into front legroom. Second, the rear load floor might be a bit taller due to the packaging for the hybrid battery, which seems to have contributed to a slightly higher load floor than would have otherwise been necessary. However, the rear seats still fold flat to make the whole thing level. Cargo space is still impressive, even with the remote-folding rear seats in their upright positions.

In a marketplace crowded by FWD-biased crossovers with transverse engine layouts, the CX-70 seems like it could make a name for itself, if it delivers on its promises of driver-focused handling. The Ford Explorer and Jeep Grand Cherokee, this Mazda’s mainstream, RWD-biased competition, are still more focused on overall utility and off-road prowess. We’ll cross our fingers that the lighter, sportier CX-70 gets the full-powered 3.3-liter turbocharged inline-six as an option to tackle the burly turbo sixes of its rivals.

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Subaru pulled the wraps off the 2024 BRZ tS at Subiefest in Arcadia, California, this past weekend. The trim returned to the BRZ for the first time since the second-generation car debuted for the 2022 model year. The tS adds an STI-tuned suspension with Hitachi dampers and Brembo brakes, with gold-painted four-piston calipers up front and two-piston calipers in the rear. Subaru says the new setup improves control and stability. Also included is a set of 18-inch wheels mounted with 215/40R18 Michelin Pilot Sport 4 rubber.

If you were hoping for a WRX powerplant, you’ll have to keep waiting. The tS is still powered by the same naturally aspirated, 228-hp 2.5-liter boxer four-cylinder as the standard BRZ.

You’ll be able to spot a tS thanks to its unique grille and decklid badging, its Crystal Black Silica exterior mirrors and sharkfin antenna, as well as those aforementioned dark gray 18-inch wheels. Otherwise, it will look just like any other BRZ; it is even available in the full BRZ color palette.

Open up the doors and you’ll find standard performance-design front seats in black upholstery with a center accent stripe in blue. That theme is carried throughout the interior, with contrasting blue stitching on the front seat bolsters, leather-wrapped steering wheel, shifter boot, and parking brake boot, all tS exclusives.

As the tS is based on the nicer (Limited) trim, each will come with plenty of convenience and safety features including heated exterior power mirrors, an upgraded audio system with a two-channel amp and two additional speakers, plus Blind-Spot Detection with Lane Keep Assist and Rear Cross-Traffic Alert. What the tS doesn’t have is an automatic transmission: This sporty trim only comes with a close-ratio six-speed manual.

Another change for the 2024 model year is that Subaru’s EyeSight Driver Assist Technology is now standard on models equipped with that six-speed manual. The suite includes Adaptive Cruise Control, Pre-Collision Braking System, Lane Departure and Sway Warning, and Lead Vehicle Start Alert.

Expect the 2024 Subaru BRZ tS to show up in dealers late this year. Pricing has yet to be announced.

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GMC’s bold, burly Sierra HD truck is getting a major facelift and interior upgrade for 2024 along with powertrain changes that increase its towing capacity. Also, for the first time ever, the 2024 Sierra HD will offer Denali Ultimate and AT4X trims for buyers who demand more luxury and more off-road confidence, respectively.

All 2024 Sierras HD models will flaunt an updated face, with new grille, headlight, and bumper designs across all trim levels, from the work-centered Pro through the plush, new Denali Ultimate. Standard safety features include forward collision alert, lane departure warning, automatic emergency braking, auto high beams, and following-distance indicator. New for 2024 is standard front pedestrian braking.

Inside, Pro models will continue to use the same interior found in current HD models, but SLE models and above will receive updated interiors based on the fantastic mid-cycle update that rolled out to Sierra 1500 models in 2022. That means all trucks save the Pro models will get GMC’s 13.4-inch-diagonal, tablet-style touchscreen.

Combining brute power with leather-wrapped luxury, the Sierra HD Denali Ultimate will take the same upscale approach that we appreciated in the 1500 Denali Ultimate and apply it to the brawny 2500 and 3500 Sierras. The Denali Ultimate puts full-grain leather on the front seats, rear seats, and door panels, the last of which also receive etched stainless-steel speaker grilles. The front seats are 16-way adjustable and include a massage feature. Further luxury touches include a 12-speaker Bose audio system; microsuede upholstery on the headliner, visors, and A- and B-pillar trim; a standard power sunroof; and a standard 15-inch multicolor head-up display.

GMC was light on details of the off-road-oriented AT4X model, which will follow later in 2023. If the 1500 AT4X is any indication, we can expect a taller ride height, improved approach angle, and, hopefully, locking front and rear differentials. We’re hoping for a Super Duty Tremor competitor that can really tackle some difficult terrain. For now, we’ve got plenty of photos of the AT4 that show the mid-range off-roader looking good with its new fascia and interior.

The Sierra will, as expected, use the same 6.6-liter V-8s and 10-speed Allison automatic transmissions as its Silverado HD platform mate. The 6.6-liter gasoline V-8 remains, with 401 horsepower and 464 lb-ft of torque, but now comes with the 10-speed auto rather than its previous six-speed auto, allowing the engine to stay closer to its peak power output when upshifting.

The 6.6-liter Duramax diesel now produces 470 hp at 2800 rpm, up from the previous Duramax’s 445 hp output, and 975 lb-ft of torque at just 1600 rpm. Low-end torque has been increased by as much as 25 percent thanks to a new turbocharger and cylinder head castings that improve cooling and work with new injectors that operate at an even higher pressure. The result is more torque across the engine’s operating range for increased pulling power. That new turbo also adds improved engine braking capability to tame loads on long grades.

The extra power will allow for up to 21,900 pounds of towing on 2500HD Crew Cab and up 36,000 pounds on 3500HD. That impressive tow rating also comes with a host of towing tech to help the driver stay informed and feel confident. GMC’s ProGrade trailering system offers up to 14 camera views including an available “transparent trailer view” that stitches camera views from the back of the truck and the back of the trailer to give the driver a more complete view of what’s going on behind the truck. GMC’s adaptive cruise control can be used while towing and will account for the trailer’s additional mass and drag to plan its braking and acceleration. Like its Chevrolet counterpart, the Sierra HD will monitor acceleration and throttle position to determine if the truck’s gross combined weight has been exceeded and warn the driver.

GMC hasn’t shared any pricing details yet. Expect these updated Sierra HDs in showrooms in the first quarter of 2023, with the AT4X not far behind.

The post 2024 GMC Sierra HD ups power, luxury, and off-road mojo appeared first on Hagerty Media.

The all-new 2023 Chevrolet Colorado is coming next year and brings more power, more torque, increased off-road capability, more standard features, and a new design that gives it a chiseled, muscular look. Key to Colorado’s rugged style is a new chassis that pushes the front wheels forward almost three inches while keeping nearly the same overall length, reducing front overhang and increasing approach angle. A big change for this all-new generation of Colorado is that it will be offered in just one configuration: crew-cab short bed.

Five trim levels of Colorado will be available for 2023: WT (Work Truck), LT, Z71, Trail Boss, and ZR2. WT models, like all 2023 Colorados, will include forward collision alert, automatic emergency braking, front pedestrian braking, lane-keep assist with lane departure warning, following distance indicator, and IntelliBeam automatic high-beam assist. All Colorado trims will be available with additional safety and convenience technology including blind-zone steering assist, rear cross-traffic braking, adaptive cruise control, HD surround vision, and rear pedestrian alert. Hands-free Super Cruise will not be offered in the Colorado, at least not yet.

Inside, all 2023 Colorados will use an 11-inch diagonal infotainment screen and an eight-inch digital instrument panel, even the fleet-level work truck models. Wireless Android Auto and Apple Carplay are available and the new center console offers a large, wireless phone-charging pad up front. The console places the shifter to the right side and puts the transfer case/mode selection dial closer to the driver. Drive modes include Normal, Tow/Haul, Off-Road, Terrain, and Baja. All modes alter the shift points and throttle response to suit the conditions, with Terrain focused on slow, technical off-roading, while Baja is meant for high-speed runs through sand and dirt.

Optional cameras provide up to 10 views to help navigate tight parking spaces or venturing off-road. The cameras can stitch together a simulated overhead view while also showing what each front wheel is doing, acting as a spotter on the trail. Z71 and ZR2 models are also available with an underbody camera for especially tricky terrain.

With only one bed length available, Chevrolet made several design decisions to make the space as configurable and cargo-friendly as possible. The bed comes with eight standard fixed tie-downs, and modular tie-downs are optional to add up to nine more anchors. There are a pair of indentations that help position bicycles or motorcycles, which fit with the tailgate down. An optional tailgate includes a 45-inch-long, four-inch-deep storage compartment that’s accessible when the tailgate is open, but all tailgates can be positioned midway down, which puts the gate at the same level as the stamped-in bed pockets that accommodate 2×6 or 2×8 lumber and creates raised loading levels.

Wheel bolt patterns are now shared with the Silverado, giving Colorado owners even more choices of factory accessory wheels, especially since the new, more forward location of the front axle accommodates larger rubber. While WT and LT trims ride on similar 255/65R17 tires like the previous Colorado, tire sizes and ground clearance are both increased for the Z71, Trail Boss, and ZR2. The Trail Boss ships with 265/65R18 tires that are nearly 32 inches tall and provide 9.4 inches of ground clearance thanks to a two-inch suspension lift and longer control arms that provide a wider track. The ZR2 also gets longer control arms and unique knuckles that match the track width of the Trail Boss, but its suspension is another inch taller and it wears 33-inch-tall 285/70R17 tires that provide 10.7 inches of ground clearance.

The ZR2 was an off-road standout since its inception and the 2023 Colorado continues to offer its top trim with all of the same performance features we’re used to, including the near-magical DSSV dampers, front and rear locking differentials, tough cast-iron lower control arms, unique bumpers, and plenty of skid-plate protection for vulnerable underbody components. Chevrolet didn’t give us specifics on wheel travel but did mention that despite the larger tires, wheel travel is increased both front and rear. The rear suspension was also redesigned to package the shocks outboard of the frame to better damp each rear wheel. That should make the ZR2 even more capable of soaking up whoops and tackling trails. New for 2023, ZR2 is available with a Desert Boss package that includes 17-inch beadlock-capable wheels, a new bumper, bed-mounted sport bar with lights, and underbody cameras. Expect an AEV Bison version to debut later in 2023 that will add even more off-road hardware.

Each 2023 Colorado will be powered by a 2.7-liter turbocharged inline-four paired with an eight-speed automatic transmission. The base engine, standard on WT and LT, is unique to the Colorado and provides an estimated 237 hp and 259 lb-ft of torque. While it uses the same block and head as the other 2.7-liter fours, this one has some hardware differences. One that was noted in our time with Chevrolet engineers was that it doesn’t have piston oil squirters, as they’re simply not needed at this power level. It replaces the base 2.5-liter naturally aspirated four-cylinder that produces 200 hp and 191 lb-ft in the current Colorado.

Trail Boss and Z71 models will receive the 2.7-liter Turbo Plus which produces an estimated 310 horsepower and 390 lb-ft of torque. The ZR2 will come standard with a 2.7-liter Turbo High-Output engine that produces the same amount of horsepower but 40 more lb-ft of torque. The two upper levels of this engine are physically identical and are the exact same engine used in the Silverado. That should make it easy for aftermarket companies to work their magic to squeeze out extra power if owners so desire.

The difference in output for the top two engines is purely based on the tune that allows the high-output engine to use more boost. That additional power, which may tick up a few ponies once SAE ratings are finalized, comes while using 87 octane, so premium fuel won’t be necessary. We’ve driven this engine in the 2022 Silverado and were impressed by the throttle response and power in full-size truck applications. It should do quite nicely in the Colorado. Unfortunately, compression-ignition fans must mourn the loss of the 2.8-liter diesel, which will no longer be available. Chevrolet’s engineers told us that since the 2.7-liter turbo bested the power of the previous 3.6-liter V-6 as well as the torque of the turbodiesel, it was an easy choice to make it the sole powerplant. Its wide, flat torque curve also meant that Colorado was a great match for an updated version of Chevrolet’s 8L90 transmission. The 2023 model-year truck is first vehicle to use the second-gen eight-speed.

That powertrain, with its added top-end power and low-end grunt, is also good for towing. The ZR2 gains half a ton in towing capacity, up to 6000 pounds. Other trims can tote a bit more, with a tow rating of 7700 pounds, up 10 percent compared to the previous generation.

Overall, we’re excited to see this third-generation of Colorado pick up where the highly competitive second-generation Colorado left off and can hardly wait to get behind the wheel of the Trail Boss and ZR2 in particular. Final pricing info, as well as the EPA fuel economy rating for Colorado, will come closer to launch, which is expected in the first half of 2023.

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While we were no doubt dismayed to hear that Toyota has no plans to bring the all-new, fourth-generation Land Cruiser stateside, we’re happy that those seeking continent-conquering capability and comfort can still find solace in a Lexus showroom near them. Lexus just pulled the silk off the U.S.-bound LX 600, the fourth generation of its body-on-frame, truck-based trail stalwart in a Tom Ford Suit.

The big news is under the hood. Gone is the archaic but unburstable 5.7-liter V-8. In its place, a twin-turbocharged 3.5-liter V-6, similar to the one you’d find in the new Toyota Tundra. It’s paired with a 10-speed automatic and a trusted 4×4 system with a real four-low setting. Output rings in at 409 horsepower and 479 lb-ft of torque, gains of 26 hp and 76 lb-ft over the V-8. The whole business rides on an all-new frame (TNGA-F, in Toyota-speak), also shared with the new Tundra and the not-for-us Land Cruiser. It retains the same 112-inch wheelbase as all previous models dating back to the first LX in 1995, something Lexus proudly touts as the golden ratio for off-road capability and interior space maximization. Impressively, Lexus engineers were able to trim 441 pounds off the overall weight relative to its predecessor, the LX 570.

The LX utilizes a double-wishbone front suspension with coil springs and height-adjustable shock absorbers and a four-link solid axle setup at the rear. Height can be adjusted to four different settings—Normal, Hi1, Hi2, and Low, the latter of which eases passenger ingress and egress when parked. Suspension travel is increased by 0.6 inches and 0.8 inches relative to the outgoing model. Vital off-road measurements—approach, departure, and breakover angle as well as water fording capability—remain the same as before, although Lexus only specifies water fording: 27.5 inches.

You can have your LX in one of five trims: Standard, Premium, Luxury, F Sport, or Ultra Luxury. The latter two are new to the LX range. The F Sport targets buyers who want an athletic looking road-goer (if such a body-on-frame, hulking SUV exists) with 22-inch wheels, a Torsen limited-slip rear differential, a blacked-out grille, and trim-exclusive white and red interior colors. The Ultra Luxury is exactly as it sounds, with more care given to rear-seat occupants who now can get massive reclining seats and the ability to slide the front passenger seat forward for a copious 43-inches of stretch space. There are two- and three-row configurations, depending on which trim you pick—Standard comes with room for five, while Premium, Luxury, and F Sport get room for seven. Ultra Luxury will seat four in supreme comfort.

Inside, an all-new infotainment system (finally) does away with the infuriating touchpad or joystick navigation. In its place are two central screens, a 12.3-inch upper screen for radio, navigation, and off-road data monitoring, and a 7-inch lower screen for climate control and supporting off-road information. There’s a nifty offline mode that will download maps and other services in advance of your off-grid ventures.

There’s no word yet on pricing for the new LX 600, but expect this much machine to come with a hefty price tag. The outgoing LX 570 starts at $87,775 including destination, and can easily climb into six-figure territory; expect the new model to be more of the same, possibly starting in the $90,000 range. We won’t have long to wait for those details, however. Lexus says the LX 600 will be in U.S. showrooms as early as the first quarter of next year.

Given that the current underpinnings of the LX 570 date back to 2008, it’s about time to see the next step in what Lexus rightly considers to be its flagship SUV. Whether or not the new LX 600 will retain that truckish, dead-reliable charm or replace it with a whole new sensation more akin to the likes of Mercedes and BMW’s big SUV offerings remains to be seen. Until we have the chance to drive one, we’ll take this new brute for what it is on paper: A smart next step for an absurdly capable, ridiculously posh machine.

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