MotorWeek

Join us for one last throwdown in the Toyota GR Supra.

Then, we'll go on patrol, hitching a ride with a veteran military convoy... Then it's around the block once or twice in an all-new Quick Spin... And get down the road with two hot hatchbacks from Volkswagen... So, come drive with us, next!

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You know, history does have a way of repeating itself, and while that may make it easier to predict things, it's not great when we're talking about losing one of our favorite sports cars.

That's right, after returning to the Toyota lineup six years ago, the Supra is once again making a fast getaway.

At least Toyota has given us this Final Edition as a parting gift.

We have to admit, our emotions ran high when we heard that Toyota was going to discontinue the Toyota Supra again!

We'll really miss it for sure, but that also made our final laps around Roebling Road Raceway in this 2026 Toyota GR Supra MkV Final Edition that much more rewarding.

Not that we spent our track time reflecting, but it was hard not to do a little reminiscing, thinking back to our very first season when the Supra was still a Celica Supra.

We knew it was big and pricey for a Japanese car, but its ability to combine quick, precise steering with a boulevard ride made our antennas quiver.

But back to the GR Supra's present, which will also soon be in the past.

For its final act the GR Supra gets a tweaked suspension that includes camber adjustments and retuned electronic dampers, plus additional chassis bracing and stiffer bushings.

Brake discs grow larger by an inch, throttle mapping has been adjusted, steering recalibrated, and the rear differential tuned to improve traction.

It's a surprising amount of effort for a car that's not sticking around much longer.

And, it was worth it, as the Final Edition felt fast and fun on the racetrack.

It was quick to turn in, playfully putting good amounts of power down out of corners, and the brakes were noticeably more aggressive; all while providing great feedback through the thin rimmed old-school steering wheel.

There was very little body roll, and with the low seating position, we really felt planted going through corners.

Final Editions are available with six-speed manual or eight-speed automatic for the same price.

Our car was equipped with the automatic, which does come with a manual mode and paddle shifters.

But they didn't really add much to the experience, so eventually we just left it in auto and it seemed to work just fine.

Some of our drivers found the car surprisingly quiet inside at speed and longed for a little more exhaust noise to better monitor what was going on.

But there's no hiding the fact that there was Bavarian brutality under the hood, 3.0 liter's worth of turbocharged inline-six from BMW.

No updates here, same 382 horsepower and 368 pound-feet of torque as last year.

And while you can get Base and Premium '26 GR Supras in addition to this Final Edition, they're all sixes, as the four cylinder has already ceased production.

It did prove to be a handful in straight line runs as even launch control struggled to get good grip from the rear tires on a cool track, but eventually we managed 4.1 seconds 0-60.

Shifts in the automatic were extremely quick as we cleared the quarter-mile in 12.5 seconds at 114 miles-per-hour, accompanied by a pleasant import tuner soundscape.

The Final Edition package also includes Sport seats covered in a mix of leather and Alcantara materials, unique displays on the TFT Gauge display and a limited-edition plaque.

From a design perspective, Gen 5 remains a solid 21st century reincarnation of the Supra.

For its going away party, it celebrates with new forged 19-inch wheels, carbon-fiber reinforced-plastic aero treatments, "Supra" script in black, and even a car cover.

There are also some unique color choices to choose from, though our tester was wearing basic Renaissance Red.

Government Fuel Economy Ratings are 22 city, 29 highway, and 25 combined; for an average Energy Impact Score of 11.9 barrels of yearly oil use with 5.8 tons of CO2 emissions.

Final Editions are priced at $70,545, about eight-grand over a 3.0 Premium.

The lights may be going out on the Supra once again, but this GR gen of Supra will shine bright in our hearts and minds for years to come.

With nearly constant updates and improvements over its six-year run, gen-five Supra truly grew into a fantastic car.

Let's hope that history repeats itself and this 2026 GR Supra Mk5 Final Edition is not the final Supra after all.

At the onset of World War II, Willys-Overland designed a 4x4 vehicle, which not only won a U.S.

Army contract but won the hearts of soldiers and civilians alike.

What went on to become the Jeep spawned America's ongoing fascination with military vehicles and their history.

And this week, our Greg Carloss goes "Over the Edge" with a group that honors these vehicles by driving them the way they were meant to be driven.

GREG CARLOSS: It's 09:30 here at the VFW in Leesburg, Virginia, and the lot is filled with military vehicles from Jeeps to Humvees, and today's mission is to get them out and stretch their legs.

You know, military vehicles are... MATHEW CURTIS: Come on, Carloss.

It's 09:30.

Time to gear up, get in a vehicle and hit the road!

GREG: Yes sir!

Let's go.

What's better than hitting the road for an early morning cruise?

Well, if you ask this group, they'd say getting off the road.

This is the Northern Virginia Military Vehicle group and they've enlisted me for a ride along in their convoy.

JEFF: Today, we're out on our annual spring convoy.

It's an informal group of military vehicle owners and enthusiasts, uh, all brought together by a...a common bond of preserving the history of these different military vehicles.

Also, to honor and remember the warriors who were actually in these vehicles.

GREG: As a civilian with very little military knowledge, admittedly I was a bit intimidated by everyone in uniform.

But after a little mingling and a formal introduction, it became clear this group is welcoming to everyone.

And has been since its humble beginnings.

JEFF: It started maybe almost 10 years ago with just a handful of vehicles, and amazingly as we drove through on some of these things, we would have people wave us down and say, "Hey I've got a jeep too.

Can I join you?"

And then, word of mouth spread.

It started from maybe five, six- four, five, six vehicles 10 years ago to...we've had upwards of 20 vehicles in some of the convoys.

GREG: While, today's convoy represents decades of vehicular military history, the majority is made up of World War II Jeeps.

MATHEW: So, I'm driving a 1944 Willys MB.

Uh, One of about 300,000 built during WWII.

Both Willys and Ford built them during the war.

Willys started and realized they didn't have the capacity to build enough, so they licensed out to Ford to build as well.

But this one's a Willys.

PALMER ROBESON: Actually, my father bought this jeep in 1951.

He came back from Europe after World War II.

I learned how to drive this when I was 10 years of age and by the grace of God, myself and my brothers didn't wreck it.

GREG: And honestly, even if they did, the brothers probably could've put it back together themselves.

DAVE OSTRANDER: You gotta remember, these things are built for guys with, by and large, ninth grade education.

So, as long as it's documented in a manual and your Jeep is stock, you can pretty much figure it out.

And you're not going to break anything.

If you were to tell me that I was gonna be replacing engines and rebuilding transmissions, and fuel systems, and electrics, and stuff like that, I would have said no thank you.

But, it's like I was telling these guys today, it's as much fun to work on these as it is to actually drive them.

MATHEW: It's a vehicle that is 81 years old and yet, we're still out there using it.

Some people restore them to what we call uh "show condition" in terms of like factory line condition, like it's just rolled off the factory line.

Mine is in "motor pool" condition.

It means, I get out there.

I use it.

I drive it.

I drive it hard.

GREG: And that's what today is all about.

The pre-plotted 66 mile route takes the convoy on and off the beaten paths of the beaten paths of Loudon County.

Sitting in the passenger seats of a few of the Jeeps, I quickly catch on to the appeal.

Especially, when we get to the water crossings.

Here, the bigger and more modern military vehicles have the advantage, but no one in this group is shying away from a challenge.

The ride was rough and the roads were dusty, but at the end of the day, we were all smiles.

PALMER: It's great.

They're all nice and we enjoy talking to each other and learning about our jeeps.

DAVE: The routes they choose are fantastic, you know, and...and never have a bad time.

You know, it's just, you wake up in the morning.

I didn't...I couldn't sleep last night.

Get to go out, smell like canvas, gasoline.

Good day.

Good day!

GREG: That's affirmative, sir.

JOHN DAVIS: We're back on the throttle for an all-new Quick Spin!

JESSICA RAY: The Honda Pilot is refreshed for 2026; and after our pilot landed our California-bound flight at San Diego International, we were off for another First Drive.

Most of the changes made to this midsize three-row aren't apparent from the outside, minus the larger grille and, if you really know your stuff, a pair of new colors.

Buckle in and you'll see the larger 12.3-inch touchscreen, joined by a 10.2-inch digital gauge cluster.

They're both standard, along with wireless smartphone projection, Google built-in, and a 5G Wi-Fi hotspot.

Though, the best changes aren't noticed until the wheels start turning.

The ambient noise, for one: Intruding road NVH is reduced by 2-3 decibels, great for commuting.

The steering has been marginally tuned for better feedback, feeling more car- than truck-like; and all grades bolster safety with a Post-Collision Braking system which we preferred to not test ourselves.

And what's stayed the same is equally just fine with us.

Powertrain is carryover so it doesn't see any updates to this 3.5-liter V6.

285 horsepower, 262 pound-feet of torque.

There's plenty of power, it sounds really good.

It's paired to a 10-speed automatic that shifts really nicely.

Very smooth.

Honda also said that they made some tweaks to the, the steering in this pilot.

If anything, it's very minimal, maybe just a little bit more refined.

But overall, we've really liked the powertrain in the pilot.

So, we're happy to see it remain virtually the same.

The 2026 Honda Pilot starts just under $44,000, working up to $56,000 at the top of the lineup.

With Touring, TrailSport and other grades, you can pick a fare that best suits your travel plans and budget.

And we'll have more Quick Spins soon!

JOHN DAVIS: As we continue to look back through our video vault and 45 years of MotorWeek Road Tests, here's a heavy-duty throwback of three hardworking trucks from the Big Three.

Of course, I'm referring to the legendary dually, or in this case, three duallies.

Our test rigs consisted of a Dodge Ram 3500 Regular Cab equipped with a V10, a Ford F-350 SuperCab powered by the new Powerstroke V8 turbodiesel, and a Chevrolet C3500 Crew Cab with a good old 454 V8 under the hood.

We'll start with, shall we say, the smallest of our group, the Dodge Ram 3500.

It proved to be the most maneuverable, especially when hooked to a trailer; and that trailer can be a big one, up to 13,300 pounds when pulled by our massive 8.0 liter V10.

It pumps out 300 horsepower and an impressive 450 pound-feet of torque.

This power plant shares its design with the Viper; but, unlike Dodge's sports car, the Ram's interior is designed for long-haul comfort.

The Ram also offers the safety of a driver's side airbag, the only one of our bunch so equipped.

Moving up to a larger body style, we next consider Ford's F-350 SuperCab.

Inside, Ford's tried and true layout still works well.

Seats are comfortable and supportive, controls are familiar.

The most impressive feature of the Ford, though, is the engine, and we think it's great.

Horsepower rating is 210 while torque is a beefy 425 pound-feet.

Towing performance for the Ford is no great chore with a 12,500 pound rating, and maneuverability was only slightly hampered by its long 155 inch wheelbase.

If you need to move people as well as cargo, then you probably want a Crew Cab, like this Chevy 3500.

This is definitely the monster of our test fleet, measuring over 20 feet long and riding on a 168.5 inch wheelbase.

Maneuverability was a bit of a challenge, however.

Inside, the Crew Cab is real room for six with full benches front and rear.

Comfort is top-notch.

A new dash layout is attractive, efficient and simple.

Output for our '95 model is a respectable 230 horsepower and 385 pound-feet of torque.

Towing capacity is an even 10,000 pounds.

The prices for our well-optioned behemoths are surprisingly reasonable.

The Regular Cab Dodge Ram V10 lists for $26,087.

A $3,570 diesel option pushed the price of this Ford F-350 SuperCab up to $30,643.

And finally, the Crew Cab Chevy C3500 lists for $27,805.

So, there you have it: The Big Three of the big jobs, and no matter which one you choose, each is guaranteed to get the work done, no sweat.

GREG CARLOSS: Our yearly Roebling Road track testing is as much of a test of our long-term fleet as it is of our actual test subjects.

But it's not dozens of hot laps they endure; rather, a 1,300-mile round trip these steeds must lead.

Our 2026 Porsche Cayenne trotted up and down I-95 with no grumbles heard from it or its occupants.

And even after the fact, we're observing a 2.5-mile-per-gallon uptick in fuel economy.

We know our overall calculated 25.3 mpg combined is only a temporary boost attributed to all the highway miles, but it feels good all the same.

Everyone knows Porsche makes proper performance vehicles, but this Cayenne proves they can do luxury just as well.

Now part of that is actually a byproduct of the performance.

The Cayenne's versatile suspension and powerful engine inherently create a premium experience, but the top-notch materials and the dual infotainment screens are the kinds of things luxury buyers expect these days.

After a total 5,300 miles, our complaints are quite minimal; for example, the infotainment screen keeps asking us to log in after every start.

It'd be nice if we could permanently disable it altogether.

That may sound like the smallest of gripes, and, well, that's because it is.

This turbocharged 3.0-liter V6 is smooth and swift, the all-wheel drive is perfect for recent mid-Atlantic snow, and the cabin is posh without being stuffy.

We'll see how the fuel economy of our 2026 Porsche Cayenne levels out soon, but not before a check-in with our Mitsubishi Outlander on the next MotorWeek Long Term Road Test Update.

JESSICA: Most new vehicles have fully digital instruments; no more rolling numbers for miles traveled.

But did you know odometer fraud is still a very real thing?

The National Highway Traffic Safety Administration estimates that more than 450,000 vehicles are sold each year with false odometer readings.

A key way to spot fraud is by examining a vehicle's wear and tear.

Check tires, paint and even carpeting; do they look appropriate for the amount of miles?

Also, look for discrepancies on the title and any maintenance records that might indicate deception.

It's harder to detect when a digital odometer has been tampered with, so verifying a vehicle's history is vital to spot fraud.

Insisting on a vehicle history report, like CARFAX, is a must.

JOHN: The Volkswagen GTI has been delivering affordable compact thrills to American drivers since it first hopped into the U.S.

market in the early 1980s.

Forty years later, the current Golf GTI continues to deliver more of the same.

Both it and the track-ready Golf R get updated for 2025, and that's reason enough for us to get down to the business of having fun.

"Down to business" and "having fun" surmises both the 2025 Volkswagen Golf GTI and Golf R. They arguably appear more professional than most of their hot hatch rivals, but under the sheet metal they're just as searing.

And that starts here, the 4th generation of Volkswagen's EA888 engine.

In the GTI, this 2.0 liter turbo-4 simmers at a front-wheel-delivered 241 horsepower and 273 pound-feet of torque.

Not too shabby, but this same punchy four-banger flexes an all-wheel-deployed 328 horsepower and 295 pound-feet in the R. That's 13 horsepower more than the pre-refresh Golf R. We always appreciate extra power, though we doubt you'll feel it here.

What you will feel is this update's removal of the manual transmission in both Golfs; a 7-speed dual-clutch automatic is now the only way to go.

A Golf with no option for a third pedal just feels wrong, but at least this auto is quick and smooth.

And it was rapid fire all day at Mason-Dixon Dragway; the GTI passed 60 in 5.7 seconds, catching the quarter-mile in 14.2 seconds at 101 miles per hour.

This is about as quick as you need, and most of our staff found it perfect for quick draws on highway entry ramps.

For the lead foot-afflicted, the Golf R's 4.1 second 0-60 time is quite the remedy; and its 111 miles per hour, 12.5 second quarter a higher dosage still.

It's obviously quicker, a predictable outcome, as was braking.

The R's larger 14.1 inch front rotors and two-piston calipers stopped us from 60 in 102 feet; an electromechanical brake servo heightens pedal response, and we'd say it was aptly quick with good bite and no fade.

The GTI's smaller 13.4 inch rotors, benefiting from the same brake servo, stopped just barely longer at 103 feet.

Slalom testing a Golf is an exercise in pure automotive enjoyment.

We found the R and GTI Autobahn's included DCC adaptive dampers to be firmer than anticipated on the street, even at their softest setting, but just right through our cone course.

Both showed minimal body roll, though we'd like a tad more sharpness and feedback from the steering.

During the most intense swings, the R's 4Motion all-wheel-drive system can send all rearwards power to one individual wheel for greater agility.

As expected, the R is the hotter hatch, but our staff agrees the GTI is more than enough for your everyday runabout.

Interior updates are limited but appreciated, especially inside the GTI.

The steering wheel ditches haptic controls in favor of physical push-button switchgear.

Thank you!

This two-tone Vienna leather seating is standard on the Autobahn trim and available in the SE, optional over new Clubsport ArtVelours seating.

The Golf R's leather can be swapped for its own ArtVelours, part of a new Euro Style Package.

It adds almost $3,800 to the price, but shaves 80 pounds by ditching the sunroof and certain power adjustments, and by bolting up a titanium axle-back exhaust.

The R's steering wheel still depends on haptics, including the blue "R" button used for dialing in drive modes.

All settings are displayed on the Golf-standard 12.9 inch infotainment screen, paired with a 10.25 inch digital instrument cluster.

Outside, the GTI's revised face sees a stretched red character line, and a standard illuminated light bar and logo; GTI badging adorns the fenders.

It's hard to spot the differences on our stealthed-out Golf R Black Edition.

Similar LED touches join the unique front end, and these new 19 inch forged wheels are 20 percent lighter.

For the GTI, government fuel economy ratings place it at 24 city, 32 highway, and 27 combined.

We saw 29 miles per gallon running Regular fuel.

The 2025 Volkswagen Golf GTI starts at $33,670, a solid deal; a top-trim Autobahn starts at $42,105.

The $48,325 required to step into an R is steep, but you'll get every bit of VW performance.

In conclusion, we stand by what we've already said: The 2025 Volkswagen Golf GTI is all you need.

But sometimes, cars aren't about what you need, they're about what you want; and if you really want what an ultimate Golf can do, the R is one rowdy ride.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time as we celebrate our 45th season with a special anniversary episode.

We'll look back on how this all got started, take you behind the scenes of our Road Tests, along with a special salute to master technician Pat Goss.

Plus, plenty of spins, grins, bloopers and burnouts.

Don't miss it!

Until next time, I'm John Davis.

We'll see you right here on MotorWeek !

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MotorWeek is proudly sponsored by Auto Value and Bumper to Bumper, a nationwide network of stores and shops providing major brand auto and truck parts, and service from coast to coast, and in your local community.

Learn more at AutoValue.Com and BumperToBumper.Com.

We're Tire Rack.

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We stock over a million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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