MotorWeek

Hi, I'm John Davis and this is MotorWeek !

We'll kick off with a Toyota best seller made even better, the new RAV4... Then, we deliver on 250 years of U.S.

Postal Service vehicles.

We'll transport back to a Pontiac Trans Am track test before returning to the latest in the General's performance, the Cadillac LYRIQ-V.

So, come drive with us, next!

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JOHN: It probably won't come as a surprise to most of you that the Toyota RAV4 is the best-selling small SUV in the U.S.!

It hit the ground running 30 years ago, establishing the whole small crossover segment that continues to grow to this day.

Well, the RAV4 itself has, of course, grown plenty over the years, and for 2026 is kicking off a 6th generation.

So, let's find out what's in store for the Toyota faithful.

Over the last 30 years, Toyota has been just as dominant a force in the compact crossover segment as they've been in hybrid development.

This 2026 Toyota RAV4 sees these two specialties come together more than ever before, as, like many of Toyota's recent models, the RAV is now hybrid only, with you choosing strictly whether you want front- or all-wheel-drive and whether you want to plug it in or not.

Front-wheel-drive versions get 226 horsepower from Toyota's 5th gen Hybrid System which features a 2.5 liter I4 engine and a pair of electric motors.

With another electric motor strictly for the rear axle, all-wheel-drive versions up total output to 236 horsepower, 17 more than last year.

PHEVs get standard all-wheel-drive and crank power up to 324 horsepower, 22 more than before; and that's with up to 52 miles of battery range.

Toyota may have arrived a little late to the full BEV party, but they've certainly pioneered using electric motors in cars, powering the rear wheels of many of their all-wheel-drive vehicles going back to the Lexus 400h from 20 years ago, which was quickly followed by the Toyota Highlander Hybrid.

The RAV4 arrived in 1996, but it took Toyota until 2016 to offer a Hybrid version.

Having sold more hybrids than anyone, they've obviously got it dialed in with ultra-smooth transitions and good throttle response regardless of where power is coming from.

For '26, Toyota is distinguishing the lineup into three distinct families.

You can go rugged with the Woodland family, sporty with SEs, or stick with the core models, a series where our Limited-trimmed tester sits at the top.

Above all that, there's a new GAZOO Racing-tuned version, which we'll have a separate test of soon.

While the winds of change have blown strongly through the RAV4, they were blowing much stronger down the track during our test day.

Still, there was enough torque to chirp the tires a bit and fight the headwinds as we shuttled to 60 in 7.2 seconds.

Progressing down the track, our all-wheel-drive tester then accelerated quicker than expected, and even the consistent engine droning we're used to from all Toyota hybrids didn't seem as bad here.

We finished the quarter-mile in 15.3 seconds at 91 miles per hour.

In our handling course, there was some understeer at initial turn in, but with a torquey rear electric motor and a very responsive throttle, we could initiate some oversteer too; all depending on how aggressive we were with throttle inputs.

Steering was light and quick, and while there was some body roll, it maintained great composure throughout.

A light brake pedal with short travel had us stopping quickly, just 97 feet from 60 with good stability.

A total transformation has taken place inside the new RAV, and there's certainly a lot going on, especially in the dash, with angles and plastic pieces pointing in every direction.

The central touchscreen has grown to 12.9 inches and there's a new digital gauge cluster; both are clear and comprehensive.

Manual controls are big and blocky like something you'd see in the 4Runner.

Limited gets 9-speaker JBL audio, heated and ventilated Softex trimmed seats, a toggle-style shifter, and one of the nicest wireless charging setups we've seen yet for two smartphones.

The RAV's trick center console lid opens to either side or can be removed entirely; and it's dual-sided so you can choose between soft armrest or a hard work surface.

Rear seat legroom remains quite good, and cargo space grows a tiny bit to 37.8 cubic-feet with a rear seat folded max of 70.4.

Government Fuel Economy Ratings are up mostly across the board, with Limited all-wheel-drive going from 41 city, 38 highway, and 39 combined to 43 city, 37 highway, and 41 combined.

We averaged a good 39.7 miles-per-gallon of Regular.

For a much better than average Energy Impact Score, with 7.3 Barrels of Oil consumed and 3.7 Tons of CO2 Emitted Annually.

Pricing starts at $33,350 for LE trim, with top Limited stickering for $44,750.

Making the top-selling compact crossover in the U.S.

all-hybrid was a matter of when not if based on Toyota's current strategy.

Combine that with tech and styling updates added to what was already one of the best-driving vehicles on the road, and you have our reasoning for making the 2026 Toyota RAV4 a MotorWeek Drivers' Choice Award winner, and we think it will be one for you too.

JOHN: The Cadillac Seville is bolstering quite a few spirits these days with a base price of $23,400, though a typical model like our test car arrives at over $27,000.

A motorized trunk latch removes the need to bang the lid down, a gimmick even the Japanese haven't come up with.

The dash is full of the latest electronic gadgets and lots of pseudo wood trim.

In the center is a small trip computer; it gives instantaneous fuel economy readings, telling you how much fuel has already been used.

The Seville rolled through slightly above the 35 entry speed.

Springs were soft, meaning a good deal of body roll; but traditional front-end plowing, so familiar with past luxury cars, was absent.

The power, ball-type steering is fast but with little road feel.

JOHN: With 2026 marking America's 250th birthday, it's a good time to reflect on how the automotive industry helped shape the modern country we live in today.

Among the vehicle milestones was the birth of the U.S.

Postal Service motorized mail truck.

Our Stephanie Hart recently visited the Smithsonian's National Postal Museum in Washington, DC, to see how delivering the mail has evolved along with the nation.

STEPHANIE HART: The U.S.

Postal Service is celebrating its 250th anniversary by taking a look back at its rich history which has evolved right alongside our country, embracing new delivery methods and new technologies to get mail delivered on time.

How mail is moved around such a big country has certainly changed over the last 250 years.

The original USPS delivery method?

Riders on horseback.

As the volume of the mail increased, USPS started using stagecoaches, like this one, in the early 1800s.

About 30 years later, the U.S.

Postal Service began transporting mail by rail.

STEVE KOCHERSPERGER: Over time, transportation expanded as technology did, uh, into steamboats and railroads.

And we have a nice example of a railway mail car here where the clerks actually sorted mail while the train was in motion, so it was a very efficient way of moving the mail.

STEPHANIE: Around the 1900s, motor vehicles were coming into their own, and the USPS began experimenting.

The first large scale mail truck order was based on the Ford Model A. STEVE: The reason we had to go to motor vehicles, because in 1913, we started delivering parcels; before that it we just delivered letters and newspapers.

STEPHANIE: Not long after, in 1918, airplanes began delivering the mail.

The U.S.

Postal Museum has some examples of the early airmail planes.

STEVE: This particular one, the DH, de Havilland, a, uh...it was a military airplane, but it was adapted for, uh, postal use.

Uh, it was... It was not the most safe vehicle.

The pilots called it a "flying coffin" and many of them perished just delivering the mail.

STEPHANIE: As cities grew, new ways of moving the mail emerged, introducing some legendary USPS vehicles.

STEVE: This was basically like a...uh, a golf cart that was fitted out for delivering the mail.

It was a three-wheeled vehicle.

STEPHANIE: Certainly, a memorable and impactful 250 year history!

So, where does the postal service go from here?

STEVE: Well, I'm a historian not a futurist, but I'd say based on our...our past, we have always adapted to the challenges, we've always risen to the challenges, um, and we've always served the nation.

So, I expect we'll continue to do that for the next 250 years.

STEPHANIE: The USPS processes some 370 million pieces of mail every day.

To help cope, a new postal truck design includes cameras for better safety, with a mix of petroleum and electric powertrains for the best efficiency, all to make the future of postal delivery as remarkable as the past.

JOHN: We absolutely love looking back at Detroit muscle machines, and apparently so do you.

So, from MotorWeek Season 8, here's a track attack by the 20th Anniversary Pontiac Trans Am.

A quick glance won't find much that's different with the 20th Anniversary Trans Am.

Look a bit closer and the anniversary car still bears a striking resemblance to the established topline GTA model.

It's not until you look closely at the small badge on the fender that you discover what really sets the 20th Anniversary Trans Am apart from your run-of-the-mill hot Pontiac.

For this celebration, Pontiac traded the GTA's 5.7 liter Chevy V8 for a boosted Buick V6.

This 3.8 liter is similar to the one we loved in the Buick Grand National.

Now, it has new heads, pistons, oil cooler, and a larger intercooler.

The turbo now spins out 250 horsepower and 340 pound-feet of torque.

Stab the accelerator and any reservations that you might have about putting a Buick engine in a Trans Am quickly disappear as the car rockets to 60 miles per hour in 5.4 seconds.

Yet, some hard driving around Georgia's Roebling Road racetrack highlighted the smooth, well-matched gear ratios of the 4-speed automatic transmission.

No manual is available.

The turbo Trans Am's suspension is derived from the GTA's Level Three Package.

That means, a super firm ride and almost no body roll.

It also means, a Trans Am that almost grips like a Corvette.

But in this car, you must take care to anticipate sudden rushes of turbo power that can break the tail loose in the middle of a corner.

Back on firmer ground, we took a good look at the interior, and again found differences between it and that of the stock GTA.

A turbo boost gauge has been added to the Trans Am's big readable gauges; and perspective owners better like the camel color because that's the only one available to go with the white-only exterior.

Pontiac's 20th Anniversary Trans Am starts at $29,839.

While, a lot of money for a re-engined GTA, it is a collector's piece.

Pontiac has whet the appetite of the collector car market with the unusual choice of engine for its 20th anniversary pony car.

Yes, it could be a little more distinctive to look at; but then, not everyone wants to advertise their muscle.

Regardless, those who but a ticket to ride this Trans Am are in for the ride of their life.

JOHN: We love looking back at the past, but Stephanie Hart is staying up to date with this week's MotorNews!

STEPHANIE HART: Despite the popularity of overlanding, there's been some recent buzz around sporty street trucks.

Stellantis is making noise with a new swarm of Ram 1500 Rumble Bees.

It's led by the Rumble Bee SRT, boasting 777 horsepower from its 6.2 liter HEMI V8 and a 0-60 time under 3.5 seconds.

It's joined by the Rumble Bee 392 and the 392 Track Pack, the first time the 6.4 liter V8 has been used in the Ram 1500, and a base model, which uses the standard 5.7 liter V8.

All Rumble Bees ride on a chopped wheelbase, shortened by 13 inches.

Pricing is yet to be confirmed, though we'll report back when the first units arrive later this year.

In other truck news, the 2027 Nissan Frontier is adding a new Sport package, with the goal of providing some PRO-4X form and function without going all out.

Based on the SV grade, the Sport gives this midsize pickup all-terrain tires and extra underbody skid plating.

The exterior is mostly unchanged, now wearing extra black and yellow accents which carry into the cabin.

Despite discontinuing of the EX30 in the U.S., Volvo is moving forward with the larger EX60, set to arrive this year.

In anticipation, pricing and range estimates have been confirmed.

The EX60 will start just under $60,000; that's the rear-drive P6 model, capable of 307 miles of range.

The all-wheel-drive P10 starts just over $62,000, estimated at 322 miles thanks to a larger battery.

A future P12 model is aiming for 400 miles at an undisclosed price, though certainly more than the P6 and P10.

You can stay up to date by heading over to MotorWeek.Org, and make sure to follow across all of our social media pages.

And that's it for this week's MotorNews.

GREG CARLOSS: Twelve months, 25,000 test miles, and eight Long-Term Updates.

It's all come down to this for our 2025 Mitsubishi Outlander.

Its year-long stay resulted in almost no negative impressions regarding form and function.

Only occasionally, we found ourselves wishing the powertrain was tuned to be a little smoother, a little more powerful, and a little more efficient.

Still, an end result of 26.5 miles per gallon combined is right on par with the EPA's estimates.

As for power, this naturally- aspirated 2.5 liter's 181 horsepower may not be the most inspired, but it's far from inadequate; and the real magic is how it's deployed.

Mitsubishi's Super All-Wheel Control puts it to good use, especially in this particularly brutal winter.

Our minimal gripes were easily triumphed by the Outlander's outstanding practicality and versatility.

Our SEL's well-equipped cabin satisfied us, and left non-journalist passengers impressed.

Aside from a few incidents of wonky smartphone connections, infotainment was smooth.

And while, Yamaha is typically associated with powersports, their origins are of the musical arts, evidenced by their tuning fork logo.

Unsurprisingly, the 12-speaker array embedded in the cabin is legit.

And that's just some of what we jotted down.

Looking back over a year's worth of the Outlander's log book comments from our test drivers, the word "balanced" comes up over and over again.

And that's not specifically describing the Outlander's handling, rather, just the general well-roundedness of it.

The interior offers a good mix of form, function, and durability while the drive is well-suited for both short trips and long hauls.

It's a shame to see it go just before vacation season.

A shame, indeed, but every new beginning comes from some other beginning's end; and closing time for our Outlander means the start of a replacement, this Subaru Outback, which we'll welcome in an upcoming MotorWeek Long-Term Road Test Update.

JOHN: The 2023 LYRIQ officially launched the all-electric era of Cadillac.

So now, two years on, it makes sense that LYRIQ will be their first EV to get the brand's V-Series high-performance treatment.

So, let's get rolling for the story behind the LYRIQ's charge to becoming the quickest Cadillac ever!

This 2026 Cadillac LYRIQ-V may not look like a performance car, but it is the first Cadillac EV to get the V treatment from Cadillac's performance division, and hotrod utility vehicles are all the rage these days.

Still, the LYRIQ looks more like a sporty wagon than a pure SUV to us, so our thoughts immediately went back to 2011's CTS-V Wagon, which arrived at a time when Cadillac seemed to be focusing on delivering cars more for enthusiasts than just the country club set.

With its 556 horsepower supercharged V8, 6-speed manual transmission and robust exhaust, it felt more like driving a Camaro SS Wagon than grandpa's Caddy.

They still look great today, and you'd better bring some big bucks, if you're looking for a used one.

Cadillac is looking to bring that same level of excitement to their current slate of utility EVs, and this LYRIQ-V is even sporting a very similar Red Tintcoat paint job.

Here, in the modern era, that doesn't mean adding a supercharger but cranking up the combined output of both of the all-wheel-drive LYRIQ's motors from 515 horsepower and 450 pound-feet of torque to 615 horsepower and 650 pound-feet once you've engaged Velocity Max mode.

And that accurately describes the trip to our Mason Dixon test track, where we blasted to 60 in just 3.1 seconds.

Yes, that's quicker than the CT5-V Blackwing, but the experience here is far different.

Cadillac has added some unique V performance sounds pumping through the 23-speaker AKG stereo system inspired by Cadillac Vs of the past.

We found them more campy than inspiring, but certainly more entertaining than the usual near silence of most luxury EVs.

Final drive ratios have also been shortened in both motors to get you off the line quicker, and there's plenty of grip to make it happen; but power delivery did taper off once we got up to speed instead of building the whole way down the track.

Still, we ran the quarter in 11.8 seconds at 112 miles per hour.

For improved handling, the V gets recalibrated Continuous Damping Control, a slightly lower suspension, quicker steering ratio, and an added Competitive Mode for the traction management software.

And while, it is noticeably more agile than the standard LYRIQ, it's still an incredibly heavy vehicle that likes to understeer when pushed hard.

Steering is accurate and has some good weight to it, but we wouldn't call the overall experience pure fun, just more capable.

Upgraded front Brembo brakes helped bring the V to a halt from 60 in just 96 feet with good stability and great consistency.

Using the same 102 kilowatt hour battery as the standard LYRIQ, which is rated for as many as 319 miles, the V is rated at just 285.

So, we plugged a 250 mile road trip into the GPS and upon completion pulled up to the charging station with 18 percent battery remaining, putting us on pace for about 305 miles.

DC Fast Charging takes the V to 80 percent in just 40 minutes, and using 42 kilowatt hour of electricity per 100 miles, the LYRIQ-V earns a Fair efficiency rating.

One of our favorite aspects of the LYRIQ-V is that it doesn't scream high performance from a styling perspective.

There are unique front and rear fascias, rocker extensions, red-painted brake calipers, 22 inch wheels with Continental summer performance tires, and even an available carbon fiber package; but it's all tastefully done in sleeper style.

Adding to the LYRIQ's spacious high-tech interior that already included such standouts as the 33 inch LED display, panoramic glass roof, and very comfortable seating, are unique V elements such as a new steering wheel that has a V-Mode button and an aluminum Regen On Demand paddle, plus polished trim and logos.

The LYRIQ-V is available in regular and Premium versions, starting at $80,090, which is only about 15-grand over a base all-wheel-drive LYRIQ.

So, while the 2026 Cadillac LYRIQ-V didn't exactly blow us away like a V8 muscle car hiding in Cadillac clothing would, it does indeed put the V into Cadillac EVs, and is the quickest production Cadillac ever.

And we have a feeling they're just getting started, and can't wait to drive what's next.

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 for our annual Drivers' Choice Awards, when we pick our favorite cars, trucks, and utilities of the year.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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