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Man of Many
3 days ago
- Automotive
- Man of Many
What is a Super Hybrid? New Chinese Car Brand Catchphrase Explained
By Ben McKimm - News Published: 21 Jul 2025 Share Copy Link Readtime: 5 min Every product is carefully selected by our editors and experts. If you buy from a link, we may earn a commission. Learn more. For more information on how we test products, click here. Reported EV sales dropped 52% in Australia through June 2025 Chinese brands shift focus to 'Super Hybrid' plug-in hybrid technology 'Super Hybrid' simplifies confusing PHEV jargon Models like Geely, MG, Chery, and BYD lead the Super Hybrid push Toyota responds with upcoming RAV4 PHEV amid rising competition Electric vehicle sales have decreased by more than 52% through June 2025 in Australia, and that's bad news if you're a Chinese EV-only car brand that's trying to break into a new market. Brands like Zeekr, DEEPAL, Smart, Polestar, and Xpeng have their work cut out for them if they're going to stay as EV-only brands. However, the majority of Chinese car brands are now hedging their bets on hybrid technology, more specifically, 'Super Hybrid' technology. While their EVs are top-notch, their hybrids are even better, and that's a concern for market leaders like Toyota and its top-selling RAV4. It's also a worry for existing brands that have struggled to adapt to hybrids quickly, including Subaru, which only just launched the long-awaited Forester Hybrid. To dispel the complicated jargon associated with the different types of hybrid technology available, Chinese car brands have joined forces to create the term 'Super Hybrid,' which is another term for 'Plug-in Hybrid' or 'PHEV.' These vehicles have an engine, but can be driven for more than 100km with electric power only. It's genius, here's why. Mitsubishi Outlander PHEV | Image: Supplied / Mitsubishi I've had nothing but trouble trying to explain the differences between PHEV, BEV, MHEV, and all of the other complicated jargon associated with hybrid technology in recent years. I understand it as someone who's driven nearly everything, but I've had nothing but trouble trying to explain the differences to friends and family. I could only imagine what dealers and those on the showroom floor are going through, having to try to explain the differences between the technology to potential buyers. Consumer understanding hasn't been helped by brands like Mitsubishi that have stuck 'EV' badges on the side of their vehicles that require petrol, but they're not the only culprits. Mercedes-Benz, Toyota, and others have been quick to label cars 'Hybrid' that use a simple 48-volt system, which never provides drive to the wheels. The Chinese brands have realised the issues and jumped in with an all-encompassing term that makes your life as a new car buyer easier by explaining these complicated products under one term, 'Super Hybrid.' Geely Starray EM-i | Image: Supplied / Geely To get granular, the term 'Super Hybrid' describes a 'Plug-in Hybrid' or 'PHEV' vehicle, which has a conventional petrol engine and gearbox, but also a large battery (that can be charged like an EV) and an electric motor that powers the wheels. These vehicles can be driven on electric power only for more than 100km in most cases and charged with a cable or the vehicle's engine. Most importantly, they can also be driven without even being plugged in by using the petrol engine as a traditional hybrid would. Geely is the latest Chinese car brand to ditch the EV-only showroom by launching the oddly-named Starray EM-i, which the brand is calling a 'Super Hybrid.' It features a 1.5-litre engine that produces 73kW of power alongside a 160kW electric motor powered by an 18.4kWh battery that can send a combined 193kW of power to the front wheels and drive for up to 80km on EV-only power. It will soon be joined in the market by other 'Super Hybrid' vehicles, including the Omoda 9 SHS (from $61,990 plus on-roads) and existing models in the market like the MG HS Super Hybrid (from $50,990 drive-away), top-selling BYD Sealion 6 (from AUD$42,990 plus on-roads), and the large Chery Tiggo 8 Super Hybrid SUV (from $45,990 drive-away). Geely Starray EM-i | Image: Supplied / Geely If 'Super Hybrid' technology sounds like the best of EVs without the range anxiety, then you'd mostly be right. I've spent time behind the wheel of everything from the Mitsubishi Outlander PHEV to a $250,000 Range Rover Sport PHEV and Defender that uses the same basic concept. During my test of these vehicles, I rarely used the petrol engine to drive the vehicle. I charged up the small battery overnight using a powerpoint and drove to work and back without ever using the petrol engine. However, there is one catch, as I experienced in the Alfa Romeo Tonale PHEV. If you become too lazy to charge the battery during the ownership period, PHEV or 'Super Hybrid' vehicles are terrible to drive. The added weight (often hundreds of kilograms) and underpowered petrol engine mean they're severely down on power, and without the added oomph of an electric motor driving the wheels, you spend the whole time wishing that you were driving a conventional hybrid. 2026 Toyota RAV4 | Image: Supplied / Toyota Therein lies Toyota's argument. Car buyers are lazy; they won't charge their PHEVs, and the Super Hybrid technology is merely a stepping-stone to a battery EV or a step backwards on the super-efficient hybrid technology that Toyota already offers. At least, it was their argument until they launched their new RAV4 with a PHEV variant. Toyota has sold 24,034 Hybrid RAV4s through June 2025. That figure is down 5.4% on where the top-selling car was this time last year, but it's one to watch as more 'Super Hybrid' models from Chinese brands hit our market in the coming months and Toyota's own plug-in hybrid RAV4 hits the market sometime next year. PHEV sales in Australia are up 10.5% so far this year, but the small number of cars sold through June 2025 (472 sales) does make you wonder just how many people are asking for this technology.
Toronto Star
11-07-2025
- Automotive
- Toronto Star
Subaru's adventurous compact crossover is finally available in hybrid form
The fuel tank and battery are full. I've mapped out the next seven days over roughly 2,000 km in southeastern British Columbia. I set off and slowly escape Vancouver and see the mountains clearly on Crowsnest Highway 3. As the hours tick by, the odometer quickly climbs and the fuel gauge oh-so slowly descends. What better way to put the new Forester Hybrid to the fuel savings test than to explore B.C.'s expansive Rainforest-to-Rockies route, complete with a plethora of ascents, descents and curves? Experiencing the majestic Rocky Mountains on a road trip is always exhilarating. With minimal fuel stops, my ride is encouraging me to keep driving and adventuring further.
Motor Trend
11-07-2025
- Automotive
- Motor Trend
2025 Subaru Forester Hybrid First Test: Just What the Dr. (Marten) Ordered
Pros History's most efficient Forester Also likely its quietest Efficient, electric air conditioning Cons Slowest of the compact hybrid SUVs Lack of spare tire erodes off-road cred Drab interior for price During our First Look at the long-awaited 2025 Subaru ForesterHybrid, we expressed high hopes this would be the one. That the electrified Forester would be the fun-to-drive Forester. Sure, power is only up 14 horses, and total system torque has never been published, but the primary electric motor makes 199 lb-ft, and the engine makes 154, so there's no way that planetary combiner doesn't end up whomping the gas model's 178 lb-ft, right? Then we drove it and noted, 'It's tough to discern whether the Forester Hybrid is any quicker than the gas model.' The 2025 Subaru Forester Hybrid offers modest performance gains and efficiency improvements but lags behind competitors like the Toyota RAV4 and Ford Escape in fuel economy. It's well-suited for off-road use and provides a comfortable, quiet ride but ranks midpack among small hybrid SUVs. This summary was generated by AI using content from this MotorTrend article Read Next Two-Tenths Quicker Our satellite-based test gear was able to discern a 0.2 second improvement in both 0–60-mph and quarter-mile acceleration times, from 8.8 to 8.6 seconds and from 16.7 to 16.5 seconds—though trap speed fell from 86.3 to 84.8 mph on the Hybrid, which suggests the gasser was closing this minimal gap. So acceleration remains glacial, but the glaciation rate improves from Proterozoic era to Pleistocene epoch. Eroding the Hybrid's power and torque advantages are its 276 extra pounds (giving it 20.1 pounds per hp versus the gas model's 20.2), as well as a powertrain control strategy that simply doesn't prioritize jackrabbit driving styles. Sure, there are S and i driving modes, accessed by buttons on the steering wheel. And yes, S sharpens throttle response and calls for more aggressive transmission tuning, but this car never goads its driver to shoot gaps in traffic or opt for a longer, twistier route home. Such shenanigans waste fuel, and really, isn't the 17–20 percent reduction in EPA combined fuel consumption the whole reason for spending about 9 percent more to get a Hybrid? Don't choose it for performance, because that ranks dead last against six AWD compact hybrid competitors we've tested. (The Hyundai Tucson Hybrid HTRAC is the hot rod of the pack, hitting 60 mph in 6.9 seconds.) Braking and handling stats rank the Subaru Forester Hybrid solidly midpack, and the driving experience struck us as remarkably unremarkable. Yes, the WRX's dual-pinion rack removes the artificial steering feel inherent in the former system's column-mounted assist motor, but it doesn't suddenly endow the car with amazing road feel. Mostly, the drive is that of a highly competent, comfortable, innocuous, high-riding crossover. Exactly what buyers expect. Back of the Fuel-Economy Pack, Too Sadly, the competition also bests the Forester on fuel consumption. Hyundai's mainstream Tucson Hybrid HTRAC just squeaks ahead, earning 35/35/35 mpg to the Forester's 35/34/35. The class leaders are the Toyota RAV4 (41/38/39) and Ford Escape (42/36/39), both of which employ a similar two-motors-plus-an-engine planetary combiner hybrid architecture. (Subaru has a technology-sharing deal with Toyota, and Ford licensed the Toyota patents to build its own.) Our Toyota and Ford test cars weighed 80 to 120 pounds less. Hypermiling enthusiasts may be able to outrun the EPA by keeping the Forester's eco coaching gauge needle in the Eco zone. Better Plan to Go Off-Road (Gently) Fortifying the Subaru for off-road duty accounts for much of its weight penalty relative to all other competitors, but that's a great reason to choose the Subaru if you head off pavement at all. This gear helps give the Forester superior ground clearance—8.7 inches, versus 7.1–8.3 for everybody else—along with generous approach, breakover, and departure angles. And of course, symmetrical (mechanical) all-wheel drive with some brake-based torque vectoring should take the Forester farther off the beaten path than the electric rear drive employed by Toyota. Subaru also offers an app on the infotainment screen that shows pitch, roll, and suspension movement graphics. On our First Drive event, Subaru sent us down some forest roads on which the Forester proved superior to the Toyota RAV4 and Honda CR-V. But if you plan to do serious bushwhacking, we recommend lashing a spare wheel and tire to the roof, as the hybrid battery fits where the spare used to go. So hushed was this new Subaru Forester, so devoid of the slightly flatulent, air-cooled VW Beetle flat-four cadence we associate with the brand, that we felt compelled to open the hood and verify that the RAV4's entire engine and transmission hadn't been swapped in. Nope! While under there, we noticed another feature right on top of the engine: the A/C compressor, mounted at a jaunty angle that could never accommodate an accessory-drive belt. Rather, it's powered by orange high-voltage cables, allowing for smart, on-demand cooling of the driver, front seat, or entire car, as applicable based on seating sensors. All who rode along felt comfortable in the summer heat. A Great Subaru Let's face it, most folks flocking into the dealer have been waiting for Subaru to offer a Forester Hybrid. They won't be cross shopping, so they won't notice the plastics quality, grain, gloss, and gaps in this interior aren't quite up to the standard of some competitors in the $40K-plus class. They're going to love the quiet, smooth ride, the comfy seats, and the awesome visibility. They don't want to subject their dogs to an unfamiliar new car smell, and most of the accessory doggie seat covers, cargo liners, and other accessories from the old Forester they're trading in will probably fit this one just fine. It's exactly what they're looking for. But it'll likely remain down in the cozy middle of our Ultimate Car Rankings' Small Hybrid SUV class.
Hamilton Spectator
11-07-2025
- Automotive
- Hamilton Spectator
Subaru's adventurous compact crossover is finally available in hybrid form
The fuel tank and battery are full. I've mapped out the next seven days over roughly 2,000 km in southeastern British Columbia. I set off and slowly escape Vancouver and see the mountains clearly on Crowsnest Highway 3. As the hours tick by, the odometer quickly climbs and the fuel gauge oh-so slowly descends. What better way to put the new Forester Hybrid to the fuel savings test than to explore B.C.'s expansive Rainforest-to-Rockies route, complete with a plethora of ascents, descents and curves? Experiencing the majestic Rocky Mountains on a road trip is always exhilarating. With minimal fuel stops, my ride is encouraging me to keep driving and adventuring further. It's better late than never for the first-ever Subaru Forester hybrid. Nearly every competitor has a hybrid offering. Perhaps the 'right over rushed' approach was taken here, as it's finally here and builds upon popular Subaru elements. Symmetrical all-wheel drive, 8.6-inches of ground clearance, award-winning EyeSight active safety features and decent off-road-ish capabilities remain in tact. There's a marginal increase in power over the gasoline version, and, on the road, the hybrid performs well. Acceleration is strong and there's ample passing power, which was especially helpful on the hilly and twisty Highways 3, 31A, 23, 6 and the unpredictable Coquihalla. On urban roads, the Forester hybrid is eager to engage its all-electric mode at lower speeds. Like all other self-charging hybrids, there's a sweet spot for the accelerator, which, when found, keeps the electric propulsion engaged longer. Through the ascents of the Rockies, it was all gasoline power and the Forster conquered them with ease, despite the engine noise increasing. I coasted on my descents, the hybrid system doing most of the work and the 'EV' mode light was often glowing. On unpaved and wet roads in south eastern B.C., the Forester hybrid was sure-footed throughout, reinforcing my decision to use this as my road trip vehicle. When the hybrid system engaged, the electric silence took some getting used to as I traversed nearly 2,000 km through the Thompson Okanagan and Kootenay regions. I thought the music got louder, then realized the battery power was taking over for the engine. This hybrid powertrain was developed in partnership with Toyota, so it maintains the famous symmetrical all-wheel drive Subaru is known for and adds Toyota's popular hybrid system. Mazda's CX-50 hybrid was also created in partnership with Toyota's hybrid system. Three cheers for successful collaborations! Inside, the key difference is the presence of a 12.3-inch digital instrument cluster, a welcomed upgrade over the analog dials and small screen in nonhybrid trims. This hybrid is decked out; it includes an 11.6-inch infotainment system, ventilated front seats, leather seats with ultrasuede inserts, and tasteful brown accent stitching. I can happily report that, through my journey, the seats provided excellent comfort and support, I experienced no discomfort at all on my trip. For those who dislike clutter, wireless charging, wireless Apple CarPlay and wireless Android Auto are included. A panoramic sunroof and an 11-speaker premium audio system made my adventure that much more enjoyable. The Forester hybrid is rated to use 1.4 litres/100 km less in fuel than its gasoline counterpart. Natural Resources Canada's says there's an average of $434 saved per year in fuel costs. With almost 950 km of estimated range per full tank, you'll stay in motion longer and reduce your fuel rewards points accumulation. Across 1,807.6 km over seven days in mixed Rocky Mountain and small town driving conditions, I averaged an excellent seven litres/100 km The notable drawback is this vehicle is only available in its top trim level. There's also a $3,000-premium over the (top-trim) gasoline equivalent. Honda's CR-V hybrid launched similarly in 2023 and now there are four trims. Expect the Forester hybrid to follow a similar route in the coming years. My seven-day solo B.C. road trip brought me through lesser known, yet more interesting, destinations, including Osoyoos, Boundary Country, Nelson, Kaslo, New Denver, Nakusp and Salmon Arm. The hybrid technology minimized my refuelling stops and maximized my time discovering delightful, picturesque pieces of Canada. Type: Five-door compact crossover; front-engine, all-wheel drive Engine: 2.5-litre, four-cylinder hybrid; 194 horsepower, (torque figure not made available) Fuel: 6.8 litres/100 km in the city; 7.0l/100 km on the highway; 6.9l/100 km combined Transmission: Continuous Variable (CVT) Cargo: 779 litres Towing: 1,500 pounds Price: $48,195
Yahoo
31-05-2025
- Automotive
- Yahoo
2026 Subaru Trailseeker Leads the Brand into Its All-Electric Off-Road Future
The Solterra marked Subaru's first step into off-road-ready EVs—but the Trailseeker proves they're taking it to the next level. Subaru and Toyota didn't try that hard to hide the fact that the Solterra and bZ4X were rebadged versions of the same car. The interior design was identical, there were only minor changes to the exterior between the two companies, and the pricing was nearly identical, too. Subaru adapted its own AWD system for the Solterra, but otherwise, it was a Toyota. While it wasn't shocking, and seemed a little lazy to some, it proved to buyers that Subaru had its foot in the door—they were ready to step into the developing market of off-road-ready, rugged, capable, 'adventure' EVs. Then the company revealed the Trailseeker at the NY Auto Show. More horsepower, a higher range, a longer wheelbase, full-time AWD, an NACS charging port, raised roof rails, all-terrain tires, higher ground clearance, and a dual-function and updated X-MODE Terrain Selector showed us that Subaru means business. And if it's done right, business is about to be booming. This story is 100% human-researched and written based on actual first-person knowledge, extensive experience, and expertise on the subject of cars and trucks. Now that we have a Forester Hybrid, which leans a lot less on Toyota like the previous Crosstrek Hybrid did, Subaru truly is stepping up to the plate. Which we love to see, as they were drastically behind the electrification game. Hyundai, Kia, Toyota, and Mazda were able to produce (and sell a lot of) AWD drive hybrids that put the Forester in than desirable position on the scoreboard. People put a lot of pressure on Subaru to produce a hybrid and an EV, and it took them many years to finally put one out. Subaru says the Forester hybrid is one of Subaru's best, since it's a hybrid with an electric motor but still has a true, mechanical AWD system—unlike the Toyota RAV4. The Solterra was Subaru's way of finally arriving at a party it was very, very late to. But we're happy to see it here, and come back stronger with the Trailseeker and an updated and redesigned Solterra for 2026, which is 100% Subaru engineering and design. It shares the same platform as the Trailseeker and bZ, but it has a better range, a sporty XT trim, and adorable styling changes. Now that Subaru's gained some confidence and is a little more surefooted, the company is likely gearing up to produce some incredibly capable, efficient, and very Subaru-y EVs in the near future, especially once the company doesn't have to borrow so much from Toyota. Unlike the Solterra, Subaru is riding shotgun instead of sitting in the backseat. With the announcement of the bZ (previously bZ4X) Woodland, it seems like The Trailseeker is just a redesign of that. And with nearly identical exterior and interior designs, it would be fair to say they're industry twins. The Trailseeker sits on the e-SGP EV platform, which is identical to Toyota's EV platform, e-TNGA. Obviously, Toyota has its name on a lot of the EV tech in the Trailseeker, like the improved battery technology and some EV drivetrain bits, but Subaru's designed it carefully to appeal to its loyal fanbase. The two share the same AWD system, too. Both the bZ Woodland and the Trailseeker have independent electric motors on the front and rear axles—there's no physical connection between the two axles and the generator. Both axles are electronically controlled. Which is only a bad thing if the main computer doesn't do a good job of communicating which wheels should be doing what, and Subaru claims their version of X-MODE makes all the difference. The bZ Woodland and the Trailseeker have a dual-EV motor setup that generates 375 horsepower, with a range of about 260 miles. Which is probably the most amount of horsepower any Subaru has ever had (more than the STi S209, by the way). Both EVs share identical ground clearance figures (8.3 inches) and wheelbase length, too. Trust us, though—this time, the Trailseeker truly feels and looks like a Subaru instead of a rebadged bZ Woodland, and that's because this time, it was truly a joint effort of the two the redesigned 2026 Toyota RAV4, Toyota announced its new 'Arene' software, which is a new software that would control and improve the multimedia system, enhance voice recognition software, and make it a more 'software-defined' SUV. Most importantly, it will roll out the newest version of Toyota's safety suite. The bZ Woodland will have that, too, and it will hopefully fix all the issues many drivers reported with the infotainment system and voice assistance. Subaru's new EV will have the most recent version of the tri-camera EyeSight safety system, which is winning awards left and right. Toyota's safety suite uses radars instead of cameras, which makes them more reliable in rain or snow, but less reliable in places where cameras excel—like bumper-to-bumper traffic, driving downtown where there are a lot of pedestrians, or driving at night. As of right now, Subaru's EyeSight system is the only safety system in the industry that can detect pedestrians at night, no matter what they're wearing. You can't lose with either one, though, as all models from both companies are regularly taking lead positions as Top Safety Picks with the IIHS and the you look at the manufacturer images of the bZ Woodland and the Trailseeker, you'll notice the curvature on the front and rear doors is identical, the taillight bar is essentially the same, the exterior cladding is the same, and most of the front fascia is the same. Subaru uses some silver accenting in the front while Toyota's accenting is all black to fit within the Woodland brand. The main difference is the 'face' of the car. The Trailseeker has Subaru's EV design signature: larger, more open 'star' headlights (the same sort of design we saw in the updated Solterra), and a softer, rounder look as opposed to Toyota's more angular and squinted design. It's a more approachable look, while the bZ is more executive-like. Inside the car, the interior design is eerily similar. Both screens are similarly sized (14 inches), the driver control buttons are in identical places, the driver information screen is the same size and in the same place, too. But the steering wheel is a different shape. It's more of a squirkle in the Subaru instead of a perfect circle seen in the Toyota. Interior colors and materials are slightly different, though. The Trailseeker uses Subaru's StarTex technology, which is the company's water-resistant fabric seen in the Wilderness and Onyx editions (which is LIFE CHANGING with toddlers, let me tell you). Toyota's SofTex isn't marketed as waterproof, but it's meant to be 'more resistant' to spills and stains. Otherwise, Subaru's more open to contrasting colors with a khaki-ish gray and black, while Toyota's interior is all black. Of course, Subaru opted for a funkier wheel design, while Toyota's wheels are more muted and subtle (and all black—yum).Subaru hasn't announced pricing for the Trailseeker just yet, but if we've learned anything from the Solterra vs. bZ4X, the pricing is likely going to be very similar, but slightly lower than the Toyota. Based on the technology in either car, we'd wager that if the Toyota costs close to $50,000 for the base model and around $54,000 for the top-shelf trim level, the Subaru will likely range between $45,000–$50,000. Which, when looking at what's included, is not a bad range at all. However, since the Trailseeker is set to be built in Subaru's Japan plant, it won't be eligible for the full federal tax credit. The bZ is going to be built in Japan, too, putting it in the same boat as the Subaru. Then there's also tariffs to worry about, too. Subaru has already announced that cars built in Japan, like the Outback, Solterra, and Trailseeker, will be subjected to tariffs.I've done a lot of off-roading in my 14 years on the road, and I'll tell you, being able to carry extra canisters of gasoline inspires both confidence and a sense of adventure. You can easily explore that unmarked trail because you know you can fill up and make it home. You can't do that with an EV, and having a range of only 260 miles doesn't leave a lot of room to explore remotely. Should you run out of charge, you'd have to call a tow truck, and many tow companies will likely feel very nervous about fishing an EV (packed with incredibly heavy and expensive batteries they could be liable for if damaged) out of a ditch, pond, or deep mud. However, if you're looking to the Trailseeker to do just that—seek Trails—it will be a great scouting vehicle, camping companion (especially with a 3,500 lb towing rating), or softroader. I used the Hyundai IONIQ 5 XRT to scout trails around my home of Bend, Oregon, to bring my Jeep later, and it was wonderful. It was a blast to drive, had the capability to handle the soft, silty dirt, break loose on the gravel roads, and handle minor, easily walkable trails. And I did it comfortably. That's what I imagine the Trailseeker would be great for, especially with the plethora of off-road view cameras, dual-function X-MODE, all-weather floor mats, waterproof seating, and high ground clearance. If anything, it would be about four times more capable than the Hyundai, solely because of the ground clearance. If I fit my kids extremely comfortably in the Hyundai, I can only imagine how much room they'd have in the 260-mile range isn't all that impressive in the world of more modern EVs, but it's not too shabby, either. My 2011 Subaru Forester averages about 17 mpg, and I'm lucky if I get more than 280 miles out of a full tank of gas. So, a 260-mile range for a very heavy, full-time AWD all-electric SUV isn't too shabby. But let me be the devil's advocate here for a second. In a standard Crosstrek, my best friend regularly gets about 400 miles out of a full tank of gas. When she goes on long road trips, she regularly travels about 500 miles before she needs to fuel up. My sister's Forester Wilderness can go about 540 miles before needing to be topped off. Unlike an EV, fueling up is much quicker than charging, and the infrastructure is more supported. So, if range is a deciding factor, it might be smarter to go with gas—for now, anyway. No other Subaru has the cargo space of the Trailseeker, but range is a big deal for those who have to charge publicly. Now, if you have an at-home charger and you rarely leave town, range will never be an issue. Since the Trailseeker comes with an NACS charging port, you'd be able to charge at a lot more stations. Reliability improves every day, and Subaru has access to Tesla's vast (and growing) Supercharging network, making it less and less frustrating to charge publicly every day. Since Rivian won the 2023 Rebelle Rally, which is the longest off-road competition in the US, it won't take much longer.
