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Motor Trend
19 hours ago
- Automotive
- Motor Trend
Opinion: Congress Must Stop the Proposed Public Land Sell-Off
Congress must stop the proposed sell-off of public land owned by the Bureau of Land Management included in the "One Big Beautiful" budget reconciliation bill. Its passage into law would be harmful to MotorTrend readers and car enthusiasts nationwide. MotorTrend opposes a bill mandating the sale of federal lands, impacting off-road trails and car enthusiasts. It criticizes the bill for risking public land privatization and denying access to car enthusiasts and urges public and industry action to halt the sell-off. This summary was generated by AI using content from this MotorTrend article Read Next MotorTrend rarely takes a position on proposed or enacted legislation. However, because this ill-advised land sale would be harmful to our readers, the car enthusiast community at large, the American auto industry, and MotorTrend 's editorial operations, we must voice our unequivocal opposition. Land available for sale under the provisions of this bill, as written at the time of publication, covers innumerable miles of off-road trails and maintained roads in the western United States encompassing popular and famous sites, including most of the Moab trail network. If this land were sold, it would cut off automotive enthusiasts from the best off-roading our nation has to offer. Rock crawlers are far from the only car enthusiasts who would be affected. Anyone who uses their car, truck, or SUV to overland, camp, hike, hunt, fish, boat, swim, climb, photograph, paint, observe wildlife, or any other outdoor activity on federal land would be cut off by land sales. Should the land be developed as the bill suggests (but does not require), boundary wilderness would be affected by the new neighborhoods built in formerly wild areas in ways that could discourage or restrict access to anyone hoping to drive out to a remote lake, river, mountain, forest, or desert. MotorTrend would likewise be hurt by public land sales. Our reviews of trucks and SUVs often rely on access to trails on public lands in order to bring you full and complete evaluations of their off-road capabilities. Our photography and videos also often rely on access to public lands for off-road and other stories. The Title V Energy And Resources rider, Subtitle C-Lands, Section 50301, titled 'Mandatory Disposal of Bureau of Land Management Land for Housing,' would require the Bureau of Land Management (BLM) to sell a minimum of 0.25 percent and maximum of 0.5 percent of all land owned by BLM, not including protected lands such as National Parks and Monuments, within five years. This equals a maximum of 2.1 million acres across 11 named western states: Alaska, Arizona, California, Colorado, Idaho, Nevada, New Mexico, Oregon, Utah, Washington, and Wyoming. Montana, which is considered a western state and is approximately 30 percent federal land, was exempted from the legislation in a deal between Montana Republican Senator Steve Daines and rider author Utah Republican Senator Mike Lee in return for supporting the rest of the bill. A total of 210 million acres of federal lands in the above states would be eligible for sale. An earlier version of the bill mandated the sale of up to 3.3 million acres of land, including land managed by the National Forest Service. Senator Lee stripped that from the proposed legislation after significant bipartisan backlash and an unfavorable ruling from the Senate Parliamentarian judging it unacceptable in a reconciliation bill. Now, Senator Lee is trying again with a watered down bill that still threatens some of America's greatest off-road trails. The revised wording now limits sales to land within 5 miles of a "population center boundary," which is not defined in the text. Nearly all of Moab's trail network, as an example, exists on or crosses BLM land within 5 miles of the city of Moab. While the bill purports to restrict the sold land for housing development, it does not require it. As written, the bill requires prospective buyers to describe how the land could be used for housing and/or infrastructure to support housing, but the bill does not actually require any housing be built and has no enforcement mechanism to compel construction or resale. A buyer could therefore submit their proposal with no intention of actually building, and the government would have little recourse once the sale is complete. It would be a backdoor way for individuals to purchase formerly public land for their own private use, so long as they continued to insist development is being planned. Proving otherwise to show breach of contract would be difficult at best and up to the chronically underfunded BLM to enforce. Were the buyer to go through with development plans, it could potentially mean a suburb built on what is currently the top the famous Hell's Revenge trail, or the top of Poison Spider. The bill also does not require the input or consent of the affected state and local governments or local citizens. The bill only requires the head of BLM 'consult' with governors, local governments, and local indigenous tribes and give 'priority' to lands nominated by those governments but does not require them to abide by those consultations. The ultimate decision as to which lands to sell rests with the head of BLM alone. Similarly, the department head is allowed, but not required, to give first right of refusal to those local governments. In practice, the department heads can sell whatever land they want to whomever they want if vague and limited rules are met. This leaves your public lands at the whim of an unelected department head and the willingness of your state and local officials to advocate effectively on your behalf. The bill requires BLM to relinquish all title, rights, and interests to the land sold, so it will almost certainly remain private forever. Once it's gone, it's gone. While the purpose of this measure is purportedly expanding housing stock, the remote location of most of the eligible land makes this reasoning hollow. As the bill requires 85 percent of the money generated by the sale of these lands go to the U.S. Treasury's general fund, it appears the real purpose of this sale is to offset the cost of tax cuts for primarily wealthy individuals found elsewhere in the bill. Because the measure requires the land to be sold or auctioned for market value or greater, it will likely end up in the hands of the same wealthy individuals whose tax cuts are being funded by its sale. For these reasons, we urge you to contact your senators and representatives and demand they stop the public land sell-off in the "One Big Beautiful Bill Act." Call the U.S. Capitol Switchboard at (202) 224-3121, ask for the office of your state's senators or representative, and tell the staff member who answers you oppose the sale of public land and want it stripped from the "One Big Beautiful Bill Act." If you're unable to call, send an email. You can also contact your senators and representatives at their local offices by phone or email. You can find your representative by clicking here and find your senator by clicking here. We further call on automakers and the aftermarket industry to publicly denounce the sale of public land. Car brands like Ford, Jeep, Rivian, and Subaru have built their brands in part or fully on outdoor recreation, and we ask them to stand up for the public lands they eagerly promote in their marketing and advertising. Similarly, we call on the aftermarket industry and its primary advocacy organization, SEMA, to likewise stand up for the public lands their customers recreate on with all the suspension, powertrain, recovery, and camping equipment they produce.
Motor Trend
19 hours ago
- Automotive
- Motor Trend
The Best Jump Starters with Tire Inflators for 2025
Editor's Note: We test and review every product we recommend. Read how MotorTrend tests products here . The article reviews portable jump starters with tire inflators, highlighting the Clore Automotive JNCAIR 1700 as the best overall and the NOCO Boost Air AX65 as the best compact option. Both were tested for power, inflation speed, and additional features like USB ports and flashlights. This summary was generated by AI using content from this MotorTrend article Read Next Don't let a dead battery suck the juice out of your morning. With a little bit of preparation, you can be back on the road in minutes even if the kids left the dome light on overnight. And the best part? The solution isn't a tangled mess of ancient jumper cables. Portable jump starters can squeeze an incredible amount of power into a package the size of a lunch box. The best ones will hold a charge for months so they're at the ready in case of an emergency. And their utility doesn't stop at reviving dead cars. Every product we tested also functions as a tire inflator and many come equipped with LED work lights and power ports to charge your electronics on the go. I started this test by scouring the Internet for the most popular and best-reviewed jump starter/tire inflator combos and narrowed my field down to six. I took careful notes while unboxing each product and got a real-world feel for carrying, charging, and stowing them around the shop and in the car. Next came more than 50 hours in the MotorTrend test garage where I rigorously tested just how well each device could inflate tires and jump start vehicles with dead batteries. Because it's hard to get accurate, repeatable results jumping cars, I even used an AutoMeter BVA-34 Battery Tester to stress test and accurately measure the output of each jump box. When the dust (and smoke) settled, one product stood out as the most rugged, simple, and cost-effective cure for dead batteries and deflated tires: the Clore Automotive Jump-N-Carry JNCAIR 1700 What I Looked For I designed the tests for this review and selected products with the goal of finding the best jump starter and tire inflator combos. That means products that are reliable, easy to use, and budget-friendly. Among the popular products on the market, six stood out as the most promising. I put them to the test with the following criteria in mind: The more amperage and the more vehicle starts a jump box can deliver, the more likely it'll get you back on the road quickly Tire inflators should be able to top up all four tires on a single charge Built-in pressure gauges should be accurate A tire inflator that works quickly is more convenient The pump should be able to inflate tires to 80 psi to accommodate the high pressures needed for heavy-duty pickup trucks When stowed in its carrying case, the unit should be compact enough to keep in a vehicle Additional features such as a flashlight, a USB port for charging a phone, and adapters for filling balls, pool rafts, and air mattresses are nice to have but not mandatory Specifications and Test Results for the Best Jump Starter and Tire Inflators Jump Starter & Tire Inflator Reviews Best Overall Jump Starter & Tire Inflator: Clore Automotive Jump-N-Carry JNCAIR 1700 Pros Life-proof rubberized design Long and rugged cables Good for 30+ jump starts Cons Very heavy No LED light No USB ports In our test: The JNCAIR 1700 is like a 30-pound dumbbell that can inflate four of your tires and then jump start every car in your neighborhood. Inside the grippy rubber and plastic housing is a lead-acid battery and air compressor built to handle dead batteries and flat tires in all kinds of conditions. On the front of the device, you'll find a cigarette-lighter-style 12-volt outlet to power your portable electronics in an emergency and a dial indicating the power level of the jump starter's battery. Out back there's an analog dial indicating air pressure, and the inflator hose is tightly coiled and mounted to the unit. I connected the JNCAIR 1700 to the AutoMeter BVA-34 load tester to see how close I could get to the claimed 1,700 peak amps. The battery tester indicated a maximum current of 463 amps, the second-highest of any product in this test. Again, after fully charging the JNCAIR 1700, I used the BVA-34 to simulate repeated jump starts. It maintained 9.6 volts for more than 50 starts. To be sure there was power remaining, I disconnected the battery from my 2017 Jeep Wrangler, and the Clore jumped it without issue. The final test was attempting to start my stone-cold 1986 M1028 CUCV army and its fossilized 6.2-liter V-8 diesel engine. The JNCAIR 1700 was the only product that not only cranked over the big diesel but also allowed the dormant engine to fire up. To evaluate the integrated tire inflator, I ran the same tests I developed for my review of the best portable tire inflators. The JNCAIR 1700 inflated four tires from 25 to 35 psi in just over three minutes per tire with barely any drop on the analog battery level gauge. I suspect at least three more cars' worth of tires could be topped off on one charge. Next, the JNCAIR 1700 refilled a flat 33-inch tire in 11 minutes and 17 seconds, the second-fastest time across all products I've tested. Again, this task barely affected the charge level. The machine also did not appear overly hot or overworked at any point during inflation. To finish the inflation tests, the JNCAIR 1700 filled my high-pressure air tank from 40 to 80 psi in 3 minutes and 48 seconds with ease. The only frustration with the JNCAIR 1700 was unfurling the plastic inflator hose. The instructions claim it is 12 feet, but the hose is molded in such a way that you feel like you're about to break it if you stretch it past 5 feet. The solution? I know it's heavy, but just pick it up and carry it over to the next tire. Bottom Line: When it comes to batteries jumped and tires inflated per dollar, you can't beat the power of this stout unit as long as you can lift it and don't mind its larger size. Best Compact Jump Starter and Tire Inflator: NOCO Boost Air AX65 Pros Wicked-quick inflation Sturdy construction Reliable jump starts Cons Deceptively heavy Stubby jumper cables Quick to discharge its battery In our test: Despite its weight and a couple flaws, the NOCO Boost Air AX65 will impress you with its versatility and ferociously fast inflation. As you heft the 9.8-pound unit from the box, you'll notice the absence of a carrying case. Instead, there's a dainty velvety drawstring sack. The built-in inflator hose wraps neatly around the unit, and the jumper clamps can be stored separately in the carrying sack and plugged in when necessary. Also in the box is a 24-inch USB-C charging cable, a needle adapter, Presta valve adapter, and an inflatable toy adapter. Finally, there's a built-in 100-lumen LED work light. NOCO claims the Boost Air AX65 can deliver 2,000 amps to a dead battery during a jump start. When I connected the AX65 to our AutoMeter BVA-34 Battery Load Tester, I observed an output of 371 amps. While not anywhere close to the peak amperage on the box, this is more than sufficient to jumpstart a modern car, truck, or SUV. Next, I charged up the NOCO using the 24-inch USB-C cord (and my own wall adapter because that's not included) and simulated the power draw of a traditional jump start. The NOCO Boost Air AX65 had enough juice for five jump starts before the device showed a heat fault and a low-battery warning. When the unit cooled down from this test, enough power remained to jumpstart the 2017 Jeep Wrangler sitting dormant in my garage. Finally, I again recharged the NOCO and clamped it to the incredibly dead battery of my 1986 M1028 CUCV. It is challenging to arrange the short cables while clamping to the battery terminals without the device itself tumbling into the depths of the engine bay. Once connected, the NOCO cranked the 6.2-liter diesel over several times but did not start the truck. The NOCO Boost Air AX65 blew away the competition in my inflation tests. The mighty machine took a 33-inch tire from empty to 35 psi in 5 minutes and 30 seconds, breaking a record held by the Viair 88P (from my best tire inflator comparison). It also needed 1 minute and 53 seconds to take a slightly deflated 25-psi tire up to 35 psi, the quickest time out of all the inflator and jump starter combos I tested. The NOCO also had no issue filling a tire (or in my case, a 5-gallon air tank) up to 80 psi to simulate a high-pressure truck or bicycle tire. While I can't discredit the speed of the NOCO Boost Air AX65, let's hope you only have two slightly flat tires to top off—because the 32-watt-hour lithium-ion battery only made it halfway through the third tire. Bottom Line: The NOCO Boost Air AX65 is a potent jump starter and lightning-quick tire inflator with a dazzling LED work light and on-the-go USB power. We just wish they could pack more energy into its battery. Other Tire Inflators I Tested DeWalt DXAEJ14 Portable Power Station Jump Starter and Compressor: Consider this a 'lite' version of the JNCAIR 1700 with a digital screen. Slightly cheaper, a little less powerful, and it has USB ports. Stanley J5C09 Portable Power Station Jump Starter and Compressor: Although it looked promising with a tough design and plenty of features, this device would not hold a charge and could not be tested. Viking Jump Starter and Power Pack with Air Compressor: Following its initial charge-up, I was able to charge one mobile device from the Viking's USB port—once. After that, neither the power port, jumper cables, nor the air compressor showed any signs of life, and testing was aborted. Trekure 10-In-1 Car Battery Jump Starter and Air Compressor: This device delivered the strongest peak amperage of the test but failed almost every inflation exercise, often overheating and producing smoke. Between purchasing it and publishing this story, it has been removed from Amazon. How I Tested the Jump Starter Tire Inflator Combos Each jump starter went through a decathlon of tests to make sure it could inflate tires just as well as it could start vehicles with dead batteries. I tested each product in the garage and in the driveway, using them just like you will. Max Current Test: Check the packaging on these devices and you'll be smothered with extravagant claims of four-digit 'peak amps.' While some might disregard these figures, of course we had to test 'em. We hooked each jump starter to an AutoMeter BVA-34 carbon pile load tester to see how much power we could squeeze out and whether that number matched the claim on the box. We were not surprised when none of the devices matched the alleged peak amp claims. Jump Start Gauntlet: I used the AutoMeter BVA-34 battery tester to simulate the power draw of one jump start and repeated that test until the jump starter's voltage dropped below 9.6V. This gave me an estimate of how many successful jump starts each device can perform on one charge. When the jump starter dropped below 9.6 volts, I hooked each one up to my 2017 Jeep Wrangler to see if the remaining power was enough for one last start. Dead Battery Test: So, your car battery is dead. Like, dead dead. Well, my 1986 Chevy M1028 CUCV has a 6.2-liter diesel engine, two very dead batteries, and hasn't turned over in almost a year. Can any of these jump starters zap some life into this old army truck? If it can make this heavy Chevy power up, I reckon it'll help you out in a pinch. Four-Tire Top-Up Test: Imagine you find all four of your car's tires a little low on air in the morning before work. You need an inflator that can fill all four tires from 25 psi (visibly low on air) to 35 psi (common operating air pressure in a passenger vehicle tire). This testmeasured how quickly these inflators could get you back on the road. We also checked for accuracy at the end using a calibrated air pressure gauge. Flat Tire Test: Uh oh, your day just got worse! There's a completely flat tire standing between you and daycare pickup. Can the inflator get you from empty to full in one session? I timed how long each inflator took to pressurize a tire from 0 psi to 35 psi. Maximum Pressure Test: Finally, I ran each inflator through the high-pressure gauntlet. This test validated that each pump has the muscle to deliver high pressures. While it's unlikely that you'll need to put more than 100 psi into a car tire or pool raft, there are some bicycle tires and heavy-duty pickup truck tires that could require a healthy dose of air pressure. This test involved using each inflator to raise the pressure in a five-gallon air canister from 40 to 80 psi. Test Equipment: I tested these jump starters using both lab equipment and vehicles. The AutoMeter BVA-34 Battery Tester allowed me to measure peak output and perform consistent, repeatable tests across the different units. I also hooked them up to my 2017 Jeep Wrangler (with the battery disconnected) and my 1986 Chevy M1028 CUCV with a very dead battery to experience how they work in the real world. The tire inflators were tested using the 33-inch Goodyear Wrangler Territory MT tires on MotorTrend 's long-term 2024 Chevrolet Colorado ZR2 midsize pickup truck. A Smittybilt valve stem puller was used to deflate the tires, a calibrated Longacre Pro Digital Tire Pressure Gauge verified the accuracy of the built-in gauges, and a Harbor Freight five-gallon air tank was used to test inflators up to 80 psi. Why Trust Us The MotorTrend staff has lifetimesof experience working in and around cars in the garage, at the track, and on every bit of road and trail in between. If we're recommending a product, we take that responsibility seriously—our team picks the best tools for the job, and we take pride in doing the dirty work so you don't have to. We shopped for these jump starter/tire inflator combos and purchased them just like you would to make sure the products we tested are the same units you'll find at the store. You can trust us to bring you the whole story, from every product that started the test to the ones that survived to the finish line. Who Needs a Jump Starter With a Tire Inflator? A jump starter is an insurance policy and, when you need it, a huge time saver. Instead of summoning help from a tow service, you could be back on the road in no time at all if you keep a jump box in your vehicle. Buying a jump starter with an air compressor built in guarantees you'll get use out of the device, since everyone needs to regularly check and top up their tires. Having a good tire inflator in your garage or, even better, in your vehicle makes this routine task easy enough that you won't put it off. A portable pump can also be a godsend if you get a flat. When everything goes sideways, a reliable tire inflator along with some basic tools and know-how can spell the difference between stranded and a minor setback. And who knows, it might not even be you that needs the jump! The person blocking you into the driveway at the next holiday party might need a little boost or air in their tires, too. What to Consider Carry the most versatile and reliable tool that you can afford and store in your vehicle. If cost and storage space are no object, a larger jump starter will have the power for multiple jump starts and the grunt to fill several tires in a hurry. If you need peace of mind that you can recharge and stow in a small space, consider one of the more compact jump starter/inflator combos. FAQ What are signs of a dead car battery? Turning the key and hearing that dreaded clicking sound—instead of your engine starting—is the telltale sign of a dead battery. Other things to watch out for include slow cranking when you attempt to start the vehicle, dim headlights or instrument panel displays, or even the check engine light illuminated on the dash. What does peak amps mean? The peak amperage touted for many portable jump starters can be confusing and misleading because there isn't a universal method for measuring this output. Companies will often inflate this number for marketing purposes. Instead of peak amps, look for 'cranking amps,' which indicates the amperage a device can deliver at 32 degrees Fahrenheit for 30 seconds while maintaining 7.2 volts. Can I recharge a dead car battery? Depending on how severely discharged your battery is, yes. Leaving an interior light on might deplete the battery such that it is hard to start, as will parasitic draw within your vehicle's electrical system, and other complications. Once jump started, a depleted battery can be replenished with the vehicle's alternator as the car runs. You can also attach a battery charger to the battery, but it could take hours before you'll be able to start your vehicle again. Visiting your local auto parts store and having a technician test your battery can give you an idea of your battery's health and whether it needs to be replaced. How often should I replace my battery? Factors like your climate, the type of vehicle, and how the vehicle is used can all affect the lifespan of a battery. Some vehicle owners experience battery problems one or two years into the life of the battery while others might go a decade without issue. On average, you can expect to replace a battery every three to six years, but getting your battery tested can give better insight into the health of your specific battery. How often should I check my tire pressure? At a minimum, you should check your tire pressure monthly. With a tire pressure gauge in your glove box, you can even do this while fueling up. On newer and more expensive vehicles, you might find tire pressure readouts in the instrument cluster or infotainment menus. Don't wait for a light on the dash to top up your tires, though. Many of those systems don't trigger until the tire is 25 percent below (or above) the recommended inflation pressure. You want to catch an improperly inflated tire long before it reaches that point. What pressure do I set my tires to? The answer is usually within an arm's reach of the driver. Open the driver's door, and you should find a sticker on the doorjamb. Some German cars also have a tire pressure sticker on the inside of the fuel filler flap. If in doubt, your owner's manual should have more detailed information. What's the difference between hot and cold tire pressure? Tire pressure increases as the air inside the tire heats up. This can happen due to changing weather or simply driving the vehicle down the road. A tire that's set to the right pressure in a cool garage in the morning could reach excessive pressures if driven through the sweltering heat in the middle of the day. Conversely, if your road trip takes you from the warm garage to the subzero ski slope parking lot, you could notice a drop in your tire pressure. The recommended pressure on the door jamb is meant to be set with the tires cold, which means waiting until the car has been parked for at least three hours. Affiliate Disclosure Our gear reviews often include links to reputable retailers where you can purchase a product. We make every effort to direct you to the best deals. If you purchase a product through a link in our stories, we may earn an affiliate commission, but this doesn't influence our coverage. Some of our reviews include products on which we earn no commission. We know that recommending the best gear at the best price is the only way to earn your trust, and earning that trust is ultimately what's best for MotorTrend.
Motor Trend
a day ago
- Automotive
- Motor Trend
2026 Mini Lineup: The John Cooper Works Way
Changes for the 2026 Mini lineup aren't as sweeping as they were a year ago, when the brand essentially reset its full product range. We also expected that lineup to expand, but tariff concerns made sure the Chinese-built Aceman small electric SUV and the next Cooper electric hatchback would have to wait at least a little longer. The 2026 Mini lineup sees minor updates with a John Cooper Works Style package for the Cooper S models, adding sporty features for $1,200. Black Sport Stripes and a Digital Key Plus app are introduced. The Countryman gets new wheel options and similar upgrades. This summary was generated by AI using content from this MotorTrend article Read Next That's OK, though—this year's crop is fresh enough, and benefits from some nice upgrades. Read on to see those changes for 2025 Mini cars and SUVs. 2026 Mini Cooper Hardtop The John Cooper Works Style package injects a little racy flair into every S model this year. For the two- and four-door Cooper S hardtop, that means Dynamic Damper Control adaptive damping, package-specific wheels, and a JCW Aero Body Kit that features revised bumpers and rocker panels, all for $1,200. With the Iconic trim, enhanced braking and steering wheel paddle shifters are also included. Black Sport Stripes become available for both JCW and non-JCW Cooper S models this year, and $250 remains the price for that add-on. Lastly, all Minis that are equipped with keyless entry and start, and those manufactured after July 1, 2025, will come with a new smartphone-based Digital Key Plus app that will offer the same functions. Read Our Experts' Full Mini Cooper Hardtop Review 2026 Mini Cooper Convertible The John Cooper Works Style package offered for the Cooper S Hardtop is also available for the Cooper S Convertible at the same $1,200 price. This package includes JCW aero kit, adaptive dampers, and wheels exclusive to the package. Improved braking and paddle shifters come with the Iconic trim, too. Additionally, for 2025 Black Sport Stripes are now available on non-JCW versions of the convertible. Open-top Coopers built after July 1 with Comfort Access keyless entry and start will use a slightly different digital key arrangement than hardtops. Whereas fixed-roof models exchange one key fob for two cards, the 2026 Convertible gets to keep both key fobs and gains two cards. Read Our Experts' Full Mini Cooper Convertible Review Black 18-inch Asteroid Spoke wheels wrapped in all-season tires are a new no-cost option this year for the Countryman S AWD with Signature Plus or Iconic trims in Classic or Favoured style. The JCW Style package is also available for the Countryman S, adding aero, wheels, and dampers like the Cooper, but at a more expensive $1,400. As with others, the Iconic trim paired with the JCW package features enhanced braking and paddle shifters integrated with the steering wheel. Mini's SUV lineup also gets the optional $250 Black Sport Stripes, with or without JCW trim. Countryman models built on or after July 1, 2025 with Comfort Access will get Digital Key Plus, which lets you unlock and start your car with your phone. The crossover loses one of its two key fobs and gets a Setup Card and Service Card. As for the Countryman SE ALL4, Mini says the switch to the new model year will happen later in 2025 to coincide with a few other product updates expected to happen at that time. Considering the all-electric Countryman was completely redesigned last year, we're not expecting huge changes for 2026. The new SUV looks and feels premium, but range and charging could be better, and the infotainment system operates slowly. MotorTrend Ranked: #6 in luxury subcompact SUVs (2025 model) Read Our Expert's Full Mini Countryman Review 2026 Mini Lineup: What's New 2026 Mini Cooper Hardtop: Minor update 2026 Mini Cooper Convertible: Minor update 2026 Mini Countryman: Minor update
Motor Trend
2 days ago
- Automotive
- Motor Trend
The Mercedes-AMG GT XX Concept's 5 Coolest, Wildest New Technologies
Alisa Priddle joined MotorTrend in 2016 as the Detroit Editor. A Canadian, she received her Bachelor of Journalism degree from Carleton University in Ottawa, Ontario, and has been a reporter for 40 years, most of it covering the auto industry because there is no more fascinating arena to cover. It has it all: the vehicles, the people, the plants, the competition, the drama. Alisa has had a wonderfully varied work history as a reporter for four daily newspapers including the Detroit Free Press where she was auto editor, and the Detroit News where she covered the GM and Chrysler bankruptcies, as well as auto trade publication Wards, and two enthusiast magazines: Car & Driver and now MotorTrend. At MotorTrend Alisa is a judge for the MotorTrend Car, Truck, SUV and Person of the Year. She loves seeing a new model for the first time, driving it for the first time, and grilling executives for the stories behind them. In her spare time, she loves to swim, boat, sauna, and then jump into a cold lake or pile of snow. Read More
Motor Trend
2 days ago
- Automotive
- Motor Trend
2025 Range Rover Sport SV and Autobiography PHEV First Test: One Wild, One Mild
Pros Menacing speed Mighty roars (SV) Plush design Cons It's $200,000 (SV) Cramped rear seat Infotainment needs fewer menus While the Range Rover reigns as the brand's flagship, those craving sharper reflexes and more punch underfoot will naturally gravitate toward its younger, more athletic sibling—the 2025 Land Rover Range Rover Sport. It channels much of the big Rover's DNA, like its cushy ride quality, head-turning design, and a cocooning cabin, but it trims the fat and dials up the dynamism. Both models offer the ultra-luxe SV trim, dripping in power and indulgence. But where the full-size Range Rover prioritizes serene cruising and stretch-out space, the Sport lives up to its name with a brawny twin-turbo V-8 pumping out 626 horsepower and a leaner curb weight that makes a real difference when you hit the twisties. The 2025 Range Rover Sport SV offers a thrilling, powerful drive with a 626-hp V-8, while the Autobiography PHEV prioritizes smoothness with a 543-hp hybrid setup. Both are luxurious, but the SV's dynamic performance steals the spotlight. Rear space and menu navigation could improve. This summary was generated by AI using content from this MotorTrend article Read Next We put the 2025 Range Rover Sport SV to the test on the streets (and freeways) of Los Angeles, and the more time we spent behind the wheel, the more impressed we became by just how much this SUV can do. Whether it's gliding over pothole-riddled pavement, tackling canyon curves, or quietly cruising through traffic with a full cabin, the Sport proves it's more than just a pretty face. Give Me Power Fire up the 2025 Range Rover Sport SV, and you're greeted with a roar. That V-8 and quad-exhaust setup deliver an opening act that'll make you laugh, grin, and maybe glance around for a tunnel you wish you'd parked in. Drop it into drive, and the real show begins. Pin the throttle, and the SV lunges ahead with brutal confidence, its soundtrack flooding the cabin in all the right ways. There's a satisfying squat as the rear digs in, the front end lifts ever so slightly, and the tires claw for grip. Power delivery in the Sport SV walks a fine line between refined and ruthless. Mash the pedal, and it unleashes all 626 horses in a smooth yet explosive surge that feels both deliberate and almost violent. Our test team clocked a 0–60-mph sprint in just 3.9 seconds—staggering for a 5,620-pound SUV wearing a luxury badge. Staff editor Jered Korfhage sums it up best: 'The V-8 makes one heckuva launch experience, sound and all.' Still, he notes the aggressive nature of the gear changes, especially under full throttle. And he's not wrong. Engage SV mode, and this Range Rover transforms. The exhaust opens up, shifts come harder and faster, and the whole powertrain feels like it's been uncaged. Whether you're carving up canyon roads or pushing hard on a track, the 2025 Range Rover Sport SV delivers genuine thrills. Despite its size and heft, it handles with surprising agility—feeling planted through corners, eager on turn-in, and even playful when pushed past the limit. It's pure entertainment. Associate road test editor Erick Ayapana puts it this way: 'The SV is now willing to dole out power throughout the skidpad and eagerly pop its tail out for some drift action. Rear steer is very active. Lots of fun. Bit of a wild child.' He's spot on. This SUV isn't afraid to get sideways, and with rear-wheel steering, it feels far smaller than it is when diving into corners. But let's be honest. Anyone dropping $204,875 on a Range Rover Sport SV isn't doing it just for the leather and luxury. You buy this beast because you want the full experience: the full-throttle launches, the head-snapping acceleration, the bark of the exhaust echoing through a canyon or downtown street. Sure, it's trimmed in opulence and packed with tech, but it's the way this SUV behaves on the road—rowdy, responsive, and unapologetically fun—that makes it truly special. And that's exactly why customers are willing to wait over a year to get their hands on one. Built in small numbers, the 2025 Range Rover Sport SV isn't for everyone—it's for those who crave something unique, something with personality, something that makes every drive feel like an event. And after our time behind the wheel, we can confidently say: It delivers. There's a PHEV, Too Not looking for the full-send SV experience? The Range Rover Sport Autobiography PHEV (that's plug-in hybrid) offers a more refined, electrified alternative without giving up much in the way of performance. (Editor's note, only the Sport SV is pictured.) Under its hood, a 3.0-liter inline-six with both a turbocharger and supercharger is paired with an electric motor to deliver a healthy 543 hp and 590 lb-ft of torque. It's a clever combo, blending instant electric shove with traditional power. That said, you can feel the setup's extra mass—it weighs nearly 800 pounds more than the V-8 model—and it shows in the way it moves, especially in tight corners or under heavy braking. But there's a big upside: a 53-mile electric-only range, putting it near the top of the plug-in hybrid SUV class. But here's the catch: The way the PHEV behaves is a far cry from its SV sibling. There's no real drama off the line. Launches are tame, the power delivery is smooth, and the engine note is subdued, almost too polite. The eight-speed automatic shifts with grace, not aggression. In short, it's quick but not exciting. That said, don't mistake refinement for sluggishness. Despite its heft and calm demeanor, the PHEV still hustled to 60 mph in 4.7 seconds—a seriously respectable number for a luxury SUV this size. It may not shout about its performance, but it's got the numbers to back it up. Although the SV and PHEV share a badge, their personalities and ride qualities couldn't be more different. The SV is tuned for performance with a noticeably stiffer setup, yet it somehow manages to glide over rough pavement with surprising grace. Despite its firmness, the suspension filters out harshness, keeping the cabin impressively insulated from the chaos below. The PHEV, in contrast, leans toward comfort with a softer, more relaxed ride. But while it does a solid job of keeping things composed, it lets more road vibrations creep into the cabin than the SV. Braking is another area where the PHEV shows its limitations. The integration between the regenerative braking (slowing using the electric motor) and the traditional mechanical disc brake system feels a bit uneven, resulting in a pedal feel that's less intuitive than you'd expect, especially in a luxury SUV priced north of $100,000. The Plushness Range Rovers have long set the standard for premium cabin materials, and the Sport continues that tradition without compromise. Our SV test vehicle is decked out with carbon-fiber accents everywhere you look—from the lightweight wheels (a pricey $10,000 option) to the seat backs. Although we aren't entirely sold on the black-on-black theme, particularly the high-gloss trim on the center console, the overall design strikes a strong balance between modern aggression and refined luxury. The center console's iPad-style touchscreen wakes up instantly when you fire up the engine, syncing with Apple CarPlay almost without delay. But the all-digital setup isn't without its quirks. With hard buttons largely absent, getting to some features means diving deep into menus. We counted five taps just to activate the seat massage—more effort than you'd expect for a feature you want at your fingertips. It's a sleek interface, but sometimes simplicity comes at the cost of immediacy. Packaging is one area where Range Rover still has room to grow. The brand excels in luxury and presence, but it's never been a leader in maximizing interior space. In the 2025 Sport, the back seat feels a bit snug, especially when it comes to legroom. Our friends who rode back there said they were comfortable enough for short city trips, but long road trips? Not so much. A bit more generosity in rear passenger space would go a long way toward making every journey truly first-class. Is It Worth It? Whether you're eyeing the $200,000 SV or the $136,000 Autobiography PHEV, both versions deliver the signature Range Rover plushness and refinement you expect. The SV is all about delivering grin-inducing fun and an unmistakable personality behind the wheel, while the PHEV offers a quieter, more composed experience with the bonus of impressive electric range. Both feel undeniably special, but it's the SV's distinctive character and raw excitement that put it at the top of many enthusiasts' wish lists—proof that sometimes, the wild child wins the day. Of course, it's not all perfect. Relying so heavily on the infotainment screen means you'll often find yourself digging through layers of menus just to access basic functions—a bit frustrating when you want things at a glance. And while the cabin is undeniably luxurious, interior space, especially in the rear, could use some breathing room. Still, if you're one of the lucky few on the waiting list for the 2025 Range Rover Sport SV, trust us—the wait will be well worth it.
