Latest from Motor Trend
Motor Trend
21 hours ago
- Automotive
- Motor Trend
Roadster Glory: 2006 Mazda MX-5 Miata vs. 2006 Pontiac Solstice
[Editor's Note: This story first appeared in the December 2005 issue of MotorTrend] England invented it. America has attempted it. The Japanese perfected it. "It" being the moderately priced, front-engine roadster. How the tables have turned over the years. In little more than a decade, the Mazda Miata became the world's best-selling sports car. The prides of Britain--Triumph and MG--are long gone. And America has never really been in the game. The 2006 Mazda MX-5 and Pontiac Solstice offer different takes on affordable sports cars. The MX-5 excels with a lighter, more agile drive and a user-friendly design, while the Solstice impresses with its looks and value. Overall, the MX-5 remains the leader in the compact roadster category. This summary was generated by AI using content from this MotorTrend article Read Next The balance changes with the arrival of the Pontiac Solstice, with its fraternal twin, the Saturn Sky, not far behind. By now, you know the new General Motors entries will run headlong into a new-from-scratch Miata--sorry, MX-5. The Miata name has been dumpstered for 2006, tossing away immeasurable brand equity for reasons nobody understands. The Solstice rides on GM's new "Kappa" rear-drive chassis architecture and is powered by a 2.4-liter, 177-horsepower version of the Ecotec I-4 found in everything from Cobalts to Euro-market Opel minivans. A five-speed manual transmission is standard, and an optional five-speed automatic will be phased in as production ramps up. Suspension is via upper/lower control arms front and rear, and four-wheel disc brakes and 18-inch alloy wheels are standard. The styling is like nothing else, the hood opens clamshell style, and the folding cloth top recesses beneath the rear deck. The Solstice is GM product chieftain Bob Lutz's personal baby, and he promised it would base at less than $20 grand. Which it does, by a five-spot. In spite of the dumb name thing, Mazda knew enough not to mess with a winning formula, yet changed every nut, bolt, and grommet to arrive at this third-generation MX-5. It's two inches longer and 1.6 inches wider than the car it replaces, yet overall weight is about the same, depending upon options. The wheelbase has increased by 2.5 inches, opening up the cabin and giving the car a beefier stance. Too many American males branded the Miata a chick car, so a more macho look was important--and achieved. A fresh 2.0-liter four makes 170 horsepower over a wider powerband than the previous car's 1.8. A five-speed manual is standard, a six-speed stick is available, and the optional automatic also has six ratios. The chassis is stiffer, the convertible top design has been simplified, and safety and standard equipment levels have increased. The biggest number to crunch is 402--as in how many pounds heavier the Solstice is than the MX-5, at least based on these two test cars. Mazda's made a lot of noise about how lightness has been "engineered in" to the MX-5, but it's legit. It's this weight differential that sets the tone for this pair's relative performance and driving personas. The objective numbers are close; the subjective differences between them greater. The Solstice is just a tenth slower (6.7 seconds versus 6.6) to 60 mph than the MX-5. A seven-horsepower advantage isn't enough to erase a 400-pound weight differential. But the Solstice has 26 more pound-feet of torque: 166 compared with 140. And the Mazda's close-ratio six-speed requires a shift to third to reach 60, whereas the Pontiac gets there in second. The MX-5's slim lead widens a bit in the quarter-mile times. The MX-5 clears 1320 feet in 15.1 seconds at 91.2 mph, with the Solstice still close at 15.3 seconds at 89.6 mph. Both machines have strong, four-wheel disc brakes, so this area proved a virtual draw, the MX-5 stopping from 60 in 113 feet to the Solstice's 117. The Mazda cleared our slalom course at 66.5 mph, just nipping the Pontiac's 66.1-mph performance. How they got there, however, felt way different. The Pontiac turns in sharply and has good front-end bite, staying neutral until the limit is approached, then it fades to mild understeer. "The chassis works well and is predictable," notes test-driver Chris Walton, "but it feels like it's getting away with more because the tires are so wide." The MX-5 is more knife-edged and precise, staying neutral longer. It's also more easily provoked into oversteer. "It reminds me of a junior version of the Lotus Elise," says Walton. "There's a fair amount of body roll, but it sticks well, with communication, and is so precise that I could make mid-corner adjustments." Even though the MX-5 has less torque, the close-ratio six-speed helps keep the engine on boil. It makes a lusty combination of intake, mechanical, and exhaust noises and always feels ready to go play. The Solstice's Ecotec four isn't the smoothest lump ever born, yet it has a pleasant exhaust note and isn't too thrashy. It's not as eager to rev as the Miata motor and gets the job done with midrange torque instead of top-end power. There's considerable rpm falloff on the 2-3 shift; a six-speed would make a serious difference. Both cars ride well considering their handling-biased mission. The Solstice's wider track, longer wheelbase, greater weight, and milder springing give it the advantage here. Mid-corner bumps more easily upset the MX-5, while the Solstice stays planted with no side stepping, for the same reasons noted above. Both have well-weighted, communicative steering, and their structures feel solid and structurally sound. Inside, the Solstice's wraparound IP is all about the driver. It's got more legroom than the MX-5 and feels wider, too. Tops up, the Pontiac has more headroom by several inches. There are, however, several ergonomic flaws. There's no easily reachable center-console storage and no door pockets, although some are at the front of the seats. The cupholders spring out of the rear bulkhead, making them tough to reach. And the window switches are mounted too far aft on the door panels, forcing you to reach back to operate them. These are curious design mistakes on a new platform planned from scratch as a two-seater. The MX5's cabin isn't as swoopy looking, but is easy to live with. The window switches are mounted just behind the shifter. The center cupholders are easy to reach, too, but the pair in the doors will bang your shins. (Why, by the way, are four cupholders required in a two-seater car--how many lattes should one juggle while driving?) The more complete gauge cluster is easy to read. Plastics and other materials are of good quality, a smidge ahead of the Solstice's. The MX-5's longer wheelbase improves cabin room compared with the previous Miata, although it's still snug for over-six-footers. Tie game in terms of seats; both have chairs bolstered well enough to keep you in place when corner carving, yet comfy enough for everyday use and long hauls. A word about pricing and equipment levels. As noted, the Solstice bases at $19,995, including destination charges; our tester had the Power, Convenience, and Premium equipment packages, plus air-conditioning, ABS, and a few other options that brought the total to $23,785. Our MX-5 was a Grand Touring model, which includes a lot of normally optional hardware in its $24,995 base price. If our Solstice were equipped with the top audio combo (Monsoon sound/CD6/MP3) at $890, roughly equaling the MX-5 Grand Touring's premium Bose system, the price difference would be less than a grand in the Pontiac's favor. General Motors can take pride in what it's accomplished. The Solstice is a real sports car and not the topless poseur enthusiasts feared. It'll sell on looks and value alone. But if the Solstice is a solid runner, the MX-5 is a fleet-footed sprinter, delivering a more athletic, lithe drive in most every respect. The MX-5's engine is smoother and happier to rev than the Solstice's. The MX-5 has a more communicative chassis, and it feels every one of those 400 pounds lighter and more responsive than the Pontiac. This Grand Touring model, as equipped with the optional Sport Suspension package (revised anti-roll bars, Bilstein shocks, limited-slip diff), won every performance contest, although the margins were small. The Solstice's top design is fussier than it needs to be; the MX-5's couldn't be simpler. The Mazda's interior is of higher quality and beautifully packaged. While the Solstice's cabin is comfy and racy looking, it suffers from a dearth of storage, a few ergonomic hiccups, and cheapoplasticity. All things considered, Mazda is still the established master of the compact, affordable roadster game. 1st Place Mazda MX-5: The driving enthusiast's winner, and still champion, is the new MX-5. 2nd Place Pontiac Solstice: Credit Pontiac for a legit, value-priced, hot-looking-entry. Top Talk Mazda and Pontiac take decidedly different approaches to going topless. The Solstice's decklid is hinged at the rear and opens via the remote fob. The top unlocks via one latch on the windshield header and folds into the cargo area. It swallows much of the trunk's 3.8-cubic-foot capacity in doing so, but it looks smooth when the rear deck is closed: The top is fully hidden, no tonneau is required, and those bulbous fairings are among the Solstice's most interesting design touches. The MX-5's top and trunk designs are more conventional, but easier to manage. Unlatch the top from the single latch on the header, and you can practically throw it over your shoulder at a stoplight. It clicks into place and was designed to look finished in the folded position without the use of a tonneau cover. It's effective, although there are still small cavities at the sides of the top. The MX-5's 5.3 cubic feet of trunk space is unaffected by the top's position and much easier to access than the Solstice's oddly shaped cargo bay, which also asks that you snap home the folding buttresses each time you close the deck. Both cars have glass rear windows with defrosters. The MX-5 has a flip-down windbocker, while the Solstice has none. Pontiac gives you a cloth top standard, while a vinyl top is standard on base and Sport MX-5s; cloth is reserved for the upmarket Grand Touring level. While the Solstice scores style points for the neat looking rear deck, the MX-5's design is easier to raise and lower and doesn't eat up the trunk in the process. Advantage, Mazda.
Motor Trend
21 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
21 hours ago
- Automotive
- Motor Trend
New Apple CarPlay Ultra iPhone Integration Proving Controversial With Automakers
Apple CarPlay phone integration has become indispensable for millions of drivers, and the tech giant is hoping that CarPlay Ultra, which expands CarPlay's territory from the touchscreen to the car's instrument cluster and allows control over core functions like air conditioning, will become its next big thing. Initially it was looking that way, with Apple touting a list of over a dozen automakers that had signed up to include the Ultra software on their cars. Now that the system is finally rolling out to customers, there are reports that automakers are balking at CarPlay Ultra and opting to stick with the standard version instead. Apple's CarPlay Ultra is facing resistance from automakers like Audi, Volvo, and Renault, who prefer control over their infotainment systems and data. While some brands like Hyundai plan to adopt it, others remain undecided or silent. Aston Martin is currently the only user of CarPlay Ultra. This summary was generated by AI using content from this MotorTrend article Read Next We suspected this would be a problem, and a report by the Financial Times confirms it: automakers don't want to give up the creative control to design and implement infotainment features on their own, nor are eager to give a third-party—Apple—valuable data on both its customers driving habits and its vehicle systems integrations. One unnamed executive at Renault (one of the automakers touted by Apple as featuring CarPlay Ultra) is said by FT to have told Apple, 'Don't try to invade our own systems.' Of the 18 automakers that had previously been linked to Apple CarPlay, FT reports that Audi, Mercedes-Benz, Volvo, Polestar, and Renault are opting out of including the system on their future cars. Volvo confirmed to us FT 's reporting, while Polestar said the brand had 'nothing to announce' with regards to its use of CarPlay Ultra. An Audi spokesperson went further, telling us, 'While we continue to offer traditional CarPlay on our vehicles, we have chosen not to integrate Apple CarPlay Ultra into our current portfolio of cars as we have just introduced our all-new MMI interface in our latest models: the Q6 e-tron, A5, Q5 and A6 e-tron model lines.' Both Volvo and Polestar have also heavily invested in their own infotainment systems. The other automakers who had been linked to CarPlay Ultra are Acura, Aston Martin, Ford, Genesis, Honda, Hyundai, Infiniti, Kia, Land Rover, Lincoln, Nissan, and Porsche. We reached out to each of them for comment on their CarPlay Ultra and general infotainment plans. Ford, Lincoln, Acura, Jaguar, and Land Rover spokespeople told us that their respective brands did not have any comment on the matter. The Hyundai Motor Group, which includes Hyundai, Kia, and Genesis told us that all three brands still intend to introduce Apple CarPlay Ultra in the future. Honda, Infiniti, Mercedes-Benz, Nissan, and Porsche did not have any official comment as of press time. Porsche has told the FT that it still planned on supporting CarPlay Ultra in the future. Apple did not respond to our requests for comment. Tesla and Rivian currently don't offer CarPlay in any form on their vehicles, while GM is phasing it out in favor of a new operating system it built with Google. Aston Martin is currently the only automaker to offer CarPlay Ultra. In our review of the new system, we found the Apple gauges, climate and radio controls, and the addition of iPhone-like widgets to be among the system's best features. You can read our full review here.
Motor Trend
21 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.
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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
