These days, every time a new car is launched, the automaker behind it delights in telling us about the incredible connected services technology the fancy digital touchscreen puts at the drivers disposal. But a new study shows many drivers don’t really want to know, and they definitely don’t want to pay for it.

Automakers usually provide between one and three years of connectivity free, after which the drivers must sign up to a subscription to continues using the tech. But despite more new cars than ever offering connected services, the number of people subscribing to them dropped in 2025 for the second year running, according to data from S&P Global Mobility. Only 68 percent polled this year said they would pay for connected services, down from 68 percent in 2024.

Related: Mazda’s $10 Subscription For Remote Start Sparks Backlash After Killing Open Source Option

Drivers were asked whether they were connected via a free trail, had an active paid-for subscription, weren’t connected, or didn’t know. In the US and other Western countries, including the UK, Germany and France, as well as Japan and Brazil, those answering that they didn’t have access to connected services were the largest single groups. 

But US drivers were the most likely of those to have a subscription, 19 percent saying they were currently hooked-up in a free trial and 35 percent saying they were paying for services, versus 38 percent who claimed they weren’t connected. Only China, South Korea and India had more active users overall – in China only 10 percent aren’t connected – but only because they had at least twice as many free-trial users as America.

Why Don’t Drivers Want to Pay?

Drivers taking part in the study gave a few reasons for not wanting to pay for connected services, and one of the biggies was that ‘paying’ element. When you’ve already got (and are paying for) a smartphone that offers excellent navigation, which can be viewed through your car’s touchscreen, why would you want to pay for the same service again? Respondents also said they disliked features being built into a car but hidden behind a paywall.

Read: Texas Sues GM For Illegally Selling 1.8M Drivers’ Data to Insurers

Privacy is another major concern, with drivers expressing worries about how their data might be collected, stored and used. We’ve already reported on how automakers have hit legal trouble over their handling of driver data, and fears of data breaches gives drivers another reason to stay unconnected.

Satisfaction Exists, But Growth May Be Tough

The study found that drivers who did experience connected services were generally happy, though the level of satisfaction is lower than in previous years. It looks like automakers such as GM and Stellantis, who each predicted they would make around $23-25 million annually through subscriptions, are going to need to work hard to entice drivers to sign up in the coming years.

So, what kind of features would you be willing to pay a subscription for? Tell us by dropping a comment below.

In the ever-shifting world of automotive design, headlights have become a surprising focal point. Once a simple necessity, they’ve evolved into complex design statements that now split opinion as much as they split the light.

Also: BMW And Audi Join The Split Headlight Design Trend

Over the past few years, Audi and BMW have embraced the split headlight trend across several models. While some buyers welcome the distinctive look, others find themselves wishing for a return to simpler forms. Digital artist Nikita Chuyko has taken on this design debate, reimagining these vehicles with a more unified lighting approach, and the results offer an intriguing visual twist.

Starting with Audi, Chuyko, who shares his work under the name Kelsonik, applied his edits to the new Q3, the Q6 e-tron, and the A6 e-tron. His styling take removes the upper headlight elements, where the daytime running lights (DRLs) typically sit. Instead, he relocates slimmer DRLs into the lower light clusters that house the main beams. The effect is subtle but significant, offering a more streamlined and arguably cohesive look.

Design Disruption and Visual Gaps

Getting used to the redesign takes a moment. Our eyes are conditioned to find a car’s identity in its grille and headlights, which makes the absence of the upper lighting noticeable right away. With the DRLs now sitting low in the bumper intakes and a wide space left under the hood’s shut line, the front end feels a bit unfamiliar. On electric Audis, where the grille is already body-colored and less defined, the overall impression can feel even more ambiguous.

More: Audi’s New Compact SUV Gains A Slinkier Profile And A Power Boost

Illustrations Nikita Chuyko for Kolesa

Kelsonik’s reworked illustrations appeared on his Instagram account and in Russian publication Kolesa. Reactions were mixed. One commenter pointed out that the new setup highlights the car’s “cheeks” instead of the traditional “eyes,” while another simply pleaded with automakers to return headlights to their “normal” position.

BMW Gets the Same Treatment

Last year, the same publication shared renderings of BMW models with a similar approach. Nikita removed the DRLs from the BMW 7-Series sedan, the X7 SUV, and the XM SUV, leaving the rest of their exterior design largely unchanged.

More: Get Ready For A Dramatically Different-Looking New BMW X5 M

Of the three, the luxury sedan arguably showcases the concept most effectively, as it appears more refined with unified headlight units. Still, the overall design would feel more balanced if the lights were positioned slightly higher and the kidney grille scaled down. That’s exactly the direction Chuyko took in a more recent rendering of a fictional BMW M7.

BMW is already steering toward a new design direction with its upcoming Neue Klasse models. This future-forward lineup is expected to move away from split headlights altogether. Instead, it will likely feature a sleeker, shark-nose aesthetic that nods to the brand’s heritage while offering a more unified and appealing face.

What if a familiar minivan took on a sedan form? That’s the question students at NATS (Nihon Automobile College) are exploring by turning a Lexus into something inspired by the Toyota Vellfire. Rather than relying on digital renderings, the team has taken a hands-on approach, building the vehicle from the ground up.

More: Tiny Dakar Kei Truck Built Around A Suzuki Jimny Is Utterly Adorable

The Toyota Vellfire Sedan is one of three unique projects being prepared by NATS students for this year’s Tokyo Auto Salon. Alongside it, they’re also working on a restored Nissan Gloria transformed into a lowrider and a mini-Supra Spider crafted from a Daihatsu Copen. All three builds are already underway, with the goal of completing them in time for the show this December.

A Lexus Base with a Vellfire Twist

Among the trio, the Vellfire Sedan stands out thanks to its unusual blend of sedan proportions and minivan styling cues. The base is a Lexus LS460, part of the fourth-generation lineup that was produced between 2006 and 2017. It’s a full-size luxury sedan, now serving as the foundation for something far less conventional.

The plans is to add the LED headlights of the Toyota Vellfire on the Lexus, alongside a custom front bumper with a large grille and sporty intakes. The biggest challenge will be to merge the minivan’s lightning units with the fenders of the sedan, but judging from previous NATS projects, the students have everything they need to achieve their goal.

NATS

The side profile will be reworked with a set of 21-inch wheels from WORKS and a lowered stance made possible by air suspension. Around back, slimmer full-width LED taillights will mirror those of the Vellfire, joined by a subtle ducktail spoiler and a revised bumper design.

As for the interior, it will gain a fresh white upholstery, likely combined with a tech upgrade including modern infotainment and audio systems.

More: Toyota Alphard Minivan Converted Into A Dually Pickup For Tokyo

It is not clear if NATS will opt for any mechanical modifications other than the air suspension. The donor vehicle is fitted with a naturally-aspirated 4.6-liter V8 generating 375 hp (280 kW / 381 PS) and 493 Nm (364 lb-ft) of torque. Power is sent to the rear wheels via an eight-speed automatic transmission, a setup that’s likely to remain untouched.

NATS is expected to release more images and videos as the build progresses, leading up to its official debut at the Tokyo Auto Salon. We’ll be keeping an eye on the updates and will share more as the project comes together.

For Canadians navigating an increasingly pricey auto market, more choices could be part of the solution. The federal government has a range of priorities, but one of them is maintaining a strong, competitive car market. Tariffs imposed by Donald Trump haven’t made that easier, but some dealers have an idea.

They want government officials to open up regulations to allow European market cars into the country. Now, a major electric vehicle advocacy group is on board and joining the push.

Read: 80% Of Car Tariffs Could Be Passed Directly To You

A solid car market has to do with more than just keeping prices down; it requires having options for buyers, too. At the moment, Canada’s safety regulations fall closely in line with those south of the border.

Changing them, or at least expanding them to include cars sold in Europe, would sidestep American tariffs and make several popular models across the pond available in Canada. Of course, Transport Canada, the country’s regulatory body, has its hesitations.

“Right now, there is a blockage, saying that for safety reasons, they cannot let these cars in,” says Daniel Breton, head of Electric Mobility Canada. “Right now, Transport Canada is saying, well, we have to change the bumpers and we have to change the headlights and this and that for safety reasons, which, as far as I’m concerned, is total B.S.,” he continued.

His argument is a simple one¨“If the car is good enough to be driving on European roads, where you can drive much faster than here, don’t come and tell me that they’re not safe enough to be driven in Canada.” That’s hard to debate, and some Canadian dealers agree, but some in the government are trying to argue against it anyway.

Safety Standards, Road Realities

“The certification requirements of other jurisdictions may not be sufficient to meet the safety needs of Canadian road users due to Canada’s distinct driving environment,” said spokesman Hicham Ayoun in an email to CTVNews. “Some European crash testing requirements are not as stringent as the Canadian regime due to differences in their driving environment.” To their point, Canadian roads are very similar to those in the USA.

That means lots of big, wide-open stretches of road. But there’s no reason to believe that’s the only place small cars imported from Europe or China will end up driving. Opening up regulations is one way that Breton sees the nation continuing to support its own goals to get more people into affordable electric cars.

Public Support Builds

A poll of 2,585 Canadians showed that 70 percent were in favor of allowing European-approved EVs into Canada. Now, it’ll be up to the government to decide whether the support it’s seeing is enough to move forward. 

Volvo’s flagship SUV might not be heading for retirement just yet. Despite the arrival of a fully electric alternative, it looks like the XC90 is gearing up for a third generation. The news came directly from Volvo CEO Hakan Samuelsson during a recent earnings call with investors.

Exclusive: My Volvo Lost Brakes And Crashed After Software Update

Samuelsson acknowledged the need for a new XC90, noting that the current generation has been on the road for more than 10 years. While he didn’t specify a launch date, he did offer a few clues about what to expect under the hood.

Plug-in Hybrid Setup Likely

The upcoming XC90 is expected to adopt a plug-in hybrid powertrain similar to what’s planned for the XC70, which is due to launch in China in the near future. “This is something I think European consumers will want to have,” said Samuelsson. “Plug-in hybrids with a longer range are a solution that probably we will need for some more years than we thought.”

The larger 40 kWh battery option of the XC70 delivers an EV-only range of up to 112 miles (180 km) on the CLTC cycle. For comparison, the facelifted XC90 T8 has a much smaller 18.8 kWh battery offering 71 km (44 miles) of EV-only WLTP range. Besides making it more attractive to buyers, a more advanced PHEV setup would help Volvo further reduce the average CO2 emissions rating of the XC90 and its entire lineup.

New Platform Still Unconfirmed

Volvo hasn’t revealed which platform the next XC90 will use. The current model rides on the company’s aging SPA (Scalable Product Architecture), so a switch is expected. One possibility is the Geely-sourced SMA (Scalable Modular Architecture), already linked to the XC70. Whether SPA 2, used by the fully electric EX90, or the upcoming SPA 3 from the EX60 can be adapted for non-electric powertrains remains unclear.

The current XC90 has been around since late 2014, with a mild refresh in 2019 and a more extensive facelift in 2024. The latter was meant to keep it competitive for a few more years, as a plug-in hybrid alternative to the similarly-sized but fully electric EX90. The EV, originally intended to be the XC90’s successor, was introduced in late 2022, but production didn’t start until mid-2024 due to supply issues and software bugs.

Strategy Shift Amid Changing Market Conditions

Back in 2021, Volvo had announced plans of going EV-only by 2030. However, a lot has changed over the past few years, forcing the Swedish brand to rethink its strategy and extend the lifecycle of its ICE-powered lineup.

More: Tariffs Gutted This Brand’s Lineup Almost Overnight

However, the slower-than-expected demand for EVs is not the only problem of the brand. In a quest to avoid tariffs, Volvo has been forced to drastically change its future plans – especially in North America and Europe.

The automaker will reportedly start manufacturing the XC60 in it’s Charleston facility in the US from 2027, and plans to strip its US lineup from imported models. As for Europe, production of the EX30 small SUV will move from China to Belgium later this year, while the upcoming EX60 will be manufactured in Sweden from 2026.

Sources: Volvo, Carbuzz

Tesla still commands a 40+ percent share of the US EV market, but demand is down 11 percent Jan-June, and it’s not only declining new car sales that are causing alarm. The brand also dominates a list of the used cars whose value is dropping hardest.

Related: Tesla Suddenly Wants You To Buy Now After Years Of Opposing EV Credits

The Elon Musk-headed automaker bagged four spaces in the top 10 list of biggest losers collated by the data crunchers at iSeeCars, and a fourth Tesla also found its way onto the chart.

Including one other brand’s value-shedding model, EVs accounted for five of the 10 cars judged to have shed the biggest percentage of their value in 10 months. And that’s despite electric vehicles only accounting for 3.3 percent of the 1- to 5-year-old used market.

Tesla Tops the List of Falling Used Car Values

The study found the Model S suffered the biggest percentage price drop – though not the biggest dollar drop. The sedan’s average price in June 2025 was $46,700, which is 15.8 percent or $8,800 lower than it was 12 months earlier.

The Model X SUV actually lost more money – $9,500 – but due to its higher initial price, that drop only represented a 15.5 percent fall, putting it in second place. Third spot went to the Model Y, which fell $4,600 or 13.6 percent, probably in part due to the arrival of a facelifted version of the SUV this spring.

TOP 10 USED CAR PRICE DROPS

The Model 3’s value slid 9.4 percent, putting it in sixth spot, behind the fourth-place Ford Explorer hybrid (down 10 percent) and Jeep Gladiator (fifth place, down 9.6 percent). And Porsche’s Taycan lost 7 percent of its value, earning it eighth place, meaning all five of the EVs on the list lost far more than the average EV, whose value fell by 4.8 percent.

Sandwiched between the Model 3 and the Taycan is the Maserati Levante (seventh place, down 7.9 percent), and the top 10 is rounded out by the Chrysler Voyager (ninth, down 6.6 percent) and Lincoln Aviator (tenth, down 5.9 percent).

Used EV Values Lag Behind the Market

All five EVs on the list fell significantly more than the average for used electric vehicles, which dropped just 4.8 percent. By contrast, used internal combustion engine (ICE) vehicles actually gained in value slightly, up 5.2 percent on average over the same 12-month period.

The study appears to show that American consumers are less interested in EVs as used cars, and that sentiment is likely to carry over into future years as this September’s scrapping of EV tax credits begins to take effect and the ripples are felt in the used market.

For many truck owners, what’s under the hood isn’t just about horsepower or torque. It’s identity, sound, legacy, and a visceral experience that can’t be captured on a spec sheet. Ram’s decision to bring back the Hemi V8 isn’t just business; it’s a reluctant admission that no matter how advanced or efficient the new engine is, plenty of buyers still want their V8 rumble and won’t be convinced otherwise.

Read: Stellantis Brings SRT Back From The Dead Promising Explosive New Performance

Ram’s new CEO, Tim Kuniskis, believes the brand would lose around 30,000 sales per year if it didn’t bring back the Hemi V8. That’s a huge number that represents more tha`n just a general preference. It provides insight into just how much truck owners connect their identity to the Hemi and, by extension, V8s in general. It’s also why Ram simply had to bring it back, even if the Hurricane inline six that replaced it is superior in most ways.

Automakers often cite ‘following the market’ to explain their decisions, but that’s not the whole story. What most won’t outright say is that they intentionally influence the market all the time. Sure, they might technically follow it, but they’re also the ones leading it, so they’re on both ends of the trail.

That’s not really the case with the Hemi V8. When Stellantis decided to axe it, every brand under the umbrella tried to spin it as a positive. Now, it’s clear that customers wouldn’t be swayed.

Customer Loyalty Wins Out

That’s why Ram had no choice but to bring it back despite spending untold millions on the new Hurricane inline six. “With loyalty running in 75% to 80% in the truck segment, you don’t want to lose any of those customers,” Kuniskis recently told CNBC. “Everybody, even if you don’t know what Hemi is, you know, the term,” he continued. ”‘Oh, it’s got a Hemi.’” That recognition is part of the brand identity buyers want to be associated with.

“Americans associate truck performance with V-8 engines and Ram in particular,” said Ed Kim, President and Chief Analyst at AutoPacific. “The Ram customer in particular, really, really, really loves the idea of having that big American V-8 under the hood.”

Kuniskis expects around 40 percent of Ram buyers to pick the Hemi when the final figures shake out next year. That figure shouldn’t be all that shocking. It’s well above the Ford F-150’s V8 take rate, which hovers around 25 percent, though it trails General Motors slightly. According to Kuniskis, that gap is likely because GM gives buyers more options, including two different V8s and a four-cylinder, aside from its diesel offering.

Buyers Are Paying for It

What’s more telling is how quickly customers responded. Ram logged over 10,000 orders within the first day of its availability. Keep in mind that Ram doesn’t just let most customers opt for it for free either. Unlike Ford, which often includes its V8 option at no extra charge, or GM, which offers a broader range of standard engines, Ram charges $1,200 for the Hemi. Not that has deterred buyers, of course.

If it’s hard to imagine a world without the BMW 3-series there’s a good reason for that. The badge has been with us for more years than most of us have been alive, 50 years to be precise, and it’s been through a hell of a lot of changes, and seven generations in that time. But which era of Three did it best?

Obviously there’s no point in trying to directly compare an original E21 3-series with the current G20 car, but you can make a judgement call based on how each generation of BMW’s compact sedan fared against its rivals, and which moved the game on in terms of design and engineering. Or maybe simply which one looks so good you’d give anything for thebrandto put it back into production.

Also: BMW Is Killing The M340i For Something That’s More Than A New Name

Take a look at these galleries of the seven 3-series generations and drop a comment below to tell us which one did it best.

E21 1975-1982

BMW

The very first 3-series was more sophisticated than the 02 it replaced, but bears little resemblance to the cars you can buy today. The only E21 body style available was a two-door sedan (though a Bauer semi-convertible came later) and an inline-six didn’t join the party in Europe until 1977. America missed out on the sixes altogether and the M3 was still a decade away. Still, not a bad start.

E30 1982-1994

BMW

BMW played it safe with the design of the E30, which debuted the same year as Ford’s radical, jelly-mould Sierra. But it proved to be the right decision. Despite the cramped rear and tediously low-geared steering the E30 was a hit, helped by key additions like a four-door sedan, and later, diesel and all-wheel drive options, a wagon, the first M3 and a true convertible.

E36 1990-1998

BMW

The 3-series finally embraced aero trends with the E36 and got a trick new multi-link rear axle that massively improved your chances of actually reaching your destination when fanging along fast, wet, twisty roads.

A shortie hatchback version, the 3-series Compact, joined the lineup (but with the old E30’s semi-trailing arm suspension) and there were big changes for the M3, too. It abandoned its four-cylinder homologation roots to become a muscular six-cylinder GT that was even available with four doors.

E46 1998-2005

BMW

The E46 took everything that was good about the E36 and wrapped it in an even more handsome package. It’s been almost 30 years after we first clapped eyes on this car it still looks fantastic. Which isn’t to say there weren’t some important updates under the skin.

The engines gained Valvetronic variable valve lift, the all-wheel drive option was back having skipped the E36, and the Compact finally got the multi-link rear end. Oh, and as if the stock 3.2-liter M3 wasn’t good enough, BMW gave us the M3 CSL.

E90 2005-2012

BMW

Styling took a backwards step to some eyes, at least until the 2008 facelift, but the E90 changed the course of the 3-series in important ways. It was the first one to get BMW’s iDrive, and the first to benefit from the automaker’s new turbocharged six-cylinder engines. The M3 didn’t go the turbo route, though. Instead it upsized to a 4.0-liter V8, which is still the biggest capacity engine ever fitted to a factory M3.

F30 2011-2019

BMW

By its mid-thirties, the 3-series was still finding new angles to part us from our cash, including spinning the coupe and convertibles off as separate lines under the 4-series/M4 banner. The F30 3-series also gave us the hideous Gran Turismo fastback, a long-wheelbase sedan for China and a plug-in hybrid that wasn’t the only evidence of a strong focus on efficiency.

Related: BMW’s Next M350 Is Getting A Major Design Overhaul

Turbocharging allowed BMW to fit four-cylinder engines that outperformed the sixes they replaced, and meant base cars now came with only three pistons.

G20 2019-2026

BMW

It was a case of more of the same, but better, when BMW dropped the G20 at the Paris Motor Show in late 2018. The design was crisper, the body stiffer, the interior roomier, and there was plenty for M fans to get their teeth into. The M3 got an xDrive all-wheel drive option for the first time, though the more powerful Competition trim missed out on the manual transmission available on the base M3.

A new M340i made plenty of people wonder if they really needed an M3 at all, and a 2022 facelift ushered in a slick iDrive-intensive digital dashboard.

Neue Klasse 2026-

If you’ve read through our generation summaries you’ll know the 3-series has been through some massive changes in its 50-year career, but the changes coming next year will be the most radical yet. The next Three switches to BMW’s Neue Klasse platform that can handle both combustion and electric powertrains, and the design gets a comprehensive reboot that embraces the modern while paying homage to the BMW’s past.

The M3 doesn’t miss out on this game-changing makeover, either. The six-cylinder model is joined by an electric M3 for the first time.

Which is your favorite generation of 3-series and which do you think really moved the game on in terms of design and engineering? Tell us by leaving your vote and a comment below.

BMW

The Ram 2500 plays in a big sandbox with heavy-duty trucks that all have the same mission: haul, tow, and conquer tasks that lesser ones can only dream of. After testing its smaller sibling, the Ram 1500, in nearly every spec and trim, from the luxurious Tungsten to the off-road-ready RHO, we’re finally getting a shot with the bigger 2500. 

Review: We Tested China’s Toyota Land Cruiser Rival And It Caught Us Off Guard

In fact, this marks our first dance with the heavy-duty Ram and that so happens to sport a diesel powertrain, specifically the 6.7-liter Cummins inline-six. It makes 430 horsepower (320 kW) and a whopping 1,075 lb-ft (1455 Nm) of torque and then sends it to all four wheels via an eight-speed automatic transmission. 

All of that grunt makes this beast capable of towing up to 20,000 pounds (9,071 kg) or hauling 2,740 pounds (1,242 kg) in the bed. In other words, it could tow all but the absolute largest of African elephants without issue. Or, someone could strap an entire Mazda MX-5 onto the back of the bed itself and the Ram 2500 wouldn’t have any issue with it. 

QUICK FACTS

There’s no question that this big truck is capable when it comes to work. What’s up for debate, though, is what it’s like to live with. While it might be strong, is it actually easy to work with? Does it make hauling or towing easier than it could be with other trucks? And what happens when the work day ends? 

To find out, we tested it fully loaded and without any cargo at all. We took it deep into urban sprawls, to industrial shops, to home improvement stores, and out onto gravel roads. Considering its as-tested price of $100,595 is roughly double the average price of a new car today, it needs to be good enough to do double duty as a worker and a family hauler. That’s exactly what it is, but we still wouldn’t recommend it for most buyers. 

Styling

Photos Stephen Rivers for Carscoops

Off the top, it’s clear that this is a very large truck, and for the type of work it does, it has to be. Sure, someone could put this drivetrain in something smaller, but actually hauling what this truck can is only possible because of the specialized combination of brakes, chassis, axles, differentials, and more that make it so. Packaging that in anything smaller would be more challenging, both from a production standpoint and from a future maintenance one. 

To that end, this pickup is imposing everywhere it goes. Our test truck is of the Limited Longhorn variety, and it comes with the crew cab and a six-foot bed. In other words, this truck could be even longer if we had the eight-foot bed. That all said, it’s still 238.8 inches (6065 mm) long. Put another way, it’s longer than a conventional limousine sedan. 

It’s a chunky thing too, measuring 79.5 inches (2019 mm) or 6’6’’ from side to side. That means that this truck takes up just over 130 square feet wherever it goes, and that’s without anything hanging out of the bed or attached to the trailer hitch. That said, there are uglier ways to get around in something that takes up as much real estate as some New York City apartments. 

Sure, the piggish nose of the Ram 2500 isn’t for everybody, but it’s unapologetically bold and in your face. Perhaps a better way to describe it would be “loud and proud”. The tall fenders signal that the step-in height will be challenging for some. Thankfully, our test truck came with Ram’s automatic power steps that even a taller guy like me found helpful. 

Bed access is easy thanks to Ram’s sliding step under the driver’s side of the truck. It quickly slips out and then back in under moderate pressure from one’s foot. Once deployed, it provided stable support for entering and exiting the bed itself. In the bed, one will find tie downs, lights, and of course, lots of options for powering tools and tailgate gear. 

This truck boasts a 2.4kW on-board power system, 5th wheel towing preparation already done in the bed, and even a feature to control trailering backup via a small dial in the center console. It’s built for work both inside and out.  

Luxury Workspace

Photos Stephen Rivers for Carscoops

This truck might be capable of towing every land animal on earth, but what helps it stand out in a crowd of work trucks is its cabin. A few decades ago, the idea that this type of vehicle would have high-quality leather upholstery, a giant touchscreen infotainment system and this many creature comforts would’ve sounded absurd. 

In fact, one doesn’t even need to sit in the Ram 2500 Limited Longhorn to get the message. Take one peek inside the door opening, and it’s instantly obvious. This particular cowboy-themed trim has lots of western aesthetics. In fact, this truck taught me that the patterning you see here is called Filigree. It’s a part of the door cards, the leather upholstery on the seats, and even in the tiny gold plastic trim. 

That’s not the only thing that stands out. Ram’s gigantic 14.4-inch portrait-oriented  Uconnect infotainment system is here too, and it’s not alone, as on each side of the dash, you’ll find another screen. On the left is the driver information display. Measuring in at 12 inches, it’s as configurable as anyone could possibly want short of loading in their own graphics and fonts. On the right side is a smaller infotainment screen exclusively for the front passenger. Is that excessive? Not in a truck that costs anywhere near this much. 

It allows the user to do more than the driver can do on the main screen while the truck is in motion. The user can also feed navigation directions to the main screen, play games, or manage other media. Hooked up to all of these screens are 17 speakers from Harman Kardon. As a package, it’s hard to complain about anything infotainment-related in this truck. The menus are intuitive, the screens are responsive, and the speakers sound clear, full, and wide-ranging. 

From a seating and comfort perspective, the Ram hits most of the nails on the head. The center console is full of useful features like wireless device charging, configurable sliding sections, a workman’s arthritic in the console, and just about every power port one could ask for. 

On the other hand, there is still room for improvement. For example, while rear seat occupants have copious legroom, they don’t get their own climate control. They don’t even get some sort of rear-seat entertainment system, which seems comical in a truck that costs anywhere near this much. 

Classic Review: The 1992 Alfa Romeo 75 Is More Fun Than It Has Any Right To Be

In addition, a small annoyance is that Ram didn’t fully lean into the western theme but rather pretended to. The back of the front seats appears to have two pockets each, including one that looks like a real saddle bag of sorts. Sadly, it’s entirely fake.

The buckle is fake, the upper cover doesn’t open, and so each seat only has one conventional pocket. Still there is some clever storage under the seats, and Ram even offers a set of panels that fold out into a flat load floor in the second row. 

Drive Impressions

Given its size and considerable heft, driving the Ram 2500 is more of an exercise in sound decision-making than anything else. When I say this truck is powerful, I’m not talking about its capacity to haul things, which as mentioned above is definitely one of its assets, but rather its ability to merge into traffic at a pace that few other everyday cars can. 

More: Hemi V8’s Return Sparked 10,000+ Ram Orders In 24 Hours

Of course, once it’s up to speed, it’s impossible to cheat physics, so no matter how robust its brakes might be, it needs a little extra time to slow down. The driver must also be aware that it demands deliberate and intentional input regarding lane changes and turns. One does not enter a hairpin in this truck without being thoughtful about speed and placement in one’s lane. 

Thankfully, the controls make domesticating this animal a breeze. The brakes are easy to moderate, the steering feels as sharp as possible for something this large, and the engine responds with consistent linearity. The ride quality is solid across different surfaces, too. That’s all true whether hauling, towing, or doing neither. 

More: Ram’s Next Truck Could Be The Toyota Rival Everyone’s Been Waiting For

In fact, it’s almost more impressive to tow something or haul something with this truck than to drive it unladen. Effortless is a great word to describe how it feels. Sure, there might be literal tons of stuff behind it, but the Cummins engine makes it feel as though it’s no big deal. 

Across all of our testing, we achieved 15.4 mpg, which we can’t compare to EPA ratings since they don’t exist for trucks of this size. Even so, it’s a solid figure for something that big doing everything we asked it to do. 

Visibility is, unsurprisingly, limited in a vehicle of this size, but this is where tech helps out. Aside from the excellent side mirrors, this Ram has a bevy of onboard cameras. Each one adds another useful view for drivers to leverage, whether they’re parking, driving, or managing a tricky trail. 

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Of course, managing a parking lot is a different story. Sure, the cameras make it easier to see, but the size of this truck makes the actual logistics more challenging than in just about any other type of vehicle. 

Competition

The competition in this segment is relatively small. General Motors and Ford are the only other players, and each has something to offer. For the former, it’s a proven diesel drivetrain, off-roading capability, and lots of excellent trailering features. Typically, heavy-duty trucks from GM also cost less than an equivalent Ram product. 

Ford buyers probably get closest to truly matching what Ram has on offer. They, too, benefit from diesel and gas options under the hood. In recent years, Ford has worked hard to compete on interior luxury and comfort. It’s doing a good job, but the Ram still takes our top spot, at least for now. 

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When it comes to towing or hauling, the 3500 is far more capable than the 2500, and across all three brands, the dualie options are clearly the most potent when it comes to work. That said, Ram deserves credit for offering a truck that buyers can get in several different configurations. That includes choices of two or four-wheel drive, cab options, bed options, and a bevy of trims as well. 

Final Thoughts

After a week with the Ram 2500, I was perfectly content watching it rumble off into the sunset, but that’s purely a reflection of my lifestyle, not the truck’s capability. For someone like me, who doesn’t regularly tow massive trailers or haul heavy loads, its sheer size, large turning circle, and parking-lot wrestling matches make it a tough daily companion. 

But if I were a rancher wrangling livestock trailers, a hotshot hauler delivering heavy equipment cross-country, a landscaper towing mowers and mulch, a general contractor hauling tools and materials to job sites, or even an avid camper pulling a fifth-wheel RV, I’d likely have been downright heartbroken to see it go.

The Ram 2500 is a purpose-built machine that blends brute strength with a surprisingly plush interior that rivals some luxury SUVs. Features like the buttery leather seats, 12-inch Uconnect touchscreen, and active noise cancellation make long hauls feel less like work and more like a road-trip indulgence. Yet, for all its refinement, it’s still a beast that demands space and patience, especially in tight urban environments or rush-hour traffic.

Some vehicles are almost stealthy, revealing little about their owners beyond a vague sense of style or practicality. The Ram 2500, however, is a bold declaration of purpose. It tells the world its driver has serious work to do, or a serious lifestyle to support, and they’re not afraid to wield a truck that’s as commanding as it is capable, even if it means sacrificing agility for incredible might.

In the end, this truck is one that we’d only ever recommend to someone who needs the working capacity it provides. For the vast majority of people, it is overkill in some areas, like towing capacity and size, while giving up other things like driving dynamics and fuel economy. It could also benefit from even more luxury appointments, considering its price point. Thus, our conclusion is that, as in many other cases, it is more a matter of where each buyer’s priorities lie, and of course personal taste, than anything else.

Photos Stephen Rivers for Carscoops, RAM

Compact SUVs have become the bread and butter of global lineups, and few exemplify that better than the Toyota Corolla Cross. Built to suit a broad range of markets, it also faces a unique challenge in China, where regulations require foreign automakers to sell locally-made variants through separate joint ventures.

That’s how the Frontlander came to be, a and is essentially a Corolla Cross sibling exclusive to GAC Toyota. Now, both models are preparing to launch facelifted versions, bringing updated styling and familiar powertrains.

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In China, the Corolla Cross is manufactured by FAW Toyota, while the Frontlander is assembled byGAC Toyota. Both refreshed versions have surfaced early, thanks to filings with China’s Ministry of Industry and Information Technology, offering a preview ahead of their official market debuts.

Styling Tweaks

While FAW’s Corolla Cross inherits the styling from the recently facelifted global-spec model, GAC’s Frontlander has its identity up front. The sharp nose looks similar to the GR Sport trim of the crossover, which is available in Europe and Japan, but the lower portion of the bumper swaps the massive grille for an EV-inspired design. A body-colored insert enhances aerodynamics, leaving just a small opening for the cooling intakes. This is paired with a prominent lower section finished with glossy trim accents.

The LEDs look identical to those found in higher-spec Corolla Cross trims in other markets, although entry-level models are treated with carry-over headlights. The rest of the bodywork appears to be identical to the outgoing Frontlander. We don’t have photos of the interior yet, but it safe to assume that it will gain an updated digital cockpit.

The facelifted Toyota Frontlander (above) from MIIT compared to the outgoing version (below).

The Frontlander measures 4,490 mm (176.8 inches) long, 1,825 mm (71.8 inches) wide and 1,625 mm (64 inches) tall, with a wheelbase of 2,640 mm (103.9 inches). These measurements are identical to the facelifted Corolla Cross, which means the new SUV havs gained 5 mm (0.2 inches) compared to the pre-facelift version.

Carryover Engines, Hybrid Still in the Mix

As with its predecessor, the compact model will be available with gasoline and self-charging hybrid powertrain options. The non-electrified 2.0-liter four-cylinder engine delivers 169 hp (126 kW / 171 PS), moving the front wheels through a CVT. The hybrid combines a 2.0-liter gasoline engine (156 hp) with a 111 hp electric motor and a ternary lithium-ion battery, routed through an E-CVT to the front wheels.

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Toyota hasn’t announced a release date yet, but the updated Frontlander is expected to arrive in showrooms soon. Current models are already being discounted, with the outgoing gasoline version starting at ¥89,800 ($12,500) and the hybrid at ¥111,800 ($15,600), suggesting that the facelifted models are just around the corner.

The Corolla Cross was originally launched in 2020 and has since grown into one of Toyota’s most successful models. In 2024, it ranked as the world’s third best-selling vehicle with 859,000 units sold, marking an 18 percent increase over 2023. That places it ahead of the Corolla sedan and hatchback, though it still trails the larger RAV4, which continues to lead global sales.

Different specs of the facelifted Toyota Corolla Cross across global markets