The 9 variations of the 2025 4Runner would be the SR5, TRD Sport, TRD Sport Premium, TRD OffRoad, TRD Off Road Premium, Limited, Platinum, TRD Pro, and Trailhunter (proven above). According to Toyota, The i-Force engine will produce 278 horsepower and 317 pound-feet of torque, whereas including the hybrid drive ups these numbers to 326 horsepower and 465 pound ft — making the i-Force MAX “the most powerful powertrain ever offered on 4Runner.”
In addition to premiering the 4Runner Trailhunter and Platinum, Toyota has added options to each model of the 2025 4Runner to make all of them off-road prepared. It can be provided in two-wheel, part-time four-wheel, and full-time four-wheel drive variations, with all three drivetrains getting a limited-slip rear differential for added traction. Both four-wheel drive variations could have Toyota’s A-TRAC traction management system to distribute energy the place it’s wanted most. Full-time four-wheel drive with a locking heart differential can be normal on Platinum 4Runners, and an possibility on the Limited hybrid model.
Trailhunter 4Runners will get ARB Old Man Emu shocks and an ARB roof rack, together with 33-inch Toyo Open Country all-terrain tires. The Trailhunter’s entrance grille has a 20-inch LED mild bar with color-changing lamps, and a 2,400 watt inverter feeds energy to 1 outlet within the passenger cabin, and one other within the cargo space. Trailhunter fashions can even be outfitted with three pre-wired auxiliary cabin switches to wire in winches or further exterior lighting.
The ND MX-5 is now 9 years outdated – positively geriatric within the context of mannequin cycles. Nevertheless, the no-nonsense inside nonetheless feels contemporary. It was an enormous leap in contrast with the NC generation, however when you’re unaccustomed to MX-5s, it’s seemingly that the cabin’s extremely compact dimensions might want to sink in earlier than you’ll be able to meaningfully survey the small print. The MX-5 has all the time been resolutely bijou, and the ND isn’t any totally different.
Broader adults will discover themselves in frequent contact with the centre console, door trim and the edges of the thin footwell, whereas taller drivers will need for a number of centimetres extra leg room. Despite a 20mm decrease hip level in contrast with the NC, you sit a bit of larger than would appear optimum and head room with the highest up is comparatively restricted. Moreover, there’s a bulge within the floorpan that denies you the choice of folding your clutch leg away on motorways (a malaise of right-hand-drive automobiles solely). Reach adjustment for the steering wheel was added in 2018.
If you intend to do lengthy distances in your MX-5, hunt down a model with the Recaro seats, as a result of they’re considerably extra comfy than the usual objects, and supply extra lateral help too. You’ll discover them within the thirtieth Anniversary version and on 2024 Homura automobiles.
These components can mix to make it difficult to get comfy – difficult sufficient, in actual fact, for some folks to be delay the prospect fully, though others will proclaim this probably the most comfy MX-5 but.
More idiot the critics, although, as a result of in an age that tends in direction of profligacy, the MX-5’s cockpit-sized simplicity – as soon as reconciled with – makes for a captivating setting. The dashboard structure is much like that of the Mazda 2, which is an effective factor as a result of the identical natty design options and chunky, tactile switchgear work equally nicely right here within the roadster. You’ll should look laborious to seek out soft-touch supplies, however that in some way feels applicable for a no-nonsense sports activities automotive.
Nowhere is the MX-5’s simplicity higher encapsulated than within the operated by hand roof. Made 3kg lighter than within the NC and requiring 30lb ft much less effort to shut, the hood might be operated simply with one hand, even when transferring. There’s one spring-loaded clip to unfasten on the header rail, then a click on someplace within the housing behind you to verify that it’s safely stowed. It takes 4 or 5 seconds and, like just about every thing else concerning the MX-5, places every thing bigger, heavier and motor-driven to disgrace.
The roof’s tiny dimension implies that the automotive continues to supply a modest-sized however usable boot. It’s too small for golf golf equipment however is simply sufficiently big for 2 weekend-away luggage. Which appears to us precisely correctly.
Multimedia system
Over its a few years on sale, the MX-5 has gone by means of quite a few infotainment iterations, however the excellent news is that every one of them are fairly nice to make use of as a result of they have been clearly modelled on the basic BMW iDrive.
Cars as much as 2023 used an older interface, however one which nonetheless had logical menus and might be navigated utilizing each the touchscreen and the rotary controller within the centre console. Entry-level fashions used to overlook out on the centre display, however from 2023, all MX-5s have the 7.0in touchscreen.
In 2018, Apple CarPlay and Android Auto have been added, the previous with wi-fi performance. They do include a Mazda-typical quirk. The touchscreen stops engaged on the transfer and you must use the rotary controller. The latter works nice for the native interface, however utilizing it to navigate CarPlay is slightly awkward, as that was clearly designed for a touchscreen
In 2024, the display was upgraded to a 8.8in display with way more modern-looking graphics. Thankfully, that did not come at a price of usability – all of the menus stay very logical, and the built-in navigation is definitely fairly good.
The customary stereo isn’t something particular, however it’s nearly brawny sufficient to be heard over the street and wind noise. The Bose system that was once obtainable on sure trims put up a greater battle, however as that is fairly a loud automotive on the motorway, it’s all the time a little bit of a shedding battle.
In the first nine months of 2023, the European motorcycle market experienced a significant increase in sales. According to a recent report by the European Association of Motorcycle Manufacturers (ACEM), a total of 873,985 new motorcycles were registered in key markets in Europe from January to September 2023. This is an 11.8% increase from the same period in 2022, which had 781,839 new registrations.
Italy emerged as the strongest market for two-wheelers, with a growth of 19.4% and 271,552 new two-wheelers registered. Spain followed with a 13.4% increase and 154,019 registrations, while Germany saw a 9.6% growth with 190,490 new registrations. France and the UK also experienced an increase in registrations, with 168,118 units (8.7%) and 89,806 units (0.4%) registered respectively.
While motorcycle sales saw a strong uptick, the moped segment experienced a decline. Only 155,098 mopeds were registered in the first nine months of 2023, a 25% drop from the previous year’s 206,927 registrations. It’s important to note that the report only covers France, the Netherlands, Germany, Italy, Belgium, and Spain. Mopeds are categorized differently across regions, with some including certain e-bikes as mopeds.
ACEM’s Secretary General Antonio Perlot highlighted the sustained interest in two-wheelers for both commuting and leisure purposes. He noted that the strong growth in the European market emphasizes consumers’ continued long-term interest in powered two-wheelers. The report also suggests a positive trend in motorcycle sales following EICMA 2023, with expectations of more new models, including electric and internal combustion variants, for the 2024 model-year.
It’s essential to acknowledge that ACEM’s report does not encompass all the brands in the two-wheeler space. The report represents 18 manufacturers including BMW, Ducati, KTM, MV Agusta, Piaggio, and Triumph, as well as the Japanese big four. Notably, new players, particularly those from China, are not represented in the report, suggesting that the actual sales figures may be higher than the reported 873,985 new registrations.
In a recent announcement at the Los Angeles Auto Show, the pool of 52 candidates for the 2024 North American Car, Truck, and Utility Vehicle of the Year (NACTOY) awards has been narrowed down to nine finalists. These finalists consist of three cars, three trucks, and three utility vehicles, selected after being identified at the Detroit Auto Show in September. The final selection was made after the vehicles underwent a series of evaluations and test-drives at NACTOY’s Fall Comparison Drive in October. The winners will be revealed on January 4, 2024, at the M1 Concourse in Pontiac.
Here are the finalists for this year’s contest:
It’s worth noting that five out of the nine finalists are fully electric vehicles, continuing the trend from the previous year when six EVs were also among the finalists.
NACTOY President Jeff Gilbert highlighted the significant presence of electric vehicles and the variety within the group, including a large work truck, a hybrid, and a family sedan. He emphasized the importance of electric vehicles for carmakers and the expanding choices available to consumers.
In September, NACTOY initially unveiled a list of candidates for the 2024 awards during a press conference at the Huntington Place Convention Center in Detroit. The process resulted in a total of 10 cars, 5 trucks, and 10 SUVs being recognized as the “Best of 2024”.
The Volkswagen Group has continued to transform its business in the first nine months of 2023. The company delivered 531,500 all-electric vehicles globally, representing a 45 percent increase from the previous year. This brings the share of battery electric vehicles (BEVs) in the group’s total deliveries to 7.9 percent, up from 6.1 percent in the same period last year. In the third quarter alone, the BEV share reached 9.0 percent compared to 6.8 percent a year ago. Europe was the main driver of growth with a 61 percent increase in BEV deliveries, followed by the USA with a 74 percent jump, and China with a 4 percent increase.
Out of all the BEV deliveries, 64 percent went to Europe, 22 percent to China, 10 percent to the USA, and 4 percent to other markets.
The Volkswagen Passenger Cars brand delivered the most all-electric vehicles, with a total of 273,000 units by the end of September. This accounted for more than half of the Group’s BEV deliveries. Audi followed with 123,000 vehicles, ŠKODA with 54,400 vehicles, SEAT/CUPRA with 32,300 vehicles, Porsche with 27,900 vehicles, and Volkswagen Commercial Vehicles with 19,600 vehicles.
The top-performing BEV models in the first nine months of 2023 were the Volkswagen ID.4/ID.5 with 162,100 units, Volkswagen ID.3 with 90,500 units, Audi Q4 e-tron (including Sportback) with 77,900 units, ŠKODA Enyaq iV (including Coupé) with 54,400 units, CUPRA Born with 32,300 units, and Audi Q8 e-tron (including Sportback) with 21,800 units.
Here are the delivery numbers for battery-electric vehicles (BEVs) by market:
Market
Jan. – Jun. 2023
Jan. – Jun. 2022
Delta (%)
Jul. – Sep. 2023
Jul. – Sep. 2022
Delta (%)
Jan. – Sep. 2023
Jan. – Sep. 2022
Delta (%)
Europe
217,100
128,900
+68.5
124,000
83,100
+49.2
341,100
211,900
+60.9
USA
29,800
17,000
+75.5
20,500
12,000
+71.1
50,300
28,900
+73.7
China
62,400
63,500
-1.6
54,700
49,200
+11.0
117,100
112,700
+3.9
Rest of world
12,300
7,900
+55.3
10,800
5,100
+111.7
23,100
13,000
+77.4
Worldwide
321,600
217,200
+48.1
209,900
149,400
+40.5
531,500
366,600
+45.0
Here are the delivery numbers for battery-electric vehicles (BEVs) by brand:
The 2024 Toyota Tacoma TRD Pro now offers an exclusive Terra color option. This new addition joins the existing nine color choices available for the truck’s lineup.
Terra is a unique blend of brown and rusty red shades, creating a distinctive appearance. The fender flares, roof, grille, mirror caps, and hood scoop of the Tacoma TRD Pro are all black, contributing to a darker overall aesthetic.
YOKOHAMA, Japan – Following a busy first part of Season 9, with nine races in less than five months spanning five continents, the Nissan Formula E Team drivers Sacha Fenestraz and Norman Nato reflect on their first season with the squad, the challenges of Gen3, and more.
Sacha Fenestraz
How did you find the adaptation process to the Gen3 technology?
Sacha Fenestraz: When I began testing last year with Nissan, I quickly realized that I kind of had to start again, from a blank sheet of paper almost. The car is so different to anything I experienced before, even the Gen2 machinery. I knew the energy management from my experience in the Gen2 car, but I had to adapt my driving style.
Did you find it easy to settle in with Nissan?
SF: Yes, it was great, the relationship between the whole squad is really good. On my side of the garage, my engineer Johann and I are both new to Formula E, so we are learning together and really open minded with each other. When mistakes happen, we’re honest and talk about it openly. It’s been going really well so far and I’m looking forward to continuing to work with the team and building the season together.
I also have a great relationship with Norman, the best I’ve ever had with a teammate. We don’t hide anything, we share data and ideas. When we started working together, he told me he would be open and we would help each other and we both quickly realized we had a healthy relationship there.
What has been the highlights of your maiden Formula E campaign?
SF: Monaco! Even though it was taken away, to achieve pole position at such an historic and important track for a racing driver, that was the highlight for me. Of course the first pole position in Cape Town was very special but for some reason Monaco felt even better because I never expected it. If you told me last year I would take pole in Cape Town and Monaco I wouldn’t have believed you but somehow we managed to do it.
Can you explain your feelings in the moment you took your first Formula E pole position in Cape Town?
SF: It took quite a few days for it to sink in. It brought a lot of emotions, the beginning of the season was a bit of a rollercoaster for me, achieving a pole position this year was not at the top of our objectives for the campaign, so managing to do it was great and I was extremely happy for myself and the team. And then we proved it wasn’t a one-off in Monaco, which made it even better.
How did it feel to go up against Norman in the Monaco qualifying semi-final?
SF: I hated it! I’m very much a team player, I don’t just race for myself, so I always hope for both of us to do well. I knew one of us wouldn’t have the opportunity to fight for pole position, it would’ve been great for us to meet in the final and be guaranteed first and second on the grid, but this is Formula E and sometimes it can happen. Of course, once I jumped in the car and put the visor down, I did the best job I could and didn’t think about who I was racing against. But still, it was a shame to be against Norman and I wished it was someone else, although obviously I was happy to have Norman at the front of the grid with me.
How was it to battle with the championship leaders in Monaco?
SF: I feel that Monaco was one of the races I learnt the most from, in terms of strategy, when to push and what to do from who I was following. To be up with the championship leading teams and drivers gave me a great opportunity to learn just from watching behind. Obviously I wished I was ahead of them, but just by observing it was a great way to see our strengths and weaknesses against the leading teams.
Norman Nato
How did you find the adaptation process to the Gen3 technology?
Norman Nato: It was complicated in a way because there are many new aspects we have to do differently and learn in terms of preparing to drive the car, it’s definitely not the same technically compared to Gen2. On track, especially during push laps, it’s fairly similar, it’s more the approach and strategy that we had to change.
Did the Gen3 cars match your expectations?
NN: In terms of power, I would say it’s been a really good step forward. It’s positive because as drivers we can clearly feel the boost compared to a Gen 2 car. I think we would all prefer more grip in general, because it’s really tough to drive the car in the way that you want to. We would like to push a bit more but there’s just not enough grip to do that.
Which of the three new tracks (Hyderabad, Cape Town, São Paulo) was your favourite and why?
NN: India, despite the fact that Turn 1 was messy! The rest of the circuit was great, and it was fun to battle on track. Qualifying was also cool to drive, the layout was really good. Brazil was very different, I quite liked it, bumpy and challenging, which is what I enjoy in Formula E, where you have to fight with the car. Cape Town is an amazing place but I think the track was too quick for the cars, with the level of grip we have.
How did it feel to race on your home circuit at Monaco in the Gen3 car?
NN: To drive any car at Monaco is a pleasure and a dream, it’s Monaco! It’s so special, and the only regret I have – not speaking about the race which is obviously tough to swallow – is that everything happens in one day and you don’t really have time to enjoy it. It all went so fast, we spend two or three days doing media, which is enjoyable, because it’s great to soak up the atmosphere, although it would be ideal to have more chance to enjoy the moment on track. But anyway, to race in Monaco is a pleasure and to be on the limit in qualifying and perform well, it’s an extra happiness.
Has the Monaco qualifying session given you a boost of confidence ahead of the remaining rounds?
NN: To be honest, not really, because I never lost my confidence. A few times this season we’ve made mistakes with tire strategy or been unlucky, for example we caught yellow flags in qualifying in Cape Town and Brazil, so there were a few occasions I feel we should’ve been up there, but weren’t for whatever reason. We proved our speed in Monaco and it was really important and good for us to bounce back the way we did following the tough weekend in Berlin.
What do the team and you need to do to be competing at the front in the second half of the season?
NN: I would say energy management in the race and getting the best out of both cars. So far, we’ve struggled to get the two of us in the Duels and we’ve never had a double-points finish, which is a difference between us and other teams. Monaco was the perfect race example, we had the performance to do it but it didn’t happen. This is what we need to develop in the second half of the championship and hopefully it can have a massive impact on the teams’ standings if we get it right.
About Nissan in Formula E Nissan made its all-electric racing debut in Season 5 (2018/19) of the ABB FIA Formula E Championship, becoming the first and only Japanese manufacturer to enter the series.
In Season 7 (2020/21), Nissan announced its long-term involvement in Formula E and its commitment to the Gen3 era, which will run from Season 9 (2022/23) through to the end of Season 12 (2025/26) of the all-electric racing series.
In April 2022, Nissan acquired the e.dams race team, with the Japanese automaker taking full ownership of its involvement in the ABB FIA Formula E World Championship.
In June 2022, Nissan announced it would supply its Nissan EV powertrain technology to McLaren Racing for the entirety of the Formula E Gen3 era.
For Season 9 of the ABB FIA Formula E World Championship, the Nissan Formula E drivers will be Norman Nato and Sacha Fenestraz.
Nissan races in Formula E to bring the excitement and fun of zero-emission electric vehicles to a global audience. As part of its goal to achieve carbon neutrality across its operations and the life cycle of its products by 2050, Nissan intends to electrify every all-new vehicle offering by the early 2030s in key markets. The Japanese automaker aims to bring its expertise in transferring knowledge and technology between the racetrack and road for better electric vehicles for customers.
About Formula E The ABB FIA Formula E World Championship became the first global sport to be certified with a net zero carbon footprint from inception back in 2020, having invested in certified climate-protecting projects in all race markets to offset emissions from every season of electric racing.
All cars in the championship are powered by electricity, with the series acting as a competitive platform to test and develop the latest in electric technology.
The World’s greatest manufacturers race against each other on street circuits and Formula E promotes the adoption of sustainable mobility in city centres in a bid to combat air pollution and lessen the effects of climate change.
Contact Maria De Juana Head of Communications, Formula E, Nissan Motor Co. Phone: +33-6 17 36 37 61 mdejuana@nissan-europe.com
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