Category Archives: NEW CARS

NEW CARS

2026 Lexus LX: Hybrid Muscle Meets Flagship Luxury

Lexus doesn’t like to tinker much with its crown jewel, and for good reason. The LX has spent decades cementing its reputation as the brand’s ultimate expression of capability wrapped in luxury. For 2026, the LX receives subtle but meaningful updates that refine its formula rather than reinvent it—though this year marks an important milestone with the expanded availability of the hybrid-powered LX 700h.

A Trim for Every Taste

The 2026 LX lineup stretches from the “entry-level” Premium model at just under $108,000 to the indulgent Ultra Luxury grade, which now crosses the $140,000 threshold. Between those extremes, Lexus offers flavors for nearly every buyer: the sporty F SPORT Handling, the refined Luxury, and the Overtrail, a grade designed for those who actually intend to get their LX muddy.

New this year is an F SPORT Appearance Package, exclusive to the 700h F SPORT Handling. It adds body-color bumper accents, black mirror caps, and subtle aero tweaks that lean more toward style than substance.

The Overtrail: Where the Real Action Is

Among the lineup, the Overtrail trim remains the standout for enthusiasts who value function over flash. Think of it as Lexus’s way of acknowledging the growing crowd of overlanders who want leather seats but also a front skid plate.

The Overtrail wears 33-inch all-terrain tires on 18-inch wheels, matte gray grille trim, and darkened exterior accents that play down the glitz. More importantly, it adds front and rear locking differentials, a 2,400-watt inverter, and a waterproof hybrid battery housing that allows for nearly 28 inches of water fording. Inside, semi-aniline leather in earthy hues pairs with Black Open-Pore wood to remind you this is still a Lexus, even if you’re climbing a rock garden.

Two Powertrains, Both Twin-Turbocharged

The LX continues to ride on Toyota’s GA-F body-on-frame platform, the same architecture underpinning the Toyota Land Cruiser 300 Series. The big news is the hybridized 700h, which pairs a 3.4-liter twin-turbo V6 with an electric motor and nickel-metal hydride battery for a combined 457 horsepower and 583 lb-ft of torque. That’s a serious step up from the non-hybrid 600, which delivers 409 hp and 479 lb-ft from the same engine. Both engines pair with a 10-speed automatic and can tow 8,000 pounds.

The hybrid also adds some unique off-road tricks. In low range, the electric motor can deliver power independently for delicate throttle modulation over rocks or snow. Lexus even engineered a waterproof tray for the hybrid battery, complete with a sensor that alerts the driver if water somehow makes it inside.

Fuel economy improves slightly, with the 700h rated at 20 mpg combined—hardly Prius numbers, but meaningful in a 6,000-pound SUV.

Ride, Handling, and the Lexus Driving Signature

Lexus spent time tuning the LX’s ride for 2026, with new cab mount cushions designed to quell low-frequency vibrations. The suspension remains a mix of double-wishbone up front and multi-link in the rear, paired with Adaptive Variable Suspension (AVS) and Active Height Control (AHC) as standard across the lineup.

The result? The LX still leans heavily toward comfort, but Lexus claims improved steering response and body rigidity that bring it closer to its so-called Lexus Driving Signature. We’ll reserve judgment until we sample it, but history suggests that “on-road agility” is relative in a 6,000-pound luxury SUV.

Inside: Massages, Screens, and Mark Levinson

Step inside, and the LX reminds you why it wears a six-figure price tag. Every grade features a driver-focused cockpit with dual touchscreens (12.3-inch upper and 7.0-inch lower), a head-up display, and wireless Apple CarPlay/Android Auto.

Opt for the Ultra Luxury, and rear passengers get VIP treatment: massaging seats with curved headrests, independent climate controls, and even a wireless charging pad in back. Lexus doesn’t skimp on audio either—the available 25-speaker Mark Levinson surround system is tuned specifically for the LX’s cavernous cabin.

Practical touches remain, too, including available power-folding third-row seating, a cargo shelf system in hybrid models, and a beefy 2,400-watt inverter that can power everything from a campsite to a tailgate party.

Safety and Tech

Every LX now comes standard with Lexus Safety System+ 3.0, which includes pedestrian detection, radar cruise with curve management, lane-tracing assist, and a host of collision-avoidance features. Tech-savvy owners also get cloud-based navigation, over-the-air updates, and the option to control certain features remotely via the Lexus app.

Pricing

  • LX 600 Premium: $107,950
  • LX 600 F SPORT Handling: $114,950
  • LX 600 Luxury: $116,950
  • LX 700h Overtrail: $116,685
  • LX 700h F SPORT Handling: $118,950
  • LX 700h Luxury: $120,950
  • LX 700h Ultra Luxury: $142,450

(All prices include a $1,450 destination fee.)

The 2026 Lexus LX isn’t here to rewrite its playbook. Instead, it sharpens its edges, adds capability where it counts, and introduces a hybrid powertrain that makes the SUV both more powerful and marginally more efficient. Whether you’re a boardroom executive, an overlanding enthusiast, or someone who simply wants the biggest Lexus with the plushest seats, the LX lineup continues to deliver on its promise: uncompromising luxury wrapped around serious off-road bones.

Source: Lexus

NEW CARS

2026 Nissan Sentra: The Sensible Car That Finally Went to the Gym

Let’s be honest: the Nissan Sentra has always been that dependable mate who shows up on time, never spills a pint, and will gladly help you move house—but you’d never call him exciting. Solid, yes. Reliable, sure. Thrilling? Not unless your idea of thrills is a slightly reduced APR on the finance deal.

But now we’ve got the 2026 Nissan Sentra, and Nissan swears this one is different. “Daring, vitalizing, resonating,” the designers were told. Which sounds more like instructions for an Ibiza DJ set than a four-door sedan. Yet here it is: sharper creases, a new V-motion grille that looks like it’s been honed in a wind tunnel run by samurai, and headlights so slim they could be eyebrows on a fashion model. There’s even a light show when you unlock it—your car now greets you like a Vegas slot machine.

Looks that actually matter

The new Sentra has grown some proper confidence. The bodywork is tighter, the fenders more pronounced, and the stance lower. Aerodynamics aren’t just an afterthought either—flat underbody panels, carefully shaped mirrors, and a boot designed to cheat the air. Even the wheels, up to 18 inches, look like they’re moving when the car’s parked. It’s a small sedan that finally wants you to notice it.

And if beige-on-beige isn’t your style, Nissan’s gone mad with the paint chart: bronze, scarlet, metallic greys, and a handful of two-tone black-roof options. Suddenly, buying a Sentra doesn’t feel like buying a dishwasher.

Tech, toys, and TikTok appeal

Slide inside and things get surprisingly plush. A pair of 12.3-inch screens dominate the dash—brighter, sharper, and thankfully not entirely touchscreen-only. Climate control still has real buttons, which is a quiet victory for humanity. There’s wireless CarPlay and Android Auto, ambient lighting in 64 different shades, and even wireless charging. Nissan is clearly gunning for a younger crowd that thinks cupholders and USB-C ports are as important as horsepower.

Front legroom is best in class, the boot can swallow a family holiday, and the SV, SR, and SL trims bring more toys—Bose audio, sunroof, heated everything—than you’d expect in this segment. Even the humble trunk has been engineered for “optimal suitcase geometry.” Yes, Nissan really said that.

Safety and semi-autonomy

Every Sentra comes with Nissan’s Safety Shield 360, which is essentially a guardian angel made of radar and cameras. Blind Spot Intervention, Traffic Sign Recognition, Lane Departure Prevention, Automatic Emergency Braking—the works. Higher trims add ProPILOT Assist, Nissan’s semi-autonomous cruise system that’ll do most of the boring motorway stuff for you. In short: it’s as safe as a car in this class can be without simply wrapping itself in bubble wrap.

Powertrain: modest but less miserable

Under the bonnet, things are less revolutionary. You still get a 2.0-liter four-cylinder with 149 horsepower, tied to a continuously variable transmission (CVT). Normally, CVTs are the natural enemy of driving enthusiasts—more droning than a cheap electric toothbrush. But Nissan has tweaked this one for smoother acceleration and even added a Sport mode on most trims. That means snappier throttle response, simulated gear changes, and steering that won’t put you to sleep.

It’s not going to frighten a Civic Si or a Corolla GR, but the Sentra finally has just enough pep to keep your commute from feeling like slow torture. With added chassis rigidity, retuned suspension, and quieter cabin insulation, the Sentra’s grown up—but learned to enjoy itself, too.

The SR gets saucy

If you want your sensible sedan with a side of hot sauce, the SR trim is the one. Blacked-out grille, sportier bumpers, 18-inch alloys, spoiler, and a two-tone roof. Inside, you get sport cloth with contrast stitching and a splash of attitude that makes the Sentra feel less like a rental car, more like a choice.

The Sentra has always been the default pick for people who didn’t want to think too hard. Safe, affordable, dependable. But the 2026 model wants to be chosen—not just tolerated. With sharper looks, proper tech, safety kit galore, and just enough driving fun, it finally feels like the Sentra has gone from appliance to actual car.

It’s not a Civic Type R, and it doesn’t want to be. It’s the everyday sedan that finally decided life’s too short to be boring.

Source: Nissan

NEW CARS

Tiger Stripes and Tokyo Nights: McLaren’s Japan-Only 750S JC96

McLaren doesn’t do subtle tributes. Not when its history involves fire-breathing V12 monsters in endurance racing and a shock championship win in the All-Japan Grand Touring Car Championship back in 1996. So, when the brand decided to pay homage to its F1 GTR that tore up the JGTC nearly three decades ago, it wasn’t going to be with a sticker pack and a commemorative plaque. Enter the 750S JC96 — a limited-run, Japan-only love letter to one of McLaren’s finest racing chapters.

Only 61 cars will exist, a neat nod to the number worn by the Team Goh F1 GTR when it clinched the driver’s crown. Each one is as much a slice of motorsport cosplay as it is a cutting-edge supercar. Available as either coupe or Spider, it’s the first time McLaren’s MSO High Downforce Kit (HDK) has been slapped on a 750S convertible. Yes, you can now have your wind-in-the-hair thrills with an extra 10 per cent downforce. Perfect for those brisk midnight blasts along the Shuto Expressway.

Visually, the JC96 wears its heritage proudly. Remember the ‘Tiger Stripe’ Rocket Pink and Tarmac Grey livery of the ’96 F1 GTR? McLaren does, and it’s brought it back in carefully curated doses. The front splitter, rear wing endplates, and mirror caps get detailed accents in a choice of Memphis Red, Ice White, Titanium Silver or Graphite Grey. Want to go full nostalgia overload? MSO will hand-paint the entire car in a full-stripe Tribute Livery — but only four customers will get the chance. And yes, that paint job takes longer to apply than you’d probably like to think about.

Underneath the stripes, there’s real substance. The HDK draws from the aero tricks of the F1 LM and ’96-spec GTR: a larger dual-element splitter, raised rear spoiler with integrated endplates, and a new louvred underwing. The net result: stickier grip, sharper handling, and bragging rights at Suzuka track days. The new 15-spoke ‘Delta’ forged wheels, inspired by the F1 GTR Longtail, look properly motorsport, especially when paired with F1 Gold brake calipers daubed with red McLaren logos. Subtle? Not in the slightest. Effective? Absolutely.

Pop inside, and McLaren has gone to town on the details. It’s Alcantara as far as the eye can see, stitched and specced in three flavours, all peppered with little golden easter eggs — from the pedals to the drive select switches. Each car gets a dedication plaque, as if to remind you and your passengers that this is not just another 750S. JC96 branding is embroidered, engraved, and etched everywhere short of the windscreen, and the dark titanium paddles and wheel clasp look straight out of a pitlane garage.

And lest we forget, this is still a 750S underneath the commemorative paint. That means the glorious 4.0-litre twin-turbo V8, good for — you guessed it — 750 horsepower. It’s bolted to McLaren’s lightweight Monocage II chassis, with Proactive Chassis Control III suspension doing the voodoo that keeps the car flatter than a tatami mat through the twisties. On paper, it’s already the lightest, most agile car in its class. With the JC96 aero and wheels? It’s basically a track refugee that just happens to have number plates.

McLaren says the JC96 is “our love letter to McLaren in Japan.” But really, it’s more of a love letter to obsessive petrolheads everywhere — the ones who remember Goh’s pink-and-grey tiger stripes charging down Fuji’s front straight, and the ones who want their supercar with as much story as speed.

Will you see one in Europe? Nope. North America? Forget it. This is for Japan only. Sixty-one cars, four of them in the full-fat livery. Blink, and they’ll all be gone.

But just imagine, on a humid Tokyo night, neon bouncing off those Tiger Stripes as a JC96 Spider drops a couple of gears and howls through the Shibuya scramble. That’s heritage. That’s theatre. That’s McLaren doing what it does best.

Source: McLaren