Holly — The North American Truck of the Year contest this year featured an impressive variety of pickups that included the GMC Sierra EV, Rivian R1T and Ram 1500.

But the marquee match-up is a fight between two midsize truck icons: the Ford Ranger and Toyota Tacoma.

The titans have both completely redesigned their vehicles for this historic showdown with multiple trim and engine options. But the headliners for both trucks are their off-road beasts, the Ranger Raptor and Tacoma TRD Pro, which show off the truck warriors’ full arsenal from performance tires to tech to interior comfort.

I’m a juror for the North American Car, Truck and Utility of the Year awards, and I spent a day with these two dirt-kickers in their natural habitat: Holly Oaks Off-Road Vehicle Park. Get ready for Detroit vs. Tokyo. Kong vs. Godzilla. Raptor vs. Taco.

Ford, of course, is the undisputed king of trucks, selling over 700,000 pickups a year in the full-size segment. But like its GM brethren, it’s fallen behind Toyota in the midsize game, which the Japanese automaker has dominated for the last two decades. The 2024 Ranger is a serious effort to counter that.

Tacoma is Toyota’s franchise truck, and its hugely anticipated 2024 model is the pickup’s first makeover since 2015 as the brand tries to keep a herd of competitors — Ranger, Chevrolet Colorado, GMC Canyon, Nissan Frontier, Jeep Gladiator — at bay. The brand hit it out of the park with an aggressive design, superb interior and first-in-segment hybrid powertrain for an off-road trio of models: Frontier, TRD and TRD Pro.

After taking a hiatus from the mid-market from 2011-18 to concentrate on its franchise truck — the full-size, aluminum-bodied F-150 — Ford is back and on the attack to try to dethrone Toyota. Along with the GM twins — Colorado ZR2 and Canyon AT4 off-road bruisers — Ford has brought the first Ranger Raptor performance model to take on the mighty TRD Pro in the U.S. market.

It is a treat.

You know this is a special athlete long before you wade into Holly Oaks’ formidable trails. The Raptor felt like a sportscar on 33-inch all-terrain tires on my road trip up Telegraph Road. Taut steering, solid chassis, tuned Fox exterior reservoir performance shocks.

Holly Oaks’ 200-acre sandbox was alive on a November Saturday with ATVs, motorbikes, side-by-sides, Jeeps and Broncos. I attached my orange off-road flag, spun the rotary electronic controller to BAJA mode and charged over narrow Darlene’s Ridge, its high dirt walls just inches from the truck’s flanks. No worries.

The Raptor was as precise off-road as it was on-road. Gaining confidence, I roared into Lollipop on Holly’s Back 60, the Raptor cutting through the muck like Lions’ running back David Montgomery through defenders — the front end hitting its marks, the rear end sliding into place like it was on rails. BWAAAAGGGGHH! roared the twin-turbo V-6 (shared with the Bronco Raptor), a nice soundtrack for this four-wheeled off-road rock star.

Ford has clearly leveraged its racing experience with F-150 and Bronco — witness Baja 1000 and King of Hammers wins — to produce another Raptor warrior.

Over the same terrain, the TRD Pro was a blast, if not the Raptor’s performance equal. Also sporting tuned Fox shocks, TRD was less precise, though its softer setup beautifully absorbed the dips and moguls of Holly Oaks.

Ranger’s supreme confidence was on display on the technical Mt. Magna section of the park. Approaching The Steps (literally, a staircase that vehicles can climb, then descend), Ranger not only conquered the staircase in four-wheel drive — but also rear-wheel drive. The Toyota, meanwhile, refused to climb the steps due to overly cautious safety systems.

Please Nanny, let me play!

Climbing the formidable Mashed Potato section of Mt. Magna, the Ford charged right up whether I used the locking rear differential for better traction or not. The Toyota? I had to engage the rear locker.

Though the Raptor also adds a front locker, the Toyota offers a deeper toolbox. The TRD Pro doesn’t cost $65,395 — versus the $57,315 Ranger — for brand cred alone. The Toyota has better pickup specs like towing and payload capacities. And it’s armed with better front approach angle/ground clearance and a disconnecting front sway bar so it can go places the Raptor can’t. Like rock trails.

The 2024 Ford Ranger Raptor has a high-tech interior with big screen and lots of digital toys for your off-road pleasure.

Henry Payne, The Detroit News

I disconnected the TRD Pro’s front bar — freeing each front wheel to find its own level for better traction — and improbably navigated a rocky gulch that was a challenge for me to walk up, for goodness sake.

The Raptor’s talent — like big brother F-150 and Bronco — is speed and handling. Given its gym-toned athleticism, you would expect the Ford to look the part. See an F-150 or Bronco Raptor approaching in your mirrors and you’ll jump. But Ranger Raptor is the stealthiest performance truck in the segment.

The Taco, on the other hand, wears a muscle shirt of fender flares, hood scoop and lantern jaw. This thing looks like it eats Priuses for lunch.

The 2024 Toyota Tacoma TRD Pro options a cool red leather interior. Wireless Android Auto and other tech toys are standard.

Henry Payne, The Detroit News

The testosterone continues inside. The dash and console are squared off like they were chiseled from stone. Big, meaty knobs anchor the console and look like they should be turned with a wrench. The Ford sports the brand’s signature design — big vertical screen, central volume knob, lovely digital instrument display. It’s handsome but lacks Taco’s toughness.

Presence matters when you’re buying a performance truck, and the TRD Pro has it in spades. Note to Raptor: dude, your wardrobe could use a hood scoop ‘n’ fender flares. Consistent with the Toyota’s bigger toolkit, TRD Pro also reflects the Tacoma lineup’s variety with eight total trims, multiple off-road models (TRD Pro, Trailhunter, TRD PreRunner, TRD Sport, TRD Off-Road), and a choice of bed and cabin lengths. Heck, the Toyota even offers a manual shifter option. The Ranger is less generous with four trims, no manual and a five-foot bed.

The 2024 Ford Ranger Raptor climbed The Steps at Holly Oaks without hesitation.

Henry Payne, The Detroit News

Still, when it comes to the halo trucks, it’s the Ranger that packs the most value with its $57K sticker compared to TRD Pro’s $65K. That’s perilously close to the $70K Ram RHO (nickname, Rhino) supertruck, which takes performance to a whoooole ‘nother level.

It took awhile, but the Raptor vs. TRD Pro truck war is finally here. Who you root for will probably depend on how you spend your weekends. If you like to eat dirt (me), the Raptor is superior. If your weekend diet is more civilized, the Taco is plenty meaty.

Next week: 2025 Rivian R1S

2024 Ford Ranger Raptor

Vehicle type: Front-engine, four-wheel-drive five-passenger performance truck

Price: $57,315, including $1,595 destination fee ($59,795 as tested)

Powerplant: 3.0-liter, twin-turbo V-6

Power: 405 horsepower, 430 pound-feet of torque

Transmission: 10-speed automatic

Performance: 0-60 mph, 5.3 seconds (Car and Driver); towing, 5,510 pounds; payload, 1,411

Weight: 5,372 pounds

Fuel economy: EPA, 16 mpg city/18 highway/17 combined; range, 365 miles

Report card

Highs: Off-road beast, on-road sweetheart

Lows: Styling doesn’t match its personality

Overall: 4 stars

2024 Toyota Tacoma TRD Pro

Vehicle type: Front-engine, four-wheel-drive five-passenger performance truck

Price: $65,395, including $1,595 destination fee ($65,869 as tested)

Powerplant: Hybrid 2.4-liter inline-4 mated to electric motor

Power: 326 horsepower, 465 pound-feet of torque

Transmission: Eight-speed automatic

Performance: 0-60 mph, 6.0 seconds (Motor Trend est.); towing, 6,000 pounds; payload, 1,710 pounds

Weight: 5,000 pounds (est.)

Fuel economy: EPA, 22 mpg city/24 highway/23 combined; range, 437 miles

Report card

Highs: Swiss Army knife of pickup tools; sweet interior

Lows: Not as confident off-roading as Raptor

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

Los Angeles — Auto shows are past their peak, but they are still great shopping malls. Better than your average mall, in fact: You can test the products outside.

Like Detroit and New York, the 2024 LA Auto Show has lost a number of automaker booths, including those from Audi, BMW, Mini, Jaguar Land Rover, Volvo, Polestar, Infiniti, Mercedes, Mazda and Porsche (though local dealers did a nice job filling in for the latter). But the anchor automakers are still there — Chevy, Jeep, Ram, Ford, Toyota, Honda, VW, Hyundai, et al — and, like a mall, there were plenty of cool boutique stores in between.

Best of all, there’s lots of action outside thanks to LA’s balmy weather (oof, Detroit is going to be chilly in January). You can test drive everything from a Subaru to a Cybertruck — and even take a self-driving Jaguar to the show courtesy of Waymo.

Here are my Top 10 vehicles from the show:

Nilu

Every auto show needs hypercars and LA’s standout is the limited-edition Nilu. The V12-powered rocket is an analog reaction to today’s hybrid, forced-induction, 1,000-horspower cyborgs. This is an old-school, mid-engine beauty powered by a normally-aspirated engine and good ol’ stick shift between the seats.

Built around a carbon-fiber tub, the 2,645-pound Nilu features gorgeous styling, as you’d expect, from designer Sasha Selipanov, whose resume includes the Bugatti Chiron, Koenigsegg CC850 and Lamborghini Huracán. His company, Nilu27, is adorably named by combining the names of his daughters — Nika and Lucia — and the number of his favorite race driver, Gille Villeneuve.

Behind the cockpit is an adorable, exposed V-12 engine developed by New Zealand’s Hartley Engines — complete with snake exhaust reminiscent of 1960s Formula One cars. The specs? 1,070-horsepower at a screaming, 11,000 RPM, 2-second 0-60 mph time and 248-mph top speed. Fifty-four will be built for a cool $2.8 million each.

Chevy Corvette ZR1

Or you can put down a deposit on a $200,000 ZR1 making 1,064 horsepower. The King of ‘Vettes is on display for its first major auto show and it’s dressed in yellow just like the King of Beasts.

The Chevy Corvette ZR1 made its auto show debut in LA with eye-catching yellow paint and 1,064 horsepower. Henry Payne, The Detroit News

This lion sports huge front and side air scoops, and a menacing black tail — er, wing — out back. Unlike the track-focused Nilu, the engine isn’t exposed — since you can use it as a daily driver — but underneath is a high-revving, twin-turbo V-8.

Ford Maverick Lobo

Ford’s affordable entry-level pickup just keeps on giving. This is an all-wheel-drive pickup with the soul of a Focus RS hot hatch. Lobo steals the RS’s twin-clutch out back for maximum traction (and drifting), throws on wicked 19-inch black aero wheels, and slams the chassis to the ground.

Equipped with Mav’s spunky, 238-horse, 2.0-liter engine option, the pickup aims to eat Miatas at autocrosses.

Jeep Wagoneer S

Don’t be fooled by the Wagoneer name. This is not a variation on the giant truck-based mega-ute, but Jeep’s first all-electric compact SUV aimed at the Tesla Model Y.

Bearing signature Jeep elements like a seven-slot fascia and Uconnect infotainment system, the S stands for speedy with a 0-60 mph dash in 3.4 seconds. It’ll also clean out your wallet in a hurry starting at $72k.

Hyundai Ioniq 9

Ioniq is redefining Hyundai with an upscale EV sub-brand. The 9 joins the 5 hatchback and 6 sedan in the Ioniq lineup and bears familiar cubed lighting touches. Inside, it’s a different animal with three roomy rows for the family, a moving center console and panoramic roof.

With around 300 miles of range, the 9 will require a long charging stop on a road trip, so the kids can stretch their legs.

Kia EV9 GT

Not to be outdone, Hyundai’s sister brand Kia stays one step ahead with a performance version of its own three-row EV.

The EV9 GT sports 510 horsepower and a 4.9-second 0-60 sprint so you can get to the next charging stop more quickly.

Volkswagen Tiguan

The LA Show is all abuzz over the ID.Buzz, a high-tech, electric resurrection of the iconic VW Microbus. But at a lofty $60k, the Buzz will only be affordable to a few.

At half that price is an all-new model of the brand’s meat-and-potatoes Tiguan SUV. Now based on the same platform as the Golf GTI hot hatch, Tiggy should be more fun to drive — including a horsepower boost to 201.

With sleek styling, this is the most attractive VW SUV in a long time.

Tesla Cybertruck

This is Hollywood and the Cybertruck looks like is just rolled off a sci-fi movie set. Pick your visual analogy — trash compacter, door stop, cheese wedge — the stainless steel, exoskeleton-chassis Cybertruck looks like nothing else on the road.

And with Tesla’s familiar, spare screen layout, it looks like nothing else inside either. The Cyertruck is front and center at the Tesla stand — but you can also drive it around the Convention Center outside. The Tesla is one of dozens of cars available to drive, including electric Polestars and quick Subaru WRXs.

Ineos Grenadier

Like the Nilu to ZR1, Ineos is the yin to Cybertruck’s yang. The Grenadier is an old-school off-road brute.

No fancy screens or exoskeleton here, just an all-terrain-tire clad, ladder-frame SUV that can run through walls. Engineered in Austria, built in France and named after a London pub owned by the Ineos conglomerate, Grenadier turns the clock back to ‘80s Land Rovers.

Tesla/Waymo

Next to the Cybertruck at the Tesla display is the brand’s Robotaxi, scheduled for 2026 release at $30k.

The fully autonomous vehicles features a pair of seats, roomy hatchback, and single screen. And no steering wheel.

Unlike Cybertruck, you can’t take a ride outside. But you can hail an autonomous Jaguar with the Waymo app. Waymo is the show’s official ride-share partner, and its driverless Jags will take you anywhere across LA’s 72 square miles.

I hailed one back to my hotel. Maybe GM’s autonomous Cruise service will be available at the Detroit show some day.

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

Woodside, California — Forget Mike Tyson vs. Jake Paul. The heavyweight fight to watch is GMC Sierra Denali Ultimate vs GMC Sierra Denali EV.

That’s right, the gold-studded GMC brothers are facing off in a V-8 vs. battery death match.

Along with Honda, General Motors Co. is the most committed legacy automaker to an electric future. It even says it will beat Honda there by 2035. So confident is GM of its transition to electron power that it isn’t testing the EV waters with a separate EV model line — think Honda 0 Series or Hyundai Ioniq or Volkswagen ID.

No, the General is hitting the EV front lines with battery-powered versions of ICE badges like the Chevy Equinox, Silverado, Blazer and GMC Sierra. Heck, it’s ditching its entire Cadillac lineup for EVs — even accelerating the demise of its popular ICE ute, the XT4.

So far the EVs have struggled to better their ICE peers — take the Equinox EV and ICE I recently tested back-to-back with the EV giving up a whopping 148 miles of range to the ICE while having to call in $7,500 government subsidies to make up for its $5,000-more-expensive sticker price. And that taxpayer sugar is in political peril with a new sheriff in D.C.

The GMC heavyweights, meanwhile, are a straight fight. Sure, the $91,995 Denali EV is five grand more expensive than the $86,995 Denali ICE, but that’s pocket change when we’re talking near-six figure automobiles.

GMC knows, like Porsche, that EVs are a luxury niche, so its first electric is the top-line Denali trim. Porsche did the same for its first EV with the Taycan sedan EV at the same price point as its Panamera sedan ICE.

And for the extra $5K, the Sierra EV comes loaded with tools you won’t find the in the Sierra ICE tool box.

OK, Payne, since this is a heavyweight fight, let’s talk some smack. Better tools than the Sierra Denali ICE’s, ferocious, growling, 420-horsepower, 6.2-liter V-8? Seriously? The same small-block V-8 as in the Corvette C8?

The 2025 GMC Sierra Denali EV can tow up to 10,500 pounds – more than a Denali Ultimate ICE.

Henry Payne, The Detroit News

Oh, yes. On California Route 35, I floored the Sierra EV throttle and flattened my face. The 760 horsepower from the 205-kWh battery came on like a light bulb and I hit 60 mph in just 4.5 seconds, a second quicker than the Denali V-8.

Holy Mother of Pearl. But, dude, a 205-kWh battery? That must weigh as much as the Titanic! No way it’ll stay with the 5,586-pound Denali ICE.

Yeah, the Denali EV weighs, ahem, 8,960 pounds — a shocking number for a brand known to make the lightest-weight, best-engineered pickup chassis on the planet.

But with all that weight down low plus four-wheel-steer (another Sierra EV-exclusive tool), the Denali EV was surprisingly nimble through the Route 35 twisties. I even had some fun with an Alfa 4C that came up behind me. I would have loved to see the look on the driver’s face when I came off corners like a rocket ship.

Speaking of that carbon-fiber Alfa 4C, the Denali ICE has a carbon-fiber bed. How’s that for a sharp punch?

Punch absorbed, and right back ‘atcha with another haymaker. The Denali EV brings the most unique bed in large trucks: a midgate. I dropped the midgate behind the second row seats, stored the rear window in it and promptly opened another three feet of length to the standard, 5-foot-11-inch bed.

I grabbed a kayak, dropped the MultiPro tailgate in back and walked up the steps into the bed. I secured the kayak — its nose extending into the cabin — then stored my luggage in the frunk where the engine used to be. I activated Super Cruise when I hit the Route 101 freeway so I could drive hands-free.

Dragging a 5,500-pound trailer behind me like it was a matchbox, I merged onto the freeway with authority. Did I mention the EV has 300 pound-feet more torque than the Denali V-8 and can tow more weight?

Holy Mother of Pearl ! But I repeat myself. Frunks, midgates, and Denali EV has the same MultiPro gate and Super Cruise as the Denali ICE?!

Of course. It’s a Denali, a luxury suite on wheels. And with a Sierra-first: 24-inch wheels, I might add. The interior is exquisite just like the Denali Ultimate ICE: tasteful materials, jumbotron screen, head-up display, open-pore wood trim, even the longitude/latitude of Mt. Denali etched in the dash.

Though, to be fair, the blank fascia leaves me cold. Sierra Denali ICE grilles are such works of art, they could hang in the Met.

Art is nice, but what if your passions run to race cars or boats? Can the Denali EV go 480 miles without refueling like the ICE?

The 2025 GMC Sierra Denali EV can travel hands-free on Super Cruise.

Henry Payne, The Detroit News

Ah, what took you so long to get to towing and range anxiety, the bane of EV pickups?

GM has done a good job addressing range with its 460-mile Ultium battery platform. The Denali EV should be able to tow the same distance as a Denali ICE — losing about 50% of range. That’s a big gain from, say, the Ford F-150 Lightning, which can only tow 100 miles (30% of range).

But head up I-75 with a sailboat behind you in a Denali ICE and you’ll sail though Marathon service stations with their parallel docking stalls and generous space to turn around. GULP! A Denali ICE will take on 480 miles of gas in two minutes and be on its way.

Not only is charging infrastructure for EVs poor, most stations aren’t designed for towing. Pull into, say, Electrify America chargers in Bay City and you’ll have to unhook the trailer …

Whaaaat?!

… then back into the stall on the edge of the Meijer parking lot for an hour to get your full, 390 miles of charge. At least you won’t have to wait too long if the four EA chargers are occupied, because GM EVs can now charge on Tesla fast chargers at the Meijer, too — with an adapter, of course.

That’s important if you’re towing in rural America, where often the ONLY fast chargers are Tesla’s.

Oof, Payne. Another EV KO’d by charging.

Charging will be the deal-breaker for many, no doubt. Eighty percent of Sierra pickup drivers tow, after all. But if you have $90K to spend on a Denali and don’t tow long distances, the EV is a superb product with a frunk-full of features that will have your buddies in awe. Did I mention Crabwalk is standard, too?

Holy Mother of Pearl!

Next week: 2025 Ford Ranger Raptor vs. Toyota Tacoma TRD Pro

2025 GMC Sierra Denali EV

Vehicle type: Battery-powered, all-wheel drive, five-passenger pickup truck

Price: $91,995, including $2,095 destination ($100,495 Max Range battery as tested)

Powerplant: 205 kWh lithium-ion battery mated to electric motors

Power: 760 horsepower, 785 pound-feet of torque (Max)

Transmission: Direct-drive automatic

Performance: 0-60 mph, 4.5 seconds (mfr.); towing, 10,500 pounds

Weight: 8,960 pounds

Fuel economy: EPA est. range, 390-460 miles

Report card

Highs: Pickup bed versatility; long range

Lows: Deep screen; charging challenges while towing

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

Antrim, Michigan — The dirt track of 10 Pines Ranch here is alive with American Motocross Racing District 14 racing during the summer/fall months. Bike racers young and old show up to show off their physical skills and fitness over the one-mile track’s diabolical mix of high-speed turns, jumps and moguls. Their steeds? A spicy international mix of Japanese and Austrian-made bikes.

The four-wheel world of off-road SUVs is getting spicier as well with the introduction of the all-new 2024 Toyota Land Cruiser.

Land Cruiser? The hulking, three-row, Tundra-based SUV that Toyota Motor Corp. retired two years ago? Toyota has brought the badge back as a midsize, two-row SUV to take on American icons Jeep Wrangler and Ford Bronco in the wildly popular off-road class. It’s a class that General Motors Co.’s Chevy and GMC brands have ignored, and Toyota has filled the void with a trio of off-road warriors: Land Cruiser, 4Runner and Lexus GX.

I spent a week with the Land Cruiser cruising all over Michigan from 10 Pines Ranch to four-lane highways to the off-road trails of The Mounds ORV Park in Flint. The robin-egg blue Toyota got a lot of attention.

“Ooooh, I see you have the new Land Cruiser,” said my friend Andrew in Charlevoix. “How do you like it?”

“It’s really smooth on-road for a truck-based SUV,” I said. “But it seems pricey for a Toyota SUV at $70K.”

“That’s cheap,” laughed Andrew. “My old one cost 90 grand.”

Oh.

Buyers are willing to pay a lot of coin for off-road macho, obviously — just take a look at the $62K Wrangler Rubicon 4xe and $80K Bronco Sasquatch I’ve tested. The Land Cruiser certainly looked the part with its two-tone roof and fashionable Lego-block exterior that compares favorably to modern Land Rover Defenders and Merc G-Wagons.

The ol’ Land Cruiser built its reputation as a high-end, off-road-focused full-size SUV that sat next to the three-row full-size Toyota Sequoia in the showroom. Toyota is positioning the new midsize Land Cruiser as a premium version of the Toyota 4Runner, which has been thrilling dirt-lovers for years.

Like the forthcoming remade 2025 4Runner (which I’ll test soon), Land Cruiser is based on the midsize Tacoma pickup’s ladder frame and shares off-road hardware like disconnecting front sway-bar and two-speed transfer case. Unlike the 4Runner — which options a base, rear-wheel-driver four-banger as well as a hybrid turbo-4 — Land Cruiser is only available with all-wheel drive and the hybrid powertrain.

So armed, it takes aim at high-end models in the segment (think Wrangler 4xe and Bronco Sasquatch) with a hybrid drivetrain and suitable on-road manners. In keeping with the industry trend of electronics narrowing the gap between mainstream and luxe brands, the Land Cruiser compared favorably to a $62K Range Rover Evoque I had in the driveway at the same time. Optioned with the $4,600 Premium Package, the Toyota was the Range Rover’s match with head-up display, JBL sound system, wireless phone charger — even a refrigerator in the center console.

Indeed, the Land Cruiser’s hybrid turbo-4 not only put up luxe-like numbers (326 horses and 465 pound-feet of torque) — but its stop-start engine shutoff at stoplights was barely noticeable compared to the Rover’s rough system.

Land Cruiser wants your $70K off-roader to be a pleasant, all-season daily driver.

There are no removable doors and roof here like those in Wrangler and Bronco. Instead, Land Cruiser floated up I-75 on its big 20-inch wheels like a regular SUV. Smooth, handsome, quiet. Well, almost quiet.

The Toyota is boxier than the 4Runner, with a tall greenhouse that reminds of the Merc G-Wagon. Entry and egress was a cinch for your giraffe-necked reviewer, but the Cruiser has the aerodynamics of a brick and A-pillar wind noise was constant. Still, it was easier on the ears than the Jeep/Ford twins and their big, knobby all-terrain tires.

The Land Cruiser was outfitted with Dunlop Grandtrek rubber — an all-terrain tire but with a noticeably less-aggressive tread pattern.

Watching bikers fly over jumps in their Kawasakis, Suzukis and Hondas at 10 Pines, I got the urge to take my Japanese dirt-kicker off-road as well.

At The Mounds ORV Park outside Flint the next day, the big Toyota proved that it belongs. Where the OG Wrangler is old-school analog when it comes to going off-road (even the transfer case shifter requires muscle to yank into Neutral), the Land Cruiser is all buttons and dials.

Still, Land Cruiser can’t match the Bronc’s high-tech digital system. Where the Toyota’s off-road mode selector gives you options of Sand, Mud, Dirt, Deep Snow — it’s up to you to choose which off-road tools to use. The Ford goes further, displaying graphics that match the landscape out your windshield — then engaging axle lockers, anti-roll bar disconnect, etc., depending on the mode you select. Now that’s premium.

Don’t like what Bronc recommended? Tool buttons on top of the dash can be engaged.

Heading out into The Mounds sandbox, I stopped, shifted to Neutral, then pushed a button to disconnect the front sway-bar. With the front wheels moving independently of one other, I comfortably navigated uneven moguls. Cruiser and I had a blast.

When I was over-aggressive, the rugged truck rails — WHUMP! — or front skid plate — WHUMP! — absorbed punishment. True to its comfort vibe, Land Cruiser has a less aggressive off-road setup (8.7 inches of ground clearance, 31-degree approach angle) than the Detroit twins, but it’s enough for most off-roading.

More problematic was the Toyota’s mileage.

The ol’ three-row Land Cruiser boasted a stonkin’ V-8 engine, 24.6-gallon gas tank and 8,100-pound towing capacity. Cruiser 2.0 offers half as many cylinders, 17.9 gallons of fuel and 6,000 pounds of towing. Though the ’24 model advertises itself as a 25 mpg-highway hybrid fuel-sipper, my mostly-highway travel returned just 17 mpg.

As a rule, I assume half that when towing, meaning the Land Cruiser may have to fill up every 150 miles with a motorbike trailer behind it. That’s a lotta gas stops. No wonder most tow vehicles I saw in the 10 Pines paddock were full-size Ram, Chevy Silverado and Ford F-150 pickups. The latter has a 36-gallon tank and over 800 miles of range (400 when towing).

My Toyota road trip was passenger and cargo-friendly. The interior lacked the personality of the exterior, but digital displays and phone connectivity were state-of-the-art — if not as intuitive as the Ford and award-winning Jeep systems.

Only the clever, aviation-style oval vents interrupted the Lego-block interior (round headlights are also an option). Heading home from The Mounds on I-75, I navigated rough construction-zone pavement. Ah, Michigan, where it’s often hard to tell the difference between on-road and off-road.

Good thing all-terrain tire, rugged SUVs are all the rage. Welcome back, Land Cruiser.

Next week: 2024 Mercedes-AMG GT 63 Coupe

2024 Toyota Land Cruiser

Vehicle type: Gas-powered, four-wheel-drive five-passenger SUV

Price: $57,900, including $1,395 destination charge ($70,589 as tested)

Powerplant: Hybrid-electric drivetrain with 2.4-liter, turbocharged inline 4-cylinder

Transmission: Eight-speed transmission

Power: 326 horsepower, 465 pound-feet torque

Performance: 0-60 mph, 7.7 sec. (Car and Driver, 2.0L); towing, 6,000 pounds

Weight: 5,639 pounds

Fuel economy: EPA est. 22 city/25 highway/23 combined

Report card

Highs: Head-turning looks; comfortable on and off-road

Lows: Noisy at highway speed; thirsty hybrid

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

Sterling Heights — Behold the transformed Cadillac.

With the 2026 Vistiq three-row SUV completing Caddy’s five-model EV lineup, GM’s luxury brand has gone back to the future. The transformation is not only one of the most complete in the industry but places its models at the forefront of what Cadillac hopes will be an electric revolution.

The Vistiq joins the Mercedes EQS, Rivian R1S, Tesla Model X and Volvo EX90 in the electric three-row  luxury SUV segment. That leading position follows two decades of Caddy playing catch-up to European brands on luxury performance with athletic, V-8-powered sedans and SUVs.

The EV lineup, viewed by media in Sterling Heights ahead of its public unveiling Tuesday, marks a return to Cadillac’s stylish, powerful, 20^th century boulevard cruisers with an emphasis on exotic light displays, cutting-edge tech and lush interiors.

The $78,790 three-row Vistiq slots into the lineup below the estimated $340K Celestiq and $100K Escalade IQ and above the two-row $59,990 Lyriq and entry-level, $54,390 Optiq crossovers. The Vistiq’s price will be competitive with the $77K Rivian, $81k Volvo and $82K Tesla when it goes on sale in the second quarter of 2025 and will undercut the $105K Mercedes. The Vistiq adopts signature elements of its sister EVs, including IQ-suffix, Ultium battery platform, explosive acceleration from a 102-kWh battery, the horizontal dashboard screen, and lighted, so-called Black Crystal Shield front grille.

“Cadillac continues to set the standard for American luxury. The introduction of the Vistiq will continue to propel us into the EV future,” said Global Cadillac Vice President John Roth. “With the addition of Vistiq, Cadillac will be one of the only brands to offer an EV entry in every luxury SUV segment.”

As Roth’s role suggests, Cadillac is now a global brand as it uses its electric transformation to reintroduce itself to the world. Caddy is opening dealerships in Europe with its continental flagship in downtown Paris. Expect the three-row Vistiq, however, to be focused on North America with European dealerships carrying the smaller Lyriq and Optiq models. Cadillac will continue to sell its more affordable, gas-powered lineup in North America. The $50K XT6, for example, is the Vistiq’s gas-powered doppelganger.

The XT6, however, does not get the Vistiq’s considerable design and tech upgrades, beginning with an eight-inch longer wheelbase that opens more interior legroom and cargo room.

The EV also gains the 33-inch jumbotron first seen on the Lyriq. It is complemented by a command screen in the console for climate control, digital instrument display and optional head-up display. A second-row command screen is available so passengers in the back can control their environment.

“(For) differentiation with the XT6, we bring in a new suite of technology for Cadillac,” said Vistiq marketing manager Jim Hunter. “Noise cancellation, five-zone HVAC system, standard Super Cruise. XT6 has 18-inch wheels, with 20-inch wheels on upper trims. Right out of the gate, we have 21s on the Vistiq and we walk it up to 23s.”

Also new is an infotainment system controlled by the Google Built-in operating system with interface and navigation similar to an Android smartphone. The system does not support Android Auto or Apple CarPlay apps like Cadillac’s gas-fired chariots but will mirror a customer’s phone by syncing with Google Workplace tools.

Road trips will require extra time for charging, but the Google Built-in system can navigate a journey integrating charging stops where needed. Like other GM EVs, Vistiq is bi-directional charging capable so that it can charge other EVs or receive charge from them.

With an estimated 300 miles of battery range, the Vistiq lags the XT6’s 550-mile gas range and will add 79 miles of range in 10 minutes of fast-charging compared with the gas vehicle’s filling to full in two minutes.

The Vistiq’s roomy interior is stuffed with standard features for either the Sport or Lux base trims. Standard goodies include leather seats, 23-speaker AKG stereo, hands-free Super Cruise, blind-spot assist, blind-zone steering assist, side bicycle alert, automatic emergency braking, OnStar crash response and an extended panoramic sunroof. The massive sunroof includes a second window in the rear for third-row passengers.

“The dual panel roof extends over the front, second and third rows,” Hunter said. “Every seat is the best seat in the house. This is a luxury three-row to make sure all passengers are taken care of.”

Interior material options include black carbon-fiber trim, Lumen open-pore wood and Black Ash Cluster wood. Curiously, the Vistiq eschews a front truck (frunk) that adds significant cargo space in Rivian and Tesla competitors.

This rolling living room is wrapped in a striking, upright exterior design. If the 1960s Golden Era of Caddy sported chromed grilles and bumpers, then the 2020s EV Era is all about lit grilles with graphics. The Sport and Lux models get unique faces that Cadillac designers say were inspired by the Mandalorian’s helmet in the Star Wars series of that name. The Sport model sports an ebony theme while Lux shines with chrome. Big, 21-inch wheels come standard with options for 22- and 23-inch saucers on upper Premium Luxury and Platinum trims, respectively.

Choosing Premium Luxury also options a head-up display, night vision, adaptive air suspension and a larger 19.2-kW onboard battery for quicker charging. The pinnacle Platinum trim opens the door to goodies like a blue or Kona Brown interior.

All Vistiq trims ride on an all-wheel-drive platform with 614 horsepower (almost double the XT6’s 310 ponies) and massive 649 pound-feet of torque (nearly equal that of a Dodge SRT Hellcat) that will propel the land yacht to 60 mph in just 3.7 seconds (or about the same as a gas-fired CT4-V Blackwing sedan). That eyeball-flattening acceleration is achieved in what Caddy calls Velocity Max mode.

“The V button on the steering wheel is for Velocity Max mode,” Hunter said. “It allows (for) very exhilarating performance. All these components together make a large vehicle like this feel light and nimble where you are always in control.”

Premium Luxury and Platinum trims also option rear-wheel-steer for more nimble handling and parking lot maneuverability.

As impressive as Vistiq’s performance specs are, the family hauler’s focus is on traveling comfort. Cruise Metro Detroit byways and interstates, and Vistiq will drive itself and change lanes automatically while motorists sit back hands-free to relax, get a seat massage or eat meals.

Under its own sunroof, even the roomy third row is designed for comfort with smartphone holders, USB charging sports, cupholders and padded armrests. A Cadillac Mondrian graphic (named after the abstract Dutch artist, the graphic echoes the Cadillac crest) decorates the third-row window from the outside while offering privacy to passengers inside.

Vistiq will be assembled in Spring Hill, Tennessee.

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.