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.

Charlevoix — I tested more new manual vehicles this summer/fall than I did electric vehicles: the Honda Civic Si, Mazda MX-5 Miata, Subaru BRZ tS, Toyota GR Corolla, Volkswagen Jetta GLI.  All 6-speeds, all joy.

It’s a telling sign as EV sales slow amid indications they are a niche segment, not the mass market many brands and their government allies foresee. An electric motor-driven future would make manual-transmission, internal combustion-engine gearboxes obsolete. Yet, a key ingredient that EVs have been missing is the enthusiast community, as electrics have largely been adopted by luxury and green-class buyers who like their smooth ride.

Enthusiasts, meanwhile, like to be in charge. Pun intended.

Go to an autocross, track day or empty country road, and you will find manuals galore. Drivers rowing boxes, heel-and-toeing, slipping the clutch for burnouts, banging off the redline. EV motors lack that visceral thrill while their accompanying batteries make performance cars heavier and less maneuverable. There are lotsa drag strip videos of Teslas blowing away muscle cars. Outmaneuvering sportscars in the twisties? Not so much.

“This electric transition has generated zero enthusiasm among the motorsports enthusiasts who have always stood in the middle of what’s popular,” said fellow SCCA racer Jack Baruth. “This is the first time in automotive history that we’ve had a class of cars aimed at everyday purchasers … and there is no motorsports interest.”

When EVs reach for emotion, they feel compelled to mimic a manual. The wicked-quick electric Hyundai Ioniq 5 N, for example, has a GRIN SHIFT mode for fake shifting sounds. Would a flying car mimic squealing tires on turns?

Meanwhile, ICE brands continue to perfect sticks — and target the niche audience that covets them. Gone are the days when manuals were the cheapest thing on the lot. The Civic Si, MX-5 Miata, BRZ tS, GR Corolla and Jetta GLI are all affordable pocket rockets with a common goal: put a smile on your face.

Here’s how I rank ‘em.

5) VW Jetta GLI. The GLI is the sedan sibling to VW’s famed GTI hot hatch, but for 2025 it has stepped up with improved interior and exterior styling. Over the whoops and whip-like turns of Hell, I rowed the Jetta’s gearbox, its front-wheel-drive chassis rotating beautifully. Out of the Hankerd Road hairpin in second hear, the growly GLI surged forward with 258 pound-feet of torque from its turbo 2.0-liter.

But upshifting from second to third can be tricky. The V-dub’s box is rubbery compared to competitors, and upshifts need to be executed carefully lest you grab a bag of neutrals. On track, a mistake could ruin a good lap.

Downshifts are easier thanks to automatic rev-matching which saves time over the traditional heel-and-toe foot dance. Less traditional, and more maddening, is GLI’s haptic touch steering wheel — a step backward from the standard Jetta’s adaptive cruise and volume button controls. At just $33K, GLI is flawed — but priced right in this competitive set.

4) Mazda MX-5 Miata. Miata’s six-slinger is the best in this toybox. With short throws, crisp shifts and excellent pedal placement for heel-and-toe (no auto rev-match here), MX-5’s natural habitat is an autocross. With short wheelbase and rear-wheel drive, you can literally throw the Miata around a cone-filled parking lot.

With that wee size, of course, comes compromise, and MX-5 is the least trip friendly of our quartet. At 6’5” I don’t so much drive the Mazda as wear it.

I was stuffed into the driver seat, my head in the roof. Strap on a helmet, and I have to cock my head. Dropping the top brings relief on Michigan summer days. So compact is the cockpit that I could reach up and peel back the soft top like removing a blanket from a bed. WHUMP! In one motion, I secured it in front of the trunk. Speaking of trunks, Mrs. Payne and I could only fit one suitcase.

3) Honda Civic Si. Everything has changed from the 2006 Si sitting in my garage to the 2025 model — and nothing at all. At its core is a slim stick shift with short, notchy throws. The electronics age has blessed the Si’s manual with rev-matching for quick downshifts.

The transmission controls the same 200 horsepower as in ‘06, though the engine is now a 1.5-liter turbo-4 with better low-end torque so you don’t have to row the box as much. Still, I wish there was more top-end horsepower, like the screaming 8,000 RPM red line of the 2006’s 2.0-liter i-VTEC engine.

The cheapest car in this peer test, there is no denying the Si’s value, however. I tore around the twisties of Oakland County and Nashville’s Natchez Trace Highway this summer, never missing a shift. The stick — now exclusive to the Si and Type R performance models — is more intuitive than Jetta GLI, and both sedans have more comfortable interiors than rear-wheel-drive sportscars listed here. Their front-wheel-drive systems mean they are more all-season friendly, too.

2) Toyota GR Corolla. The GR (pronounced GRRRR) is a living, breathing example of the superiority of the manual experience. Arm it with the six-shooter and it is a rockin’, sockin’ hooligan ride as I wrung the turbo-3 cylinder’s neck, induced lurid slides and took advantage of its stiff chassis. No rev-match here, but GR features intuitive shift pattern and pedal placement for heel-and-toe.

Equip it with the auto transmission (new for 2025) and it’s … meh.

With AWD, GR is an all-season Michigan threat. The only downside of this hot hatch is you have to take your legs off to fit in the backseat.

1) Subaru BRZ tS. Rear space is also a drawback of the ‘Ru coupe, but there’s nothing like a rear-wheel sports car when it comes to on-the-limit performance. The new tS model dresses the BRZ in black trim, summer tires and big Brembo brakes. Manual shifter standard.

No rev matching here, but pedal placement is perfect and heel-and-toe downshifts a cinch. The shifter is more substantial than the Civic Si’s unit and makes for quick, notchy gear changes. The tranny is married to Subie’s signature flat-four engine which — like a Porsche Boxer 4 — makes for one of the industry’s lowest centers of gravity. That’s sportscar mojo.

I had a blast up north over M-32’s spaghetti roads — yet when I had to back ‘er down in small towns, tS comes with adaptive cruise control, which maintained the speed limit while coordinating nicely with the stick shift. That livability extended to the cargo space. Like a mini-911 (and unlike MX-5), BRZ has small backseats for storage — and a healthy boot out back for luggage. It’s a road trip car you can comfortably drive to faraway track days.

And with 356 miles of range and two-minute fill-up time, it’s more convenient than an EV. #SavetheManual.

2024 Subaru BRZ tS

Vehicle type: Front-engine, rear-wheel-drive, four-passenger sportscar

Price: $32,265 including $1,170 destination fee ($36,465 tS as tested)

Powerplant: 2.4-liter Boxer 4-cylinder

Power: 228 horsepower, 184 pound-feet of torque

Transmissions: Six-speed manual

Performance: 0-60 mph, 5.8 seconds (Car and Driver est); top speed, 140 mph

Weight: 2,835 pounds

Fuel economy: EPA, 20 mpg city/27 highway/22 combined (manual)

Report card

Highs: Notchy shifter; useful adaptive cruise control

Lows: Small back seat; RWD in winter

2024 Toyota GR Corolla

Vehicle type: Front-engine, all-wheel-drive, four-passenger hot hatch

Price: $36,995 base, including $1,095 destination (as tested)

Powerplant: 1.6-liter turbocharged 3-cylinder

Power: 300 horsepower, 275 pound-feet of torque

Transmission: Six-speed manual

Performance: 0-60 mph, 4.9 seconds (Car and Driver)

Weight: 3,186 pounds

Fuel economy: EPA 21 mpg city/28 mpg highway/24 mpg combined

Report card

Highs: All-wheel-drive grip; notchy stick shift

Lows: Cramped back seat; gets pricey

2025 Honda Civic Si

Vehicle type: Front-engine, front-wheel-drive, five-passenger sedan

Price: $31,045, including $1,095 destination fee (as tested)

Powerplant: 1.5-liter turbo-4

Power: 200 horsepower, 192 pound-feet of torque

Transmission: Six-speed manual

Performance: 0-60 mph, 6.6 seconds (Car and Driver); top speed, 135 mph

Weight: 3,000 pounds (est.)

Fuel economy: 27 mpg city/37 highway/31 combined

Report card

Highs: Roomy back seat; great price

Lows: Engine power trails competitors

2024 Mazda MX-5 Miata

Vehicle type: Front-engine, rear-wheel drive, two-passenger sportscar

Price: $33,650, including $1,165 destination charge ($39,045 Club as tested)

Powerplant: 2.0-liter four-cylinder

Power: 181 horsepower, 151 pound-feet of torque

Transmission: Six-speed manual

Performance: 0-60 mph, 5.7 seconds (Car and Driver); top speed, 140 mph

Weight: 2,368 pounds

Fuel economy: EPA 26 city/34 highway/29 combined

Report card

Highs: Best shifter in test; easy drop-top

Lows: Limited storage; RWD in winter months

2025 Volkswagen Jetta GLI

Vehicle type: Front-engine, front-wheel-drive, five-passenger compact sedan

Price: Base price $33,940, including $1,225 destination charge (as tested)

Powerplant: 2.0-liter turbo-4 cylinder

Power: 228 horsepower, 258 pound-feet of torque

Transmission: Six-speed manual

Performance: 0-60 mph, 6.1 seconds (Car and Driver est.); top speed, 126 mph

Weight: 3,217 pounds

Fuel economy: 27 mpg city/36 highway/30 combined

Report card

Highs: Auto rev-matching downshifts, roomy interior

Lows: Rubbery shifter; haptic steering wheel controls

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