Hi, I'm John Davis and this is MotorWeek !

Join us for an EV with a taste for adventure, the Toyota bZ Woodland... Greg Carloss gets booked for driver's training with Pennsylvania's Five-O... "Your Drive's" Logan McCombs shows us a powder-powered option for paint... And we'll see how the Ineos Grenadier keeps the safari spirit rolling... So, come drive with us, next!

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JOHN: While, Toyota may have put part of their future EV plans on hold, they still have more battery electrics to choose from than most.

The latest to hit the streets is this bZ Woodland, their biggest offering yet.

So, let's venture into the woodland and see how far "beyond zero" this rugged wagon can take us.

♪ ♪ Toyota continues to expand their BEV offerings, going bigger, more powerful, and more rugged with this 2026 bZ Woodland.

All bZ Woodlands come with dual-motor all-wheel-drive and a combined output of 375 horsepower.

That's the same as the Trailseeker, its platform mate over at Subaru, as is the majority of the bZ Woodland's spec sheet.

That means, a 74.7 kilowatt hour battery that can charge to 80 percent in around 30 minutes with DC Fast Charging through its standard NACS port.

If you do plan on fast charging, putting the station in the GPS will automatically trigger optimal battery pre-conditioning for when you arrive.

A full charge will deliver as many as 281 miles of range, though that number falls to 260 when equipped with all-terrain tires.

Yep, that's right, A/Ts on this all-electric family truckster.

They're a no cost option available for the standard 18-inch wheels with aero covers.

Other signifiers of its backwoods getaway intentions include 8.4 inches of ground clearance, a Multi-Terrain monitor, matte black cladding, standard roof rails, and using Subaru's X-Mode all-wheel-drive software with Grip Control.

We wouldn't take it across the Rubicon, but it felt quite at home on the dirt roads that are perfect for backwoods exploring.

Standard content is high, including soft-tex simulated leather seating, 14 inch touchscreen for multimedia, wireless charging for two devices up front, heated seats front and rear, heated steering wheel, sturdy rubber floormats, customizable ambient lighting, and a 120 volt outlet in the cargo bay.

Premium trim adds ventilated front seats, radiant heaters, a panoramic moonroof and JBL Premium audio.

Regardless of trim, it feels very spacious, well put together, and quite comfortable.

That includes in the back seat too, where you'll find big sedan-like amounts of legroom and more headroom than the standard bZ.

There are not a lot of manual controls, but well-placed volume and temperature control knobs are welcomed; we just wish they gave a little feedback.

Driver info is displayed on the same high-mounted digital display as other Toyota EVs.

The bZ Woodland is 6.0 inches longer than the bZ, most of it to the benefit of the cargo area with room for 33.8 cubic-feet of gear in back, 74.3 with the rear seatbacks folded flat.

And whatever you can't fit inside, you can pull behind, as the bZ Woodland can tow up to 3,500 pounds.

Ride quality is very smooth, but we'd say, unless you really plan on mud-bogging, skip the all-terrains as we could definitely hear them humming on the highway trek to our Mason Dixon Dragway test track.

They also detracted from capabilities in our handling tests, having this bZ Woodland feeling more like a true off-roader by lumbering through our cone forest more than slicing and dicing.

But the lack of grip kept understeer relatively mild, and the steering was quite responsive.

We really had to work the throttle to keep up momentum, but overall it performed better than expected.

Three-hundred seventy-five horsepower may not sound like a lot these days, but we all know EVs are different.

The bZ Woodland absolutely exploded off the line and to 60 in just 3.9 seconds.

That's a couple of tenths quicker than the last Supra we tested.

The front tires struggled for grip initially, but not for long as the all-wheel-drive system soon gathered things up and the car started laying down some serious power.

Down the track, power remained strong as we finished the quarter-mile in 12.5 seconds at 109 miles per hour.

It was mostly quiet with the exception of tire noise.

(car whooshing by) After leaving the track, we topped off the battery and took the long way home, driving 204 miles and using 81 percent of the battery, putting us on pace for 252 miles of range, just shy of the 260 rating.

Despite the less efficient all-terrains, the bZ Woodland still earns a Good efficiency rating, using 31 kilowatt hour of electricity per 100 miles.

bZ Woodland pricing starts at $46,975, about 10-grand over the standard bZ; top Premium comes in at $49,075.

There are some EVs that do some things better, but as for the total package, it's hard to beat the 2026 Toyota bZ Woodland.

It has loads of space, tremendous comfort, a great number of features, and even a bit more personality than the typical electric runner.

And most importantly, you don't have to even venture into the Woodlands to enjoy the Woodland.

♪ ♪ JOHN: We try to stay on the right side of the law here at MotorWeek , so it's been a while since our last run-in with the constabulary.

But this week our Greg Carloss goes "Over the Edge" with the Pennsylvania State Police for some hands-on trooper training.

♪ ♪ GREG CARLOSS: I've had my fair share of driver training, but nothing quite like the training they do here at the Pennsylvania State Police Driver Training Center just outside of Harrisburg.

So, let's go check out the vehicles they drive and how they're trained to use them in the line of duty.

Police vehicles have come a long way from those old tail-happy Crown Vic's and Caprice's.

And the Pennsylvania State Police fleet is a perfect example.

MAJ.

GEORGE RITCHEY: Currently with the state police, for patrol we're using the Dodge Durango, the Chevy Tahoe and the Ford Police Interceptor utility.

Vehicle performance over the years has drastically improved with enhanced braking systems and speed rated tires, better handling.

GREG: And if the cruisers can't keep up, there's always the helicopter.

Because sometimes it's about working smarter, not harder.

MAJ.

RITCHEY: The new cars now have what they call S.M.A.R.T.

lighting.

Simply taking the car in and out of park or in and out of drive, it changes how the lights are acting on the vehicle to make things safer for the trooper and the motoring public.

GREG: Not only that, each patrol car's lights automatically synchronize with the others creating a calmer environment.

Despite this new automation, there's still plenty to learn about driving these rolling computers, so every cadet must complete 60 hours of training here at the DTC.

MAJ.

GERARD MCSHEA: The Driver Training Center was created or turned over to us in 2011.

Um...you know, it consists of 27 acres and 1.3 miles of paved roadway for us to do training.

The main goal of the driver training center and all the training we have at the Academy is to make sure our cadets are proficient and knowledgeable in the areas that they're going to step out in there.

The difficulty of the training kind of depends on the cadet themselves.

You know, some cadets come in here with a high proficiency in driving, but we can get somebody that might have their license just a couple of weeks, couple of months, and then they will need a little bit more guidance.

TYLER ELSDON: Yeah.

Driver training, it was kind of intimidating at first.

Um...you didn't know what to necessarily expect.

You kind of get the green light to drive a little faster, drive the cars a little harder, but then quickly realize there's a lot of responsibility in that.

GREG: For high-speed training, cadets go to an airport off-site, but they need to prove they can walk before they can run.

CPL.

GEOFF BUSH: So, we start out here with the course that we have set up right here behind us.

That is called our non-emergency vehicle operations course.

That introduces the cadet to the vehicle itself, and then we also train them in the PIT, which is the "precision immobilization technique."

GREG: As eager as I am for PIT training, there's something else I just have to get out of my system first.

If you're cool with it.

I'd like to be in charge of the siren.

CPL.

BENJAMIN FRANTZ: Absolutely.

You got it.

You got it.

Alright, we have our violation.

Alright, we've got to catch him.

GREG CARLOSS: Alright, we see him.

Alright, I'm lighting him up!

CPL.

FRANTZ: Light him up.

GREG: There we go.

(siren blaring) Nailed it!

(laughs) With that out of the way, they give me a shot at the low-speed cone course.

CPL.

GEOFF BUSH: And for this serpentine, you have to use both mirrors and the backup camera.

GREG: Now, how about using my head out of the window?

Is that a no-no?

CPL.

BUSH: That is a no-no.

GREG: That is a no-no, okay, so I won't do that.

CPL.

BUSH: We are professional drivers.

We do not stick our heads out the window to check where we are.

GREG: Well, you might be... The course is tougher than it looks and, regrettably, there were a number of cone casualties.

So, it was back to the passenger seat for me.

CPL.

BUSH: So, we are going to perform a PIT... So, I will make soft contact here.

Gentle turn, quarter turn of the steering wheel.

GREG: There he goes!

CPL.

BUSH: And the idea of a PIT is to end the pursuit safely with minimal-to-no damage to either vehicle.

GREG: I know this is a serious thing, but it's a little bit fun, right?

CPL.

BUSH: It's really fun.

GREG: Yeah.

Okay.

We're on the same page.

There's nothing wrong with having fun at work, but make no mistake, the hands-on driver training for the Pennsylvania State Police is critical.

MAJ.

MCSHEA: This is equitable to firearms.

You know, you're going to be able to go out there and, you know, safely handle the firearm or the vehicle and, you know, be responsible behind the wheel.

GREG: And that's something we should all strive for.

Otherwise, you'll be seeing these lights in your rearview soon enough.

JOHN: A traditional paint finish is great protection, but it's not always the best for some automotive components, like those that really feel the heat.

That's where powder coating comes in.

It's durable, heat resistant and looks great; and you can do it yourself, as Logan McCombs shows us on MotorWeek's "Your Drive!"

(car starts up) LOGAN MCCOMBS: Personalizing your car can take many forms: Aftermarket wheels, exhaust systems, engine tuning, and custom paint, upholstery or graphics.

One popular method is to powder coat brake calipers or various components under the hood like turbos, air intake tubing or even intercoolers.

Powder coating provides a durable finish that won't scratch easily, stands up to heat, and can give a pop of color to an otherwise dull engine bay.

The best part is you can do it yourself and get great results with a little bit of practice and not a lot of cash.

Eastwood Tools offers this DIY powder coating kit, along with dozens of powder colors and all of the accessories you'll need to get started.

We're going to show you how easy the process can be.

Like the name suggests, powder coating involves misting a fine colored powder over the part.

The particles are electrostatically charged and the part is grounded, so the powder is actually attracted to the part, ensuring even coverage.

Then, it's baked in an oven to cure, which melts or flows the material into a hard, even finish.

Prep work consists of removing all paint, rust, dust, and residue from the metal.

Lucky for us, we found these vintage Tornado gas-saver gizmos in our storage room.

They were unpainted, clean, already just waiting for their next "as seen on TV" moment of glory.

You'll need an air compressor and an electrical outlet to operate the powder gun.

It's critical that your air supply is free of water, oils and contaminants, so an inline filter like this, placed close to the tool is ideal.

You'll also need an air pressure regulator, and dial it way back to 8 psi.

Activate the electric charge on the gun, blow the powder on to the part, getting in to all the cracks and corners.

Then pop it into a 400 degree electric oven, not gas.

Don't use your mom's oven at home.

The fumes are slightly toxic and will definitely ruin her next batch of brownies!

Cure the part for 20 minutes, let it cool before you touch it, and voila!

You've baked up a fresh new look for your ride!

If you have any questions or comments, hit us up right here at MotorWeek .

JOHN: Now, to something so new, we haven't even driven it yet.

Time for another "First Look."

♪ ♪ JESSICA RAY: Volvo's contemporary "XC" utilities may not be the most macho offerings in their respective segments, but they do blend Scandinavian suave with North American expectations in an appreciated direction of simplistic luxury.

Updates planned for their 2028 lineup are equally straightforward.

Regardless, it was off to London to check out three fast approaching Volvos.

We started with the 2028 XC40.

This subcompact has been updated with more chiseled bodywork, sharper "Thor's Hammer" headlights, and new wheel designs.

The rear also sports new taillights, equally honed by the designer's CAD software.

Minimal interior changes see new materials, including leather and wood décor, wrapping the cabin.

The tablet-oriented screen is now larger by default, an 11.2 inch screen; packaged with Google Gemini artificial intelligence for more seamless voice commands and the sort.

As for under the hood... ALEXANDER KELLUM: So, moving forward, Volvo's actually simplified the powertrain offerings for the XC40.

And by that, I mean, well, they've pared it down to just one.

The front-wheel-drive B4 is no more.

All you can get now is the all-wheel-drive B5.

Again, that's a change coming with the 2028 model year.

Other than that, it's unchanged, so still 247 horsepower; it's a turbocharged inline 4 with a mild hybrid, still paired to an 8-speed automatic; and, right now- these are preliminary estimates- but you can expect 26 miles per gallon combined.

JESSICA: Moving over to the 2028 XC60, Volvo has made the same exterior changes, "Thor's Hammer" and all.

This 2-row utility also sees similar interior upgrades as its smaller sibling, including AI integration.

Meanwhile, the 3-row XC90 remains effectively the same for 2028; in terms of styling and amenities, that is.

Truthfully, the big news for both the XC60 and XC90 regards their T8 plug-in hybrid powertrain.

A larger battery with more than 38 kilowatt hour of energy provides up to 78 miles of pure electric range in the XC60, 73 miles in the XC90.

Other than that, the powertrains, including their outputs, stay consistent.

Add additional safety features, like new sensors and software, to all three, and Volvo's reputation of playing it safe will no doubt change.

Considering all three of these Volvos are destined for the 2028 model year, it'll be a while before we actually get a chance to drive them.

But we'll have more on the updated XCs, and more First Looks, soon!

♪ ♪ GREG: If the purpose of this 2026 Acura ADX is to welcome Honda buyers into its premium brand, and we think it is, then they've done a wonderful job delivering all the things Honda buyers expect in a package that feels like a first-class upgrade from coach.

Ride quality is certainly a step up, and for the most part, the ADX feels like driving a nice sporty sedan around, but with the benefit of some extra headroom.

After 5 months and 7,500 miles of driving, we're averaging 27.6 miles per gallon, in sync with its EPA Combined rating.

Vibes are still high amongst our staff behind the wheel of this ADX.

Clearly, it's not the biggest SUV, but the leather seats in this A-Spec Advance trim go a long way in providing a premium, comfortable feel.

The A-Spec also gets a leather-wrapped flat-bottom steering wheel, which is another nice little sporty touch that we all enjoy.

A couple of our drivers have noted a weird quirk: When attempting to use the windshield washers, there's a significant delay before they activate, almost like you're asking permission.

But, if there is one thing we all agree on, is how much we're looking forward to spending more drive time in the Acura ADX.

But first, we'll check in on our Subaru Outback on the next MotorWeek Long-Term Road Test Update!

JOHN: This is likely to be the only time you will ever see someone in a sports coat and dress shoes next to the Ineos Grenadier.

Adventure gear and knobby boots would be a far better dress code for what is admittedly a modern interpretation of the original Land Rover Defender 110, bringing tech and performance up to date without losing that unique style.

So, let's find out if there's more to this British brute than just nostalgia.

♪ ♪ The Ineos Grenadier has been around for three years now, launching the Ineos brand for 2023.

Since then, a Quartermaster pickup truck has joined this 6-door wagon-cum-SUV in their lineup.

But the big news for 2026 is a host of updates aimed at improving the driving experience of this retro rig.

There are over 30 Ineos dealers in the U.S.

; while most have inventory, Ineos would much prefer to custom build one to match your exact wish list, just like Land Rover did with the original 110.

Our long wheelbase Station Wagon was outfitted in Fieldmaster trim, designed for those looking to do some adventuring but don't want to leave all the pampering behind.

Included are alloy wheels, some very cool safari windows, a ladder in the back for roof access and "Smooth Pack," which adds a compass, altimeter, lockable storage, and additional lighting.

The available "Rough Pack" adds BFG KO2s, front and rear locking differentials, a tow hitch, black roof, and privacy glass.

The decidedly old-school exterior is complemented by a no-nonsense interior.

It's short on screens and frills, but makes up for it with durable, water-resistant materials, military-like functionality, cool aircraft-like switchgear, and an overall purposeful nature represented best by the appealing tank-like "kerchunk" when you shut the doors.

The front seats are very supportive manual Recaros.

The rear seat area is equally straightforward but also a little tight.

Two unique 70/30 split rear doors allow for easy access to the 41 cubic-feet of cargo space.

When it comes to providing the power to move this full-time 4-wheel-drive beast, Ineos went with the tried and true, partnering with BMW to incorporate their 3.0 liter turbocharged inline-6 engine along with a ZF 8-speed automatic transmission.

Output is 282 horsepower and 332 pound-feet of torque.

When we think of rugged off-brand off-roaders that we've tested over 45 years at MotorWeek , two that come to mind are Lamborghini's LM-002 and UAZ.

Lambo's Land Rover may have looked more like a lunar rover, but this Italian Hummer was packing the Countach's V12 under the hood and impressed us with its driving experience.

On the other hand, Russia's $12,000 UAZ took a totally back to basics approach.

Spend much time daily driving this Grenadier, and you appreciate how far things have come since the first Defender, as the Grenadier's old-school charm fades a bit as you realize what a chore it can be to steer, especially at low speeds.

While improved for '26, steering still relies on low tech recirculating ball components, with a decidedly lack of urgency for self-centering.

But, like everything else in the Grenadier, it's really designed for off pavement use, where speeds are slower and obstacles abundant.

This is where it feels perfectly at home and where that lack of self-centering makes most sense.

Our limited off-road course proved no challenge whatsoever for this Grenadier.

Back on tarmac, the inline BMW six got us moving quicker than we expected, hitting 60 in 7.6 seconds.

It ripped through first and second gears of the 8-speed automatic very quickly, before settling into a more relaxed pace for the rest of the way down the track.

The quarter-mile clocked in at 15.9 seconds and a respectable 85 miles per hour, feeling plenty stable and sounding pretty mean.

It performed mostly as expected through our handling course, more lumbering than limberness, with stability control systems stepping in early to keep things from getting out of sorts.

Those safety systems have been upgraded for '26 and can be quite aggressive on the street when it comes to lane keeping and driver distraction detection.

Braking performance was also firmly in the modern era, aggressively stopping from 60 in a fine 125 feet.

(car whooshing by) The Grenadier may be built to celebrate British off-road superiority, but with parts coming from all over Europe, and final assembly taking place in France, it's clearly an international effort.

One that stateside buyers can own for a starting price of $72,995; Fieldmaster's start at $80,995.

Not bad for such an exclusive vehicle.

The 2026 Ineos Grenadier is certainly not for everyone, but it's both surprisingly charming and desirable.

It not only delivers more off-road capability than just about anything on the planet, it gives buyers an opportunity to roll in an authentic rig that also celebrates a significant piece of automotive history.

Add in a more than reasonable price, and it is one truly unique piece of work.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time when we rev up an 8-cylinder super Ute, the Aston Martin DBX S, followed by the hybrid hyped Kia Telluride.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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We stock over a million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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