Our first test puts the Subaru Forester Wilderness in its natural habitat.

We'll witness the humble beginnings of a project truck.

We'll get familiar with a renewable fuel you might use soon.

Then, it's a utility powered by class, the Lincoln Navigator.

So, come drive with us, next!

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♪ ♪ ANNOUNCER: MotorWeek : 45 years, steering you in the right direction!

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JOHN DAVIS: A sixth generation of Subaru's Forester arrived for 2025; while looking more like an update, those looks were deceiving.

Now, we've already tested the new Forester Hybrid, the biggest change in the Forester's 28-year run.

So, what's new for 2026?

Well, we haven't yet seen how their Wilderness package of off-road goodies interacts with the new Forester.

Well, let's take care of that omission right now!

♪♪ Crossing things off our must-do list this week means getting seat time in this 2026 Subaru Forester Wilderness.

Specifically, what we can find in the backwoods section of the Forester family, and what it means for Subaru buyers.

And that's just fine with us as we've been a fan of the Forester since day one and are always looking to get a little more adventurous.

Subaru's Outback was the first model to get the Wilderness set of upgrades in the '22 model year but it was quickly followed by the Forester, and Subaru has been mixing a little more into the Wilderness formula as it has spread throughout the lineup.

What that means for this sixth-gen Forester is half an inch of suspension lift, 17-inch matte black wheels, underbody protection, tidier front and rear bumpers to improve approach and departure angles, and lots of copper-finish accents.

Inside, it's outfitted with Subaru's StarTex water-resistant rugged wear applied with contrast stitching, heavy duty floor mats for both seating and cargo areas, and lots of logos.

But, it's more than just set dressing, as the Dual-Function X-MODE all-wheel-drive system gets enhanced with Low Speed Gradient Control, the CVT gets a shorter final-drive ratio for better off-road performance, the 17-inch wheels are wrapped with Yokohama Geolander all-terrain tires, there's an upgraded transmission cooler, and a front facing camera for help in navigating off-road situations.

And while it's certainly capable off pavement, it's in bad weather that Subarus really excel, as anyone that lives in the Northeast can attest to.

The Wilderness comes exclusively with the naturally aspirated 2.5-liter boxer-four under the hood, outputting 180 horsepower and 178 pound-feet of torque.

The Forester's new hybrid powertrain is not available in the Wilderness currently, but stay tuned!

At our Mason Dixon Test track, the 2.5 got us trekking to 60 in 8.6 seconds, which is about half a second slower than the two prior gen-six Foresters that we've tested.

There was an initial jolt of urgency right off the line, but just as quickly things settled and slowly progressed down the track, finishing the quarter-mile in 16.8 seconds at 83 miles-per-hour.

It's adequately powered for its mission, we just wish the engine didn't whimper so much, with the CVT basically throwing a wet blanket on any spark of excitement.

On the other hand, the Forester Wilderness felt surprisingly lively in our handling course.

There was some body roll, but not as much as we expected; and while the 9.3-inches of ground clearance means center of gravity is relatively high, the all-wheel-drive system lives up to its reputation by providing lots of grip for clinging to the pavement.

Steering was light, but quick and consistent, helping us carry quite a bit of speed through the cones.

Despite a very soft brake pedal, we could still feel a lot of ABS pulsing in our braking runs, but the results remained quite good, stopping in just 105 feet from 60 miles-per-hour.

While the Subaru Forester is perhaps the most mainstream vehicle from a very conservative brand, that wasn't always the case.

Over MotorWeek's 45 years we've indeed seen some outliers.

The SVX and XT Coupes come to mind, and, of course, who can forget the mini trucks, first the BRAT, and then later the Baja.

Wilderness add-ons do take a hit to Government Fuel Economy Ratings, coming in slightly lower than the standard Forester at 24 city, 28 highway, and 26 combined.

But the Energy Impact Score remains average at 11.4 barrels of yearly oil use with 5.7 tons of CO2 emissions.

Wilderness pricing comes in just under top Touring trim at $39,835.

So, whether you just want to look a little more adventurous, or actually venture further afield, the 2026 Subaru Forester Wilderness, the most rugged Forester yet, is outfitted for just about any and all tasks.

♪♪ JOHN: The need to clean up vehicle tailpipe emissions and offer fuel choices to consumers is pushing the development of "bio" versions of a number of traditional petroleum fuels.

Here, we take a look at one renewable fuel that is gaining traction with fleets and consumers alike.

♪ ♪ Propane autogas has been a reliable alternative fuel choice for decades, and is especially beneficial for school bus and other transport fleets where lower emissions from the tailpipe translate into cleaner air for passengers inside the vehicle, especially when compared to diesel.

Renewable propane is a biofuel variant that is chemically identical to conventional LP gas, so it works as a drop-in replacement and can be blended with conventional propane to reduce the overall carbon intensity of a fleet's fuel supply.

Renewable propane is typically produced as a byproduct of renewable diesel and sustainable aviation fuel, made from plant and vegetable oils, animal fats, or used cooking oil.

But a promising new technology is looking to create renewable propane from waste CO2.

TUCKER PERKINS: Here, we have a virtually unlimited feedstock, a relatively easy chemical transition, and our final product is so useful, whether it's for your grill, for a school bus or for your home.

I do believe, long term, consumers, governments around the world, are going to demand renewable fuels.

They want...they want a lower carbon solution.

JOHN: The state of Virginia encourages the use of these fuels and recently awarded a contract to provide its school districts, transit systems, and other government fleets access to propane, and renewable propane.

James Madison University in Harrisonburg, Virginia, runs 40 propane vans and trucks as part of their campus operations, and has just committed to using a 20 percent blend of renewable propane across the board.

STEVE McCOY: In the Virginia state autogas contract, uh, which many, uh, fleets are running off of currently, there is a, uh, option to purchase renewable propane.

And the adder per gallon for renewable over conventional is only 38-and-a-half cents.

So still, at $2 a gallon, uh, for renewable propane, you've got a cost-effective solution to reduce your transportation costs as well as, uh, lowering carbon intensity.

JOHN: We recently attended the ribbon-cutting for a new public-access propane station near the Richmond, Virginia, airport.

This one dispenser will support 10 new propane school buses recently purchased by Henrico county, as well as other propane vehicle fleets in the area.

Infrastructure availability and location is a key factor for many fleet managers considering a move to alternative fuels, so stations like this one open up new opportunities for companies like Park 'N Go, which operates primarily near airports.

And adding a renewable fuel to the mix of offerings gives vehicle owners the power to choose the best fuel for themselves.

STEVE: There's a great interest as far as renewable.

This site that we're at today, uh, will ultimately offer both conventional and renewable, okay.

That's our model or our end goal, I suppose, is to have, similar to the gasoline dispensers where you've got a regular unleaded and then a premium, okay.

We'll do the same but with conventional, uh, propane as well as renewable propane autogas.

JOHN: At the pump, propane is typically 75 cents to a dollar cheaper per gallon than gasoline.

The fuel savings and reduced maintenance afforded by using propane versus gasoline also holds big appeal to small businesses like landscapers, for whom equipment maintenance and fuel costs have a major impact on the bottom line.

So, you could say, the environmental benefits of using a renewable fuel make the grass that much greener!

Sometimes you just need to go for a long drive, and that time is now.

So, here's this week's Quick Spin!

♪♪ GREG CARLOSS: If there was one thing we'd improve about the third-generation Volkswagen Tiguan, it'd be the performance of its EA888 engine; just a little more bite from this half-tiger, half-iguana.

And while the name "2026 Tiguan SEL R-Line Turbo" is a tad long, it perfectly describes this "tuned" Tiguan.

That's because its 2.0-liter turbo-four is assembled with a larger turbocharger and some strengthened internals, among other tweaks.

The result is 268 horsepower and 258 pound-feet of torque, an increase of 67 horsepower and 37 pound-feet of torque when compared to other Tiguans with 4Motion all-wheel-drive, which the Turbo comes with standard.

ALEXANDER KELLUM: And what I'm getting out of all this, I'm getting a little bit of hot hatch vibes, which, if there's something Volkswagen knows how to do and it's not a microbus, it's a hot hatch.

While it is larger than a Golf, the wheelbase is only about 6 inches longer.

So, 110 inches here, so it still feels relatively tight.

In our cone course back home with the standard output, we thought this platform felt pretty solid, pretty smooth, and pretty fun to throw through the cones; and that's going to be no different here.

You're just going to have a little more power to do it.

GREG CARLOSS: And you'll need a little extra cash to do it, too, as the 2026 Volkswagen Tiguan SEL R-Line Turbo is fully equipped, starting just shy of $45,000.

Don't get us wrong, the other Tiguans are great, but if you need the extra punch, this is the one to get.

♪♪ JESSICA RAY: If you want to make your neighbors green with envy, this 2026 Genesis GV80 is a great start.

Yes, part of that vibe is thanks to the optional Storr Green paint, a $650 option or $1,500 if you go for this matte finish; but even without it, the GV80 exudes subtle elegance.

A coupe version is also offered for a sportier, albeit slightly less practical package.

If Genesis design language is that of understated class, this powertrain is equally understated performance.

A twin-turbo 3.5-liter V6 kicks out 375 horsepower and 391 pound-feet of torque, all-wheel-drive delivered.

For 2026, a 300-horsepower 2.5-liter turbo-four staged for rear power delivery is standard.

Inside, a 27-inch OLED screen takes command of controls, Bang and Olufsen gets the beats bumpin', and four-zone climate control sustains the atmosphere.

The outboard second-row seats are ventilated; and even the center arm rest is heated.

Comfort is complemented by a front-mounted camera which scans the road, preparing the active suspension for impending imperfections.

The GV80's driving experience is very refined.

There's performance when you want it because we have a nice amount of power under the hood and smooth shifts from the eight-speed automatic, but it's also very comfortable at the same time.

The suspension does a great job of soaking up every bump and imperfection in the road; and also, inside the cabin it's very quiet and comfortable.

For a vehicle starting around $60,000, and ours stickering around $85,000, the 2026 Genesis GV80 isn't exactly cheap, but offers a respectable amount of "prim and proper" per dollar.

And we'll have more QuickSpins soon!

JOHN: More often than not, we see a project car when it's no longer a project; but today, we're getting a sneak-peek at a future SEMA build from our own Dan Maffett on MotorWeek's "Your Drive."

(car starts up/ engine revs) DAN MAFFETT: I think everyone has that project that they're going to get to.

It ends up in their backyard, it moves around a little bit; and that was the same story for my friend Paul.

That's his truck he had since brand new here.

Now, he unfortunately came down with cancer and couldn't fulfill the project that he wanted to do, so he asked us to take it on and bring it to its former glory.

Well, when we went to go pick it up our dreams of restoring it were kind of shattered as we tried to pull it out of the field and it just about broke in two.

So, we decided to go the show car route and build this for SEMA 2026, and we're going to go with a 100 percent aftermarket build.

So, everything you see here next to me is 100 percent out of a catalogue.

So, as you see at the front here we have a custom hood, slant-nose style from the earlier C10s, now sitting on a '70.

The great thing about ordering these parts aftermarket is you can get custom parts.

So, I knew I wanted a cowl hood, I knew I wanted louvers in the hood for heat extraction, but I did not know, until I went to go order it, that you can get them slant-nose and other variations.

Moving up to the cab, one of the most things you do when you go to a show is you see the firewalls are smooth; all the extra holes and seams are all smoothed out.

We ordered this cab with those modifications done already.

Same thing with the back seat, we got rid of the gas tank, got rid of the gas door that usually is on the sides.

So, we saved ourselves a couple weeks of metalwork and bodywork by ordering it that way.

Now, it doesn't stop there.

If you move to the back of the truck, the bed is also ordered out of a catalogue, so the entire bed floor has been narrowed 4.0 inches over the wheel tubs.

So, the wider wheel tubs allow us to run a narrow rear with bigger tires.

Now, there's always going to be a debate on restoration, customization and something like this that is a full custom aftermarket build.

It's going to draw a lot of people to think that it's not what it once was.

Well, that's really the goal.

The restoration market is always about preserving and maintaining what's there.

The customization market is always about expression, customizing what's there to make it better than it ever could be, maybe installing new ideas and making something that's even better than it was.

And having the creativity and freedom to do something like this is unmatched to me.

It's where I really love to dive into.

So be sure to look at this on the show circuit at SEMA 2026, and if you have any questions or comments, hit us up, right here at MotorWeek .

♪♪ JESSICA RAY: New cars come standard and are available with so many driver assistance and safety features these days!

But did you know, there's some important distinctions between them?

Specifically, between a warning and an intervention.

Warnings and alerts, like Blind Spot Warning or Rear Cross Traffic Alert, use the vehicle's sensors to give you visual or audio cues to help prevent a collision.

Interventions and assists, like Lane Keep Assist and Automatic Emergency Braking, will have the vehicle intervene by actually steering and using the brake.

So when shopping for a new vehicle, make sure you are getting as much or as little assistance as you'd like.

JOHN: If there's been one constant over the 27 years that the Lincoln Navigator has been strutting the streets, it's that no matter how much luxury Lincoln packs into it, there always seems to be room for more.

So, time to find out if Lincoln's latest sanctuary on wheels truly delivers a flagship's level of lavishness.

♪♪ 2025 marks the beginning of a fifth generation for the Lincoln Navigator, and we've come a long way from the 1998 original, which was a near-luxury, barely disguised version of the Ford Expedition.

We've progressed from there to this ultra-luxe getaway machine that Lincoln considers the ultimate road-going sanctuary.

It certainly looks like a place that can protect you from some of life's harsh realities, though it's not all that different from last year.

Down the side, the upper and lower body lines are still there, the fender badge is now more of a door badge; but, like most new vehicles, the big changes are up front where we have, of course, a wider grille, smaller headlight housings, and there's a new crossbar that cuts across the grille to tie it all together.

ALEXANDER: And out here on the road, this Lincoln Navigator rides with a certain amount of sturdiness.

Certainly, a truck-like feel, no doubt contributed to its F-Series pickup truck foundation.

And yet, despite that, well, it is a Lincoln after all, so it needs to ride with a certain amount of comfort.

Powering this on-road opulence is a 3.5-liter, twin-turbo V6 rated at 440 horsepower and 510 pound-feet of torque.

Now, that's actually repeat performance, as this is the same unit that powered the last Navigator.

And we should mention those performance stats, that's all engine.

No electric motors have been added into this mix.

No complaints from us in that regard, as this V6 offers V8-like performance, with a little bit of a growl to match, getting this big barge down the boulevards with ease.

And it handled acceleration duties at our Mason Dixon test track just as easily, performing the 0-60 task in 5.5 seconds and clocking out at the end of the quarter in 14.2-seconds at 96 miles per hour.

Acceleration out of this Navigator is surprisingly quick.

It's not as, uh, gut-punching as a proper sports car, but it's shocking how quick it is off the line.

Now, I say that in the context of a vehicle that isn't really built for the quarter-mile, this is built for proper highway cruising and with a 0-60 time like that, you should be able to merge onto any highway stress free.

Now moving on to our slalom test, this is where we're really going to feel that truck foundation come into play.

Oh yeah, there's a lot of body roll.

There's a lot of weight transfer.

And if I'm not careful with the accelerator and my steering inputs, I'm getting quite a bit of understeer and the intervention system is coming in.

Big 13-inch rotors and twin-piston front calipers do a great job of stopping all 6,000 pounds of Navigator.

We averaged 123 feet from 60 with lots of forward weight transfer and very little ABS pulsing through the pedal.

But what's most likely to stop people in their tracks is what it's like inside this new Navigator.

GREG CARLOSS: Much like the Nautilus we tested last year, the first thing you notice inside is this massive 48-inch screen that spans almost across the entire dash.

This centerpiece for Lincoln's Digital Experience has so many configurations and features it's hard to cover them all; but our favorite aspects are the blind spot camera view, and that you can basically have whatever info you want easily within' your line of sight without having to look down or over at the center stack.

Though there is still an 11-inch touchscreen in front of the dash, which is essentially how you control it all.

It's a lot of screen space and a lot of tech, but somehow it doesn't look or feel like it's too much.

Lincoln loves to boast about how many ways you can adjust their seats, and we're up to 24 in the standard Navigator, as many as 30 in the Black Label.

Black Label is available in various themes, all upgrading interior materials over this standard Reserve trim.

And if you haven't felt pampered enough yet, initiate Rejuvenate, which is essentially an automotive spa session.

It uses the seat heat and massaging functions, special audio and video programming, even soothing fragrances.

[Soothing music plays] Ah, that was nice.

Now, where was I?

Oh yeah, the oval-shaped steering wheel.

It's kind of weird looking, but it does help with screen visibility.

And you've got these track pads here on either side that you actually use to change the steering wheel tilt, tele and position.

In the second row a bench is standard, though we suspect most people will opt for these captain's chairs.

They're heated and massaging.

A three-place bench is also standard in the third row and is plenty roomy, even for adults.

Cargo space is up over last year, but how you access that cargo is an even bigger deal.

In back, there's a new Split Gate which not only helps when loading those bulky items, but it's also a tailgate, so you can, you know, tailgate.

Though we're thinking more Ivy League football than NASCAR.

Alright, let's go sports!

Pricing starts with this Reserve trim at $102,190; Black Labels at $119,190; and as before, an extended wheelbase Navigator L is also available.

Lincoln is hoping this 2025 Navigator will chart a course that leads to an increase in sales.

And voyaging into the vast sea of big SUVs with this much luxury, technology, capability, and style is certainly a good way to inspire more people to seek refuge in this sanctuary on wheels.

JOHN: 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 hum to the tune of electric performance in the Cadillac LYRIQ-V, and keep the luxury lifestyle rolling with the Genesis GV70.

We'll also look back at the age of the Samurai, and spend time with those keeping the hot rod scene alive and at full throttle.

Until next time, I'm John Davis.

We'll see you right here on MotorWeek !

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MotorWeek is proudly sponsored by Auto Value and Bumper to Bumper, a nationwide network of stores and shops providing major brand auto and truck parts, and service from coast to coast, and in your local community.

Learn more at AutoValue.Com and BumperToBumper.Com.

We're Tire Rack.

We test tires, then share our results.

We stock over one million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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