When the Mazda CX-50 debuted in 2023, its first full year of sales couldn’t come close to the brand’s best-seller, the CX-5. That year, Mazda sold 153,808 CX-5s and moved 44,595 CX-50s. That amounts to a little more than a quarter of the CX-5’s sales volume. Now, fast forward to 2026 and factor in the redesigned 2026 CX-5.

Things have changed, and the CX-5 is no longer the overwhelming sales leader it was just a few years ago. Touted as a more rugged stablemate, the CX-50 seemed like a niche vehicle compared to the crowd pleaser. Things moved quickly. CX-50 sales rose 19.7% compared with the first nine months of 2025, while CX-5 sales fell 9.5%. For an SUV that communicated “outdoorsy” rather than the more urbane CX-5, the CX-50 is certainly showing up its once dominant leader.

What the Figures Actually Show

While the CX-50 has actually outsold the CX-5 in six months since its introduction, the figures don’t point to a full sales dominance takeover, but it’s an indication of where consumer preferences lie. September reflects a strong lead for the CX-5 after a rough August. The CX-5 sold 11,345 vehicles in September, comfortably ahead of the CX-50’s 9,147.

That said, the 2026 year-to-date lead for the CX-5 is slim. Through September 2026, the longtime CX-5 sales leader sold 95,762 units stateside. The CX-50 reached 95,351. That leaves just 411 vehicles separating the established favorite from its younger stablemate. The CX-5 still remains ahead, but its lead is marginal. So, what happened over the course of just a short period of time?

The Introduction of the CX-50 Hybrid

The CX-50 offers something the new CX-5 still lacks: a hybrid buyers can purchase now. Its available powertrain combines a 2.5-liter four-cylinder, three electric motors, an electronically controlled continuously variable transmission, and electric all-wheel drive. Combined output is 219 horsepower, with an EPA-estimated 38 mpg combined. The CX-50 Hybrid starts at $34,750 before destination. While that’s more than the $29,990 MSRP for the 2027 CX-5, the fuel efficiency factor weighs in heavily.

The CX-5 gets one engine choice, and it’s not even a turbo. The 187-horsepower 2.5-liter gasoline engine and six-speed automatic show up in ever CX-5 trim level, from the base 2.5 S to the $38,990 2.5 S Premium Plus. Mazda says additional powertrain options will be announced in 2027, but the gas-only mill is the only one customers can get now.

When competitors like the Toyota RAV4 are hybrid only, and the Honda CR-V has hybrid variant, the CX-5 without a hybrid offering is a missed opportunity. Would it have been so difficult for the brand to use the same Toyota RAV4 hybrid powertrain that’s in the CX-50 Hybrid for the new CX-5? We think not.

But this isn’t simply a story about buyers rejecting the redesigned CX-5. The sales figures cover each nameplate’s total deliveries, not a clean comparison between two specific model years. They also don’t identify why individual customers made their decisions. Still, the product differences explain why the CX-50 has become such a formidable alternative.

The CX-50 Gives Buyers More Powertrain Choices

As successful as the CX-50 Hybrid has been, it’s not just fuel misers who want the CX-50. The CX-50 offers more than just one gas engine, in addition to the Hybrid. Its lineup includes a potent turbo engine with up to 256 horsepower. The new CX-5 gets no turbocharged option. This means shoppers can choose based on purchase price, stronger performance, or efficiency in a single model line.

The new CX-5’s single available engine makes its lineup simpler, but also quite limiting. You might love the new CX-5’s styling (who doesn’t?), but you can opt for better fuel efficiency or a more spirited driving experience. The CX-50’s big advantage is less about any single specification than its sheer number of choices. The CX-5 offers just three trim choices. The CX-50 has nine, between the gas and hybrid variants.

The CX-5’s Screen Dominant Controls Don’t Help

Mazda has long been known for providing some of the best physical controls in the industry. Coupled with stunning design and upscale materials, Mazda’s generally look and feel more premium than similarly priced competitors. The last CX-5 was one of the best. All that (and more) has changed with the redesign. Mazda gave the new CX-5 an upsized infotainment display, even on its lower trim models. The old one was 10.25″, and the 2026 CX-5 gets 12.9″ or an upgraded 15.6″.

While that, alone, isn’t big news, Mazda has ditched its lauded climate control and audio knobs. Even the center console-mounted Commander control knob is gone. The adjustments have to be made on screen for climate, and much of it requires menu diving. You can make audio adjustments on the steering wheel, but those controls are no longer separated switches and buttons, so they’re challenging to use, as well.

The CX-50, however, remains largely analog. This makes it easier to operate while driving, and true to how Mazda has done things so well for so long. When I tested the new CX-5, I found it frustrating to use, and the interface is far from intuititve. Those who are loyal to Mazda might find it difficult to migrate to a screen-only CX-5. The change is stark, and the brand still has some gremlins in the software to work out.

Final Thoughts

The CX-50 is winning momentum, not yet the overall sales crown. Its broader powertrain selection, available hybrid, distinct positioning, and competitive starting price give buyers more reasons to consider it. The CX-5 still has substantial demand. What it no longer has is an uncontested place at the top of Mazda’s compact SUV lineup.

Over the past year, Toyota’s been busy filing patents for all sorts of clever ways to cram hybrid and EV bits into their cars. Some of these ideas were about squeezing out more space, others about shaking up how powertrains fit into the overall design. Now, it seems Toyota is finally ready to show its hand, rolling out a next-gen hybrid system packed with some genuinely interesting twists.

Toyota wants its BEVs, PHEVs, and regular hybrids all riding on the same basic bones. Rather than building a different platform for every powertrain, the plan is to create a flexible foundation that can handle whatever electrification flavor you want, without watering down what makes each one tick.

This is all part of Toyota’s so-called multi-pathway approach. Basically, they know not every market has the same needs, wallets, or charging plugs. A shared platform also means Toyota can keep a tighter grip on development and production costs.

A New 1.5-Liter Engine Designed for Electrification

The star of the show is a brand-new 1.5-liter four-cylinder, which comes in both naturally aspirated and turbo flavors. Instead of just slapping hybrid bits onto an old engine, Toyota built this one from scratch, designing it hand-in-hand with the hybrid system and all the power electronics.

The naturally aspirated version is set to replace what Toyota’s 1.8-liter and current 1.5-liter three-cylinder engines do now. If you want a bit more punch, there’s a turbocharged option waiting in the wings.

Toyota’s also matching these engines with lighter, more compact electric motors, power units, and inverters. The secret sauce? Their own silicon carbide power electronics, which should help cut down on wasted juice.

The goal here is a fuel economy bump of over 15%. Toyota says it’ll get there by trimming mechanical friction, keeping things cooler, and squeezing out fewer electrical losses, plus a few other tricks up its sleeve.

Smaller Packaging Could Give Designers More Freedom

But efficiency is just half the story. Toyota claims this new hybrid setup is way smaller than before, which means it can slot right into platforms that were originally meant for EVs.

Why does that matter? Because cramming an engine, electric motor, and all the hybrid hardware into a car usually means designers have to make some tough calls. With this more compact setup, Toyota wants hybrids and plug-in hybrids to share the same basic architecture as EVs, without eating into cabin space, messing with the car’s shape, or sacrificing capability.

There’s also good news for anyone who cares about how a car looks. With a lower-profile engine and hybrid package, Toyota says designers can drop the hood height and go for sleeker, more dynamic proportions. Fewer mechanical headaches mean more freedom to get creative with future models.

What Happens Next for Toyota’s Hybrid Strategy?

Don’t expect to see this new hybrid system in showrooms just yet. Toyota hasn’t named any specific models or given a launch date, though reports suggest the next Corolla could be one of the first to get it. For now, they’re just laying out the tech and hinting at how it’ll fit into their future plans.

The shared platform should also let Toyota spread out its engineering and manufacturing costs across hybrids, plug-in hybrids, and EVs. Factories can tweak the mix of powertrains on the fly as demand shifts.

Toyota also intends to develop the system for renewable and carbon-neutral fuels while expanding external sales of its engine and hybrid technologies in the coming years. The announcement does not establish when those plans will translate into showroom models, but it offers a clearer look at how Toyota intends to keep improving hybrids alongside battery-electric vehicles.

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Asking for good fuel economy in 2026 shouldn’t mean sacrificing these essentials. Some crossovers and SUVs like the new Kia Telluride (above) are now hybrid only, which reflects buyers’ desire to increase fuel efficiency and range. Some models lag behind the more advanced competitors and soldier on without a hybrid alternative, leaving efficiency-minded shoppers with a reason to look elsewhere. Here are three 3-row SUVs that could greatly benefit from a hybrid option.

Honda Pilot

Even with only a single gas engine choice, the Honda Pilot achieves remarkable sales success. Honda Pilot makes a strong argument for keeping things conventional. Its 3.5-liter V6 delivers 285 horsepower through a 10-speed automatic transmission, giving buyers a straightforward alternative to the ubiquitous turbocharged four-cylinder engines found in competitors. There’s nothing inherently wrong with the engine, but it is thirsty.

For 2026, front-wheel-drive Pilots earn EPA ratings of 19 mpg city, 27 highway, and 22 combined. Most all-wheel-drive versions manage 21 mpg combined, while the TrailSport drops to 20. Those aren’t great numbers when competitors easily crest 30 or more. A hybrid option would address the Pilot’s biggest powertrain omission without requiring Honda to eliminate its capable and dependable V6. Buyers who prefer the existing engine could keep it, while families who want lower fuel consumption would finally have another choice.

Honda has a viable option in the works. The CR-V Hybrid’s four-cylinder version won’t be enough. Honda’s upcoming V6 hybrid system for larger vehicles is in development, although it hasn’t formally confirmed it for the Pilot. It will likely have two front-mounted electric motors and, on all-wheel-drive versions, a third motor for the rear axle.

Subaru Ascent

The Pilot was recently redesigned, so it has less of an excuse than the aging Subaru Ascent. The Ascent shows why four cylinders don’t automatically equal frugal operation. Every 2027 model uses a turbocharged 2.4-liter four-cylinder producing 260 horsepower and 277 lb-ft of torque. The Ascent’s standard Symmertrical All-Wheel Drive is appealing, but fuel economy is mediocre, at best.

The Premium trim earns 22 mpg combined, while the other trims return 21 mpg combined. That puts the Ascent in roughly the same efficiency territory as the V6-powered Pilot, despite its smaller displacement engine. Despite hybrid mills for its crossover stablemates, the Ascent has to go without it, for now.

The solution isn’t simply shoving the powertrain from the Forester Hybrid under the hood of the current Ascent. Reports suggest Subaru could eventually offer hybrid powertrains in its larger SUVs, potentially using Toyota technology as it has with the Forester Hybrid. The Ascent would need something a little more powerful than the 194 combined ponies in the Forester Hybrid, and it would be great if it could arrive before the Ascent’s next refresh.

Volkswagen Atlas

The redesigned Atlas is a looker. It’s more modern in every way, except one. The 2026 Atlas uses an upgraded turbocharged 2.0-liter four-cylinder producing 282 horsepower and 258 lb-ft. of torque. Front-wheel-drive versions achieve up to 25 mpg combined—but that’s nothing to write home about in an age where hybrid competitors are far more efficient.

An Atlas Hybrid isn’t a pipe dream. Volkswagen will bring a hybrid mill to its biggest SUV in the not-too-distant future. Volkswagen Group of America CEO Kjell Gruner confirmed that there will be an Atlas Hybrid before the end of the decade. The hybrid option is scheduled to arrive as part of the new Atlas’s mid-cycle refresh, which should make the new Atlas more appealing to those who want three rows and better fuel economy.

Final Thoughts

Hybrids are prevalent today, but they haven’t made their way to some of the larger SUVs. Newer ones like the Pilot and the Atlas with only gas choices aren’t surprising because their closest stablemates like the Passport and the Tiguan don’t have hybrid variants yet. The Ascent, however, already has the Forester, Outback, and Crosstrek Hybrids for sale. It’s high time these manufacturers join the large pool of hybrid SUVs customers are snatching up.

Conventional car wisdom says a family crossover has to be big, but in real life, that’s not always the case. Sometimes, it’s about making city driving unencumbered, saving on fuel costs, and simplifying the user experience. Yet it also has to be able to cosset two to three kids and be practical enough to swallow groceries and gear without needing to be cavernous.

That’s the appeal of the 2027 Toyota Crown Signia. My time in the 2027 Toyota Crown Limited proved that the biggest isn’t always the best. It combines a comfortable cabin and useful cargo area with a hybrid powertrain and standard all-wheel drive. It’s certainly not the quickest, flashiest, or the roomiest, but it still has a lot to offer. The Limited’s base price is $51,555. After adding special Finish Line Red exterior paint with a contrasting black roof and the $1,595 destination charge, the total price comes to $53,725.

Exterior & Interior Styling – 9/10

Toyota calls the Crown Signia an SUV, but its shape, stance, and ride height lean more towards the station wagon ilk than more upright and boxier competitors. The Crown Signia’s handsome maw gets a body-colored lattice grille, Prius-like lighting elements, and an overall better appearance than its Crown sedan sibling. The long roof, relatively low stance, and gently tapering rear give it an elegant, Lexus-like profile.

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Speaking of the sedan, the rear third of that car doesn’t look nearly as good as the one found on the Crown Signia. It’s long roofline, roof spoiler, canted D-pillar, and muscular haunches complete the look cohesively. It also lacks the weird two-tone babooon butt of the sedan.

The cabin, like the exterior profile, might as well be a Lexus. My test vehicle combined perforated Saddle Tanleather, satin-finished trim, copper-colored details, and attractive switchgear in an environment that felt decidedly more upscale than a typical mainstream Toyota. The layered dash, half-waterfall center console, and the two-tone colorway provide a degree of sophistication oftentimes missing from comparably priced crossovers.

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The stylized door card is thoughtful, and the bisected front outboard HVAC bents are a thing of beauty. It isn’t a Lexus in every detail. Nevertheless, buyers who care more about what they touch and see than having an “L” emblem on the steering wheel should find a lot to love. It’s understated luxury, and it whispers rather than screams. Maybe BMW could use some of these cues for their next generation of vehicles.

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Infotainment & Technology – 8.5/10

The Crown Signia demonstrates that large screens don’t have to overwhelm an interior. Okay, so they’re not diminutive. I’d say more “right-sized” is the proper term. A 12.3-inch central touchscreen and a matching digital instrument display match the interior’s elegant simplicity. The Crown Signia’s touchscreen has a crisp and simple vertical menu, making finding the right function quick and easy.

In my Limited, the infotainment system responded promptly, smartphone pairing was quick, and the interface was easy to understand. Wireless Apple CarPlay and Android Auto comes standard, and phone mirroring never presented any hangups upon startup. I also liked the instrument display’s relatively straightforward presentation. It conveyed useful driving and hybrid-system information without burying key info beneath flashy graphics.

The 2027 Limited comes with a comprehensive collection of driver-assistance technology, including a panoramic-view camera, lane-change assistance, front cross-traffic alert, and front and rear parking assistance with automatic braking. Traffic Jam Assist and a 360 camera are now standard on the Limited. although it requires the applicable connected-services subscription.

Comfort, Space, and Usability – 9/10

The Crown Signia isn’t huge inside, but it is very comfortable. The front seats in my Limited were broad and supportive, with a good amount of cushioniong and solid bolstering. Heated and ventilated front seats, heated rear outboard positions, and a heated steering wheel added the comfort features I wanted for changing Chicago seasons.

Rear legroom measures 37.1 inches. It’s a little less than the roomy Toyota Camry. It was sufficient me (6’0″, 200 lbs) to sit behind myself but not enough for me to stretch out. The seats are very comfortable in the outboard positions.The middle position is a little compromised with seat and transmission tunnel bulge, but it’s fine for shorter trips.

The Crown Signia provides 24.8 cubic feet behind the rear seats and 66.1 cubic feet with them folded. During a week involving three kids, school activities, sports equipment, and groceries, I never felt as though the vehicle was struggling to take on stuff. It’s just right for a family of five, as long as the kids aren’t linebackers.

Storage is good but not outstanding. The center armest door opens to either side, and the charging deck swallows an iPhone 16 Pro no problem. I love its location and space-saving vertical design. The door pockets are small-ish, so don’t bring massive thermal water bottles or long items into the front row.

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The physical controls in the Crown Signia are superb. The Lexus shift knob is short and quick to operate, and the center console buttons and switches are quick to access and operate. I appreciate the presence of a center audio knob and a line of buttons and switches for climate. None of them are haptic feedback or touch sensitive, and the Crown Signia deserves high marks for that.

Driving Experience – 7.5/10

The Crown Signia’s driving character won’t get your blood pumping, but that’s not what it’s designed to do. The 2.5-liter four-cylinder hybrid system produces 238 horsepower, with electronic on-demand all-wheel drive standard. The dual electric motors (a front transaxle electric drive motor and a dedicated rear-mounted electric motor) kick in when needed. Toyota lists an EPA-estimated 38 mpg combined. I averaged 35.1 mpg during my test, with some of it spent in Sport mode.

It feels decently quick off the line, and low-speed response was smooth. It’s best suited for cruising and suburban traffic. Steering is light and accurate but, unsurprisingly, without feedback. For the most part, it was quiet, and the powertrain generally stayed unobtrusive during regular driving. Hammer the throttle, and the engine and CVT make themselves known. It could get moving adequately; it simply didn’t make hard acceleration especially immediate and fun. This is a family car, through and through, and that’s more than ok.

The Crown Signia’s lower ride height made body movement controlled, if not taut. The Crown Signia’s ride quality is, well, Lexus-like. The suspension took the edge off rough pavement without making the vehicle feel disconnected, and road and wind noise were well contained at highway speeds. It’s another reason to love it as a family car.

Final Verdict – 8.75/10

The 2027 Toyota Crown Signia deserves consideration because it does family remarkably well. Everyone with two or three kids thinks he needs a mammoth SUV or a three-row midsize crossover. The Crown Signia proves you can downsize and love it. My time behind the wheel left me impressed by its usability in everyday life. It sips fuel, doesn’t require tons of parking corrections due to its size, and its controls and tech are very easy. It’s no corner carver, nor is it a disappointment in daily driving. The Crown Signia about as relaxed of a driving experience as you can expect at this price.

“Affordable” requires some context when the subject is a Mercedes-AMG wagon with a $93,350 base price. My test vehicle approached $112,000 with options and destination, which puts it well beyond anything resembling an everyday family-car budget. But against the BMW M5 Touring and Audi RS 6 Avant Performance, the 2026 Mercedes-AMG E 53 Hybrid Wagon makes a convincing case as the comparatively attainable member of a very exclusive club.

It doesn’t match those ballistic wagons in outright power, but its combination of a turbocharged 3.0-liter inline-six and electric motor produces 577 horsepower. Mercedes quotes a four-second sprint to 60 mph, and its 41 miles of electric range give it another dimension beyond the usual fast-wagon formula. You can enjoy its performance on the weekend without necessarily firing up the engine for every weekday errand.

After spending time behind the wheel, I found a lot to love and some glaring issues. This is a quick, sophisticated wagon that makes carrying people and cargo feel considerably more special than it does in most SUVs. Unfortunately, the details that separate a desirable performance car from a great daily driver aren’t all here.

Exterior & Interior Styling – 9/10

The E 53 Hybrid Wagon looks great. It’s sleek, properly menacing, and even a bit sexy compared to the more brutalist M5 Touring. It certainly attracted attention during my time with it. One gentleman parked his C-Class next to it and ogled it for a few minutes. The AMG GT-style grille with the requisite frisbee-sized tri-star emblem look fantastic, flanked by curvaceous headlight clusters and big lower intakes. The body isn’t overstyled and retains the elegance of the E-Class while adding touches like black window surrounds, black multi-spoke wheels, and red brake calipers.

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I love the clean and steeply raked D-pillar that terminates in a simple but attractive rear end. The E-Class’s tri-star quad taillights, black quad exhaust tips, and sublte roof spoiler finish off the E 53’s Hybrid Wagon handsome exterior. I think it looks better, more cohesive than the sedan. People are definitely taking notice of these premium wagons, and it gives me hope in the return of the segment as a whole.

The cabin delivers a similarly strong first impression. It’s opulent, richly presented, and thoroughly committed to the idea that a modern luxury car should also serve as a technology showcase. My tester’s optional MBUX Superscreen gave the dashboard an especially elaborate appearance. For me, it’s a bit too much tech, but it certainly looks premium. More on that later.

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The materials inside the E 53 Hybrid Wagon are top tier. Rich suede and leather, matte wood, and high-grade metallic surfaces abound. Red stitching all over the cabin add to its sportiness, and there are even red seat belts. The only blunder is the use of piano black on the haptic feedback steering wheel controls, which have their own usability issues.

Technology, Controls, User Experience – 8/10

The standard display arrangement includes a 12.3-inch digital instrument cluster and a 14.4-inch central touchscreen. The optional MBUX Superscreen adds a 12.3-inch front-passenger display, creating a colossal digital presentation across the dashboard that almost totally dominates the cabin. The larger issue is how much interaction Mercedes routes through screens and touch-sensitive controls. MBUX’s menus are an improvement over the previous iteration, but basic adjustments still divert too much attention from the road.

An available 3D instrument display adds another layer of visual punch, although I didn’t notice it immediatley. The effect is difficult to convey in photographs because it’s something the driver experiences from behind the wheel. It looks slick, but it’s wholly unnecessary.

Climate functions are a good example. Accessing temperature adjustments and related settings requires tapping the lower portion of the display and working through the interface. It’s an unnecessarily involved process for something drivers should be able to manage with minimal distraction.

Audio controls are even more frustrating. There’s no conventional volume knob, and the touch-sensitive slider below the screen proved difficult to use precisely. Sometimes an input produced a larger change than I wanted; other times, it barely seemed to register. The small slider on the steering wheel wasn’t much better. A physical volume knob would improve the daily experience more than a massive display or an additional passenger display.

Comfort and Space – 8.5/10

A fast family wagon needs to handle the family shuttling as well as it handles highways and backroads. This is where the E 53’s appeal became diminished for me. The front seats are superb with the right balance of cushioning and bolstering. Adjustability is excellent, despite the door-mounted controls. The suede inserts are grippy, and the headrests move forward and back, a nice touch that adds another level of comfort.

The rear outboard seats are comfortable, but the space around them isn’t especially generous. With a front occupant taller than six feet, the person behind has limited room to stretch out. Rear legroom is 36.2 inches, accompanied by 37.6 inches of headroom. Those figures are comparable to the M5 Touring’s, but the RS 6 Avant offers more room in both measurements.The center position is the bigger disappointment. A substantial center tunnel and the rear climate-control console consume much of the available foot space.

My test vehicle also lacked heated rear seats. At nearly $112,000, that omission felt Merc was nickel and diming. I would give up the fancy speaker grilles just to have this. Buyers should verify availability on the specific model year and vehicle they’re considering rather than assume a six-figure sticker means you automatically get this.

Cargo space is more than commendable in the E 53. It’s not as capacious as a GLE SUV, but it’s solid with 33.1 cubic feet behind the rear seats and up to 64.6 cubic feet with them folded. More important than just the numbers, its low, wide load floor makes loading heavy items and reaching farther into the compartment easier than in a taller SUV. The rear-seat accommodations might require some compromises, but the cargo area delivers the everyday versatility that makes this fast wagon so appealing.

Driving Experience – 9/10

The E 53 is quick and maneuverable. It doesn’t scare you the way the 717-hp BMW M5 Touring does, but the 577 horsepower from its inline-six and electric motor delivers performance that lands between composed and nutty. The transmission shifts quickly, and the car gets to 60 in four seconds. That’s properly quick, and the brakes are progressive and strong.

The combination of adaptive suspension, rear-axle steering, and all-wheel drive gives this wagon the ingredients for an engaging, daily manageable driving experience. It offers a persuasive alternative to an SUV for someone who also wants to fun behind the wheel. The E 53 Hybrid Wagon more than delivers. The quoted 41 miles of electric range is a boon for commuters, and that range is real. I was able to extract almost 40 miles before the battery was depleted.

Final Verdict – 8.75/10

The 2026 Mercedes-AMG E 53 Hybrid Wagon gets close to being the complete package. It’s fast, visually stunning, luxurious, and capable of handling some everyday driving on electricity. Against its high-performance wagon rivals, its lower starting price makes it even more appealing. But “less expensive” doesn’t mean inexpensive, and a nearly $112,000 test vehicle still invites more scrutiny beyond its performance and looks. It has to be family-friendly and quick to operate. It seems all three premium superwagons could use a lesson here. That said, the E 53 Hybrid Wagon is a worthy member of the German triumvirate, and I’d rather it exist with flaws than not exist at all.

The second-generation Mercedes-Benz GLB made its world premiere earlier this year. Now based on the redesigned CLA four-door coupe, it combines the combustion-powered and electric versions into just one model, retiring the EQB nameplate. Given that the CLA has seen a great deal of success and received accolades along the way, Mercedes would like to replicate that with this compact crossover.

From what we’ve gathered, the all-new GLB will make its way to U.S. showrooms in the fourth quarter of this year, so it should be on the way to dealer lots by now. It will first come as an EV as the single-motor GLB 250+ and the dual-motor GLB 350 4Matic, with the mild-hybrids to follow soon after. The spec of the mild-hybrid is yet to be determined, although the latest variant to be shown in Germany should provide some answers.

The GLB 250

Just unveiled in Germany is the GLB 250, and the lack of a ‘+’ symbol means it’s a hybrid model. At the moment, the European range consists of the 180, 200, 200 4Matic, 220, and 220 4Matic. That puts the 250 and 250 4Matic right at the top of the GLB’s combustion-powered roster.

Moving to specifications, it still uses a turbocharged 1.5-liter mill that’s internally known as the M252 LS. It’s the same block that powers the rest of the hybrid GLB range, but as the higher number suggests, it makes more power. For those who want to know the numbers, it’s 228 hp, while the 48v mild-hybrid setup offers up to 31 hp of assistance. Mercedes is rather proud of the fact that its electric turbocharger comes straight from its Formula 1 exploits.

Coming to America?

It’s also rather interesting that it’s the GLB that got the higher number designation first ahead of the smaller and presumably sportier CLA. It’s unknown if the 250 will be applied to the four-door coupe eventuall, but what we do know is that the 220 will make it to America.

At the time Mercedes-Benz USA released initial details for the GLB, it simply mentioned that it will come with the aforementioned 1.5-liter hybrid, but did’t state a specific version. At the time, the safe bet was the 220 4Matic, but now that the 250 has been announced, it’s quite possible that the U.S. version will be offered with this engine. It’s worth pointing out that the 220 makes 188 hp plus up to 30 hp from the mild-hybrid system, but extra horses in the 250 should come in handy for anyone interested in it.

For the longest time, Honda has sworn by its mechanical all-wheel drive systems. Even as more of its cars have shifted to hybrid power, the AWD models still sent power to the rear wheels via a mechanical connection. Many of its competitors have since adapted to an e-AWD system wherein a rear motor takes care of waking up the rear wheels.

But that may soon change as the company has announced that it will soon build its very first e-AWD system. It’s all part of the brand’s next-generation hybrid system, simply called Honda Hybrid. In its own words, the system has already been developed, so we can expect this to be applied to the next wave of models coming soon.

More AWD Hondas Coming Soon?

Honda has typically offered all-wheel drive versions of its non-crossover/SUV in its home market, but it hasn’t been the case for the rest of the world. That said, it now appears the e-AWD system is likely to be applied to global models, as this latest development was announced in Honda’s plans for the world.

At the moment, Honda says it’s for midsize vehicles, but we wouldn’t be totally surprised if it appears on smaller models down the line, given its more compact layout. With the driveshaft gone, it should also free up more space in the cabin, as well as offer even larger cargo capacities.

But aside from packaging advantages, this system should give Honda hybrids even better fuel economy. There will be less energy used to spin the heavy driveshaft, and the light electric motor will simply draw energy from the battery to power the rear wheels. Honda also claims more immediate throttle response and all-wheel drive activation with this setup.

Potential Applications

Given that Honda mentioned midsize models, one thinks of its midsize crossovers getting this new bit of kit first. The thing is, the company wants people to take its Trailsport models more seriously, so we doubt that it will replace the clever VTM-4 system that’s currently in place. Instead, we turn our attention to the less off-road-oriented models for this.

The first car we think that can use this e-AWD system is the next-generation Odyssey. Right now, the minivan isn’t available with all-wheel drive, let alone a hybrid system. Those are things its main rival, the Toyota Sienna, has, and it would be a good move to do that for future versions of the family van. There’s also the Accord that also isn’t available with all-wheel drive at the moment, and having that should make it a good match for the all-wheel drive Camry hybrid.

Of course, the e-AWD system could stand to benefit many more cars in the Honda lineup. The new-generation CR-V is a strong candidate to get it, as well as the HR-V and the rumored Accord Crosstour wagon. While we’re at it, this could also work in the Civic to go head-to-head with the Corolla Hybrid AWD. We’ll find out soon enough once the new wave of Hondas start coming in.

The Onyx Touring starts at $51,995, adding premium paint and destination takes it to nearly $54,000 before taxes. At this price, buyers should demand more than familiar Subaru virtues and blacked-out trim. A closer look at the three-row SUV segment shows more appealing options this price point.

What Does the Ascent Give You?

The Onyx Edition Touring is more than an appearance package. It adds black exterior details and 20-inch black wheels, along with Nappa leather upholstery, navigation, Harman Kardon audio, and a panoramic moonroof. Its seven-passenger configuration includes second-row captain’s chairs. This is Subaru’s family SUV with more stealth and more luxury.

Nevertheless, the underlying mechanical package won’t blow your hair back. Every Ascent gets one powertrain: a 260-horsepower turbocharged 2.4-liter four-cylinder and continuously variable automatic transmission. The Onyx Edition Touring returns an EPA-rated 21 mpg combined. Neither its output nor its efficiency provides an especially persuasive reason to spend this kind of money when there are better choices out there.

The Subaru still deserves consideration for those who love the brand and the accompanying safety and standard all-wheel drive. But those strengths don’t automatically make its most expensive version the smartest purchase.

Toyota Grand Highlander Hybrid Limited

The Grand Highlander Hybrid Limited trounces the Ascent in the fuel efficiency department, for starters. the Grand Highlander Hybrid earns an EPA-estimated 34 mpg combined. That’s a substantial improvement over the Subaru’s 21 mpg. For families piling on school-run, commuting, and vacation mileage, the difference adds up quickly. It’s reason alone to move away from the gas-only Ascent.

This near top-trim Highlander Hybrid Limited’s starting price is $53,110, and the total comes to $54,705 with destination. Its standard equipment set is comprehensive for this price and comes with the right equipment to go toe-to-toe with the Ascent Onyx Edition Touring. All-wheel drive, 20″ wheels, leather seats, heated/ventilated front seats, heated second row outboard seats, tri-zone automatic climate control, a JBL premium sound system, and the list goes on.

The Grand Highlander Hybrid Limited’s 12.3″ is larger, and its interface is more modern with better responsiveness. The Ascent also lacks the superb switchgear found in the Grand Highlander, one of its standout benefits. On top of that, the Toyota also supplies 20.6 cubic feet of cargo room behind its third row, compared with the Ascent’s 17.8. That additional space is particularly useful when passengers occupy every row and folding seats isn’t an option. Total cargo space in the Grand Highlander is 84.3 compared to the 75.6 in the Ascent. It’s more family-friendly and road trip ready.

Honda Pilot TrailSport

If the Ascent Onyx Edition Touring’s dark trim appeals to your outdoorsy side, the Honda Pilot TrailSport puts considerably more substance behind it’s blackened trim bits. Honda’s current configurator lists the 2026 Pilot TrailSport at $50,595 before its $1,595 destination charge, bringing the starting total to $52,190. That undercuts the flagship Ascent trim by a couple grand, while preserving standard AWD and seven-passenger seating.

More importantly, the Pilot TrailSport includes 18″ alloy wheels, all-wheel drive, all-terrain tires, an off-road-tuned suspension, two skid plates, a multiview camera system helps with TrailWatch, and recovery points, These are functional upgrades, not simply visual suggestions of adventure. Creature comforts that come standard include rugged synthetic leather with orange stitching, heated front seats, a 12.3″ color infotainment touchscreen, 2nd row sunshades, 2nd-row Captain’s Chairs, tri-zone automatic climate control, wireless Apple CarPlay/Android Auto, and a CabinTalk intercom system.

A 285-horsepower V6 and 10-speed automatic provide another benefit for buyers who would rather skip the Subaru’s turbo-four/CVT combination. The Pilot isn’t the fuel-saving choice here, but it offers a more satisfying driving experience and off-road capability that the Ascent can’t match.

Hyundai Palisade XRT Pro

The redesigned 2026 Palisade XRT Pro offers another way to buy a family SUV with an outdoors-oriented personality. The styling is more rugged and more cohesive than the Ascent’s and it looks significantly more modern thanks to its full redesign for the 2026 model year. Its $50,170 base price plus $1,600 freight comes to $51,470 total, well below the Ascent Onyx’s $54,000. The Palisade XRT Pro comes standard with a 287-horsepower V6 mated to an 8-speed automatic transmission, all-wheel drive, Terrain Mode Select (Mud, Snow, Sand), and Tow Mode. Hyundai backs the styling of the XRT Pro with all-terrain tires and increased ground clearance.

In terms of interior tech features, the Palisade XRT Pro handily beats the Ascent with a responsive and cutting-edge 12.3″ touchscreen and matching instrument display, and a 14-speaker Bose premium audio system. The Palisade also offers 43 inches of 2nd row legroom and 32.1 inches of third row legroom, more than both rows in the Ascent. 19.1 cubic feet behind the third row and 86.7 cubic feet with both rows folded flat, giving it a luggage-space advantage over the Subaru.

Final Thoughts

Ultimately, the Ascent Onyx Edition Touring makes sense for someone who specifically wants a fully equipped Subaru. The price, however, is hard to justify when these three alternatives provide more modern styling, more interior space, and more convincing standard feature sets. Toyota offers stronger efficiency, Honda supplies more purposeful trail hardware, and Hyundai delivers rugged appeal at a lower starting price. At $54,000, brand loyalty feels like a cruel mistress for a model that needs a redesign.

Toyota Sienna Hybrid: Why and How a Recall Began

The NHTSA recall report explains the issue in detail and says that the vehicles in question have an integrated seatbelt with a pretensioner that quickly retracts during high-speed frontal crashes, securing the passenger. The seatbelt systems feature an outboard recliner that uses interlocking teeth to secure the belt, and when the pretensioner deploys, it creates oscillation between the cam and pawls within this recliner mechanism. In certain scenarios – with variables including the type of crash, the seat back’s position, and pretensioner deployment times – this oscillation can allow the cam to rotate. If this happens, the recliner mechanism disengages from the locked position, and that can have obvious negative consequences. But despite this issue appearing across multiple model years, it was only discovered last year. Fortunately, it was discovered by Toyota, not an extremely unlucky buyer.

Related: The Best Minivans for 2027: Four Contenders, One Clear Winner

Over the course of January to November 2025, Toyota says it was conducting sled testing using a modified seatbelt and second-row seat assembly with an eye to finding improvements for future seats when certain tests revealed the disengagement of the rear seatback’s outboard recliner mechanism. This led to an investigation that ran from December 2025 to August of this year. More sled testing was conducted, during which Toyota found that internal friction affected the recliner. Yet more testing was undertaken, and the automaker began field recoveries to assess how Sienna second-row seat assemblies being used every day were performing. Over September and October, Toyota conducted crash tests to validate the results of sled testing, and that’s when it discovered the issue and began the process of initiating a voluntary recall.

What Toyota Sienna Owners Need to Know

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Dealers have already been informed of the impending Toyota Sienna recall, but owners will only be notified of a remedy in December. When the remedy is ready, Toyota Siennas must be brought to dealers for assessment, and most vehicles will need nothing more than an updated SRS ECU software file to better control the pretensioner. However, roughly 200 2022-2025 Sienna Hybrid minivans will need their two second-row seatbacks replaced with new components featuring a different recliner mechanism. Whichever group owners fall into, a dealer visit is necessary, and the fix will be applied at no cost.

Its bigger brother, the Mazda6 (above), hasn’t been built since 2021. Its disappearance can be lumped together with the demise of so many midsize family sedans at the hands of the ubiquitous crossover. But sedans are coming back to the American landscape, as seen in sales increases for some models. Automakers such as Ford, GM, and Stellantis are considering bringing midsize sedans back into their ranks. When the Mazda6 left our shores, it was considered one of the most stylish, best-appointed, and most fun to drive mainstream sedans.

China Has an Electric Mazda 6e

Although Mazda no longer builds the 6 for the U.S. market, they did build an all-electric Mazda 6e, a stylish and practical five-door hatchback. With whiffs of the last gas Mazda6, the 6e has rear-wheel drive and 258 horsepower from a 78-kWh batter. It blends Mazda’s signature evolved Kodo design and driver-focused philosophy with the efficiency and refinement of an all-electric powertrain. It also introduced an SUV version, named the Mazda CX-6e.

The biggest reason the Mazda 6e (and the CX-6e) isn’t sold in America comes down to a combination of market strategy, tariffs and the now much smaller sedan market. The 6e was developed in partnership with Chinese automaker Changan and is manufactured through that collaboration, making it subject to high U.S. tariffs on Chinese-built vehicles. Mazda is focusing its EV efforts in Europe, Australia, and China, and the Changan partnership makes that possible. However, these China-built models are unlikely for North America due to the aforementioned import tariffs.

A Mazda EV Won’t Arrive Here Anytime Soon

Mazda is a bit gunshy about brining a new EV to the U.S. market after the abysmal failure of its first and last EV, the MX-30. It arrived on our shores in the U.S. for the 2022 model year with unique hatchback styling, short suicide rear doors, a minimalist cabin and eco-conscious materials. Despite its premium feel and fun driving dynamics, the MX-30 eluded success because its 35.5-kWh battery provided a paltry 100 miles of range, while its starting price of around $35,000 made it even tougher to swallow.

Mazda sold only 181 examples in 2021, 324 in 2022 and 100 in 2023. It died after two years on the market, and it hasn’t built a replacement. The MX-30 survived in overseas markets, where a range-extending version paired an electric motor with a rotary engine generator, offering a somewhat unorthodox solution to its weak range. Mazda’s EV plans have been delayed for at least a couple of years more.

What a New Mazda6 Could Look Like

Mazda makes some of the most attractive vehicles on the planet, and they certainly lean toward more premium styling, most notably on its CX-90 and CX-70 SUVs. A new 6 sedan could borrow some of their Kodo “soul of motion” design elements like thin headlights, sweeping body lines, slab doors, and curvaceous fenders, while retaining the aerodynamic shape of the original Mazda6.

Any successor to the last Mazda6 has to do a lot really well. The 2021 Mazda6 Grand Touring was powered by a turbocharged 2.5-liter four-cylinder engine paired with a six-speed automatic transmission and front-wheel drive. The top trim delivered 227 horsepower and 310 lb-ft of torque on regular 87-octane fuel, increasing to 250 horsepower and 320 lb-ft with premium 93-octane gas. Fuel economy was 26 mpg combined. It also had ample rear legroom and cargo space, to the tune of 38.7 inches and 14.7 cubic feet, respectively,

A new Mazda6 could get up to three choices when it comes to power, and Mazda doesn’t have to go very far to get them. Its current 3.3-liter turbocharged inline-six is already offered in the CX-90 with 48-volt mild-hybrid assistance. It’s good for 280 horsepower in standard form or up to 340 horsepower on premium fuel. Paired with an eight-speed automatic and rear-biased all-wheel drive, it would give the Mazda6 the performance and refinement to complement its sleek exterior and upscale cabin. Such a configuration would require an appropriate longitudinal-engine platform, however, rather than a straightforward update of the previous Mazda6.

Of course, a modern family sedan needs to offer a hybrid, and the brand’s 2.5-liter Skyactiv-Z four-cylinder and proprietary hybrid system is coming to the current CX-5 in 2027. It would also present a significant engineering and cost question: the architecture best suited to an affordable four-cylinder hybrid might not be the one best suited to a longitudinal inline-six solution.

A plug-in hybrid would offer another compelling and efficient option. The CX-90 PHEV combines a recently revised and smoother powertrain using a 2.5-liter four-cylinder engine, an electric motor, and a 17.8-kWh battery to deliver 323 horsepower and 369 lb-ft of torque. Adapting that setup to a sedan could provide electric commuting capability alongside gasoline-powered long-distance flexibility, although battery placement, curb weight, trunk space, and seating height would need careful consideration. Its performance and electric range would also need to be established for the sedan rather than assumed from the SUV.

Final Thoughts

As some automakers are planning to bring sedans back into their lineups, Mazda could benefit from a modern 6 sedan, especially if it makes use of their current gas and hybrid powertrains. Many car buyers lament the disappearance of the last Mazda6, and many used models still roam American roads. Honda and Toyota hybrid midsize family sedans are doing quite well, and Mazda needs to strike while the iron is hot. It would, undoubtedly, be one of the freshest and most stylish sedans on the market.

The hybrid SUV has become one of the quintessential vehicle choices for thousands of Americans. SUVs have always been versatile, but economy often had to take a back seat. Hybrid SUVs mean buyers don’t have to choose, as these vehicles provide excellent efficiency with plenty of space. Electrified SUVs cover a broad price spectrum, so we’ve narrowed down our choices by focusing on efficiency, practicality, and value. We’ll also consider our reviews of these vehicles along with manufacturer-supplied specifications. Here are our picks for 2027’s best hybrid SUVs.

Related: Hybrids Are Beating EVs Where It Matters Most: Your Wallet

Winner: Hyundai Palisade Hybrid

The Hyundai Palisade Hybrid isn’t the most efficient, biggest, or cheapest hybrid SUV, but it strikes such a brilliant balance between all these attributes that it’s impossible to ignore. One look at the Palisade confirms it’s not your average mainstream crossover—it looks and feels like a premium product, inside and out.

While the standard V6 model is rather thirsty and a tad sluggish, the Palisade Hybrid solves both those problems in one go. Its 2.5-liter turbocharged four-cylinder engine and electric motor produce 329 horsepower and 339 lb-ft of torque combined. A smooth six-speed automatic pairs well with the hybrid system. The Palisade Hybrid is responsive off the mark and remains quiet. 

Efficiency is what this spacious three-row SUV is all about. With front-wheel drive, the EPA estimates best gas mileage numbers of 33/35/34 mpg city/highway/combined, while all-wheel-drive versions get 29/30/29 mpg. The non-hybrid V6 is far behind at 21 mpg combined—and that’s for the most efficient FWD variant.

The Palisade is one of the most comfortable three-row SUVs around, both in the way it rides and in how accommodating all three seating rows are. Tech is plentiful, while top trims will rival some luxury brands with their finishes, including Nappa leather. We did have one safety concern, which relates to the forceful folding mechanism of the back seats. Parents with smaller children should take care with these seats.

Starting at just over $44,000, the Palisade Hybrid is quite a bit pricier than the V6, but it’s well worth the extra cost. It’s an outstanding all-round SUV.

Palisade Hybrid Pros

• Quicker than non-hybrid V6 model
• Much more economical than V6, too
• Upscale design
• Good passenger and cargo space
• Plenty of features

Palisade Hybrid Cons

• Power-folding back seats can be a safety hazard
• Top trims are expensive
• Not the sportiest SUV to drive

Palisade Hybrid Ratings

• Efficiency: 4/5
• Practicality: 4.5/5
• Value: 4.5/5

Who’s It For?

The Palisade Hybrid is a top-class family vehicle for anyone who doesn’t want to compromise on performance or economy. 

Recommended Trim

At $47,520 (2026 pricing), the SEL Premium trim level comes with upscale features like a surround-view monitor, a heated steering wheel, and heated/ventilated seats in the first two rows. It’s comfortable and classy without jumping to the Limited, which costs over $50,000.

Related: 2026 Hyundai Palisade Hybrid First Drive, Here’s My Honest Review

Runner-up 1: Toyota RAV4 Hybrid

Toyota switched to an exclusively hybrid powertrain lineup for the current generation of the RAV4. It was a bold strategy, making this one of the first compact crossovers to dispense with a non-hybrid base model.

The standard RAV4 hybrid has a 2.5-liter four-cylinder engine. Together with an electric motor, it produces 226 hp combined with FWD and 236 hp with AWD. A plug-in hybrid version with 324 hp is also available, which gets standard AWD. Regardless of the variant, the transmission is a CVT.

Efficiency is exceptional. The FWD standard model gets 47/40/43 mpg city/highway/combined and a 624-mile range on a full tank. With AWD, the RAV4’s figures are up to 46/39/42 mpg. Even the thrifty Honda CR-V Hybrid (up to 40 mpg combined) can’t match the RAV4, and the same applies to hybrids from Mazda, Kia, and Hyundai. The RAV4 PHEV has an all-electric range of 52 miles, yet it’s also one of the quickest compact crossovers around.

We found the hybrid powertrain delivers punchy performance, even if it’s not the quietest engine in its class. It pairs well with secure handling and a comfortable ride. Size-wise, the latest RAV4 is similar to the old one, so four adults will be perfectly comfortable. The new infotainment system is easy to use, too.

Starting at $31,900 for 2026, the RAV4 is much cheaper than the CR-V Hybrid. It doesn’t blow the competition away, but by being above average in most respects, the Toyota should once again resume its status as the best-selling SUV in America.

RAV4 Hybrid Pros

• Standard hybrid powertrain is highly efficient
• RAV4 PHEV is a hot performer
• Roomy passenger and cargo space
• Competitively priced relative to compact hybrid rivals
• Many standard and optional features

RAV4 Hybrid Cons

• Cabin looks a bit dreary on certain trims
• Four-cylinder engine isn’t the quietest
• CR-V is better to drive

RAV4 Hybrid Ratings

• Efficiency: 5/5
• Practicality: 4/5
• Value: 4/5

Who’s It For?

The Toyota RAV4 Hybrid tries to do it all—and mostly succeeds. Whether you need an economical commuter, a practical SUV, a mild off-roader, or performance to scare some sports cars, the RAV4’s expansive lineup offers it all. 

Recommended Trim

We chose the RAV4 XLE Premium as the sweet spot in the lineup. It starts at $36,100 for 2026, so may be closer to $37k for the 2027 model year. It adds welcome extras like SofTex upholstery, a power liftgate, and wireless charging, without seriously compromising the SUV’s value proposition.

Related: I Drove The 2026 Toyota RAV4 GR Sport Plug-In Hybrid, Here’s My First Drive Review

Runner-up 2: Kia Sportage Hybrid

Another compact crossover makes our list of best hybrid SUVs. Very nearly as economical as the RAV4, the Kia Sportage Hybrid also has more standard power at a lower price, while introducing some design flair to the segment.

Facelifted for the 2026 model year, the Sportage Hybrid wears a fresh grille and updated headlights. It’s just as snazzy inside, with more interesting shapes than in a RAV4 or CR-V, without compromising usability.

This Sportage comes with a 1.6-liter turbocharged four-cylinder engine. Combined, the hybrid system makes 232 hp and 271 lb-ft of torque. Unlike the RAV4, it has a conventional six-speed automatic; the defined shift points provide a more engaging driving experience and helps reduce engine drone. Kia offers FWD and AWD drivetrains, with the former returning 41/44/42 mpg; it’s significantly more efficient than the RAV4 in highway driving.

Kia also offers a Sportage PHEV with 268 hp and a 33-mile all-electric range. 

In our drive of the regular Sportage Hybrid, we greatly appreciated its hushed interior, comfortable ride, and outstanding rear-seat space. It stops short of being a sporty drive, though, due to a fair amount of body roll.

At a starting price of $30,490 for 2026, it undercuts the RAV4 on price. It also has a superior warranty, a more stylish design, and more space.

Sportage Hybrid Pros

• Decent power, brilliant efficiency
• Smooth automatic transmission
• High-tech interior
• Spacious rear seating and trunk
• Low base price

Sportage Hybrid Cons

• Quicker than non-hybrid Sportage, but still a bit dull to drive
• PHEV model outclassed by RAV4

Sportage Hybrid Ratings

• Efficiency: 4.5/5
• Practicality: 4.5/5
• Value: 4/5

Who’s It For?

Buyers looking for a compact crossover that prioritizes refinement, efficiency, and comfort will love the Kia Sportage Hybrid. 

Recommended Trim

At $33,790 (2026 pricing), the Sportage Hybrid EX ticks all the right boxes. It’s still well-priced, but benefits from extras like imitation leather upholstery, heated front seats, wireless phone charging, and a smart power liftgate. 

Related: 2026 Kia Sportage Hybrid First Drive, Here’s My Honest Review

Honorable Mentions

Kia Telluride Hybrid

The Kia Telluride Hybrid has the same 329-hp powertrain as the Palisade Hybrid, but current pricing makes the Kia the more expensive of the two. In a comparison of the two SUVs, we also found the Palisade’s third row to be more comfortable than the Kia’s. Beyond that, the two vehicles are extremely closely matched, and deciding between the two will likely come down to brand preference or which design you prefer.

Hyundai Tucson Hybrid

If you haven’t been able to tell by now, we rate Korean hybrid SUVs highly. The Tucson Hybrid is another very strong contender and is the Kia Sportage’s corporate cousin. The Kia is quite a bit more economical, though, which is the main reason it gets the nod over the Hyundai, not that the Tucson’s 38 mpg combined is poor. The Hyundai has similarly generous interior space, a fantastic warranty, and plenty of equipment.

Honda CR-V Hybrid

The Honda CR-V Hybrid deserves a place on anyone’s shortlist. It’s roomy, efficient, and refined, although its 40 mpg combined rating falls just short of the Sportage and RAV4. The same goes for its output, but the 204-hp powertrain feels quite responsive. Unlike most other hybrids, an electric motor powers the wheels directly most of the time, with the engine acting as a generator. Together with above-average handling and a smooth CVT that simulates gearshifts, it’s among the best hybrid crossovers to drive. Unfortunately, even the base model costs over $35,000.

Hyundai Santa Fe Hybrid

Starting at an estimated $37k for 2027, the Santa Fe Hybrid is a much more affordable hybrid three-row crossover than the Palisade. No, it’s not as plush inside or as practical in the third row, but the squared-off design frees up loads of cargo space. It makes 231 hp combined, so performance is reasonably responsive, while the best EPA rating is 36 mpg combined for the FWD variant. If you only occasionally need the third row, this is an excellent choice in the hybrid SUV class.

Conclusion

There is now a wide range of hybrid SUVs on the market. Some have two seating rows and some three, while you can choose between normal hybrid power and powerful plug-in versions. In general, buyers get to enjoy family-friendly cabin space with the butch look of a proper SUV and the efficiency of a much smaller car. The Hyundai Palisade Hybrid is unbeatable in combining these qualities into a single package, but every hybrid SUV on our list boasts exceptional economy.

Related: I Review the 2026 Hyundai Palisade Calligraphy AWD Hybrid With My Family In Mind.

Winner: Toyota Camry Hybrid

The latest Toyota Camry lineup is filled exclusively by hybrids, and that was a risk. The Camry is one of the most popular nameplates in the world because it’s simple, reliable, and well-built, so its transition to hybrid power needed to ensure that none of those characteristics were lost. With the new Camry, the styling is far sportier and more interesting, but it’s still related to older Camrys. More importantly, the interior design focuses on function first, with climate functions handled by physical controls despite the presence of a large touchscreen. The cabin is also spacious and comfortable, even on longer drives, helped by better sound deadening. So the car is decent, but how about the powertrain?

The Cmary gets Toyota’s latest hybrid setyp, with a naturally aspirated 2.5-liter four-cylinder Atkinson Cycle engine paired with an electric motor, making 225 horsepower in total with front-wheel-drive models (EPA estimates are 52/49/51 mpg on the most efficient trims, dropping by 1-2 mpg with AWD and into the mid-40-mpg range on sportier trims with bigger wheels). Opt for the electronic on-demand all-wheel-drive setup, and a second motor is added to the rear axle, raising overall output to 232 hp. Power is delivered through an e-CVT, but don’t let that put you off – this car is quiet and smooth. 0-60 mph takes around 7 seconds, so performance isn’t particularly urgent, but if you’re looking for a hybrid that gets the basics right without feeling compromised, the Camry is a no-frills machine with an advanced but simple powertrain that should prove highly reliable. When the time comes to sell, Toyota’s reputation means strong resales will be possible.

Toyota Camry Hybrid Pros

• Excellent fuel economy across all trims
• Sporty styling means the Camry is shedding its ‘boring’ image
• Comfortable and spacious cabin with physical switchgear
• Comprehensive safety suite comes standard
• AWD is available

Toyota Camry Hybrid Cons

• No gas-only option might put off some buyers
• Handling is comfort-oriented, not sporty
• Higher trims begin to look pricey

Scores:

Efficiency: 4.5/5

Value: 4.5/5

Practicality: 4/5

Who’s It For?

The Camry is not aimed at the enthusiast, but that’s a good thing. It’s the ideal car for someone who needs space, comfort, and simplicity. It’s competitively priced, costs very little to run, and won’t fall apart. In a nutshell, it’s a car that is good at just being a car – no fuss, no frivolity.

Recommended Trim

We recommend the mid-range XLE FWD. Unless you need traction on both axles, it’s got everything you need, with more comfort than the base LE trim without adding the sport suspension of some higher grades.

Runner-Up 1: Honda Accord Hybrid

The Honda Accord remains one of the automaker’s most popular products in the U.S., and the current generation is one of the biggest midsize sedans. The cabin is spacious and comfortable, and heated rear seats, normally reserved for more premium vehicles, are available at the top of the range. Physical controls complement a 12.3-inch touchscreen with Alexa Built-In on higher trims (9.0-inch screen on LX and SE trims), but let’s talk about the powertrain. The base Accord is available with a 1.5-iter turbocharged four-pot, but the hybrid gets a 2.0-liter naturally aspirated engine that works like a range-extender EV most of the time, with the front wheels powered by the electric motor.

This setup may be unusual, but the engine is geared to the wheels at freeway speeds, and the e-CVT simulates gear changes pretty well. 0-60 mph takes between 6.6 and 7 seconds, making the hybrid quicker than the regular Accord. As you’d expect, it’s also vastly more efficient – while the gas Accord has EPA estimates of 29/37/32 mpg on the city/highway/combined cycles, the Accord Hybrid returns 51/44/48 mpg in EX-L form, dropping to 46/41/44 mpg with 19-inch wheels. In summary, the Accord Hybrid is one of the biggest midsize sedans around, with good acceleration, a well-built interior, and excellent gas mileage.

Honda Accord Hybrid Pros

• Outstanding fuel economy
• Spacious and comfortable cabin
• Strong yet frugal powertrain
• Surprisingly fun driving experience
• Numerous standard safety features

Honda Accord Hybrid Cons

• Rear visibility is less than stellar
• Some hard plastics in the cabin make the car feel slightly cheap
• No AWD option
• Relatively dull styling

Scores:

Efficiency: 4/5

Value: 4/5

Practicality: 4/5

Who’s It For?

The Camry is a better all-rounder but the Accord feels bigger, and while its economy figures are slightly behind those of the Camry, the Accord is the more engaging driver. Its powertrain feels more powerful than it is, and we recommend the Accord to those who want their car to be a little more than an appliance. The bland styling isn’t as exciting as a Camry’s, but that may be ideal for some.

Recommended Trim

As usual, it’s the mid-range trim that seems to offer the best value, and we recommend the EX-L Hybrid. It adds leather upholstery and the bigger touchscreen without the efficiency penalty of larger wheels in higher trims.

Runner-Up 2: Honda Civic Hybrid

Those looking for an even simpler and more affordable hybrid may want to consider the Honda Civic Hybrid. This has a 2.0-liter naturally aspirated four-pot running on the Atkinson Cycle (181 hp) paired with two electric motors (181 hp) to deliver a combined 200 hp and 232 lb-ft of torque, directed to the front wheels through, you guessed it, an e-CVT. The Civic Hybrid is not blisteringly quick, taking between 6.1 and 6.6 seconds to get to 60 mph, but that’s still better than the gas-only Civic, which can take almost 10 seconds to get there. The hybrid is more responsive, and it feels eager without losing smoothness.

The EPA estimates that Civic Hybrid models will achieve up to 50/47/49 mpg on the city/highway/combined cycles (some trims only manage 50/45/48 mpg), matching bigger, more expensive alternatives. Speaking of size, the cargo area offers 14.8 cubic feet of volume in sedan form and 24.5 cubic feet with the hatchback, with the rear seats folding to allow bigger items; compared to the sedan-only midsize Camry and Accord, the compact Civic hatchback’s rear end is far more practical. Another boon is that the nameplate is always popular on the used market.

Honda Civic Hybrid Pros

• 200-hp powertrain delivers over 50 mpg
• Good handling with a smooth ride
• Spacious, solidly built cabin
• Numerous standard safety features
• Strong reliability and resale record

Honda Civic Hybrid Cons

• Base 7.0-inch touchscreen is small
• Road noise is noticeable
• Pricing is a little higher than some rivals
• Rear headroom is a problem for taller passengers
• No AWD

Scores:

Efficiency: 4.5/5

Value: 3.5/5

Practicality: 4/5

Who’s It For?

The Civic Hybrid is for the buyer who wants a compact car with character that doesn’t break the bank on the monthly fuel bill. It’s fun to drive, relatively good looking, and incredibly reliable, making it a great choice for anyone who needs a fuss-free daily driver that can bring IKEA purchases home easily.

Recommended Trim

We recommend a hatchback Civic for its increased practicality, and the Sport Hybrid is especially attractive, delivering good handling and slightly more interesting styling without exceeding $30,000.

Honorable Mentions

Toyota Prius

Available as either a mild-hybrid or a plug-in hybrid, the Toyota Prius remains an extremely popular choice, and with the latest generation, its styling has transformed from downright ugly to outright attractive. It’s well-made and, while not as athletic as a Civic, it’s still not dull to drive. The Prius delivers 57 mpg combined, and the Prius PHEV manages 127 MPGe with 44 miles of electric driving.

Hyundai Elantra Hybrid

The Hyundai Elantra Hybrid may have divisive styling, but with an industry-leading warranty, plenty of standard tech, and a 54-mpg combined rating, it’s hard to ignore. Unlike many rivals that use a CVT, the Elantra Hybrid has a six-speed dual-clutch automatic, and that means it’s more fun to drive than you might think. However, this DCT has drawbacks at low speed, where it can feel jerky or hesitant, and there’s considerable wind and road noise at highway speeds. Still, it’s got plenty of standard tech and will have good resale values.

Conclusion

These cars prove that having a hybrid does not necessarily mean driving something soulless, and without the hassle of plugging in every night, mild-hybrids are easier to live with than PHEVs. As electrification technology progresses and is democratized, more hybrids will be available, but the abovementioned cars show there’s already a great selection on offer, all with great gas mileage, strong resale, and good reliability. As a means of getting from point A to point B, an EV might be a better tool, but these hybrids get the basics right and build on them with comprehensive safety, useful tech, and decent driving dynamics, without the apprehension that all-electric mobility brings.

For years, industry experts criticized Toyota for refusing to pledge allegiance to an all-electric future. While rival automakers abandoned internal combustion to appease government regulators, the Japanese giant held its ground. Chairman Akio Toyoda consistently argued against forcing a massive, singular shift onto consumers, preferring a highly measured transition instead.

The automaker committed to a comprehensive multi-pathway strategy. This pragmatic approach means continuously investing in a diverse lineup of advanced gas engines, traditional self-charging setups, plug-in configurations, and hydrogen prototypes. Executives maintain that global mobility isn’t a one-size-fits-all equation given the vast economic differences across international markets. By refusing to follow the pack, Toyota firmly positioned itself as the industry’s ultimate pragmatist.

The Infrastructure Reality Check

The automotive industry’s initial EV euphoria crashed hard into the grim reality of public charging infrastructure. Early adopters quickly discovered that living with battery-electrics requires massive lifestyle adjustments, especially for those without dedicated home chargers. Range anxiety and dealing with broken public chargers rapidly soured the mainstream buyer pool on pure electrics.

Toyota recognized these inherent friction points long before its competitors. Management understood that forcing mainstream drivers into an entirely new ecosystem would create consumer blowback and cripple loyalty. By focusing heavily on self-charging combustion systems, the brand ensured buyers never stress over finding available plugs, avoiding the severe sales slumps currently plaguing dedicated electric brands.

Mastering the Middle Ground

While competitors treated electrification as a temporary compliance step, Toyota treated a standard Toyota hybrid as the mechanical destination for modern commuters. The company spent two decades continuously refining the complex planetary gearsets and regenerative braking technology that debuted with the Prius. Today, these gasoline-electric powertrains are seamless, mating ultra-reliable Atkinson-cycle engines with potent electric assistance.

That relentless engineering head start triggered an absolute hybrid buyer boom across the global market. Dealerships are struggling to keep Toyota hybrid models in stock, with waitlists stretching for months on popular utility variants. Everyday drivers are actively seeking out Toyota hybrids to secure significant fuel savings without plug-in anxiety, allowing the brand to corner the market’s most profitable segment.

Protecting the Supply Chain

Beyond consumer convenience, Toyota’s apprehension toward a fully electric transition is rooted in global economics. A battery-electric vehicle requires significantly fewer mechanical parts than an internal combustion engine. For a legacy automaker, abruptly killing internal combustion means devastating an intricate network of specialized parts suppliers, machine shops, and logistics partners.

Chairman Toyoda frequently emphasizes the critical need to protect manufacturing jobs globally. A sudden, industry-wide pivot would decimate these legacy roles and trigger massive economic instability in major manufacturing hubs. By slowly blending in hybrid technology alongside gas engines, Toyota ensures a sustainable, controlled transition that protects its extensive workforce and trusted third-party supply chain.

Shifting Market Tides

The past year served as a multi-billion-dollar wake-up call for automakers that went all-in on dedicated battery-electric platforms. Several legacy brands are quietly rolling back aggressive zero-emission timelines, slashing EV production, and desperately attempting to pivot back to internal combustion. They are bleeding heavily on electric vehicles that mainstream consumers simply do not want.

Meanwhile, Toyota is dominating the market with record-breaking profits on high-demand vehicles. Rivals are now scrambling to hastily reverse-engineer hybrid solutions to stop the financial bleeding, effectively attempting to play a game Toyota mastered twenty years ago. The brand’s refusal to be bullied by fleeting trends has solidified its position as the world’s most stable automaker.

Dipping a Toe in the EV Waters

Despite the financial success of its combustion lineup, the automaker isn’t ignoring the battery-electric segment entirely. Toyota is actively dabbling in fully electric vehicles through its dedicated bZ sub-brand. While the initial global rollout was notoriously rocky, the company is quietly learning from those early engineering missteps, knowing they must maintain a viable presence for buyers genuinely ready to switch.

To that end, the brand continues to broaden its lineup with upcoming zero-emission models. However, the boardroom mandate is clear: they aren’t dropping hybrids anytime soon. These pure electrics are strictly supplementary options within a much larger, diversified portfolio, rather than a replacement for foundational gasoline-electric technology.

What Buyers Actually Want

This entire mobility war comes down to mainstream consumer reception, and the raw sales data is impossible to ignore. Buyers are overwhelmingly voting with their wallets, choosing the absolute reliability of hybrid technology over the operational learning curve of pure electrics. They want immediate fuel economy benefits without sacrificing the fundamental freedom of the open road.

The numbers reflect this reality perfectly, with the brand’s electrified offerings now comfortably outselling gas models in major markets. Toyota has decisively proven that the transition to sustainable mobility doesn’t have to be a painful compromise. As long as public charging infrastructure remains an unpredictable mess, consumers will continue flocking toward the safety of a gas tank paired with an electric motor.

So it shouldn’t come as a surprise that Mini has never designed its own engine in its modern era under BMW. In fact, the 2000 Mini started with a Chrysler-developed Tritec engine, while the second generation used the Prince engine starting in 2006, an engine jointly developed by PSA (Peugeot-Citroën) and BMW during a short-lived technical partnership. The Prince was offered in 1.4 and 1.6L sizes with or without turbocharging, and would be used in countless Peugeot and Citroën models in Europe, as well as in entry-level BMWs, renamed the BMW N13 or N14 engine.

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None of these cars came to the U.S. But the second-generation R56/R57 Mini did, and this would be America’s first taste of the Prince as the Mini Cooper engine. This new BMW/Mini engine certainly had the credentials of an excellent engine on paper, with class-leading performance and economy potential; in fact, it would win its category for eight consecutive years from 2007 to 2014 in the International Engine of the Year Awards. The bottom end and basic construction were certainly robust, as the high-performance variants of this little 1.6L engine developed up to 267 hp in Europe. However, long-term durability was still an unknown quantity at this time.

The Honeymoon Was Soon Over

At first glance, the Prince was a modern, refined, and efficient compact engine, and soon, many examples of the first-generation Prince made it onto American roads under the hoods of 2000s Minis. But the problems soon started. The turbocharged engine had direct injection, so carbon buildup on the intake valves became a problem, as is the case with many direct-injected engines, but this was only the tip of the iceberg. The single-row timing chain was weak and soon stretched, eliciting a rattle from the cam cover and eventually destroying the chain guides and jumping teeth if ignored, with engine-ruining consequences if the valves contacted the pistons. To add insult to injury, the chain tensioner could also fail.

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Combined, the piston rings, positive crankcase ventilation (PCV) valve, and turbo seals all tended to let oil past, and oil consumption was a constant issue on these engines, along with all the engine-terminating damage that can occur if the oil level stays too low for too long. On top of that, the high-pressure fuel pump was unreliable and tended to fail, shedding debris that would spread throughout the fuelling system, necessitating a complete clean-out and rebuild of the system. The cooling system was also fragile, with water hoses and the plastic thermostat housing soon deteriorating and springing leaks.

Many of these problems would start as early as 60,000 miles. And with only the first and most unreliable versions of the engine ever found in the U.S. in Minis, Americans don’t have fond memories of it, having experienced it at its worst.

Like a Ghost From the Past, the Prince is Back

Nowadays, Minis run BMW engines, so we haven’t seen a Prince around these parts for a while, but then PSA and Fiat Chrysler Automobiles (FCA) merged to form Stellantis, and the Prince tagged along in the parts bin, lying in wait to see where it would be used next, if at all. Eager to replace the previous generation of the Jeep Cherokee, which had its life extended beyond its sell-by date and came with uncharismatic engines and a problem-prone 9-speed automatic transmission, Jeep turned to Toyota for a reliable hybrid system and to the Stellantis parts bin for an engine. You can see where this is going.

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In a separate story, we speculated whether the brand-new hybridized Jeep Cherokee now has a decent shot at being a genuinely reliable compact crossover with efficient and, above all, reliable Toyota hybrid tech under the skin and a beltless eCVT automatic – probably the most reliable type of automatic transmission you can get. The potential problem is that the Prince engine has been resurrected under its hood, and we don’t know if it will keep up its part of the deal. Stellantis’ statement reads that the engine has been “calibrated and validated for North American performance, regulatory, and customer requirements – including updates to software, drivetrain tuning, and thermal management”.

Does This Cloud Have a Silver Lining?

But does this marketing gobbledygook mean that the engine’s reliability problems have been fixed? To be fair, the Prince was improved throughout its life, and the first iterations up to around 2011 were by far the most problematic, with later engines getting a more durable timing chain and an improved PCV system. The problem is that the timing chain is still just a simplex – or single-row – item, and these rarely last a long time. The chain is stronger and a little wider now, with uprated guides and a redesigned tensioner, but it’s still a light-duty simplex chain, so it’s likely to remain a wear item that will need replacement far more frequently than typical duplex (dual-row) timing chains.

The weak piston rings have been redesigned, and the engine received new valve-stem seals to reduce oil consumption, while the PCV system was overhauled as well, with a better oil-separator system to filter oil vapors out of the inlet air and to reduce carbon buildup on the intake valves. But it’s still a direct-injected engine, and unlike many modern engines with dual injection that also have manifold injectors, the Prince is likely to suffer from the same carbon buildup on its intake valves as it ages, even if it’s perhaps now no worse than the class average.

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The cam follower on the high-pressure fuel pump was upgraded to a stronger steel to finally fix the HPFP issues, and thermal management was improved to better protect the engine and turbocharger. This whole system has now been revisited by Jeep for use in the new Cherokee, and should finally have the ample reserves required to handle the worst conditions, including off-road driving.

Final Thoughts

Where does this get us? Is the Prince finally the reliable modern engine the Cherokee needs to go with its dependable Toyota hybrid setup and reliable eCVT automatic? Well, Stellantis seems to have sorted out the major deal-breakers concerning oil consumption and the design of the piston rings, PCV system, and chain tensioner. However, the simplex timing chain is unlikely to be a lifetime item unless you religiously change the oil at short intervals, and owners will probably have to replace it periodically. And like similar items from other brands, the plastic thermostat housing will probably spring a leak as it ages.

Direct injection also means that carbon will build up on the intake valves over time, necessitating a cylinder head service at some point, and also causing the chain to wear faster, as direct injection does, making those shorter oil-change intervals even more important. The Toyota Dynamic Force engine typically used with hybrid systems in Toyota vehicles would probably have been a better bet for the Cherokee, seeing that it also has dual injection, which will keep the intake valves clean for far longer, but Stellantis felt it already had an efficient small-capacity turbocharged engine, so it went with that, which is understandable.

The latest iteration of the Prince engine is the most reliable one yet, but how well it will last in real-world driving in America, where people defer oil changes and where cars work hard in all types of conditions, is yet to be seen. Stellantis has upped the engine’s oil capacity to 5.0 quarts, up from around 4.5 quarts or less on older Prince variants, which will help with reliability, but the fact remains that this engine will likely continue to need strict, reduced oil changes to keep it reliable, and we think the factory’s 10,000-mile interval is too long. Hopefully, the oil-life monitor has been set conservatively. How will it all turn out? Time will tell.

Prices are U.S. MSRP before destination, options, taxes, and dealer charges. Economy figures apply to the configurations identified; towing requires appropriate equipment and compliance with vehicle and trailer limits.

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Starting Outside: Similar Footprints, Different Personalities

Both SUVs have stout, upright proportions that announce serious family duty. The Telluride measures 199.2 inches long; the Palisade is essentially the same size, with Calligraphy stretching to 199.4 inches. Neither offers an escape from the big parking space. Kia gives the X-Line a darker, outdoorsy presentation, and my Black Jade Green example wore that treatment particularly well. Hyundai’s Cast Iron Brown Pearl and brown upholstery reminded me more of the grand American family wagons I discussed in the original review, and despite its modern look, it takes on a more traditional, old-school sense of coziness.

Approach the doors, and Kia adds some theater with handles that extend automatically. Hyundai uses conventional pulls. The distinction changes the welcome as much as the appearance. The badges need decoding, too. Kia offers a hybrid X-Line, but the more specialized X-Pro is gasoline-only. Hyundai’s XRT Pro belongs exclusively to the V6 lineup. Both hybrids have 7.4 inches of clearance, so the Kia’s adventurous styling doesn’t offer a clearance advantage; it’s just a bit more provocative to look at.

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Hop Inside: Hyundai Feels More Traditionally Luxurious, Kia Feels Sporty And Modern

The Telluride organizes its displays and physical controls into a cohesive dashboard. Prestige trim adds engineered-wood accents and a suede-look headliner, giving the cabin visual warmth and enough detail to reward a closer inspection.

The Palisade uses a broad horizontal dashboard and a substantial center console, with open storage beneath. Follow that console forward, and physical switchgear remains within reach. Its layout feels like a well-furnished room, complete with useful places for the belongings its occupants inevitably bring aboard. An important difference between the two SUVs is their use of materials: Palisade Calligraphy offers Nappa leather seating surfaces, while Telluride Prestige uses synthetic SynTex and SynTex suede trim. Buying the Kia’s upper trim doesn’t get you genuine leather. Personally, I preferred the Hyundai’s more traditional luxury, but the upholstery distinction gives buyers something concrete to consider alongside my own subjective impression.

Try The Features: Two Charging Pads Or A Built-In Dashcam?

Both SUVs supply a 12.3-inch infotainment touchscreen and wireless Apple CarPlay and Android Auto. Kia uses Meridian for premium audio, while Hyundai uses Bose, each with 14 speakers. Kia supplies two wireless charging pads, while Hyundai provides one with a cooling fan. Two people can charge compatible phones wirelessly in the Telluride without arguing over whose battery is lowest.

Hyundai counters with an available factory dual-camera dashcam and a UV-C compartment in the console, features absent from Kia’s published U.S. equipment list. The integrated camera interests me more than the sanitizing compartment, especially if it saves me from installing another device. Both hybrids also offer Stay Mode, which lets you use cabin systems while parked.

Move Into The Rear: Count Seats, Then Try Them

If you need eight seats, the choice is obvious: Hyundai offers that configuration on lower hybrid trims. The U.S. Telluride Hybrid lineup seats up to seven, with second-row captain’s chairs. Palisade Calligraphy also seats up to seven. Both offer heated and ventilated second-row seating, but the finer amenities require attention. Kia puts second-row Relaxation seats and heated outboard third-row seats in the optional Executive Package on Prestige trims. Hyundai includes second-row Relaxation seating and third-row heating on Calligraphy. The right seat demonstration can therefore mean different things for the final bill.

However, climb into the third row, and the luxury-car facade becomes a bit less convincing. The space is cramped for adults, but adequate for small children. Heating can make a small seat warmer, but it can’t make it bigger. I would reserve these seats primarily for tiny tots or very occasional adult use. Both SUVs claim up to 32.1 inches of third-row legroom. The directly competing 2026 Toyota Grand Highlander lists 33.5 inches, while the larger 2026 Ford Expedition offers 36.5 inches in its standard seating position, meaning some rivals in this segment offer better third-row legroom without needing to jump to a full-size SUV. Seat height, foot space, and second-row position also affect comfort, but families regularly carrying adults in every row should spend meaningful time back here before buying.

Open The Liftgates: Kia Carries More

The Telluride provides 21.3 cubic feet behind its third row, versus the Palisade’s 19.1. Its advantage continues as seats fold: 47.7 cubic feet behind the second row and 88.3 overall, compared with Hyundai’s 46.3 and 86.7. The space available with everyone aboard is the most consequential difference. Families can’t always fold another seat to accommodate more luggage. Kia also adds a folding luggage table with cupholders, giving you a useful surface at the tailgate.

Towing gives the Telluride another advantage: 4,500 pounds against the Palisade Hybrid’s 4,000, properly equipped. Buyers whose loaded trailer falls between those limits have a concrete reason to favor the Kia. Payload, passengers, luggage, and the required towing equipment still factor into that calculation.

Take A Drive: Matching Output, Different Feel

These SUVs’ matching horsepower and torque figures make this an unusually close mechanical comparison. Both use a conventional six-speed automatic, with hybrid assistance that requires no plug. The Telluride delivered agreeable responses, comfortable handling, and natural-feeling braking, although hard acceleration could expose some coarseness. The Palisade has a slight edge, at least to my own senses, for its more intuitive driving feel and the comfort it delivered across my Texan outing. The Kia, however, boasts marginally stronger EPA-estimated efficiency figures: 35 mpg combined for EX FWD versus Hyundai’s best 34, and 31 versus 29 for the upper-class AWD versions discussed here.

Compare The Prices: The Cheaper SUV Depends On The Trim

The Palisade’s hybrid entry price is $2,330 lower, with the same gap remaining between the cheapest AWD versions. However, Kia’s EX includes ventilated front seats, while Hyundai requires SEL Premium for that feature. Move up to the better-equipped versions I tested, and the ordering reverses. Telluride X-Line SX-Prestige AWD starts $1,190 below Palisade Hybrid Calligraphy AWD, before destination and options. The non-X-Line Telluride SX-Prestige AWD is another $1,000 less.

How I’d Spec It

If I were cross-shopping these two SUVs, I’d personally opt for a Palisade Hybrid Calligraphy in Cast Iron Brown Pearl with brown Nappa leather upholstery, just like the one I drove. That warm, coordinated palette suits its traditional luxury character and reinforces the family-wagon connection that made it so appealing. Plus, its competitive leasing programs mean the monthly payment gap between the Calligraphy and lesser-equipped models isn’t overly chasmic.

Its cabin and driving feel justify considering the Calligraphy’s premium, although the cramped third row remains an important qualification for both SUVs. The Telluride counters with more cargo room, a higher towing limit, stronger EPA economy, and two wireless charging pads. The Kia makes several family tasks easier on paper, but the Hyundai’s particular combination of comfort, design, and road manners would bring me back for the keys.

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That sounds contradictory only if you assume the people debating a car online are the same people ordering one. That’s where the split exists, and now that the Prelude has been on the market for nearly a full year, we can take a look at the numbers and the responses to this radical new sports coupe. For the Prelude, the dividing line really is about expectations. Honda built a hybrid sports car and named it after a legend. Some fans wanted something considerably more aggressive while others are perfectly content with this newfangled recipe.

The Numbers Require Interpretation

The strongest evidence for the Prelude’s success comes from Japan. Honda launched the coupe there on September 5, 2025, with a monthly sales plan of 300 vehicles. By October 6, it had received approximately 2,400 orders—eight times that monthly target. That is a convincing opening performance for a niche coupe, particularly one entering a market dominated by more practical vehicles. Its customers were quite a bit older than expected. Think men over the age of 60, likely those who waxed nostalgic about their first Preludes.

It’s important to note that the numbers were orders, not actual completed deliveries. Nevertheless, dismissing the launch as a failure requires ignoring the benchmark Honda actually set. The company did not need Civic-sized volume to consider the Prelude worthwhile. It needed customers for a deliberately low-volume halo product. The actual sales figures for the Japanese market haven’t been published.

In the U.S. the Prelude has sold well, but the numbers are measured because production is limited. America isn’t considered the Prelude’s primary market, and dealers may get one or two units annually. Honda has sold 2,077 examples of the new hybrid Prelude in the U.S. through the first seven months of 2026 (January–July 2026), plus an additional 204 units sold during its late-2025 launch (November–December 2025). Those figures aren’t astonomical ones, but given its low production numbers, they’re still signficant. The Prelude also outsold the Subaru BRZ through those seven months. That, alone, is an accomplishment for such a limited production vehicle.

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Why Enthusiasts Aren’t Celebrating

The criticism from enthusiasts isn’t difficult to understand because every Prelude that came before it could be had with three pedals. The current Prelude has more horsepower than ever before (200) front-wheel drive, hybrid propulsion, and no manual transmission. The combination isn’t exactly faithful to the Prelude badge.

Its $43,195 U.S. price, including destination, is also steep. It has the same engine as the Civic Hybrid, which costs $30 grand. On top of that, the MSRP wasn’t even the price that was charged in many cases, due to premiums slapped on by dealerships because the new Prelude was so scarce across the country. One example is a Prelude in California that was marked up more than $20 grand over sticker.

Honda’s S+ Shift system adds another big question about the Prelude’s appeal. It simulates transmission shifts to create a more involving experience than a traditional automatic, rather than providing the mechanical interaction traditionalists love. Some drivers may enjoy the effect; others see simulated shifts as an elaborate answer to a question a manual transmission already answered. The distinction is central to the car’s polarizing identity.

Still, calling it merely a Civic Hybrid in a prettier suit overlooks the car’s new hardware. The Prelude incorporates Civic Type R-derived suspension components and adaptive dampers, with tuning tailored to its grand-touring mission. Its EPA rating of 44 mpg combined also delivers a benefit that horsepower comparisons miss. Honda prioritized chassis sophistication, efficiency, and everyday usability over blistering acceleration.

Different Buyers, Different Scorecards

Japan’s early customer profile helps explain the disconnect. Older buyers played a substantial role in the initial order surge. That suggests the Prelude’s appeal extends beyond enthusiasts demanding maximum performance per dollar. A stylish, efficient coupe can attract customers who value an enjoyable daily drive more than a manual transmission or bragging rights. Older guys didn’t want to shift for themselves, but they wanted to feel young again in a car that might bring back memories.

Although the Prelude has not been universally loved by car critics, not has every driving assessment been dismissive about it. Autoblog staff gave it some solid props but not an unequivocal recommendation. It has been called pleasant, smooth, refined, and sharp. It has not, however, silenced the voices of those who wanted something more analogue. They will have to accept that this is the Prelude for the hybrid and digital age.

Final Thoughts

The Prelude can, therefore, be a limited production commercial success without becoming an enthusiast favorite. Its Japanese launch exceeded Honda’s demand target; its American sales performance is a qualified success. The real blunder would be treating either online disappointment or an early order surge as the complete assessement of the new Prelude. Drivers who want a mildly sporty, sexy-looking, efficient coupe should look no further, but for those who crave a nostalgic and analog driving experience should turn to other fare.

The Crown Signia hasn’t been a top seller for Toyota. In the first nine months of this year, 17,983 units were sold, which is up from 16,277 last year, but it still trails behind Toyota’s most popular SUVs.

Despite the modest sales, Toyota is raising the Crown Signia’s price for 2027. Most updates are in the Limited trim’s standard features, so there aren’t any major changes to its appearance or mechanics.

More Standard Features, but Little Else Is New

So, why the price hike on the Limited? Toyota is tossing in the once-optional Advanced Technology Package as standard kit for 2027. That means you get a bunch of driver-assist and parking tricks – think Panoramic View Monitor, Lane Change Assist, Traffic Jam Assist, Front Cross-Traffic Alert, and parking sensors with automatic braking. Even the mirrors get in on the action with puddle lights and a reverse tilt-down party trick.

All this makes the Limited trim a bit more loaded right out of the gate, but don’t mistake it for a full-blown overhaul. Heads up: Traffic Jam Assist still needs an Active Drive Connect trial or subscription, and it only works if you’ve got a 4G signal.

The other notable change is the introduction of Inked, a new exterior paint color that replaces black in the lineup. The Limited still offers optional two-tone finishes, pairing a black roof with selected exterior colors.

Under the skin, it’s the same story: the Crown Signia sticks with its 2.5-liter four-cylinder hybrid setup, good for a combined 238 horsepower. Electronic On-Demand All-Wheel Drive is still standard, and Toyota claims you’ll see 38 mpg combined.

Our Take

Toyota expects the 2027 Crown Signia to arrive at dealerships later this year. The XLE now starts at $44,890, and the Limited goes up to $51,155, moving this crossover further into premium SUV territory. The price increase for the Limited is understandable because it now includes more features as standard. The XLE’s $400 increase is smaller, but it adds no major upgrades.

If you’re already a Crown Signia fan, the added features in the Limited trim could make the 2027 model more appealing. However, if price is your main concern, the higher starting cost might be hard to accept.

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Mazda is preparing to take a bigger role in hybrid development, with its upcoming CX-5 Hybrid serving as the first application of a new powertrain developed in-house. The company’s latest Integrated Report 2026 also points to the possibility of extending elements of this system to its larger SUVs, potentially giving the CX-60, CX-70, CX-80, and CX-90 another electrification option.

The move would mark a change in Mazda’s approach to hybrids. The CX-50 Hybrid sold in North America uses Toyota’s hybrid system, while the upcoming CX-5 is expected to combine Mazda’s own technology with its latest gasoline engine.

Mazda has not confirmed which large SUV will receive the system first or when it might arrive. Still, the prospect is notable as the company works to improve the competitiveness of its larger models. Previous reports have discussed planned changes to the CX-70 and CX-90 following weaker sales, making a wider hybrid strategy worth watching.

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Skyactiv-Z Leads Mazda’s Hybrid Plans for 2027

Mazda plans to introduce its proprietary hybrid system in the CX-5 in 2027, pairing it with the new 2.5-liter Skyactiv-Z four-cylinder gasoline engine. The engine is designed to improve combustion efficiency while maintaining driving performance and meeting increasingly strict emissions requirements.

Mazda says the combination should deliver more than lower fuel consumption. Its stated goal is to provide quiet, smooth operation in urban driving, strong performance at highway speeds, and responsive handling on winding roads.

The company is also exploring whether elements of the hybrid system can be adapted for its large-product lineup. That does not confirm that all four SUVs will receive the same setup, but it suggests Mazda wants to build on its own technology rather than rely exclusively on outside suppliers.

The timing here matters a lot. Mazda has acknowledged the need to make changes to its recent large-model strategy, although the report does not specify when any hybrid versions might appear.

Mazda’s EV Strategy Continues Alongside Hybrids

Hybrids are just one piece of Mazda’s electrification puzzle. The real EV push is set for 2028 to 2030, after a warm-up period that runs through 2027.

Mazda has confirmed that it’s developing a dedicated EV platform for this next stage, while continuing to work with partners on other electric models. Its joint venture with Changan has already produced vehicles including the EZ-6, EZ-60, also known as the Mazda6e and CX-6e. Mazda is also considering third and fourth models under the partnership, although neither has been confirmed for production.

For now, Mazda’s strategy is to offer different powertrains according to regional demand rather than move entirely toward battery-electric vehicles at once. If its in-house hybrid system eventually reaches the larger SUVs, it would give the automaker another way to improve efficiency while retaining the driving characteristics it wants its vehicles to deliver.

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General Motors (GM) has had an interesting 2026; though nothing groundbreaking has transpired, it hasn’t been an easy year either. On one hand, the brand’s overall sales performance has been okay (despite an industry-wide struggle), but the true pain comes from the EV side of the company. According to one of its latest quarterly sales reports, ICE engine models have risen, but the overall group portfolio has been dragged down by its expansive EV lineup.

If there’s one thing, the repeal of the EV tax rebate and the sudden rise in fuel prices show that the market wants and needs hybrids. This year, we’ve seen that adding a hybrid to your lineup boosts sales, and GM is eager to pivot from its large EV offerings to introduce more hybrids.

GM Hybrids By 2027

GM Authority just reported on GM’s future hybrid plans, which come from the very top. Group CEO Mary Barra announced during the Q3 2026 earnings call that the American auto giant plans to introduce its new hybrid cars as early as 2027. During the same call, she also highlighted that GM will introduce hybrids in multiple key segments where the automaker competes.

She noted that most hybrid sales today come from the compact car, midsize car, and minivan segments, which GM currently has no hybrid offerings in. Barra also notes that the company’s hybrid plans focus on segments where it already has models. Basically, GM plans to introduce hybrid variants of existing popular nameplates rather than develop and build new models, which could be costly.

What’s The Plan?

Barra didn’t dive deep into how GM plans to achieve its hybrid goals, but there are a few ways it could happen. First, her statement that they will focus on existing segments means that we can see hybrid versions of cars like the Equinox, Sierra, Silverado, Trailblazer, etc. These are cars all sold in important, in-demand segments across the U.S., but would also require GM to retool its production facilities to accommodate hybrid production.

We’ve also covered that GM is apparently already working on a hybrid or plug-in hybrid version of its next-generation Silverado and Sierra pickups; both were just heavily refreshed for 2027- who says a new engine isn’t in the cards too?

Meanwhile, the Equinox is set to be built at the car maker’s Fairfax assembly plant in Kansas starting in 2027. It hasn’t been confirmed if the expansion will introduce a hybrid Equinox, but it’s a strong possibility. Either way, GM’s newfound hybrid push will be essential to surviving the automotive industry’s new trends, which seem to favor hybrids over everything else.

With fuel prices where they are, it’s totally understandable why more folks are getting hybrids these days. There’s a clear performance and economy benefit, and the long-term running costs can come out cheaper than owning a pure-combustion vehicle. Some brands have even dropped pure ICE versions of best-sellers, with Toyota as a prime example.

But for those who want to go electric but still worry about range anxiety, plug-in hybrids are a viable solution. One can go further on battery power alone, which is great for those who do a lot of in-town or city driving. At the same time, the engine can kick in to provide a little more charge, and the car can act like a regular hybrid once the battery charge is depleted.

With the way things are going now, plug-in hybrids can also go much further between charges, relying less on the engine. This contrasts sharply with early plug-in hybrids that were happy to do 25 to 30 miles on electric power, while today’s versions can easily double that.

The Other Solution

But aside from plug-in hybrids, another half-step to full EVs is extended-range electric vehicles, or EREVs. In essence, it’s an EV with an on-board generator in the form of an engine, and these can be either plug-in or not. Nissan’s clever e-Power system is an example of that, and many Chinese automakers have adapted it as well.

The main difference between plug-in hybrids and EREVs is how they distribute power. Plug-in hybrids can still be driven by the engine, whereas EREVs are purely electric, and the engine is only there to recharge the battery. The engine itself isn’t connected to the driven wheels.

That said, not all automakers are convinced by EREVs. One such company is Mercedes-Benz, which says its plug-in hybrids are more than up to the task of delivering great fuel efficiency.

More than Enough

Speaking to Motor1, Christoph Starzynski, Mercedes-Benz’s Vice President of Product Strategy and Product Steering, said this about the PHEV vs. EREV debate. “[We] have a [plug-in] hybrid with 100-plus kilometers [of range]. For me, for the day-to-day drive, that is more than enough. […] What else do you need? I know that there are areas in the world where there is a higher demand [for EREVs], but not for us, from our customer perspective. We don’t see that.”

Now, Starzynski isn’t dismissive of EREVs, but the executive reckons that over 60 miles of electric range in plug-in hybrids is more than enough for typical end users. For instance, its GLC 350e has an EPA-rated electric-only range of 54 miles and a WLTP rating of up to 77 miles. For those who want even more range, he argues that going full EV may be the best option moving forward.

Adding more range to a PHEV or EREV likely won’t appeal to those shopping for one, reckons Starzynski. “Would you really switch to a variant where 60 miles becomes 200 miles? If I look at the BEV vehicles, I think a decent range is 280 to 400 miles,” he said.

Market-Dependent

Again, Mercedes-Benz isn’t dismissive of the technology, as EREVs are actually seeing success in China and other markets. In some countries where the charging infrastructure isn’t as robust, EREVs have bridged the gap between ICEs and EVs better than PHEVs. Also, charging almost feels optional in an EREV compared to a PHEV. The latter tends to drain the battery first before switching to hybrid mode, whereas an EREV constantly tops up the battery with the generator, way before it’s even drained.

Of course, both have pros and cons, but in Mercedes-Benz’s case, there isn’t enough clamor from customers for an EREV. Combined with what it believes is sufficient range in its plug-in hybrids, allocating time and money to develop range extenders isn’t high on the priority list.

The T8 sits at the powerful, expensive end of the XC90 family, combining a turbocharged gasoline engine with electric propulsion and seating for six or seven. It occupies an interesting position among luxury SUVs, competing for attention with vehicles like the Acura MDX, Infiniti QX60 and Genesis GV80. Volvo’s appeal has always been a little different, though. It offers handsome design and comfortable surroundings without making you feel obligated to explain your watch collection.

Powertrain and Performance

Under the hood is a turbocharged 2.0-liter four-cylinder engine connected to an eight-speed automatic transmission. The gasoline engine drives the front wheels, while a separate electric motor powers the rear axle. Together, they provide all-wheel drive and a listed combined output of 401 horsepower and approximately 494 pound-feet of torque. That’s plenty of motivation for something primarily tasked with moving families and their increasingly elaborate luggage.

Importantly, the engine doesn’t send its power through the transmission to the rear electric motor. These are separate propulsion sources working together electronically. The arrangement allows the Volvo to operate electrically under suitable conditions, blend gasoline and electric power, or lean on the engine for longer journeys. All XC90s have standard all-wheel drive, but the T8’s method of delivering it differs from the mild-hybrid versions.

Related: Toyota’s 75th Anniversary Land Cruiser Is Limited to Just 75 Units

The battery has an advertised capacity of 18.8 kWh, and the fuel tank holds 18.8 gallons. A rather Swedish numerical coincidence, though I strongly recommend keeping track of which one gets gasoline. Electric range is roughly 32 to 33 miles, depending on the applicable specification, making regular charging worthwhile for shorter commutes. This is the sort of PHEV that makes considerably more sense when you actually use the “plug-in” part of its name.

Charging is an AC affair rather than a quick stop at a highway DC fast charger. Allow approximately five hours on an appropriate 240-volt connection, with timing dependent on the charging equipment and conditions. The frequently quoted 58 MPGe figure is an energy-equivalence rating, not a promise of 58 miles per gallon after the battery’s usable charge is depleted. Plug-in hybrid efficiency requires a little context and, ideally, a nearby outlet.

Exterior and Interior Design

The XC90’s basic silhouette has been around for years, but it continues to wear its age remarkably well. Recent front-end revisions freshened the grille and lighting treatment without turning the vehicle into something that looks offended by its own reflection. The available Dark theme adds black exterior detailing for buyers who prefer less brightwork. I like the stance and the overall restraint. Volvo understands that a luxury SUV can look expensive without wearing a grille large enough to redirect migratory birds.

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Inside, the Scandinavian approach remains appealing. The dashboard is clean, the materials are attractive, and the cabin feels thoughtfully arranged. Unfortunately, my large American tush repeatedly detected a firm spot near the center of the front seat. The rest of the seat was comfortable, but that particular patch made its presence known, especially when getting in and out. Your backside may have a different opinion. Mine insists on participating in every review.

Buyers can choose a seven-seat layout with a second-row bench or a six-seat arrangement with individual second-row seats. The latter provides a useful passage toward the third row, although the rearmost accommodations remain better suited to smaller passengers. Folding and arranging the seats took more effort than I wanted, but the resulting space is useful. Maximum advertised cargo capacity reaches approximately 85.7 cubic feet with the rear rows folded, and properly equipped versions can tow up to 5,000 pounds.

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Technology: Lovely Hardware, Occasional Frustration

The central display measures 11.2 inches and runs Volvo’s Google-based infotainment system. A separate 12.3-inch digital instrument cluster handles the information directly ahead of the driver. I found that display clear and effective. My relationship with the touchscreen was considerably less affectionate.

Google integration provides useful navigation and voice functions, with Gemini bringing additional conversational capability where enabled. Personally, I’d prefer fewer conversations with my dashboard and more direct access to basic controls. The screen looks good, but finding what I wanted wasn’t always intuitive. A vehicle this calming shouldn’t occasionally make me want to negotiate with it.

Audio was a much happier subject. The available 14-speaker Harman Kardon system is respectable, but my vehicle had the upgraded Bowers & Wilkins setup. It sounded excellent. That’s the kind of technology I can appreciate immediately, preferably with Rush playing and nobody asking me to change the destination.

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Driving Through Malibu in the Rain

A modest rainstorm provided a useful opportunity to experience the XC90 beyond the usual sunny commute. Despite its roughly 5,100-pound weight, the Volvo felt responsive and composed through Malibu’s wet roads. It doesn’t deliver the engagement of a sporting BMW, but it handles confidently enough to keep an interested driver entertained.

In a brief, low-speed check in an empty parking lot, the front tires began to push before stability control intervened. The useful takeaway is that electronic assistance can help manage a developing slide; it doesn’t manufacture additional grip. On the road, the XC90’s predictable responses and reassuring demeanor were more relevant than any attempts at hooliganism.

Some passengers found the ride firmer than expected, and the large wheels likely contributed. Nevertheless, the cabin remained well isolated, and the overall experience was comfortable. This is a particularly agreeable place to spend a commute, touchscreen disagreements notwithstanding.

Final Thoughts

Expect roughly $80,000 for a T8 Plus and the low-to-mid-$80,000 range for an Ultra before options and applicable charges. That puts it firmly among serious luxury competitors. The Acura MDX Type S and Genesis GV80 deserve consideration, but neither offers this particular combination of three-row accommodations and plug-in capability.

The XC90 T8’s strongest argument is everyday flexibility. Charge regularly, use electric power for local travel, and retain gasoline convenience for longer trips. Add handsome styling, useful space and a composed driving experience, and the appeal is easy to understand.

Related: 2027 Nissan Pathfinder Heritage Edition: Burgundy Is Back, and So Are the Memories

I’d happily take fewer touchscreen chores and a little more forgiveness in the seat cushion. Still, this Volvo won me over with its calm, capable personality.

It has enough power to hurry. Better yet, it rarely makes you feel that you need to

Related: I Drove The 2027 Genesis G80 Prestige Black: Here’s My Honest Review Of Genesis’ Darker Take On Executive Luxury

First Mild-Hybrid BMW M3 Sounds Angry

The new M3 sounds very similar to the existing one, which is powered by the S58 3.0-liter twin-turbocharged inline-six. Thus, while BMW may well designate the new engine with a new code, it’s likely to be an evolution of the same recipe. To help keep it emissions-legal in Europe, the mill is expected to adopt pre-chamber ignition, which BMW calls “M Ignite” technology. Pre-chamber ignition systems add a separate spark plug to a small area within the cylinder head, effectively pre-burning most of the air-fuel mixture before it reaches the traditional combustion chamber above the piston. Overflow openings in this pre-chamber send the partly spent mixture out into the main combustion chamber, where the traditional spark plug completes the ignition process, and this results in a cleaner, more complete burn that uses more of the air-fuel mixture’s total potential energy.

Related: 2028 BMW M5 Spied With a Dramatically Different New Face

According to BMW M, its system works as normal at low and medium revs, with the conventional spark plug firing in the main combustion chamber. This means the new engine should sound similar to the current S58 until it gets pushed (though the increasing dulling of exhaust systems to meet noise limits may have an impact). At higher revs and loads, the pre-chamber ignition system becomes the primary source of fuel ignition, maximizing the force produced during combustion, and BMW says “the flames generated as a result […] exit the pre-chamber at around the speed of sound.”

Final Thoughts

With sightings of M3 mules becoming more and more frequent, BMW appears to be close to wrapping up most of its development. However, with the current G80 M3 remaining on sale for next year, the next-generation G84 will be a 2028 model, and that means a reveal won’t happen until we’re at least a few months into 2027, if not a few quarters. We know it’ll have M Vision Neue Klasse-inspired styling, but we don’t know how much power will be on tap. That said, both AMG and Audi Sport offer north of 600 horsepower from their latest C 63 and RS 5, respectively, so it seems logical for BMW to continue stoking the flames of competition with something that plays in the same ballpark. We’ll bring you more info as soon as we get it.

Just over a month after its global debut, Lexus has officially revealed the 2027 NX for the American market, and there is quite a bit to unpack. Sure, the compact luxury crossover retains its familiar shape, but Lexus has made substantial changes beneath the surface, particularly to its hybrid systems.

Of note, the Lexus NX lineup is now all-electrified. You get two flavors: the NX 350h, which is your standard hybrid, and the NX 450h+, the plug-in with extra juice. Both get upgraded powertrains, tweaked chassis bits, and a focus on making the NX smoother and sharper to drive.

Lexus has also trimmed the fat from the lineup, now offering just four grades: Premium, Premium+, F SPORT, and Luxury. You can pair any of them with either hybrid setup, though which drivetrain you get depends on the trim. The idea is to keep things simple but still let buyers pick what matters most—efficiency, comfort, or a bit of sporty flair.

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New Hybrid Systems Bring More Power and Better Efficiency

The 2027 NX 350h uses an updated 2.5-liter four-cylinder engine paired with electric motors, producing a preliminary combined output of 244 hp. That is 4 hp more than the outgoing model. Lexus says the revised system makes greater use of electric motor assistance during acceleration, helping deliver smoother power delivery and a more natural relationship between engine speed and vehicle speed.

The NX 450h+ gets a bigger bump: its front motor generator now cranks out 203 hp (up from 180), and total system output jumps to a healthy 324 hp. That’s a decent leap over the old model.

A revised lithium-ion battery increases both output and capacity by 8%. Lexus estimates that the plug-in hybrid can travel up to 45 miles on electric power alone, depending on grade. DC fast charging is now standard, alongside a North American Charging Standard (NACS)-style charge port. Under ideal conditions, Lexus estimates charging from 10% to 80% takes 35 minutes using a 50-kW DC charger.

The regular hybrid also gets updated efficiency estimates. The front-wheel-drive NX 350h is rated at 44 mpg city, 35 mpg highway, and 40 mpg combined, based on manufacturer estimates. The AWD version is estimated at 42/34/38 mpg, while the NX 350h F SPORT AWD is rated at 41/34/38 mpg. Official EPA figures will be released closer to the on-sale date.

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Sharper Styling, a Quieter Cabin, and More Technology

The exterior updates include a revised mesh grille, darker trim accents, and redesigned lighting. At the rear, the NX introduces Lexus’ Double L Signature lighting treatment, with illuminated L-shaped elements and an illuminated Lexus logo. New exterior colors include Shaded Ivy and Incognito, with the latter exclusive to F SPORT grades.

Inside, you’ll spot a more horizontal dash, a big 12.3-inch digital cluster, and a 14-inch touchscreen front and center. There’s a new steering wheel, updated controls, and fresh interior colors to choose from. Lexus also claims they’ve slashed engine noise in the cabin by 20% compared to last year, thanks to extra sound insulation and some structural tweaks.

Technology is another focus. Wireless Apple CarPlay and Android Auto, an integrated Drive Recorder, and over-the-air updates for the Lexus Interface are standard. Lexus Safety System+ 4.0 also comes across the lineup, bringing updated driver-assistance features. F SPORT and Luxury grades additionally receive Sensory Concierge, which coordinates lighting, sound, climate settings, seat temperature, and fragrance to personalize the cabin atmosphere.

Lexus has also revised the suspension, steering, and braking systems to improve ride comfort and handling. Structural reinforcements are intended to reduce road noise while helping the crossover feel more composed on different road surfaces.

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Pricing and Availability Remain Under Wraps

No word yet on pricing for the 2027 NX. Lexus says we’ll get more details on trims and official EPA numbers closer to launch. The NX 350h will be assembled in Canada and Japan, while the NX 450h+ will be built in Japan. For American buyers, the main change is straightforward: the NX range now consists entirely of hybrid and plug-in hybrid models, with updated performance, efficiency, and cabin technology.

With this overhaul, Lexus is going all-in on electrification for its compact luxury crossover. You’ll still have to decide if you want the regular hybrid’s simplicity or the plug-in’s extra muscle and EV range, but either way, both versions get a serious upgrade for 2027.

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Geely Is Already Beating Established Brands

September’s registration figures put Geely ahead of Mazda, which recorded 4,417 vehicles, and Honda, which registered 4,149. Geely accounted for approximately 1.47 percent of Britain’s 350,536 new-car registrations that month, according to the Society of Motor Manufacturers and Traders (SMMT).

The brand entered the UK in October 2025 with the EX5 electric SUV. Its range has since expanded to include the smaller EX2 and the Starray EM-i plug-in hybrid SUV, giving buyers more than one option. The momentum also reflects a broader shift in the British market, where Chinese automakers are gaining ground with increasingly varied lineups and expanding retail networks.

A 100-Outlet Network In Less Than A Year

Geely’s latest milestone is the signing of its 100th UK retail outlet, Evans Halshaw Geely Mansfield. Evans Halshaw is part of Lithia, one of Britain’s largest automotive retail groups. There is an important distinction, though: Geely has signed agreements covering 100 outlets, but has not confirmed that all of them are already open. The company had set a target of establishing 100 UK sites by the end of 2026, and the latest agreement puts it on track to meet that goal.

The expansion matters because a wider dealer network gives customers more opportunities to see the cars, arrange test drives and access servicing. Geely’s September registrations suggest that its early UK push is gaining traction, although sustained demand over the coming months will show whether it can maintain that pace against established competitors and other Chinese brands.

Alfa Romeo teased and subsequently unveiled its new concept, signaling a new design direction for the brand, and what a beauty it is. The concept takes what made cars like the Giulia memorable and modernizes it for a new era.

The 2026 Paris Motor Show gave us our first look at the Cuorerosso. After the Italian automaker under Stellantis unveiled the concept, it sparked quite a bit of interest, enough for people to even reimagine it as a shooting brake built on the dimensions of the Giulia.

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The Render

Kelsonik made this render on Instagram, taking the dimensions of the Giulia sedan and integrating them with several design elements from the Cuorerosso concept. The front end is especially reminiscent of the concept, save for the LED dot matrix. The wheels were retained, as were the rear wheel arches that flow so effortlessly into the beltline.

The roof on the render looks more “normal” than the concept, and two additional doors make this a five-door. Speaking of which, the rear of the car follows the concept beautifully, but instead of that massive ducktail spoiler at the back, it trades that for a hatchback, and it looks awesome and apparently doable.

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Alfa, Please.

If there is one thing that Alfa can take away from this render, it’s that the design of the Cuorerosso Concept will work on a shooting brake. The language translates nicely into this kind of body style. It still looks sleek; it still looks like an Alfa, and it’s reminiscent of one of my personal favorite Alfa Romeos of all time, the Brera.

If the Italian automaker made a hatchback as beautiful as the Brera, I implore its designers to do it again. It would be wild to see a shooting brake Quadrifoglio with a kick-ass powertrain under the hood, especially if it retained a lot of the concept’s stellar design elements. Hopefully Alfa Romeo iterates more beyond just a performance coupe, and hopefully the concept translates well into production versions.

While in China the model debuted with an 818-horsepower 1.5-liter extended-range electric powertrain, the Middle East-spec Freelander 8 features a 2.0-liter turbocharged hybrid engine paired with a 34.12-kWh lithium-iron-phosphate (LFP) battery and dual-motor all-wheel drive.

Serious Capability Both On and Off-Road

The maximum system power is 460 kilowatts (617 horsepower) while system torque is 662 Newton-meters (488 pound-feet). This enables the big plug-in hybrid SUV to cover up to 68 miles (110 kilometers) in electric-only mode and 550 miles (886 km) of combined range with a full tank and fully charged battery.

Charging the battery from 20% to 80% takes 20 minutes or less using a DC fast charging station. As for performance, the massive Freelander 8 SUV—it’s over 201 inches long and it weighs 6,570 pounds—covers the 0-62 MPH (0-100 km/h) sprint in 5.8 seconds.

The Freelander 8’s Intelligent All-Terrain System (i-ATS) offers nine modes—including Sand Mode, Smart Mode, and Expert Mode—to best suit varying on-road and off-road conditions. There’s also a dual-chamber air suspension with continuously controlled damping that enables up to 10.5 inches (266 mm) of ground clearance.

In terms of off-road capability, the Freelander 8 is capable of negotiating an 31.5-inch (800-mm) cross-axle test, climbing gradients of up to 70% and wading through water up to to 35.4 inches (900 mm).

Freelander 8 Starts at Over $80,000 in the UAE—And It’s Coming to the UK and Europe

In the Middle East, the Freelander 8 is launching with a three-row, six-seat layout where the second row includes massage functions as an option and the third row offers standard ventilation and 32.8 inches of legroom.

The cabin also features a massive 46.3-inch 8K Mini LED display across the dashboard and a 15.6-inch central screen—both powered by a Qualcomm automotive-grade SA8295P chip.

The Freelander 8 offers standard L2+ driver assistance with more than 30 functions, with a valet parking system to be available in select markets. Called Super Intelligent Valet Parking (SIVP), it supports automated parking and vehicle summon in compatible parking environments, subject to system operating conditions and driver supervision.

The first international market for Freelander is the United Arab Emirates, where the vehicle debuted on September 29 at Freelander’s global brand launch in Abu Dhabi, but the brand will continue to expand in other left-hand-drive Middle Eastern and North African markets before covering right-hand-drive markets like Australia and New Zealand and finally entering the UK and European Union in a third phase.

In the UAE, the Freelander 8 is priced from AED300,000, which is around $81,700 at the current exchange rate. That’s a hefty premium over the Chinese model’s $50,000 base price, but then again, the China-built Freelander 8 is subject to a 5% customs duty and 5% VAT in the UAE, not to mention it comes fully loaded and has a different powertrain.

What’s next for Mercedes-Benz’s G-Class? Is it going to get new features? A new interior? Or even a totally new redesign? Will Mercedes change the formula of one of its best-sellers, or will it remain the same?

Perhaps it would be a bad move to wholly update the look of the G-Class. It’s a staple status symbol for Mercedes-Benz, and changing it too much could ruffle a lot of feathers. The German automaker has learned from its missteps with its hybrid AMG models, which have missed the mark with enthusiasts. Now the brand is turning over a “old” leaf, so to speak, according to its CEO.

“Not losing its soul”

In a recent media roundtable, Road and Track, along with other members of the media, sat down with Mercedes executives to talk about the brand’s next steps. One of the topics was the Mercedes G-Class, and what the next generation will bring.

Stefan Weckbach is the CEO of Mercedes-AMG, and he oversees the G-Class and the Maybach businesses of the brand. When asked about the full-size SUV, he said: For the G-Class, we need to make sure that it’s going to be transferred to the future, but not losing its soul. And this is a big challenge. We’re working currently on the next-generation, and we will make sure that it stays a G-Class.”

Enthusiasts might throw back Weckbach’s statement at him, perhaps asking him to “make sure that it stays a G-Class.” For years, the G-Class has remained largely unchanged, save for updated powertrains, features, and safety standards. Long-time fans will be pleased to know that the Mercedes G-Class will continue to stay a G-Class into the future.

The automaker’s executives also noted that it will adopt a similar mindset for the rest of its lineup, emphasizing enduring traits like “safety, quality, ride and drive, longevity,” and listening to its loyal, pre-existing clientele.

Looking into Mercedes’ current portfolio, it doesn’t seem like it hit the mark with its latest creations. Perhaps the new-new models will be different.

V8s (and V12s?) in the Future

After the importance of listening to its fans was brought up, the media then shifted topics, asking about the reaction to the new four-cylinder hybrid C63. Mercedes-Benz CEO Ola Källenius defended the brand’s technical achievement with that powertrain, but admitted that they had misjudged its audience, and stated: “What we perhaps underestimated at the time was the good old V-8 crowd is a pretty good crowd. So you did not get the whole tribe with you,” he said.

Continuing on, Weckbach then confirmed that the brand is going back to the V8 engine for its incoming V8-powered CLE63, stating that “we learn from the reaction of our customers, so we go back to what our customers love: the V-8 AMGs.” Weckbach also confirmed that the new CLE63 is slated for a launch next year.

What about the V12 buyers? Well, Källenius then said to “watch this space.” Does this mean that V12 Mercedes fans will still continue to get their fill? Anyway, with all that being said, it appears that Mercedes has admitted that it has made a few mistakes along the way, and that listening to its core fan base is the right move going forward. Thankfully, the brand looks like it’s going to remain true to its identity moving forward, at least for now.

Recently, I had the opportunity to use a 2026 Toyota Tundra TRD Pro as my daily driver in Los Angeles. That’s the equivalent of driving a hippopotamus in a world of capybaras. It’s big, remarkably athletic and surprisingly comfortable. Toyota has refined this truck since my earliest encounters with the i-FORCE MAX powertrain, and the results are impressive. There are still things I would change, but this particular hippo has learned some excellent moves.

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Powertrain and performance

The TRD Pro comes standard with Toyota’s i-FORCE MAX hybrid system, combining a twin-turbocharged V6 with an electric motor positioned between the engine and ten-speed automatic transmission. The V6 displaces 3,445 cubic centimeters, commonly described as 3.4 liters, although Toyota has also marketed it as a 3.5-liter engine. Combined output is 437 horsepower and 583 pound-feet of torque.

That’s a lot of shove, and the electric motor helps provide immediate response while the turbos get to work. Put your foot down, and this substantial pickup moves with considerably more enthusiasm than its size suggests. It’s stupid fast for something that can carry your family, tow a trailer and transport enough landscaping material to ruin an entire weekend.

Maximum towing capacity is approximately 11,175 pounds, while maximum payload is around 1,600 pounds. The towing number is useful, but payload deserves attention. Passengers, cargo, accessories and trailer tongue weight all count toward that allowance. A powerful engine doesn’t give you permission to ignore the sticker on the doorjamb.

The 32.2-gallon fuel tank helps with driving range, although this is a performance-oriented full-size pickup rather than a Prius with a bed. Toyota lists fuel economy at 18 mpg city and 20 highway. I averaged closer to 17 mpg. Considering the truck’s size, tires and my occasional inability to leave the accelerator alone, that didn’t surprise me.

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Driving a TRD Pro through Los Angeles

What makes this truck compelling is its balance between ride comfort and body control. The TRD Pro has a 1.1-inch front suspension lift, so it doesn’t feel dramatically taller than a regular Tundra. Its 2.5-inch FOX internal-bypass shocks, including rear piggyback reservoirs, help absorb broken pavement and the everyday obstacles Los Angeles generously provides.

The 18-inch matte-black BBS forged-aluminum wheels look excellent, and the approximately 33-inch Falken Wildpeak all-terrain tires are a sensible choice. Personally, I would like 35s, partly for capability and partly because I apparently haven’t finished being twelve. Still, larger tires bring compromises, and the factory setup works well on the street.

The truck settles into a comfortable rhythm when you ease off the accelerator. It feels composed, handles its mass respectably and takes the sting out of rough roads. I still prefer the overall driving character of the Ram RHO, but the Toyota has become a more persuasive daily companion than I initially expected.

There is also some artificial engine sound in the mix. It gives the V6 a burly soundtrack, but I’m aware that some of the performance is coming from the speakers. I appreciate the enthusiasm. I just prefer my exhaust notes to come from the exhaust.

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Off-road hardware and the competition

The TRD Pro includes four-wheel drive, an electronically locking rear differential and dedicated trail technology, including Multi-Terrain Select and Crawl Control. The suspension and tires give it meaningful capability beyond the appearance package, even though my time with this particular truck focused on daily driving.

The Ford F-150 Raptor and Ram RHO are obvious vehicles to consider, but they aren’t its only rivals. Chevrolet’s Silverado ZR2 and GMC’s Sierra AT4X also belong in the conversation. Forced induction isn’t what defines an off-road pickup; the chassis, tires, traction systems and intended use matter considerably more.

Related: Ford’s $30,000 Fathom Electric Truck Is Taking Names, Not Orders

The Toyota doesn’t duplicate the long-travel, high-speed desert-running mission of a Raptor or RHO. Its appeal is the compromise: substantial off-road equipment combined with everyday comfort and conventional pickup usefulness. For buyers whose adventures involve trails rather than treating every weekend like a qualifying session, that makes sense.

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Exterior and interior design

My tester wore Wave Maker, the TRD Pro-exclusive blue offered across several Toyota models for 2026. It’s a fantastic color, and I suspect you could identify the truck from low Earth orbit. Against the Tundra’s squared-off bodywork, black trim and heritage-inspired TOYOTA grille, it gives this enormous pickup a surprisingly playful personality.

Inside, a 14-inch central touchscreen and 12.3-inch digital instrument cluster provide plenty of information. I’m still not entirely sold on Toyota’s multimedia interface, and I would prefer more physical shortcuts for certain functions. Fortunately, the large volume knob and substantial climate controls remain easy to operate.

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The integrated grille-mounted LED light bar has its own switch and operates with the high beams under the appropriate conditions. It’s useful equipment, although learning its operating requirements takes a moment. The rest of the cabin is generally straightforward, with comfortable seating and ample room for passengers.

Some people have complained about a firm spot in the seat cushion. My large American backside did not register a formal objection. That’s hardly a laboratory finding, but it counts for something.

Final thoughts

Toyota’s engine recalls remain relevant to any discussion of this generation’s Tundra. Certain earlier non-hybrid trucks have been recalled over machining debris that could cause bearing damage and engine failure. Toyota has described manufacturing changes and an improved bearing, but a pleasant week with a newer hybrid truck cannot establish long-term reliability. I can appreciate how this Tundra drives without declaring the entire issue ancient history.

Related: Rivian Vs. Tesla Safety: Crash Tests Reveal a Surprising Divide

The 2026 TRD Pro starts at $72,565 before delivery, taxes and extras. Add equipment and accessories, and the total can move toward or beyond $80,000. I wouldn’t call that cheap, and it doesn’t automatically undercut every rival. Still, the standard hybrid powertrain, suspension hardware and comfortable cabin make a credible case for the money.

Most owners will drive these trucks daily and venture off-road occasionally. For that balance, the Tundra TRD Pro is an excellent fit. I still miss the old V8, but this truck has made it considerably harder to complain about its replacement.

The hippo has won me over. Now I just need a parking space large enough to accommodate it.

Related: Toyota GR Corolla vs. Subaru WRX: Which Rally-Inspired AWD Machine Deserves Your Money?

The next-generation Toyota Corolla is coming soon, and there are already some interesting rumors ahead of its expected 2027 launch. While people are talking about a new design and hybrid system, the main news is about the technology inside. Toyota plans to use a four-domain electronic system that could allow the Corolla to work with many different types of engines.

According to reports out of Japan, the new Corolla will split its electronic guts into four separate groups. That’s a big departure from the playbook of Tesla and most Chinese EVs, where everything gets crammed into a handful of supercomputers running the whole show.

Four Domains Could Give Toyota More Flexibility

According to Nikkei CrossTech, the Corolla’s new system will be divided into four areas: driver-assist technology, motion control, cockpit features, and body electronics. This means that things like crash-avoidance, braking, infotainment, power windows, and headlights will each have their own dedicated systems.

Each of these areas will reportedly have its own controller, allowing Toyota to adjust them as needed. The main advantage is flexibility. Instead of redesigning the entire system for each new engine or electric vehicle, Toyota can simply update the motion-control part to match the engine type.

This is important because Toyota is not focusing only on electric vehicles. With this flexible system, the Corolla could use a traditional gas engine, a hybrid, a plug-in hybrid, or a fully electric setup, with the automaker having the capability to easily switch between them.

Splitting things up like this also helps with safety. If your radio glitches out, it’s not going to mess with your brakes or driver-assist tech. Keeping these systems in their own lanes makes it easier to spot problems and keep everything up to code. Over-the-air software updates are another potential benefit, allowing certain vehicle functions to receive improvements after purchase.

However, there are some drawbacks. Using four domains means more wiring, heavier harnesses, and extra control units compared to centralized electronic systems. Also, having several powerful controllers does not help reduce hardware costs.

What Else We Know About the Next Corolla

The next Corolla is expected to arrive in 2027, with the sedan likely coming first. It will probably have a new 1.5-liter four-cylinder engine, and there will also be a hybrid version. Some reports mention a possible 70 mpg for the hybrid, but this has not been confirmed by Toyota.

For now, Toyota has not shared many details, so the specifications and timing may still change. However, this four-domain system seems like a smart choice, as it allows Toyota to create different versions of the Corolla without starting from scratch each time.

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Toyota achieved an all-time best electrification mix of 61% in September 2026, which comes as little surprise, given that American buyers are looking for more fuel-efficient cars amid high fuel prices. On the other hand, the brand’s growing dependence on electrified vehicles could put greater emphasis on reliability, especially considering that the U.S.-spec RAV4 is now exclusively hybrid.

Now, approximately 31,000 MY2026 RAV4 Plug-in Hybrid vehicles are being recalled because the hybrid system could shut down while driving. The issue carries a similar safety risk to the loss-of-power problems that have plagued Jeep’s now-discontinued 4xe plug-in hybrids, although the underlying defects differ. This particular case concerns an electronic control unit (ECU) defect. A sudden loss of motive power, particularly at higher speeds, could increase the risk of a crash.

No Wrenches Required

While this is a Toyota-initiated safety recall, a detailed NHTSA filing has yet to be made publicly available. According to the Japanese marque, the remedy consists of an ECU software update only, so the issue does not appear to stem from a mechanical failure. It is a similar case to the roughly 21,000 Toyota bZ, Subaru Solterra, and Lexus RZ EVs recalled earlier this year over a separate ECU defect that could also cause a loss of power.

With the RAV4 now exclusively available with electrified powertrains and remaining one of Toyota’s most important products, any reliability issue could invite greater scrutiny and potentially affect consumer confidence. Additionally, PHEVs tend to be more problematic than conventional hybrids, with Consumer Reports saying last year that PHEVs and EVs experienced about 80% more problems than gasoline-only vehicles, an option the U.S.-spec RAV4 dropped for 2026.

The affected vehicles are part of the RAV4’s major redesign for 2026, which marks the arrival of its sixth generation. The plug-in hybrid version previously carried the “Prime” name, which the company dropped for the 2025 model year in favor of the simpler Plug-in Hybrid designation.

A Global Glitch

Toyota will start notifying affected U.S. owners by early December 2026. The same ECU issue also affects RAV4 PHEV units outside the U.S. Approximately 7,846 units are affected in Canada, while 5,925 units are affected in Australia. Meanwhile, the automaker is recalling about 5,307 units in Japan.

Again, the latest recall involves PHEV units only, not the conventional hybrid version, which sold 28,642 units in the U.S. in September 2026, about 23,098 units more than the plug-in version.

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2028 BMW M5 LCI Looks Vastly Different

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The facelifted M5 does away with the upturned headlights of the pre-LCI model, now with a more shark-nose-like design, and the old car’s large kidney grilles have been slimmed down, swapping an almost square design for a sleeker, more rectangular design. Below these, a long, narrow intake opening has sprouted, below which the pre-production bumper shows a gaping lower intake with several partitions, including a central support as part of the M Vision Neue Klasse’s trimaran-inspired design. At each end are trapezium-shaped scoops, likely for cooling the brakes, with smaller scoops nearer the middle also appearing. Cladding on the middle of the hood hides what will be a significant recess that BMW calls the ‘valley,’ while the mirror caps appear to be identical to those on the M350 version of the 3 Series. We might be imagining it, but it looks like the front wheel arches may be a little more pronounced too.

The doors and side skirts carry over, while at the very back of the car, we can see pre-production taillights that maintain the outline of the pre-LCI model, though likely with new graphics. Further down, the diffuser area no longer appears to be made up of two parts, instead merging into one panel with a subtler separator in the center housing the reverse light. The bumper is a placeholder item, though, so things will still be refined further, but the quad-exit exhaust appears unchanged, and so does the small trunk lip spoiler. Inside, we can expect the Panoramic Vision iDrive setup to appear with its squircle-shaped steering wheel and so-called ‘shy tech’ haptic buttons.

Final Thoughts

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The facelifted M5 will retain its 4.4-liter twin-turbo V8, electric motor and plug-in hybrid system, potentially even increasing output for the U.S. beyond the contemporary figures of 717 horsepower and 738 lb-ft of torque, so it’ll still be very heavy. For the record, the current M5 makes less engine power in Europe to meet emissions, filling the gap with increased electrification, but with Trump rolling back fuel consumption targets in America, that won’t affect us. Finally, the Touring version of the pre-LCI M5 proved America still has an appetite for station wagons, so we should get the longroof once more. Expect a reveal some time in 2027, but teasers may well arrive before then.

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With hybrid sales soaring in the U.S., General Motors has largely missed out on the boom. After all, the automaker’s hybrid offerings are limited to expensive Corvette models, including the Grand Sport X, which starts at around $110,000. Meanwhile, Asian automakers with extensive hybrid lineups, including Toyota and Hyundai, are benefiting from the shift. But apparently, GM is not turning a blind eye.

Mike Anderson, GM’s vice president of propulsion engineering, told CNBC that “it’s fair to say that [hybrids are] part of the plan.” He also said GM is not “tone deaf” to its customers and is preparing to meet demand. No further details were disclosed, but according to AutoForecast Solutions, the Michigan-based automaker could begin offering PHEVs in late 2027 to early 2028 with an electric-only range of around 70 miles.

Reading the Room

The automotive data and consulting firm also noted that GM’s PHEV portfolio could span from the Equinox to the Silverado, but the automaker has been cautious about pulling the trigger due to shifting customer preferences. At one point in the U.S. market, the EV transition seemed inevitable, helping explain why GM built such an extensive EV lineup. But EV sales have fallen sharply since the $7,500 federal tax credit expired last year, prompting automakers to rethink their strategies.

For the uninitiated, PHEVs pair a combustion engine with electric motors and a battery that can be recharged by plugging in. So even if the 70-mile electric-only range is used up, drivers can continue using gasoline. Most PHEVs rely primarily on AC charging, with models like the Range Rover PHEV and Mitsubishi Outlander PHEV being exceptions, as they also support DC fast charging.

Because PHEVs serve as a bridge between combustion cars and full EVs, GM confirmed back in January 2024 that it would bring them back to North America. A few months later, CEO Mary Barra said the first models were expected in 2027. All-electric models like the Chevrolet Silverado EV, Cadillac Lyriq, and GMC Hummer EV arrived first, leaving GM with a noticeable gap as hybrid demand grew.

The Silverado Has Company

If Chevrolet does launch a Silverado PHEV by 2028, the automaker will join its direct rivals in offering electrified full-size trucks. Ford offers the F-150 PowerBoost, which pairs a 3.5-liter twin-turbo V6 with an electric motor to produce 430 horsepower, while Ram offers the mild-hybrid eTorque system. The latter is also preparing the 1500 REV, a range-extended EV that uses similar hardware to a PHEV, except its combustion engine serves only as a generator rather than directly driving the wheels.

For now, high fuel prices stemming partly from the ongoing conflict in the Middle East are encouraging car buyers to opt for smaller, more efficient vehicles like hybrids and sedans – segments where GM has largely been absent.

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Genesis is a brand on a mission; its past 2 years have been busy with the premium Korean marque launching new models and refreshing its lineup globally. The strategy seems to be working, with the market responding positively to Genesis cars; it is quickly rising as a top consideration when looking for premium mobility.

Surprisingly, Genesis has achieved its current success without a hybrid model, with its lineup filled with full EVs or ICE. Only now has the carmaker decided to dip its toes into the hybrid market, and it has chosen a highly competitive segment to enter.

GV80 Hybrid

The Genesis GV80 hybrid was confirmed a couple of months ago, but the model has now made its official global debut. The GV80 is an existing Genesis nameplate and competes in an important segment that includes the BMW X5 and the Lexus RX, and those SUVs/Crossovers sell really well. Genesis wants to lead that segment by offering a hybrid GV80, which it claims is 16% more powerful than the ICE model and 29% more fuel-efficient than the GV80 2.5 Turbo. The engine is a 2.5-liter turbocharged gasoline unit paired with a hybrid system that now makes 347 hp, more than the standard base engine and close to the 375 hp V6 variant.

In terms of performance, the new hybrid motor can accelerate the GV80 from 0-60 mph in 7.1 seconds, which isn’t bad considering the heft. As a hybrid, fuel economy matters; according to Genesis, the GV80 hybrid has a 76-liter fuel tank and, when paired with the hybrid, can travel about 912 kilometers (566 miles) on a full tank. Furthermore, the brand claims a combined fuel economy rating of 28 MPG, but that’s based on Korean market figures and not the EPA.

To save weight and improve efficiency, the GV80 hybrid uses a 7-speed transmission instead of an 8-speed, and it spins 1st gear in reverse when you want to back up. The hybrid system is tuned to stay in EV mode until 20 mph to ensure smoother, quieter driving at city speeds.

Silence and Comfort

One of the major updates to the GV80 hybrid focuses on lower NVH levels and ride comfort. It has a new final drive ratio that improves overall performance but also makes the GV80 drive quieter. It also gets new Centrifugal Pendulum Absorber dampers in the transmission and tweaks to improve active noise cancellation. The ride has improved through electronically controlled dual-valve shocks, stiffer springs at both ends, and a stiffer rear sway bar.

Lastly, it may not be a PHEV, but Genesis still equipped the GV80 with a V2L plug that can produce up to 3.6 kW with the engine on or draw up to 30% from the battery when off. Right now, the GV80 hybrid is only available in its home market of Korea, but we can expect a U.S. launch soon given Genesis’ popularity in the region.

That is why some of the industry’s top selling vehicles are cars and crossovers that critics have decried as boring to drive (and sometimes boring to look at). They may not have mad horspeower, dramatic exhaust notes, exotic styling, or massive screens, but in the real world, these five 2026 models have figured out how to give mainstream buyers exactly what they want—and, in the process, outsell or significantly pressure their direct rivals.

Toyota Corolla

The Toyota Corolla is moderately stylish, as solid as the day is long, but largely underwhelming behind the wheel. It is a compact commuter that prioritizes affordability, efficiency (especially in hybrid guise), user-friendliness, and Toyota’s virtually untouchable reputation for dependability. There’s not much that can be done about the driving characteristics when it comes to the price point.

For 2026, the Corolla starts at $22,725, remains Toyota’s least-expensive new vehicle, and undercuts the entry-level Honda Civic by nearly $2,000. Toyota has also added standard equipment that improves the value proposition, including blind-spot monitoring and rear cross-traffic alert—features absent from the base Civic cited in a recent comparison.

The Corolla recorded 131,403 U.S. sales in the first half of 2026, up 10 percent year over year. That put it just behind the Honda Civic’s 132,440 units—a near dead heat in one of the industry’s longest-lasting rivalries. It continues to be an impressive seller in a world of crossovers, but it won’t light your hair on fire in the driving engagement department.

Subaru Forester

The Subaru Forester is crazy popular. In fact, it’s carrying the brand right now in terms of sales volume. The Forester and Forester Hybrid have dialed up the exterior styling, especially in festooned Wilderness trim, but the experience in the saddle is somnambulistic compared to competitors like the Mazda CX-5. Its tall, squared-off shape is not exactly stunning, but the cabin delivers a major advantage: excellent visibility, easy entry and exit, a roomy cabin, and useful cargo capacity.

Another key draw is the model’s standard Symmetrical All-Wheel Drive. While a Honda CR-V, Toyota RAV4, or Kia Sportage can be ordered with AWD, shoppers typically need to spend more to get it. Subaru makes it standard across the Forester range, which simplifies the buying decision for drivers in snowy regions such as Chicago—or anyone who regularly deals with rain, dirt roads, trailheads, or poorly plowed side streets.

The Forester also has gobs of space. With the rear seats folded, it offers 76.1 cubic feet of cargo capacity, beating out the Honda CR-V’s 75.8 cubic feet, while its 8.7 inches of ground clearance lead the comparisons cited against the RAV4 and CR-V. It is not a rock crawler, but it gives buyers more usable confidence than most compact crossovers that merely wear rugged-looking body cladding. Don’t ask it to accelerate quickly or take hot corners because that’s better left to its BRZ stablemate.

Subaru Crosstrek

Yes, another Subie is on this list. This time, it’s the Forester’s baby brother. If the Forester is the sensible family workhorse, the Subaru Crosstrek is the sensible small crossover for people who want a little more freedom than a compact sedan provides. It has the same stuff that has powered much of Subaru’s recent success: standard all-wheel drive, more space than the exterior indicates, and some of the best reliability in the industry.

The 2026 Crosstrek starts at $26,995 and includes a 180-horsepower 2.5-liter engine, standard Symmetrical AWD, and up to 9.3 inches of ground clearance. The hybrid trim starts at $33,995 and offers the same AWD along with a 2.5-liter 4-cylinder Atkinson-cycle Boxer engine with dual electric motors good for a combined 194 horses. It’s not scintillating to drive, but that’s not in the Crosstrek’s wheelhouse. It’s compact ruggedness defined, and buyers clearly love it because August 2026 reflected the Crosstrek’s biggest numbers this year, selling 19,541 units.

While it’s nowhere near the hauler the Forester is, the Crosstrek offers 19.9 cubic feet of cargo space behind the rear seats and up to 54.7 cubic feet with the 60/40-split rear seats folded flat. It’s more than sufficient for small families and their daily duties. The Forester gives owners traction, clearance (8.7 inches, 9.3 for the Wilderness trim), and utility.

Hyundai Elantra

The Hyundai Elantra is about to get a new generation, but the current model is still proof that a car does not need to be thrilling in the traditional sense to be attractive to car buyers. Its sharp, angular styling is more daring than most sedans, but its appeal comes in the form of a modern cabin, a strong standard feature set, fuel-efficient powertrains, and an expansive lineup that lets buyers choose between basic transportation and sportier flavor. Two engines are available, a 2.0-liter four with 147 horsepower (0-60 mph in 8.4 seconds) and an upgraded turbo four with 201 horsepower (0-60 in 7.0 seconds). The hybrid variant is even slower with 139 horses and an 8.7-sec 0-60 sprint.

In gas or hybrid trims, it’s less than great to drive when it comes to dynamics. Steering is devoid of feedback, and there’s noticeable body roll. The 2026 Elantra will hand over its keys to an edgier 2027 model, but it’s still selling remarkably well in a crossover-heavy market. Even if you step inside the current Elantra, you’ll find that nothing looks or feels outdated. A modern layout, big twin screens, and excellent physical controls remind buyers that Hyundai cares about comfort and user-friendliness.

The Elantra’s is a modestly priced car that feels less than modest inside. The Elantra delivers what buyers want. It’s stylish without crushing your wallet. Just don’t expect it to get your driving enthusiast blood pumping.

Kia K4

The Kia K4 is the most exciting looking vehicle in this set. Its modern lines and envelope-pushing fascias don’t look conventional or boring, but it lacks the verve of compact sedans like the Honda Civic and the Mazda3. While it may reinvent the affordable sedan look, the K4 focuses on delivering the essential goods mainstream customers want: a spacious interior, modern screen and software technology, and a broad lineup that goes from basic to edgy.

Under the hood is a 2.0-liter 4-cylinder naturally-aspirated engine good for 147 horsepower and 132 lb-ft of torque. It’s mated to a CVT, so it errs on the side of efficiency instead of increasing your pulse rate when you drive it. Acceleration and handling aren’t thrilling, but the ride is smooth and compliant. You could say that the driving experience doesn’t match its edgy looks, and you’d be right.

The K4 also benefits from the reality that not every shopper wants an SUV. Some drivers still prefer a conventional trunk, lower ride height, better road manners, and a more efficient package. A well-executed sedan can also deliver more passenger room than its exterior footprint suggests, which matters in crowded cities and tight parking garages. The K4 Hatchback looks different and offers most of the same powertrain and interior bits as its sedan brother.

Sales of the K4 are strong, reaching nearly 100k units so far this year. That’s pretty impressive for a car that recently debuted, especially when it has to go up against juggernauts like the Civic and the Corolla.

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Both cars manage to evolve the styling of their predecessors, but it’s the BMW 3 Series that looks newer, adopting concept car styling from the Vision Neue Klasse design study. That means angular body lines, prominent surface detailing, and plenty of M flavor. 19-inch wheels are standard, with 20s appearing on the options list. For the Merc, 18-inch wheels come standard and 19s are available, but unlike the Bimmer, the car looks more like an evolution than a revolution. Aside from a new illuminated grille and three-pointed star-shaped daytime running lights, the 2027 C-Class is pretty inconspicuous. This writer prefers the sportier look of the Bimmer, but the subtle elegance of the Merc is almost as appealing. And you get real door handles.

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While M Yellow Lights are an option on the BMW, along with Iconic Glow grille detailing, the Merc isn’t as interested in channeling the spirit of AMG as the Bavarians are in infusing M3 flavor into the 3 Series. The result is that the 2027 C-Class looks very similar to other Mercedes products, while the 2027 3 Series makes its newness more obvious.

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The station wagon version of the 2027 C-Class (S206) was revealed alongside the sedan (W206), but the BMW 3 Series has only been shown in sedan form (G50) thus far. A wagon (G51) is expected to follow, but neither longroof is expected to be available in America, where buyers tend to prefer crossovers or SUVs.

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Thankfully, the 2027 C-Class doesn’t get a hyperscreen stretching from end to end of the dashboard, instead using an 11.9-inch portrait-oriented touchscreen display running the latest version of the MBUX operating system. This is complemented by a 12.3-inch horizontal driver display. Another positive is that there are still several physical buttons and switches in here.

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The Bimmer’s cabin is far more heavily revised. In here, there’s no driver display directly behind the squircle-shaped wheel, with important information instead being projected onto a narrow strip that runs the width of the lower windshield. In the center, a 17.9-inch ‘free-cut’ touchscreen display handles most functions, while haptic touch pads on the wheel come to life when their functions are required. But besides a volume knob, a transmission selector switch, and a couple more basic functions, little is controlled by physical switchgear. For those still reluctant to embrace digitization, the Merc seems easier to learn. But spend some time in the BMW, and the Panoramic Vision iDrive system makes more and more sense. Hyundai is adopting a similar design, so it must be good, though the Korean version still has plenty of real buttons.

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Both the C-Class and the 3 Series come with mild-hybrid powertrains. The 2027 C-Class is offered with a turbocharged 2.0-liter four-cylinder in base C200 form, producing 174 horsepower. The C250 increases output to 215 hp, while the C300 (most likely to be offered in the U.S.) comes with 255 hp. The range also includes the C400 e 4MATIC plug-in hybrid with 389 hp, but a warmed-up C53 and its six-cylinder engine are yet to be announced.

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The 2027 3 Series is simpler. The 330 and 330 xDrive (all-wheel drive) come with a mild-hybrid 2.0-liter turbocharged four-pot, making a respectable 255 hp, exactly the same figure as the C300. The M Performance model in the range, the M350, gets a mild-hybrid 3.0-liter turbocharged inline-six developing a stonking 437 hp, and while it’s only available with AWD, a new ‘Drift Moment’ function can direct all the power to the rear axle. Both the Merc and the Bimmer use automatic transmissions, with the former boasting nine ratios and the latter one fewer.

Final Thoughts

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The two compact premium sedans offer similar entry-level performance, and both are expected to start in the high-$50k range, extending into the mid-60s for range-topping models. Interior room and cargo volume measurements are yet to be revealed, so we can’t compare the cars here, but both offer plenty of technology, comfort, and space. The 2027 3 Series gets a panoramic glass roof as standard, which increases the sense of interior luxury, and its higher-performance M350 trim is as close to an M3 as a 3 Series has ever been. Sure, there are gripes concerning the lack of physical switchgear, and the non-traditional dash layout and steering wheel design will turn some off. Some may also find the exterior styling too shouty. But the C-Class is arguably too restrained for most, and if you want to show off that you’ve got the latest and greatest Germany has to offer, the BMW stands out more. In summary, the BMW is bolder, more athletic, and represents a step change in interior design. However, for those who have access, the Merc’s station wagon option will be available before the BMW’s, and if you just want a luxurious, comfortable, quiet sedan or wagon, the C-Class fulfils requirements with ease. The win goes to the 3 Series, but that’s not an indictment of the C-Class, and those who choose the Merc are still making a fantastic choice.

Toyota RAV4 Prime

A 2021 RAV4 Prime averages around $32,447 on the used market, according to iSeeCars, which also ranks it the top plug-in hybrid SUV for resale value. The current RAV4 Plug-in Hybrid starts at $46,210 new and delivers 94 MPGe combined, so a used first-generation Prime still captures most of the efficiency story at a steep discount. Just make sure to check the specific model year against our breakdown of which RAV4 years to actually avoid, since reliability hasn’t been uniform across every generation.

Kia Sorento Plug-In Hybrid

For buyers who need three rows, the Sorento PHEV averages $34,083 used for 2023 models, and iSeeCars ranks it first among PHEV SUVs for cargo space. We have already covered the Sorento PHEV’s 261-horsepower powertrain when Kia first revealed it, and the current 2026 model now rates 31 miles of electric range and 74 MPGe, according to Kelley Blue Book, with KBB naming it the top-rated PHEV SUV on the market today.

Hyundai Tucson Plug-In Hybrid

A 2024 Tucson PHEV runs about $31,232 used, per iSeeCars, making it one of the cheapest ways into this segment for buyers who don’t need the Sorento’s extra row. The Tucson offers drivers Hyundai’s typically sterile experience – comfortable, reliable, and really no reason for most shoppers to complain. Our head-to-head against the RAV4 Plug-in Hybrid found the Tucson competitive on value, and it holds up well enough in reviews to be a sensible shop-around pick against the pricier Toyota.

Ford Escape Plug-In Hybrid

The Escape PHEV is the cheapest entry on this list at roughly $30,362 used for a 2025 model, and iSeeCars ranks it the second-best PHEV SUV for gas mileage. Autoblog noted back when the Escape PHEV launched that it undercut the RAV4 Prime on both price and efficiency, and that value proposition still largely holds on the used market, even if the Escape’s cabin and tech lag behind newer rivals.

Jeep Wrangler and Jeep Grand Cherokee 4xe — Buy With Caution

The Wrangler 4xe averages $33,751 used, and the Grand Cherokee 4xe runs about $30,197, both attractive prices for SUVs with genuine off-road chops. But Stellantis has issued a fire recall covering over 320,000 of these 4xe models, and owners have even been warned not to charge their SUVs in some cases while repairs are pending, a situation serious enough that owners have sued Stellantis over the handling of it. Confirm any used 4xe has had its recall work completed before signing anything, and budget time for that verification regardless of how clean the listing looks.

The Bottom Line

The used PHEV SUV market has matured enough that buyers no longer have to choose between efficiency, price, and selection. For most shoppers without a Jeep-specific reason to buy, the RAV4 Prime and Sorento PHEV remain the safer starting points, the Escape PHEV is the budget play, and the Tucson splits the difference. The Jeep twins are the left-field choices that offer solid value propositions and are worth a look only after the recall paperwork checks out.

A couple of automakers have already admitted that they went overboard with capacitive touch controls. Some have taken corrective action, such as Volkswagen and the ID. Polo and ID. Cross. If anything, it’s a popular move that’s paying off for the German automaker.

Then there are those that committed to physical controls after seeing feedback from other makes. Mostly Asian carmakers have stuck with buttons and dials in their cars. Hyundai is one of them, and it promises to keep adding them even as more functions go digital.

Promise Kept

Hyundai is entering a new phase in its car design language. We saw it first with the Elantra, and the popular Tucson has followed suit. While the design inside and out has changed radically from its predecessor, we’re glad to report that the dash still looks easy to use.

As promised, there are still buttons and dials, which should delight the anti-touchscreen/touchpad crowd. It’s also good news for current owners thinking about moving up to the 2027 model. The look is similar to that of the Elantra, but has a couple of unique touches to make it more distinct.

Minimalist in the Right Places

One can call the cabin of the 2027 Tucson light and minimalist, with its smooth surfaces and gentle curves. Yes, there are screens, but they don’t define the cabin. Like its lower sedan stablemate, the Tucson has a slim instrument cluster display, and we could expect to see more of that in future Hyundai offerings. The redesigned Santa Fe comes to mind, but we digress.

As for the dash fascia itself, there’s a more practical element. Because the instrument display is moved up into a smaller panel, Hyundai can turn most of the center into a cubby bin. There is actual storage just behind the steering wheel, which is a first for this crossover.

Hyundai applied minimalism the right way in the 2027 Tucson by maximizing the freed-up areas. For instance, the raised center console also allows for a large storage bin underneath it, while the scalloped door panels give a little more wiggle room for one’s arms. We don’t have photos of the rear seats just yet, but it’s safe to say there’s probably more room back there.

Key Specs

We can finally say with confidence that even the XRT will be available with a hybrid powertrain. It’s still the familiar 1.6-liter turbo-hybrid arrangement, but there’s a little more power than before, at least based on the home market specifications. This setup is now rated at 242 hp and 280 lb-ft, up from the current model’s 231 hp and 271 lb-ft.

The U.S. press release also mentioned the 1.6-liter turbo with 190 hp and 195 lb-ft (per South Korean specifications). That could mean the non-turbo 2.5-liter engine could finally be retired, letting even the base Tucson be more on par with rivals that still offer pure combustion versions. A plug-in hybrid model will also be offered down the line, and it will make 288 hp.

As for availability, Hyundai USA says it will be appearing in showrooms by ‘early 2027.’ Fingers crossed it retains its strong value proposition.

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This incident confirms suspicions that modern vehicles are hackable and log more than just your next oil change interval. Fortify Labs in Australia was able to hack a BYD Shark 6 in the span of two weeks, and the result of that effort is location data and even phone calls made in the car.

In addition to the private information, the hacking also exposes a backdoor to the vehicle’s functions, like the headlights, windscreen wipers, and other features being remotely accessible to hackers. Following the discovery, BYD Australia has launched a formal internal investigation regarding this matter after Four Corners, a news source in Australia, reported Fortify Labs’ findings on September 21, 2026.

BYD China Is Also Investigating

BYD China labeled the cybersecurity issue as a “software defect,” which was exploited using an “Android Debug Bridge” (ADB), a tool that enables access to Android devices. The Shark 6 uses the “DiLink” infotainment system, which is Android-based and used in other BYD and Denza models aside from the Shark 6.

While the Android system is heavily customized by BYD, you cannot deny its base. The troubling part is that a lot of Chinese manufacturers, aside from BYD, also use Android as a base for their infotainment systems, which could mean that this exploit may also spell trouble for other vehicles with similar systems.

In a report from Car Expert, the issue has been resolved. BYD discovered that the application that was involved in the experiment needed physical touch in order to confirm its installation into the infotainment. That being said, BYD has since issued a corrective action that “removes the unintended pathway that allows ADB to be enabled through the infotainment system user interface, thereby eliminating the access path identified during the investigation.”

BYD continued by saying that an over-the-air update for the Shark 6 will be issued “only once the updated software has undergone rigorous validation.” Furthermore, BYD will look into the possibility of its other products needing such a security patch.

Fortify Labs Clarifies

Fortify Labs published an article of their own, detailing that the Four Corners episode didn’t show everything that was done to the car. The initial intention of Fortify Labs was to “simulate the remote access a car manufacturer has to a connected vehicle and demonstrate how this access could be abused.” While the content of the Four Corners report did bring attention to the issue, Fortify Labs went on to clarify a few facts.

• The vehicle used throughout the research and filming was a 2025 BYD Shark 6 Premium, which we owned.
• The vehicle was reported to be fully patched, with all software updates applied, as of 16 July 2026. Research began on 17 July 2026.
• The head unit’s software version was reported as 56.1.2.2507080.1.
• A publicly known technique was used to gain unprivileged access to the head unit.
• Using this access, we installed software that achieved the majority of what was demonstrated.
• Physical access to the vehicle was required to install the software on the head unit. From that point onwards, connectivity and control of the software functioned remotely.
• As seen in the Four Corners episode, the CAN bus line was also tapped to demonstrate what could happen if an ECU on that network was compromised. This is how the lights were switched off and the windscreen wipers activated. This was all achieved in-line, with a Raspberry Pi simulating a compromised ECU sending out CAN bus messages.
• No firmware was modified anywhere on the system, nor was any effort made to escalate privileges, as it was not required for the purpose of the demonstration.
• Prior to starting the research, the SIM card was removed from the telematics box within the vehicle. This isolated the vehicle from the internet, and the vehicle was unable to interact with any part of BYD’s back-end infrastructure. This was done as a safety precaution to ensure no part of our research interacted with or affected BYD’s online services or infrastructure in any way.
• “Out-of-band” internet connectivity was established by connecting the vehicle to a cellular hotspot within the car. The vehicle used our own infrastructure and cellular connection. At no time was the BYD-provisioned SIM card or the BYD-provided internet access used to remotely interact with the vehicle during our research or the demonstration.

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Physical Access Is Required

For now, the system is susceptible to hacking, but it requires the hacker to physically be there to install software and also tap into the CAN bus line in order to gain access to the vehicle’s functions.

While the BYD Shark 6 was the car that came under fire for being in the episode, Fortify Labs has stated that “this same [hacking] technique can be used against other Android-based head units in vehicles from other manufacturers if they are not adequately locked down.”

“People shouldn’t just blindly trust that vehicle manufacturers are producing safe and secure cars, and this doesn’t only apply to Chinese manufacturers. The same goes for vehicles coming out of the U.S., Europe, and the rest of Asia. It applies to all vehicle manufacturers,” Fortify Labs continued. “It’s also worth highlighting that these risks are not faced by Australia alone. This is a global issue, and other countries should be concerned.”

“Cyber Security Star Rating”

One of the other recommendations that came out of this incident was a “Cyber Security Star Rating” that would be conducted alongside the Australian NCAP star rating. It’s not as simple as crashing a car, however.

For now, implementing a cyber security rating system will be a huge challenge, mainly because, unlike physical crashes, what works and what doesn’t in the realm of cyber security always changes. There is also currently no established process and rubric for the industry to judge how cyber-secure a car is, and there is no guarantee that a 5-star car you buy today might be vulnerable tomorrow.

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Undoubtedly, the most controversial styling decision is putting a four-pipe exhaust on an M Performance model, leeching off the M3’s reputation for performance. To be fair, AMG has been producing middleground AMGs with quad exhausts for a while, and while the angular surfaces of the 2027 3er might have also suited a rhombus-shaped dual-exit design, the four round pipes work well here.

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From the rear three-quarter angle, there’s more than a hint of Alfa Romeo about the new 3 Series, though we’re sure BMW would rather we liken it to the current 5 Series. The edgy design works better here, and putting a single reverse light in the middle of the diffuser is a neat way of saving costs.

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Another design element borrowed from real M cars is seen in the daytime running light signature, which can be optioned with M Yellow Lights. BMW used to reserve this for CS models, and earlier this year said that all M cars would get access, but we weren’t expecting to see it on M Performance models. However, we appreciate the cunning; in a world where lighting signatures are important visual identifiers, and the list of legal colors is severely limited, BMW is setting a trend others will wish they had come up with first.

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Like the i3, Iconic Glow outline lighting gives the 3 Series an interpretation of kidney grilles, and the front and rear lids are recessed in the middle, where the BMW roundel lives. Lower down, the theme continues, including on cars without M Sport bodywork, with a lower intake grille separated by an upright partition.

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In profile, the 2.5-box shape is clean, with a nice, long hood culminating in a sharp, forward-angled nose. The car also has a good dash-to-axle ratio and a short rear end that isn’t hiding a fastback-style hatch; the 2027 3 Series is a traditional sedan. BMW no longer mentions the Hofmeister kink in its press releases, despite continuing to loosely imitate it, but the glasshouse of the gas 3 Series is still noteworthy. Since the combustion car isn’t hiding a large floor-mounted battery pack, the window seals are concealed behind a black trim element, rather than being completely hidden. In the electric 3 Series, doing this would have made the glass-to-bodywork ratio even worse.

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I’ve written on this site numerous times about my dislike of BMW’s cost-saving-motivated reluctance to produce M-specific bodies with aggressive rear arches that flow into the rear doors. But as the above angle of the 2027 3 Series shows, it’s not necessary and won’t be for the M3 either. The shoulder line kinks into the rear haunch crisply, with the bulge kicking up into the L-shaped taillights just enough to be noticeable and steering clear of vulgarity. However, I’d prefer physical door handles, not only for safety reasons, but also to break up the mass of side-on bodywork and hide the 3er’s ever-increasing size.

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The front wheel arches are also pleasantly muscular, and the angled vertical side intakes help make the transition from G20 to G50 easier to understand. Annoyingly, BMW has no restraint when it comes to M badges, and the largest fender garnish ever seen on a non-M car sits just above the wheel center line.

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The most egregious watering down of the M3 iconography is seen in the M350’s badge. On the one hand, it makes BMW’s choice to use indecipherable double-digit numerals to designate engines more coherent across all non-M Division vehicles, but the emphasis it places on this car’s wannabe M3 status feels a little cheap. Personally, I wish we’d go back to this 3.0-liter-powered car being a 330 and the 2.0-liter four-pot 330 being known as the 320, but the era of sleeper cars is all but dead.

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Even the wing mirrors and the optional M Sport seats are not immune from M’s branding machine, with the latter getting illuminated M logos in the headrest recesses.

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Under the hood, BMW lightly revised the old M340i’s engine cover design. As with that car, the automaker couldn’t resist putting yet another M badge on display, along with some carbon fiber-style detailing. Along with the addition of stiffening bars from each strut tower to the front valance for 2027 (only on the M350), we like the retention of the retro BMW wordmark with five lines on either side, and the six notches in the plastic engine cover add more character than some rivals’ designs.

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The trunk continues to use inconspicuous hinge mechanisms that are almost never in your way while loading. Additional storage pockets on the side are also handy, and while the rear 40:20:40 seatbacks don’t fold flat, the trunk floor’s depth in all directions is excellent. If this were a plug-in hybrid, we’d be having a different conversation.

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Even without M Sport bodywork, the 2027 3 Series looks good. Without the trunk lip spoiler, 20-inch wheels (19s are standard), and M badges of the M350, the 330 and 330 xDrive are certainly a touch more elegant. Both cars might benefit from simpler wheel designs, which would also be appreciated during the weekly wash, but it’s hard to find fault here.

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With gray paint, white DRLs, and less tricolor detailing and badges, the 330 is subtler, but it still has that sporty look BMW buyers want to show off.

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Inside is where the gripes begin, but also where more praise is due. While we dislike the shape and haptic buttons of the steering wheel, it feels excellent in your hands, and the recesses for the buttons are more clearly defined. The pads also only illuminate when their functions are available, which should help prevent accidental presses. Projecting the important driver info along the base of the windshield is excellent for keeping eyes on the road, but it’s also why the wheel is shaped so unusually.

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The 17.9-inch ‘free-cut’ central infotainment touchscreen makes far more use of available area than the over-bezeled displays in the latest Audi and Mercedes products, and it’s meant to make it easy for the driver to reach, but as you can see, climate control functions reside on the screen. It’s distracting, imprecise, and leaves more smudges on the surface. BMW has tried to make this less annoying by adding quick shortcuts for direct or indirect airflow, and the climate controls are always in the same place on the screen.

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There are still physical buttons for the hazard lights and rear-window defroster, and the transmission selector is a switch. There are also physical knobs for audio volume and the parking brake. Ahead of this area, the center console houses a pair of cupholders and a magnetized pad with inductive smartphone charging. Clearly, a completely new design would be necessary for a manual, so we doubt anything less than an M car will even be considered for a three-pedal setup in the Neue Klasse era.

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All 3 Series models get a glazed panoramic glass sunroof that makes the cabin feel exceptionally airy. A plant-based composite fiber roof may be added to the eventual M3, and that could contribute to an even more focused driving experience, but here, comfort takes precedence. Seen here is the M350, as you can tell from the striped safety belts and the M Sport seats up front. Climate controls sit at the back of the center console, and seat controls are in the doors. Heating, ventilation, lumbar support, and backrest-width adjustment are optional, but massaging is only available on the electric i3.

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Alongside the i3, the 2027 3 Series pushes BMW design forward while tipping its hat to the past. Proportionally, the gas car is far more attractive, but the EV holds its own in the style department, hiding its bulk through clever use of lines and curves. With prices ranging from just under $50,000 for the base 330 to just under $66k for the range-topping M350, and the all-electric i3 50 xDrive starting at $61,500 before destination, the 2027 3 Series range offers more variety, more tech, better comfort and performance, and greater efficiency at a compelling price for the segment. That’s what we think – share your opinions on the new 3 Series with us in the comments below.

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Normally, hybrid versions of gas-powered cars cost more because of added hardware, such as electric motors and a high-voltage battery pack. It is one of the most crucial factors when buying a hybrid, along with the potential savings on fuel in the long run, as hybrids tend to be more fuel-efficient. The same is true for the Toyota Corolla Cross, but for the 2027 model year, the cost of stepping up to the hybrid rises to $5,880 over the base trim of the gas model, which has outsold the hybrid variants by an even wider margin this year.

In comparison, the gap was $4,460 for MY2026. That can be explained by Toyota’s decision to drop the entry-level Hybrid S trim, which gave prospective buyers a hybrid compact crossover with a sub-$30,000 MSRP. Now, the hybrid range starts at $31,415, excluding dealer processing and handling fees, for the Hybrid SE and goes up to $34,130 for the Hybrid XSE.

A Little More Across the Board

For the 2027 model year, the Corolla Cross is largely carried over, though each remaining trim carries a slight price increase. The pricing difference can be seen in the table below.

While these represent slight price increases, the 2026 Corolla Cross was cheaper when it originally launched. It started at $24,635 for the gas model and $28,995 for the hybrid, meaning Toyota increased pricing during MY2026’s life cycle.

But compared with the 2027 Honda HR-V, the latest Corolla Cross is still more affordable by about $1,000 in starting MSRP.

The Case for Hybrid

Given that the 2027 Corolla Cross is largely a carryover, the hybrid models still come with the same 2.0-liter inline-four engine paired with three electric motors to produce a combined 196 horsepower. It offers manufacturer-estimated fuel economy figures of 46 mpg city, 39 mpg highway, and 42 mpg combined, easily beating the FWD-equipped gas model’s 30/32/31 mpg figures. Prospective buyers, especially budget-conscious ones, should consider long-term ownership to maximize the fuel savings offered by the hybrid models.

The 2027 models are scheduled to reach U.S. dealerships in fall 2026, and production remains in Huntsville, Alabama.

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But the automaker’s plans for more affordable vehicles in North America, its largest and most profitable region, go beyond that. Stellantis is launching 11 new vehicles in the next five years in North America, seven of which will start below $40,000.

Stellantis Plans 7 New U.S. Models Priced Under $40,000—Including Two Under $30,000

Stellantis CEO Antonio Filosa said at an auto industry conference in Detroit that the company plans no fewer than seven vehicles priced under $40,000—two of which will cost under $30,000—and extended-range powertrains to gain U.S. market share. He noted that the U.S. market for affordable vehicles represents a “huge opportunity” for Stellantis, the Detroit News reported.

“We have just one car there (below $30,000) today, which is the Jeep Compass,” Filosa said. “So we know that can get there.” The other sub-$30,000 vehicle has not been named yet, but it will likely be the Ram Rampage compact truck.

The executive said Ram was inspired by Ford’s success with the Maverick when it decided to sell the Rampage in the U.S.; the truck is already available in South and Central America.

Stellantis plans to bring the Ram Rampage to North America in 2028, but it won’t just import the version sold in other markets. While the design will be similar, the U.S.-spec model will be engineered for North America and will feature key changes to meet local regulations, powertrain preferences and manufacturing needs.

As for the Ram Dakota, Filosa said the market for such a vehicle is not huge currently, “but it is relevant.” The midsize Dakota is expected to enter production in 2027 and arrive at U.S. dealers as a 2028 model.

Filosa said Stellantis’ new philosophy is all about “freedom of choice” for the consumer and listening to customers and dealers when deciding “exactly what we should change in our product portfolio.”

Stellantis Betting Strong on Range-Extended Hybrids Too

That’s how the automaker’s pivot to range-extended trucks and SUVs can also be explained. Filosa said it’s driven more by “customer choice” rather than federal environmental regulations that have since been abandoned by the Trump administration.

Stellantis lost $26.3 billion (22.3 billion euros) last year, largely due to unprofitable electrified models. But Filosa says the EREV solution is more a customer choice than a compliance choice because it’s “a perfect powertrain for a niche of customers” who value torque, horsepower and towing capability.

Stellantis’ 647-horsepower range-extended hybrid system combines a battery with a usable capacity of 69.7 kWh with an onboard gas generator—a 3.6-liter V6 Pentastar engine—for recharging on the move.

The EREV powertrain will launch on the refreshed Jeep Grand Wagoneer flagship SUV, followed by the Ram 1500 REV pickup.

2028 Lamborghini Revuelto Getting Angrier Looks

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Losing the Y-shaped DRLs may make the Revuelto look more like the smaller, less powerful Temerario, but the entire fascia is being made more menacing, with additional strakes added to the lower side intakes, which appear to be less hexagonal than before. The central opening has also been widened and has lost the central support of the current Revuelto, increasing the impression of width and making the front end look even lower and sleeker. As a facelift, the hood and side profiles are being left mostly alone, but the biggest side intake has gained a horizontal strake, something repeated by the fin behind each front wheel. Interestingly, the intake on the car’s shoulder is new, apparently replacing the flying buttress of the current model. At the back, the engine cover seems to be unchanged, but most of the rear fascia has become wilder, with the diffuser dropping two vertical strakes on either side of the license plate in favor of a triple-element design that not only opens the panel up but also moves the plate holder a little higher. Either side of this are three vertical elements that join with additional vanes leading from behind the rear tires. There’s also a new vent below each taillight, and the deployable wing now protrudes further from the exhaust pipes. All of this indicates that either Lamborghini is heavily revising the styling of the facelift, it’s working on a hotter variant, or both.

Autoblog’s Take

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Since the Lamborghini Revuelto SV has 1,050 horsepower, and since this prototype isn’t as extreme yet is certainly more aggressive than the regular, 1,001-hp Revuelto, we suspect this is a Revuelto S. Essentially, it is a facelift, but Lamborghini will market it as a new model. The original Urus was effectively replaced by the more powerful, plug-in hybrid Urus SE, and something similar will probably happen here – more power under a new name. But don’t expect it to happen soon. Lamborghini is still accepting orders for the current Revuelto, and this update is only expected to debut roughly a year from now, if not early in 2028.

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The upcoming redesign of Toyota’s ubiquitous compact car is finally stepping out of the shadows, leaving its mundane reputation firmly in the rearview mirror. For decades, this model has been the ultimate mobility appliance: reliable, affordable, and fundamentally unexciting. Now, facing a fierce market saturated with stylish crossovers, Toyota is pulling out all the stops to give its legendary nameplate a much-needed shot of adrenaline.

Expected to hit the market for the 2028 model year, it seems to be pivoting toward a sleek, fastback-inspired silhouette that blends sedan and hatchback elements. Instead of betting everything on full electrification, the Japanese automaker is pushing a multi-pathway strategy. This ensures buyers in different regions can choose from traditional gas setups to cutting-edge plug-in hybrids, helping the model maintain global relevance.

Unpacking the Super-Efficient 1.5-Liter Hybrid Strategy

Recent developments in Japan suggest a newly developed powertrain will be the undeniable star of the show. Expected to debut first in the domestic market, this 1.5-liter inline-four hybrid system promises staggering efficiency numbers. According to Nikkan Kogyo Shimbun, it could easily eclipse 30 kilometers per liter on the WLTC cycle, a massive leap in fuel economy over the current generation. Standard internal combustion models might even become a rarity for average consumers, potentially reserved strictly for high-performance Gazoo Racing variants.

This mechanical overhaul is wrapped in an incredibly aggressive exterior package. A recent teaser image briefly shown in a Japanese television documentary proved that the wildest elements of the 2025 mobility concept are actually making it to production. The blurry silhouette revealed the exact same dramatic wedge shape, heavily raked windshield, and ultra-narrow taillights we saw on the auto show floor.

Advanced aerodynamics and a low-slung profile mean this vehicle will cut through the air efficiently. Combined with the potent new 1.5-liter hybrid architecture, the engineering team is targeting a 10 to 20 percent overall improvement in fuel consumption, ensuring the car remains the ultimate sensible commuter while looking like a spaceship.

Betting Big on Aesthetics Over Tradition

This radical aesthetic shift represents a massive gamble for a brand that has historically thrived on playing it safe. Hyundai and Kia have already proven that budget-conscious shoppers actually crave dramatic, angular styling. Toyota clearly recognizes that blending into the background is no longer a viable strategy to win over first-time buyers, leading to a bold design language that is maturing rapidly across their entire fleet.

However, alienating the core demographic remains a very real risk. The traditional buyer base strongly prizes predictability, low running costs, and conservative anonymity above all else. Pushing the design envelope this far might scare off fleet managers and older commuters who simply want a dependable appliance. Regardless of the risks, Toyota has clearly decided that resting on its laurels in a highly competitive segment is far more dangerous than pushing the boundaries.

2027 BMW 3 Series: Two Combustion Options

Whereas the G20 BMW 3 Series had its range topped by the M340i with 386 horsepower, the G50 changes the name and the output. For 2027, the 3 Series for the performance-conscious is the M350, which wears a badge that emphasizes the M Performance model’s M3 influences and signifies a 3.0-liter turbocharged straight-six combined with 48-volt mild-hybrid technology in the form of a 17-hp electric motor between the transmission and crankshaft to produce a total of 437 hp and 428 lb-ft of torque, an increase of 51 hp and 30 lb-ft over the G20. While the M340i would take between 4.1 and 4.4 seconds to run from 0-60 mph, depending on whether it was a rear-wheel-drive or an AWD car, the M350 will take just 3.9 seconds. Yes, xDrive AWD is standard alongside an eight-speed automatic, and there’s no indication that the M350 will be available with RWD, but you do get a rear-drive setting called ‘Drift Moment’ (and an M Drag Meter to show acceleration data). A manual transmission is even less likely, especially since there are cupholders where a stick should be, but let’s wait and see. As before, performance tires allow a top speed of 155 mph.

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If posing as an M3 is not your bag, the new 3 Series is also available in 330 and 330 xDrive forms (the ‘i’ suffix has disappeared from all gas Bimmers so as to avoid confusing customers who will also see it as a prefix on EVs). The 330 and 330 xDrive get a 2.0-liter turbocharged four-pot, again with 48V mild-hybrid tech and an eight-speed automatic. Here, a belt-driven starter-generator is used, and both trims return a total of 255 hp and 295 lb-ft of torque. 0-60 mph takes 5.9 seconds, and again, sport tires enable a top speed of 155 mph. As seen below, BMW’s M Performance engine cover sports a carbon fiber-like finish, a prominent M badge, and retro stripes either side of the BMW wordmark.

As you might have noticed, the electrification component hasn’t provided all the two powertrains’ gains, and that’s because efficiency and performance improvements have also come from new Valvetronic variable valve control programs with switchable exhaust valves. Alongside variable intake-valve lift, this helps the engines reduce drag torque by roughly 66 percent, meaning the rotating assembly requires less energy to move and saps less when off-throttle. A Miller combustion cycle is used with new turbochargers, and BMW has revised intake ports, combustion chambers, camshaft timing, fuel injection, ignition, and exhaust-gas flow routing. All of these measures will keep the 3 Series legal in the U.S. and Europe until at least the end of the decade.

BMW 3 Series: Handling and Comfort Improvements

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Even in pictures, it’s clear that the G50 3 Series has swelled in all areas, as every car in this so-called ‘compact’ class has. But BMW says the 3 Series will continue to excite in the corners, thanks to wider tracks and a longer wheelbase. That should contribute not only to predictable handling but also to improved comfort. Extensively revised chassis and body structures, a new steering ratio, and a BMW Driving Stack suite of chassis controls are complemented by new brakes and revised geometry for the suspension, which is a double-joint spring-strut design up front with more camber and an increased positive caster trail. At the back, a five-link rear axle gets modified negative caster trail along with more camber, while both front and rear setups get preloaded anti-roll bar mounts to keep the chassis stiff. Newly developed lift-related dampers and a larger wheel diameter (up from 654 millimeters to 680 mm) should also improve traction and comfort. Adaptive suspension is available, including top-line Adaptive M Suspension, but either option requires sport steering with a variable ratio. BMW says these systems not only improve handling but also reduce stopping distances when the ABS is required. And for the M350 xDrive, along with model-specific spring and damper rates, the engine bay has gained a tower-to-front strut bar, not totally dissimilar to that seen in the G80 M3 CS Handschalter.

2027 BMW 3 Series Interior and Tech

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If, like me, you were hoping that BMW would fit a normal three-spoke wheel to the gas 3 series, bad news: the 330 and M350 stick with the unconventional two- or four-spoke wheel design that looks weird but feels pretty good. Remember how car designers in the 1980s thought four-spoke wheels looked futuristic? The rest of the cabin is mostly the same as in the i3 too, with a 17.9-inch touchscreen running Operating System X in the center of the dashboard and a full-width Panoramic iDrive display projected between the dash and the base of the windshield. A 3D head-up display is also available, while above the occupants, all 3 Series models get a panoramic glass sunroof that is glazed. As standard, electric seats with memory are fitted, but multifunction perches with lumbar support and backrest-width adjustment are available too. In the i3 EV, these offer massaging, but here, they add ventilation. M350s get access to M Sport seats with illuminated M logos (like G8X M cars), but they’re optional.

All steering wheels get shift paddles, including 2.0-liter models, and all interiors get dual-zone climate control. However, while there are physical controls for the parking brake, the transmission selector, the rear-window defroster, the hazard warning lights, and for controlling audio volume, the climate system is operated entirely via the screen. BMW has tried to make this less bothersome by adding a shortcut that switches the air vents between direct and indirect airflow, and the temperature controls reside at the base of the screen, but actual buttons or knobs would still be better. Tri-zone climate control and heated seats are optional.

As for audio, a seven-speaker setup with 205 watts of power is standard, while M Performance models get a Dolby Atmos-supporting Harman Kardon system with more power and speakers, though unspecified. Finally, the interior can be specced in one of three themes: Contemporary, BMW M, or BMW Individual. The first provides faux leather in Digital White, Castanea, Agave Green, or Black shades, while the second features a different type of imitation leather paired with M PerformTex faux suede. Finally, Individual has real Merino leather, but only in Black.

2027 BMW 3 Series Styling and Pricing

The Neue Klasse design language was, at the very least, acceptable on the i3, but personally, I think it works even better with the gas 3 Series. The proportions are much, much better – the gas 3er looks more car-like than crossover-like because the doors aren’t stretched upward as they are on the i3. Without a big battery pack, the side skirts can also follow a straight line, and while the hood must enclose an engine, it is flatter. These sleeker lines give the gas 3 Series a more traditional look and feel, and while subtle, the flared wheel arches look more prominent. Not having to hide excessive bodywork means BMW can outline the glasshouse with a piece of trim, and instead of having 21-inch wheels like the i3, the combustion-powered sedan stops at 20-inch wheels. 19-inch designs are standard, including on the M350, which gets Style 1139 M wheels in Jet Black. From almost any angle, we can see references to several 3 Series designs of the past, yet the G50 simultaneously looks and feels completely new.

Speaking of color, BMW says 11 hues will be available, including the exclusive Le Castellet Blue, which is only for the i3 and 3 Series. Individual paint finishes are also coming, but BMW hasn’t provided a list of shades just yet. Naturally, the 330 and 330 xDrive will have access to the M Aerodynamics package as part of the M Sport package, adding many of the M350’s styling elements, including bumpers, side skirts, and diffuser. The M350 also gets a trunk lid spoiler in black as standard, but because BMW likes to incrementally add aggression to its M-lite models, the biggest talking point is the addition of a quad-exit exhaust, something formerly reserved for serious M cars. Similarly, M yellow running lights are optional, as is Iconic Glow lighting between the clusters. Pricing for options is yet to be decided, and an arrival window was not specified, but the base pricing for each model is listed below (all prices exclude an obligatory destination charge of $1,350), and we expect dealerships to see deliveries begin before the year is out.

Final Thoughts

BMW’s 3 Series designs are almost always judged harshly at first, but they grow on you with time and further exposure. The 2027 3 Series, which BMW wants us to call both the gas and electric versions, continues the trend, but this time, it’s hard to call out many cosmetic flaws on either, and with pricing that is only a few hundred dollars more across the 330 trims and a couple thousand more on the M350 compared to 2026 equivalents, it’s going to be immensely popular worldwide, as always. Giving the outgoing 3er the so-called ‘Snake Eye’ lighting signature makes the transition to Neue Klasse styling easier to embrace, and the aggression of this G50 indicates the eventual M3 will be even wilder. Sure, some will criticize the aesthetic liberties taken with the M brand, some will dislike the interior, and others will want to know how heavy the G50 is. Others will pine for fewer displays and haptic buttons in favor of three pedals and a stick shift. But for its core consumer base, there’s no doubt it’s a compelling offering, and it’s hardly offensive to look at. Most will love the tech, which includes Level 2 hands-free highway driving, an AI assistant, and plenty of safety and convenience improvements. We’re also confident that the G50 will drive beautifully and handle its mass, whatever it may be, with grace. What’s more, the addition of a drift function on the six-cylinder M350 will make the loss of a rear-drive straight-six option easier to stomach. This new 3 Series looks just different enough from the i3 to be recognizable to the keen-eyed, yet it’s simultaneously so similar that those considering the EV won’t be sacrificing much, especially at a near-mid-range price for the i3 50 xDrive. Granted, we’d prefer physical door handles and more real switchgear, and we’re partial to a traditional steering wheel, but if those are the only serious gripes, the 2027 3 Series is hard to argue with in gas or electric form. How does it compare with the new Mercedes-Benz C-Class, you ask? Stay tuned. In the meantime, the gallery below includes all versions of the 3 Series revealed so far, including the upcoming i3 M60 xDrive with its M-flavored upgrades and interior.

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Nissan’s late to the hybrid game, that’s for sure. But with the introduction of the all-new Rogue Hybrid, the company has at least entered the arena. More importantly, the Rogue serves as the starting point for Nissan’s e-Power in America.

The Rogue Hybrid, however, won’t be the only electrified model in the automaker’s lineup. Nissan is reportedly preparing to bring the Kicks e-Power to the US while also developing V6 hybrid powertrains for its upcoming truck and SUV range. Obviously, this gives Nissan a broader hybrid strategy rather than simply adding electrification to one popular crossover.

A Hybrid Push Through 2030

Nissan Americas Chairman Christian Meunier outlined the company’s plans during a briefing at Nissan’s global headquarters on September 28. The automaker wants hybrids to become a major part of its North American lineup by the end of the decade.

“We’ll be well-equipped. I think the hybrid is going to become by 2030 probably the primary powertrain in North America but also in Latin America,” Meunier said, as reported by Automotive News.

Nissan figures hybrids will soon make up 30-40% of Rogue sales. The plan is to build the Rogue Hybrid right in Smyrna, Tennessee, starting in 2028. Sure, it’s about meeting demand, but it’s also a way for Nissan to keep its factories busy, boost profits, and rely less on imports.

Kicks e-Power Is On The Way

The Kicks will be an important piece of Nissan’s hybrid expansion. An e-Power version is expected to arrive in the US around 2028, giving the compact crossover an electrified option without following the conventional hybrid formula.

Japan’s already got a taste of what e-Power can do in the Kicks, which uses Nissan’s third-generation e-Power system. Its 1.4-liter three-cylinder engine is essentially a generator, rather than the direct source of propulsion. Nissan lists it at 97 horsepower and 85 lb-ft of torque, but those figures don’t reach the wheels. Propulsion duty goes to the front electric motor, which produces 141 hp and 232 lb-ft of torque – almost the same power as the current US Kicks but way torquier.

Of note, Nissan hasn’t confirmed whether the US-spec Kicks e-Power will inherit the same setup as the one sold in Japan.

For US buyers, the Kicks e-Power could be the sweet spot between a regular gas crossover and a full-on EV – and at a lower price point. It’s a clever move for folks who aren’t quite ready to ditch gasoline entirely.

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V6 Hybrid Trucks Will Be US-Made

Nissan’s been hinting at V6 hybrids for a while, but now it’s sounding real. The plan is to drop this setup into the next wave of body-on-frame trucks and SUVs, starting with the new Xterra. Nissan’s already said the new Xterra gets a V6, and yes, a hybrid version is in the cards. The plan is to roll out V6 hybrids across a whole family of SUVs and pickups, from subcompact to midsize.

More importantly, Nissan will build these new models stateside, helping ramp up US production. The Xterra leads the charge, with more hybrid trucks and SUVs to follow in the coming years.

Nissan Rogue PHEV: Dead

Not every electrified Nissan is here to stay. The polarizing Rogue Plug-in Hybrid is getting the axe soon, having served as a stopgap until e-Power takes over.

Built on the Mitsubishi Outlander PHEV, the Rogue plug-in was always a temporary fix for the US. Nissan ordered 3,000 for 2027, but only half have found homes as of late. Production’s done, according to Meunier, because plug-in hybrid sales have plummeted in the US.

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Any topic surrounding the rotary engine is bound to bring Mazda into the conversation. After all, it’s the only automaker that still believes in its practical applications. Cars like the RX-7 and RX-8 will come up, and for those who really want to flex their rotary knowledge, you’ll hear historic names like Cosmo or Luce. No, not that Luce.

It’s been over a decade since the last rotary-powered sports car was made, the RX-8. However, it wasn’t Mazda’s last Wankel car. That title actually belongs to the MX-30 R-EV, and it’s still being made in (presumably) limited numbers today. That said, the rotary in the MX-30 is a range extender and thus doesn’t directly power the vehicle.

Mazda Loves Triangles

Either way, Mazda loves its triangle-shaped propulsion system, and has been saying for years that it’ll come back someday. One could argue the R-EV was a test run of sorts, but the brand confirmed its next act will see a rotary actually move the car, not just serve as a generator.

Speaking to Car Magazine, Moritz Oswald, project manager for product planning and co-creation at Mazda Motor Europe, said that the brand (for the nth time) will properly bring rotary power back into the fray. In an interview, he said, “The reason why people love the rotary is because of the revving, because of the sound, because of the vibration. So, I think if we want to bring that to an audience, the easiest way is if you could let the customer experience how that engine revs.”

Admittedly, some Mazdafarians are probably jaded by now, and understandably so. Given today’s automotive climate, emission challenges alone make it nearly impossible. However, Mazda could still do it.

Hybrid May Be the Way

Per Oswalt, he implied that one way around the emissions hurdle is to go hybrid. Whether or not it’ll be a regular hybrid or a plug-in is a different matter, but he had this to say. “In theory, there’s a lot of opportunities. If you have a battery and you can control that, the car will always turn on in EV mode, and then the rotary heightens up [later]. So, there’s a lot of potential ways there.” It’s also worth pointing out a recent patent the company filed for a clever exhaust gas regulator that helps curb emissions, a long-time weakness of the rotary engine.

If that’s the case, Mazda will have to engineer a special battery management system. It’ll need to ensure there’s always enough charge in the hybrid system to let the car run in EV mode before the engine kicks in. However, a potential compromise could be shorter electric-mode range, so it relies more on the engine to keep the charge up. Of course, we’re not saying that with absolute certainty, but Mazda’s determination (and stubbornness, to a degree) means that if it’s bringing back rotary power, it’s doing it properly.

Potential Use Cases?

Oswalt had mentioned the sensations of driving a vehicle with that sort of engine, so it’s a no-brainer that we’ll see it in a sports car. As to which sports car, it’s unknown, but if Mazda wants to keep the MX-5 light even with hybridization, switching to a rotary might be the way. Of course, there’s also a potential production version of the Iconic SP concept shown at the 2023 Japan Mobility Show.

But it could also be used in more everyday vehicles. A hybrid rotary Mazda3 might sound feasible and amusing in equal measure, and so would a CX-5 with the same setup. Besides, this is the company that once put a Wankel in a bus, so you can be certain that the brand that loves rotaries will stick it in anything applicable.

That, as it turned out, was the 2027 Kia Telluride Hybrid’s preferred strategy when it took on the Northwest Automotive Press Association’s annual Drive Revolution competition in Vancouver, Washington. Seventeen automotive journalists evaluated 20 new vehicles before naming the Telluride the event’s Best Hybrid. I was one of them, and it received my vote, too. As with every test drive at Drive Revolution, my time with the vehicle was limited to about 30 minutes, yet I was almost immediately convinced the Telluride Hybrid would be a massive hit with its target audience. It’s great to drive, looks modern and mature, feels remarkably refined, and makes effective use of its considerable dimensions. More importantly, every part of it appears to understand what an active family needs from a three-row SUV

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The Telluride Won For Its Exceptional Balance

The Telluride competed against an unusually diverse field of hybrids this year. Rather than force a comparison with the much smaller, lower, and more driver-focused Honda Prelude, which was also present in the same category by sheer technicality, it makes much more sense to examine it alongside the other partially electrified SUVs: the Toyota RAV4 GR Sport, Mazda CX-50 Hybrid, and Jeep Cherokee. The Kia was considerably larger than all three, and the only one to offer a third row, yet size alone didn’t earn it the award. Even though I don’t require those extra seats, this is still the SUV I would have chosen for myself.

Of course, it’s important to note that the Telluride Hybrid did not face any of its most direct three-row hybrid SUV rivals, such as the Toyota Grand Highlander, the Mazda CX-90, or the Hyundai Palisade Hybrid, with which the Telluride shares plenty of DNA. It’s entirely possible that, had any of these models shown up, the outcome could have been different. Still, when pitted against other three-row family SUV rivals earlier this year at NWAPA’s Mudfest competition, the Telluride X-Pro SX Prestige came out on top in its category, beating the Hyundai Palisade XRT Pro, the Honda Pilot Elite, and even the Genesis GV80 Prestige Black.

Out of all the hybrid SUVs in attendance, the Telluride Hybrid delivered the most convincing combination of material quality, intelligent ergonomics, creative design, usable technology, and satisfying driving dynamics. It possessed enough road presence to make itself known without appearing desperate for attention, and, especially finished in Black Jade Green with the X-Line’s blackened exterior details, it looked trendy and adventurous yet serious and earnestly deserving of its somewhat playful cues.

That same balance continued inside, where the curved dashboard felt cohesive, the physical controls remained intuitive, and the abundance of space never made the cabin feel empty or impersonal. Kia’s design team has crafted an intentional atmosphere rather than merely filling a dashboard with screens. Some harder plastics remain visible, particularly lower in the cabin, but the suede headliner, engineered-wood accents, comfortable seating, and sheer abundance of features compensate effectively. The third row remains a bit tight for adults, but children and teenagers should find it entirely usable.

A Hybrid That Lets You Forget It’s A Hybrid

The Telluride pairs a turbocharged 2.5-liter four-cylinder with electric assistance for 329 horsepower and 339 lb-ft of torque. Those figures represent considerably more output than the gasoline-only Telluride, but the hybrid doesn’t necessarily feel dramatically faster. What it aims for instead is to feel smoother, quieter, and more responsive, which benefits a large family SUV more usefully than sheer speed alone ever could. Some turbo lag remains, but the electric motor fills most of that gap before the engine reaches its productive range. Push the accelerator hard enough, and the four-cylinder can sound a little bit coarse, while the Telluride’s considerable mass occasionally leaves me wishing for just a bit more power. A hybrid system paired with a larger V6—perhaps the 3.5-liter unit still available in the Telluride’s platform twin, the Palisade—would be an intriguing premium-upgrade offering, although the existing combination remains more than adequate for normal use.

Its conventional six-speed automatic also makes an enormous difference to the experience. There are real gears shifting beneath the surface, giving acceleration a natural rhythm that several other hybrids lack, even when they mimic shift points. The response isn’t as linear or immediate as it would be in an EV, but that almost becomes part of the Telluride’s appeal. You simply operate it like a normal automobile and eventually forget it’s a hybrid at all, only to be reminded later on at the gas pump, where its EPA-rated 31-mpg combined figure should make the experience considerably less painful. Its steering-wheel paddles are genuinely functional, too. Unlike those in the RAV4 GR Sport—which provide little sensation that anything meaningful is happening—the Telluride’s paddles provide real control over its behavior. Its drive modes produce tangible but restrained alterations without attempting to reinvent its sense of control. Regenerative braking is similarly unobtrusive—it isn’t nearly as strong as the one-pedal-style calibration found in many EVs, but it blends smoothly into the conventional brakes and disappears into the background. Passengers prone to motion sickness will appreciate the absence of abrupt regenerative deceleration.

Hybrid Technology Improves More Than Fuel Economy

Kia equips the hybrid with electronic dynamic torque-vectoring control, which uses braking and motor control to improve stability and handling. Compared with the gasoline Telluride X-Pro I drove at Mudfest, the Hybrid felt more composed and quieter on pavement. It changed direction confidently for something of its size and delivered a level of polish that suited its family-luxury aspirations. Its brake-pedal calibration felt natural, its inputs were consistently satisfying, and its ride remained comfortable without feeling cumbersome or nautical. It never pretended to be a performance SUV, but it also didn’t use its family-oriented mission as an excuse for lazy responses. The mechanically related Hyundai Palisade Hybrid, though, still feels slightly tighter and more intuitive to drive, as both vehicles are calibrated differently to give each a distinct feel. Although their output figures are identical, the two don’t feel like interchangeable products with swapped badges.

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The Palisade Hybrid Is Still Its Greatest Problem, But That’s Not Such A Bad Thing…

The Telluride’s $61,180 as-tested price includes Black Jade Green paint, a towing package, and several cargo and floor-protection accessories. That is serious money for a Kia, even one as comprehensively equipped as this. But I think its most pressing problem comes from within its own Hyundai Motor Group family tree. I still prefer the Hyundai Palisade Hybrid’s more traditionally upscale interior, slightly more intuitive driving dynamics, and exterior styling. The Palisade feels softer and more luxurious, while the Telluride leans harder into adventurous imagery and practical versatility. Both have their own comparative strengths and weaknesses, but I enjoyed the Palisade’s driving dynamics ever so slightly more, and it costs ever so slightly less—a base Palisade Hybrid comes in at nearly $2,000 less than a base Telluride Hybrid. If I were weighing the two against each other (because why wouldn’t you), I’d have a tough time finalizing the paperwork on the Telluride if I knew a Palisade was just across the street.

Nevertheless, the Telluride was unquestionably deserving of its Drive Revolution victory. None of the other hybrid SUVs demonstrated such a wholehearted understanding of who their intended buyers are and what exactly they desire. The RAV4 GR Sport was more overtly niche in its enthusiast-chasing mission, the CX-50 Hybrid was more compact and very approachable, and the Cherokee offered good looks and great efficiency. The Kia simply did more things well. It’s ideally suited to active families who need real space but refuse to accept something dull, poorly finished, or unpleasant to drive. It can carry children, equipment, and everything accumulated between home and the next weekend destination without feeling or looking like a minivan. The Telluride Hybrid won because it felt most in tune with the wants and needs of its most loyal customers. It’s evident that Kia understands its audience exceptionally well, and sometimes that understanding is more valuable than acing any single category. This year, at Drive Revolution, it was enough for it to win the whole hybrid class.

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New V6 Hybrid Powertrain for Honda’s Pilot XXL

The enlarged Pilot will reportedly sit atop a unibody platform, despite being nearly as big as a full-size body-on-frame SUV, and it is expected to feature Honda’s next-generation V6 hybrid powertrain. This will allow the bigger SUV to maintain the ride quality of the existing Pilot while providing improved efficiency, and with the system expected to add an electric motor to the rear axle, electronic all-wheel drive will be included. Not much more about the new SUV is known, but we’ll get a preview before the end of the decade, as the Pilot XXL will utilize the same platform as the internally named Acura XL three-row, reportedly entering production in September 2029.

Related: Honda’s Next Hybrid SUV May Already Be Testing in America

Naturally, the Pilot XXL, which will surely get a better name, will be pricier than the regular Pilot, which currently starts at just over $42,000. However, with the average new car price hovering around the $50,000 mark, Honda dealers expect the higher sticker not to put buyers off. Moreover, since the Acura SUV will likely adopt the styling principles of the Acura Hybid SUV concept unveiled in May, the Honda version will also take on a slightly more upmarket aesthetic.

Autoblog’s Take

A larger, more upscale SUV serving as a flagship could be a big earner for Honda, which currently has nothing to offer families who want something bigger than a Pilot, and with both a V6 and an electric motor, it should be both powerful and efficient. However, Honda will have its work cut out for it, entering a highly competitive segment that includes the Chevrolet Tahoe, Jeep Wagoneer, Toyota Sequoia, and more. On the other hand, the segment is growing, and many buyers will doubtless be won over by the Honda badge, which stands for value and reliability. While we await the new Pilot XXL’s arrival, 15 other new hybrids and SUVs are in development, some of which will reach America by 2029.

Just a few years ago, many automakers said they would go all-electric by a certain year. Of course, that was a response to ever-tightening regulations that prompted the whole thing in the first place. But as the years went on, the reality became clear: the world wasn’t ready to start plugging in its vehicles. While some countries have the infrastructure, the global reality is very different.

As such, many have adjusted their EV rollout timelines, and some have even scrapped plans for the time being at great expense. For at least the next couple of years, an all-electric future won’t happen right away. With that, several automakers have also shifted their goals to carbon neutrality instead of claiming they’ll have nothing but EVs within the next decade.

Meanwhile, at Mazda

One could say Mazda prides itself on being fiercely independent. Ever since its divorce from Ford, the Hiroshima-based automaker has flourished with genuinely good cars. Many of the cars it builds are described as best-in-class for driving enjoyment, and the company also embraces its underdog status.

It also firmly believes that combustion engines still have a long life ahead of them. Speaking to British publication Car, Moritz Oswald, Project Manager for Product Planning and Co-Creation at Mazda Motor Europe, said the company won’t be retiring engines any time soon.

“Part of our strategy is that we want the right engine for the right customer. So, we will continue to invest in our multi-solutions approach. We will not kill the combustion engine tomorrow,” said Oswald. He then added, “Combustion engines are still, globally, super relevant. If you talk about markets, such as the US, combustion engines for the next couple of years will definitely be the way to go. BEV share is still super low there, even with Tesla’s home market. Also in Japan, we see combustion engines are still very relevant.”

Adapting Through Electrification

That said, its electrification efforts haven’t been the best. The MX-30 was severely handicapped by its limited range, but the rotary range-extender model at least addressed that shortcoming. Nonetheless, it was still a sales dud. Then there are the plug-in hybrid versions of the CX-90 and CX-70, which have been met with a mixed reception.

Still, Mazda isn’t giving up on that, either. While it firmly believes in keeping combustion power alive, it still needs a hybrid system that’s truly up to scratch against its rivals. The company is indeed looking into that, as Oswald confirmed. It also backs up Mazda’s claim that the CX-5 hybrid will be a proper one following the lessons learned from previous attempts. By the looks of it, Mazda will use hybridization to keep engines alive and relevant for years to come.

Rebellious Streak

Of course, this is Mazda we’re talking about, so it likes to go against the flow from time to time. It has its own way of doing things, a point it made especially clear with repeated promises of bringing back the rotary engine in something sporty. Oswalt hinted at hybridization to make it happen and come back in a better way than the MX-30 R-EV.

The executive said he joined Mazda as his boss called the brand a “rebel with a cause.” The cause would be to continue offering a wide variety of powertrains until such time as the world is truly ready to go electric or a different kind of method. However, he added, “But, of course, we need to keep up with developments. Because going from being a rebel with a cause to losing sight of your competitors is a thin line.”

Mazda is also going so far as to recapture CO2 emissions in its exhaust systems. It’s still in the prototype stage, but the goal is to repurpose those emissions using zeolite and turn them into more useful materials like plastics, fertilizers, or synthetic fuels. If anything, that’s one way to navigate tightening emissions regulations while moving toward carbon neutrality.

It’s been three years since BMW debuted the current generation 5 Series. While its looks are still debatable, it still looks relatively fresh. But for those who are familiar with BMW life cycles, we’re getting pretty close to it getting a facelift.

As BMW shifts to its Neue Klasse design language, it’s a no-brainer that the updated 5 Series will apply the same look to an extent. That also means the M5 will get the same treatment, so there’s a lot to look forward to here. Either way, the philosophy behind the current model is being slowly set aside after a relatively short time.

Spied Yet Again

Spy shots of the Neue Klasse-fied 5 Series have come up from time to time, and we have a general idea of what to expect from it. Both the standard models and the M5 have been seen with bags of camouflage, seemingly shedding the covers for every spotting.

This time around, it’s no different, but it’s the M5 doing shakedown laps on the Nürburgring. It doesn’t appear to wear its production headlights just yet, but we do have a glimpse of the taillights that look a shade darker than before. Interestingly, though, one of the test cars has what seems to be DOT side marker lights at the front.

With that in mind, is BMW testing at least two types of M5s? Note that the European and global models have to produce more power with the electric motor, while the North American models retain the same engine-only output from before. Perhaps BMW is checking if a more engine-reliant version is up to scratch.

The Wagon Was Spied, Too

Apart from the sedan, the M5 Touring was also seen stretching and cruising around the demanding track/one-way toll road. It’s not wearing side markers, though, but we would be totally surprised if BMW had a new Touring test car configured for the U.S/Canadian market for shakedown.

In all fairness, the new M5 appears pretty well-behaved on track. That said, we wouldn’t know for sure because it’s the test drivers that have all the feedback. Either way, the facelifted M5 is slated for the 2028 model year, and it could debut sometime in early 2027.

For now, we’ll have to wait for the regular 5 Series facelift debut, and that one could be revealed before the end of the year.

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