Winner: BMW 3 Series

It’s a perennial award winner, but for good reason; the BMW 3 Series remains the benchmark in its segment, combining convenient technology, a high-quality cabin, comfortable ride quality, and engines that are both efficient on the open road and engaging to interact with on twisty roads. As a compact premium sedan, it’s not quite as luxurious as some sedans in bigger classes, but you get standard ambient lighting, premium-feeling SensaTex upholstery (leather is available), a rich curved infotainment and driver cluster display, heated front seats with power adjustment, 10 speakers with two subwoofers, and a refined yet agile handling experience.

All BMW 3 Series models get an eight-speed automatic transmission, with the base 330i pairing this with a 2.0-liter turbocharged four-cylinder engine producing 255 horsepower and 295 lb-ft of torque. This goes to the rear wheels as standard, but AWD is also available, and despite its small size, the engine is smooth and responsive. Opt for the M340i, and you get a 3.0-liter turbocharged straight-six mild-hybrid making 386 hp, again with a choice of rear- or all-wheel drive. Both versions turn with agility yet control their bodies well enough to avoid queasiness or discomfort, and in this segment, nothing strikes that balance quite as well. The badge alone advertises the idea that the 3 Series is a premium offering, which is worth bragging rights alone, but what’s beneath the skin and how it feels sell the concept. As an all-rounder, the BMW 3 Series remains the ultimate compact premium sedan.

BMW 3 Series Pros

• Refined yet powerful powertrains, excellent transmission
• Benchmark handling with remarkable ride comfort
• Quality interior materials
• Brand prestige and strong reliability record support good resale values
• Sporty styling

BMW 3 Series Cons

• Rear-seat legroom trails some rivals
• Options can inflate the cost quickly
• Fuel economy is competitive but not class-leading

BMW 3 Series Scores:

Luxury: 4/5

Technology: 4/5

Performance: 4.5/5

Who’s It For?

The BMW 3 Series is for the individual seeking a comfortable commuter that is still enjoyable to drive when the roads get more exciting. It’s for the person who wants a prestigious badge without losing excitement on the daily drive, someone who appreciates handling balance and style in equal measure.

Recommended Trim

The 330i is an excellent car, but the M340i is even better at balancing performance with comfort, and its B58 engine is legendary in the aftermarket. Unless you need AWD due to weather, we’d recommend the more engaging RWD version, saving a few grand in the process.

Runner-Up 1: BMW 7 Series

With a new look for 2027, the heavily revised BMW 7 Series is even better. While its predecessor moved the luxury game forward with its 31.3-inch Theater Screen and other technologies, its styling meant a purchase always needed to be justified. Now with Neue Klasse-inspired looks, the 7 Series is no longer a car you need to be embarrassed about, and for the new model year, the person riding shotgun gets their own touch display to fiddle with during sumptuously serene journeys. Its powertrains are diverse, powerful, and reliable, and the tech inside not only contributes to a sense of luxury but also keeps you safe. Dynamically, the 7er is not that agile, but by leaning further into luxury, it’s now as good as an S-Class, if not better.

Those in the rear can enjoy a Panoramic Skylounge LED roof, the optional 8K Theater Screen that folds down in a dramatic sequence with its own soundscape, and, behind the front passenger seat, a reclined position that puts business-class-level relaxation on four wheels. Up to 36 speakers can be had, and passengers can use an HDMI port to work on the go. Zoom video conferencing is also possible, and for longer trips, the trunk is class-leading in gas models, with up to 19.1 cubic feet of volume available (plug-in hybrid models deliver 18.5 cubic feet). A hand-painted body is another way to make the 7 Series buyer feel superior to the S-Class owner, and the all-electric i7 mirrors the gas 7 Series’ looks, unlike Merc’s EQS.

BMW 7 Series Pros

• Numerous gas and hybrid powertrain choices
• Optional Theater Screen elevates rear-seat experience above any rival
• Air suspension provides excellent ride comfort
• Interior quality and design make every drive feel like an event

BMW 7 Series Cons

• Styling still won’t appeal to all
• Greater luxury focus diminishes dynamicism
• Pricing gets scary fast

BMW 7 Series Scores:

Luxury: 5/5

Technology: 5/5

Performance: 3.5/5

Who’s It For?

The 7 Series is for the monied individual who thinks an S-Class is too predictable or too sedate. It’s for the person who prioritizes comfort but wants a hint of sportiness, or just someone who wants the latest and greatest in interior technology.

Recommended Trim

We highlight the 740 xDrive, which provides AWD alongside an efficient mild-hybrid inline-six. A V8 is coming, but this provides a whisper-quiet drivetrain with plenty of torque while barely crossing into six-figure territory.

Runner-Up 2: Mercedes-Benz S-Class

When it comes to luxury sedans, the S-Class is always part of the conversation, and for 2027, it’s been just as heavily reworked as the new 7 Series. Updated engines, a standard Superscreen for the technophiles, and more extensive Manuaktur customization options mean the S-Class remains a force to be reckoned with, and its elegant, subtle styling makes it the first choice for those who want understated style and supreme comfort. AWD is standard, as are air suspension and rear-axle steering, and the rear seat, while devoid of a large cinematic display like the 7 Series, is still the most comfortable place to spend a long drive.

The trunk of the S-Class is a little less capacious than that of the 7 Series, but it’s still big enough for suitcases, despite the cabin providing 44 inches of rear legroom. Notable features include a multi-stage Energizing Air Control filtration system, seat massaging, heated front seatbelts, and up to 39 speakers. The S-Class is still the flagship luxury limo others look to as a target, and while it’s not a good enough all-rounder to win the title of Best Premium Sedan, it’s certainly one of the best luxury cars on the market.

Mercedes-Benz S-Class Pros

• Understated aesthetic
• Exceptional in-cabin noise insulation
• Standard AWD, air suspension, and rear-axle steering
• Vast customization options
• Class-leading rear-seat luxury

Mercedes-Benz S-Class Cons

• Superscreen dominates the dashboard
• All trims cost six figures
• Some rivals offer more innovative interior tech solutions
• Busier styling is less traditional
• Electric alternative (EQS) has strange looks

Mercedes-Benz S-Class Scores:

Luxury: 5/5

Technology: 4/5

Performance: 3.5/5

Who’s It For?

The S-Class is for the person who wants the most serene and comfortable ride possible without grabbing attention. It’s the default for heads of state, titans of industry, and anyone who appreciates the finer things in life but doesn’t want to brag about them.

Recommended Trim

We recommend the base S 500. It’s powerful enough, avoids the trunk limitations that come with PHEV versions, and comes standard with AirMatic air suspension, rear-axle steering, and the divisive Superscreen. Higher trims may be more opulent, but the S 500’s options list can easily replicate their luxury.

Honorable Mentions

Lexus ES

The Lexus ES is remarkably plush to ride in, and the spacious cabin makes the car feel more upmarket than it is, particularly in the rear, where there’s loads of legroom. As a “fancy Toyota,” its efficiency, reliability, and resale value are nearly impossible to ignore. The only drawbacks are that its steering is numb and body control during spirited driving isn’t as good as in something with a BMW badge.

Audi A6

Noise insulation in the A6 rivals that of more expensive luxury vehicles, and with standard AWD, the Audi A6 is capable in any weather. The V6 turbo engine is also strong and smooth, and the exterior lighting technology is peerless. Inside, the head-up display is one of the best, being legible even when wearing polarized lenses, and the ride quality is excellent. A passenger screen is available, and the Bang & Olufsen sound system is top-notch.

Conclusion

Even though crossovers and SUVs are more popular in the U.S., some still like the elegance of the sedan, and these choices show that there are numerous options with distinct characters that still check similar boxes. All these premium sedans are luxurious, powerful, and technologically proficient, and while the 3 Series is our pick as the best all-rounder, any of these cars would satisfy someone who wants outstanding comfort in a high-status three-box package.

Pricing and Positioning

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The King Ranch and 1794 trims sit near the top of the F-150 and Tundra lineups, respectively. In the Ford F-150 range, only the Platinum and Raptor cost more than the King Ranch. The Toyota Tundra 1794 is positioned below the TRD Pro and Capstone, but above more basic trims like the SR5 and Limited. Here’s how much each model costs.

The Tundra is $1,445 cheaper and it also has a lower destination charge ($2,195 to $2,795). Taking the destination charge into account too, the Toyota costs $2,045 less than the equivalent Ford. Further bolstering the Tundra’s value proposition is its better resale values; the Ford loses a lot more of its value after five years.

Related: Toyota Tundra vs Ford F-150 5-Year Depreciation: It’s Not Even Close

Ford F-150 Vs. Toyota Tundra: Design and Dimensions

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At this point in their lifecycles, there are no surprises when looking at each pickup. Both have familiar yet imposing designs, and these upper trim levels feature plenty of brightwork, lending them a more premium air. Both pickups are available with two bed sizes and only in Crew Cab guise (known as the SuperCrew for the Ford and CrewMax for the Toyota).

The Toyota is a slightly larger and heavier vehicle, but both have a substantial footprint. The F-150 King Ranch’s appearance is elevated by two-tone paintwork, 20-inch chrome-like PVD wheels, and a chrome finish for the side mirrors and grille surround. The Tundra 1794 rides on stylish 20-inch machined-finish alloy wheels.

Interiors and Equipment

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Inside, it’s obvious that these are not stripped-down pickups. Both vehicles feature large cabins with exclusive, plush materials that are unique to these trim levels. 

The F-150 King Ranch comes with leather-trimmed seats that are power-adjustable for both front occupants. These are stylish King Ranch leather bucket seats with a Java color scheme and exclusive detailing. Together with the Mesa leather-wrapped steering wheel and genuine wood interior inserts, it all feels appreciably upmarket.

The Tundra 1794 Edition is also inviting. It has Saddle Tan leather, with the warm color extending to the door panels and dashboard. Like the Ford, the Toyota has powered front seats, and the American walnut wood-grain inserts are attractive. Here’s a look at the standard and optional features for these trucks.

Equipment levels are largely comparable, with the Toyota having a slight lead in display sizes, but that shouldn’t be a deciding factor. We expect the majority of owners to be pleased with the amount of space and features offered by these trucks.

Related: 2026 Toyota Tundra Gallery: See All The Updates Up Close

Performance, Powertrains, and Reliability

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The similarities continue in this department. Both trucks are available with a turbocharged V6 engine as standard, with an optional hybrid version, too. 

Power and performance are a close match between these two pickups; Ford has the slight edge among non-hybrid models, while the Tundra Hybrid has more power and torque than Ford’s equivalent. The main difference relates to towing, as the F-150 can tow over 2,000 lbs more than the Tundra. Ford’s hybrid is also more efficient.

In hybrid form, these trucks are properly quick. According to Car and Driver testing, the Ford F-150 PowerBoost hybrid needs just five seconds to reach 60 mph. The Toyota reaches the same mark in 5.6 seconds. 

Both trucks have a settled ride without quite surpassing the Ram 1500 in that regard. While hybrid options provide genuinely rapid performance for any vehicle, let alone full-size pickups, we did notice the Toyota’s 10-speeder was occasionally slow to downshift. That’s a small criticism, though. These are both trucks you can easily live with on a day-to-day basis, with the major limitation being their sheer size in tighter spots.

Related: 2026 Tundra 1794 Edition i-FORCE MAX vs. Tundra TRD Pro: Is the Upgrade Worth It?

Toyota Tundra Vs. Ford F-150 Reliability

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Both trucks have strong quality and reliability ratings from JD Power. The 2026 F-150’s score is 87/100, while the Tundra’s is 82/100. However, there are some key points worth noting. The 2026 F-150 has eight recalls to its name for various issues, including one for a fuel tank that could leak or detach.

While the 2026 Tundra has not been recalled once, the non-hybrid V6 has been implicated in previous recalls due to potential engine failure. Machining debris left in the engine during production could lead to rough running, knocking noises, and a lack of power. It’s one of the most serious reliability issues facing either pickup.

The Toyota’s Value Advantage

The $2,045 lower price for the Tundra 1794 Edition means you can match the Ford’s price while still gaining a few extras. One possibility is the load-leveling rear height control air suspension, which costs $1,045 and provides another layer of refinement. There’s also the Tow Tech Package with wireless trailer cameras ($850), power running boards ($1,350), and Toyota’s hard tri-fold tonneau cover ($1,350). The $2,045 can also be used to fit an array of styling and storage accessories.

Final Verdict

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The Ford F-150 King Ranch and Toyota Tundra 1794 Edition are a far cry from the basic, noisy, and underpowered pickups many of us grew up with. Without sacrificing the towing and hauling capabilities expected of full-size models, they also pamper occupants with smartly trimmed cabins loaded with features. The hybrid variants are a highlight, being particularly quick.

The Ford leads for towing, performance, and hybrid efficiency. The Toyota is cheaper to buy and will retain much more of its value after five years, but the non-hybrid’s engine troubles are concerning. It’s also not as efficient as its rival.

It’s a close call, but our recommendation is the Ford, which is an especially well-rounded pickup in hybrid guise.

Related: Best Full-Size Pickup Trucks for 2027 Put Ford, Ram and Chevy Head to Head

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.

Subaru is one such automaker, with strong ties to Toyota that extends to several vehicles in its current range. We examine which models were jointly developed, which ones merely share certain components, and which ones are purely Toyota clones.

Subaru Solterra

The Solterra is a direct mechanical twin to the Toyota bZ4. Both were co-developed and ride on the dedicated electric vehicle platform known as e-TNGA at Toyota and e-Subaru Global Platform (e-SGP) at Subaru.

They share the same body structure, interior layout, battery packs, and electric powertrains, though Subaru’s base variants are a little pricier as it includes standard dual-motor all-wheel-drive across its range.  

Subaru Uncharted

As it turns out, Subaru engineers charted a path straight to Toyota’s offices for the Uncharted. It is the twin to the Toyota C-HR EV and was developed under the Toyota–Subaru EV partnership.

The Uncharted uses the same platform, battery architecture, and electric drive units as the C-HR. But in this case, the Uncharted is the one that is also offered in a cheaper FWD form, while both C-HR trims are AWD.

Subaru Trailseeker

The Subaru Trailseeker EV is a rugged looking SUV/raised station wagon, much like the gas-powered Outback. But despite the marketing blurb promoting its symmetrical all-wheel drive system, this is essentially a reskinned Toyota bZ Woodland with the same platform, battery packs, and dual-motor AWD drive units.  

That’s not necessarily a bad thing, and while it has broadly the same passenger space as the Solterra, it offers more cargo space and the base trim comes in well below the slightly better specced entry-level Toyota bZ Woodland.

Subaru BRZ

It’s not breaking news that the Subaru BRZ and Toyota GR86 are twins with differently styled body panels, but in this case the BRZ wasn’t simply based on a Toyota model. In fact, it is the GR86 that borrows heavily from Subaru here, as both use the Subaru Global Platform (SGP) rear-wheel-drive architecture.

The engine is also a Subaru Boxer unit that uses Toyota dual fuel-injection technology, but it’s mapped to respond more eagerly in the GR 86, and more linearly in the BRZ. The suspension tuning is also quite different, with the BRZ set up to be more precise and stable in corners, while the GR86 tends to allow for more oversteer.

This tuning and setup difference is common across many jointly developed projects and helps give a vehicle a specific driving feel that they expect from the brand.

Parts Collaboration Runs Deep

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Toyota holds a 20% stake in Subaru, and their technical and platform-sharing alliance goes well beyond just these models. Hybrid versions of models like the Forester and Crosstrek also borrow technologies developed by Toyota.

In these cases, Subaru’s Boxer engine is paired with Toyota’s hybrid and battery tech, but instead of the secondary electric motor Toyota uses to power the rear wheels, Subaru retains its trademark mechanical symmetrical all-wheel drive system.

Future joint ventures include the upcoming Subaru Getaway, a three-row midsize family SUV that will share a platform with the Toyota Highlander EV. Many of these projects rely heavily on Toyota’s engineering and technical knowledge, but that is hardly surprising considering that Subaru has a tenth of the global automotive footprint in comparison.

Is Platform Sharing Bad?

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To some, badge-engineered models and parts sharing seem like a sneaky tactic that undermines what the automaker stands for in the first place. But in many cases, the products are jointly developed, which results in a vehicle that benefits from the engineering and financial resources of both manufacturers.

EVs are differentiated more by their styling and interior layout than actual performance, and this is an area where a company like Subaru can leverage its range through Toyota’s extensive battery technology experience and release vehicles that cater to its core customer base aesthetically while offering the solid engineering and reliability that Toyota is known for. Differences in trim, styling, and even AWD tech give many of these Toyota/Subaru twins distinct personalities, while expanding the number of offerings in popular segments.

Parts and tech sharing is clearly a two way street, as Toyota owes much to Subaru for its GR86 sports car, as well as to BMW for the recently discontinued Supra. And before you think American and German brands are above this sort of thing, both have been at it for decades as well.

The sporty and now discontinued Dodge Hornet is actually a lightly modified Alfa Romeo Tonale, while many entry-level Audis have been restyled VWs for decades. Porsche Macans and Cayennes have more in common with Audi SUVs than most care to admit, and many full-size American SUVs use the same basic components to share development costs. The list goes on.

This doesn’t make these vehicles worse than their rivals, aside from the blatant and misguided badge-engineered models of the 1980s like the Daewoo-derived Pontiac LeMans. In fact, it can aid reliability and it gives customers more choice over a broader price range. Love it or hate it, badge engineering and platform sharing is here to stay.

Demand for new electric vehicles may have waned in the United States, but many manufacturers remain committed to investing in EVs. These silent, powerful, and efficient vehicles aren’t going anywhere—it’s just a matter of when we’ll see a larger shift away from gas and hybrid cars. For anyone looking to make the switch now, there are a number of exciting and capable EV options on the market. Our choices excel when it comes to range, charging ease, and value. But a good EV needs more than a long range, so we’ve also considered comfort, performance, and practicality. Here are our selections for the best electric vehicles you can buy for 2027.

Winner: Tesla Model 3

It’s not as popular as the Model Y crossover, but the Tesla Model 3 is the better EV. It’s cheaper to buy, yet more efficient and quicker. It also benefits from everything that makes Tesla ownership so alluring, from access to the vast Supercharger network to the availability of the Full Self-Driving (Supervised) system, which makes commuting a lot less fatiguing.

The Model 3’s most recent facelift introduced a sleeker design, reduced cabin noise, and classier materials; it’s a much better car than it was when originally launched. For the price, its range and performance specifications are exceptional, too. For just under $37,000, the base Model 3 has a range of 321 miles and springs from zero to 60 mph in 5.8 seconds. The Model 3 Performance delivers supercar-like acceleration (0-60 in 2.9 seconds) for $54,990, yet still covers over 300 miles on a full charge. 

Charging speeds max out at 250 kW, making it possible to add 185 miles of range in 15 minutes.

Like other Teslas, the extremely minimalist interior is polarizing. It feels futuristic and the touchscreen works brilliantly, but the absence of any physical controls or a traditional driver’s display can be frustrating. There’s a well-sized trunk and a useful frunk, but the back seat isn’t as spacious as the Model Y’s.

Overall, the Model 3 is a product that clearly comes from a company with more EV experience than practically anyone else. 

Model 3 Pros

• Sleekly styled
• Excellent range
• Performance ranges from quick to brutal
• Novelty of FSD system
• More fun to drive than Model Y

Model 3 Cons

• Heavy reliance on touchscreen
• No Apple CarPlay or Android Auto
• Back seat can be cramped for taller adults

Model 3 Ratings

• Range: 5/5
• Charging Ease: 5/5
• Value: 4/5

Who’s It For?

With its attractive starting price, expansive charging network, and competitive range, the Tesla Model 3 is a great first-time EV for singles, couples, or young families. Tech-obsessed drivers will love the control setup and frequent over-the-air updates that add new features. It’s also a top choice for drivers seeking potent performance from their EV.

Recommended Trim

There’s a strong case to be made for all three Model 3 trims; the base model is by far the cheapest and the Performance a perfect tool for terrorizing BMW M3s. Our choice is the mid-range Model 3 Premium, though. It starts at $42,490, has a 363-mile range, and hits 60 in under five seconds.

Related: Tesla’s Cheapest Car Is Also America’s Most-Driven EV

Runner-up 1: BMW iX3

Although we haven’t driven it yet, the BMW iX3—which arrives in the U.S. later in 2026—is too impressive on paper to ignore. It’s a pivotal model for the brand, being the first of the Neue Klasse models. From its design language to the user interface and the battery technology, it represents a quantum leap over any previous BMW EV.

The first 2027 BMW iX3 variant, the 50 xDrive, starts at $61,500. That makes it around $20,000 less than the Porsche Macan EV and less expensive than the similarly quick X3 M50 six-cylinder model. The iX3 has a class-leading range of between 383 and 434 miles, figures that compete with much more expensive full-size electric SUVs. There isn’t a Tesla SUV that can match the BMW’s range.

Charging is also ahead of the pack, thanks to the iX3’s new 800-volt architecture, which enables charging speeds of up to 400 kW. At a compatible DC fast charger, the battery can be replenished from 10% to 80% in just 21 minutes.

European reviews suggest the iX3 handles sharply and has taken a step up in quality relative to the gas-powered X3. Performance isn’t lacking, with a 4.7-second 0-60 time for the first model to arrive in America. It also has a dramatic new interior with the Panoramic iDrive, including a new touchscreen and a full-width display below the windshield. We found the latter display to be crystal clear when we sat inside the iX3.

Early iX3 sales have been strong in other markets, and we expect it to be just as popular in North America. If our driving impressions match the rest of the package, this will be one of the electric SUVs to beat.

iX3 Pros

• Class-leading charging
• Maximum range outclasses key rivals
• Reasonable starting price
• Ample performance
• Fresh new look for BMW

iX3 Cons

• We haven’t driven it yet
• Options drive up the price quickly
• Initially offered only in one trim

iX3 Ratings

• Range: 5/5
• Charging Ease: 4.5/5
• Value: 4/5

Who’s It For?

EV fans looking for more space than a sedan provides and all the luxury trimmings will appreciate the new iX3. It’s also a great option for any EV buyer worried about range anxiety, thanks to the BMW’s combination of long range and fast charging.

Recommended Trim

Initially, only the dual-motor, all-wheel-drive iX3 50 xDrive will be available. We expect a cheaper model and a high-performance version to arrive sometime in 2027.

Related: I Didn’t Like the New BMW iX3 Until I Saw It in Person

Runner-up 2: Chevrolet Bolt

Not every EV needs to drive itself or blow you away when you open the door. The return of the Chevrolet Bolt was a big deal, as the U.S. market has a dearth of truly affordable electric cars. This one starts at just $27,600 for 2027, which gets you a 210-hp single motor and 262-mile range. It can charge at up to 150 kW, but the battery isn’t huge, so you can replenish it from 10% to 80% in a reasonable 25 minutes. That’s far better than the old Bolt.

Even though it doesn’t have outrageous outputs, we still found the new Bolt to be pleasingly responsive for everyday driving. The light steering and more comfort-oriented suspension tuning are appropriate for a vehicle of this kind, but it’s not an engaging car to drive. 

In the cabin, you can tell it’s a budget EV by the choice of materials, but there are refreshingly few gimmicks. Passenger space is good and there are sensibly-sized buttons to complement the touchscreen. Speaking of screens, the dual displays give the interior a noticeable lift, but we missed the availability of Apple CarPlay and Android Auto. 

The Bolt isn’t the best EV on sale by any means, but when viewed through the lens of that ultra-low price, it becomes very easy to recommend. 

Bolt Pros

• One of the cheapest new EVs on sale
• Quick enough for the daily commute
• Much-improved charging performance
• User-friendly and spacious interior

Bolt Cons

• Not particularly fun to drive or look at
• Range might be too short for some

Bolt Ratings

• Range: 3.5/5
• Charging Ease: 4/5
• Value: 5/5

Who’s It For?

Students or first-time EV converts on a budget should find the Bolt easy to acclimatize to. It could also work well as a second household car for small families who want to save on quick trips around town.

Recommended Trim

The Bolt makes the most sense at its base price, so we’d recommend the LT trim. This model is available with some welcome extras, such as the $995 Comfort Package with a power driver’s seat and heated front seats. Adding that will still keep the total cost below the crucial $30,000 mark.

Related: I Drove The 2027 Chevrolet Bolt RS: Here’s My Honest Review Of Chevy’s Affordable EV Comeback

Honorable Mentions

Tesla Model Y

The Model Y has been the best-selling electric vehicle in the U.S. for years now. It adds to the Model 3’s strengths with a much more spacious passenger compartment and trunk. Pricing still starts at just below $40,000, and you can get the Performance model if you want to blast your way to 60 in 3.3 seconds. Quality has improved in recent years and it has up to 357 miles of range. There’s also a new Model Y L, which offers a longer body and more comfortable seating for six.

Lucid Air

It’s not cheap, but the Lucid Air is a brilliant electric sedan. It starts at $70,900 for the Air Pure, which has 430 hp and a 420-mile range. The ballistic Air Sapphire has 1,234 hp and is one of the quickest cars in the world, with a 0-60 time of 1.89 seconds. Regardless of the model you choose, all Airs have a long driving range, rapid acceleration, and a classy design. We called the Air Touring the “most accomplished electric sedan” in its price range, and that says it all. If you can afford it, it’s an accomplished EV that can also be used for longer trips.

Related: 2025 Lucid Air Touring Review: The Closest Thing to EV Perfection

Nissan Leaf

Like the Chevrolet Bolt, the Nissan Leaf answers the need for more attainable EVs. It starts at just under $30,000 for 2026, so is a bit pricier than the Bolt. But some may prefer the Nissan’s more expressive design. The range varies between 259 and 303 miles, and all models have a single electric motor with 214 hp. Nissan planned to introduce a cheaper variant, but that model has since been canceled. This is a cheerful starter EV with up-to-date tech. 

Toyota C-HR

At precisely the time that many automakers have pulled back on their EV plans, Toyota’s lineup of electric models has flourished. The smallest EV it currently sells is the C-HR, which boasts sportier looks and performance than one might expect from a tiny Toyota. With dual motors, it produces 338 hp and gets to 60 in under five seconds, which represents Tesla-like pace off the mark. Charging speeds are competitive, although the range misses the magic 300-mile mark, but not by much; it can get 287 miles on 18-inch wheels. It’s more expensive than the larger bZ—the C-HR starts at $37,000 for 2026—but the C-HR also manages to show off Toyota’s often hidden fun side.

Rivian R2

The Rivian R2 may move even higher up in the ranks as we spend more time with it. It will also be even more appealing once the Standard variant arrives, which will start at $44,990. The Performance version arrives first and starts at $57,990. This is the one we drove, and it impressed us with rapid acceleration, decent off-roading capabilities, and a rugged yet refined interior with some new—and very welcome—physical controls. This also looks and feels like the adventure SUV so many people can’t get enough of, which could be its main edge over the Model Y.

Related: I Drove The 2027 Rivian R2 Performance On- And Off-Road: Here’s My Honest Review Of Rivian’s Most Important SUV Yet

Conclusion

From under $30,000 to deep into six figures, there’s an EV for almost every budget in the United States. Barriers like charging difficulties, range anxiety, and much higher pricing still exist, but they’re less prominent than before. The EVs on our list should seamlessly complement the lifestyles of many buyers. Despite fresh competition, the Tesla Model 3 and Model Y still outsell everything else, and the Model 3 particularly is hard to beat at under $40,000. It covers all the bases that matter to EV buyers, so is our choice as the best new electric car you can buy for 2027.

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.

It’s been five years since our family went camping, so I decided to make a quick weekend away with my two boys. The two-hour drive to Wisconsin didn’t seem like too much of a commitment, and I was fortunate enough to get a Land Rover Defender 130 X from the Midwest press fleet to manage the arduous task of hauling tons of camping gear and firewood for our somewhat outdoorsy adventure. Here’s how the three-row Defender 130 X fared.

It Swallows a Ton of Gear

The photo above shows the Defender 130 X loaded with about 25 percent of the total camping gear I shoved inside. The problem with camping is that, aside from food, spending two nights camping takes about the same amount of gear as five days. I couldn’t get over how much I needed to bring. Here’s an abbreviated list: tent, tarps, folding chairs, stove/propane, pots/dishes/utensils, air mattresses, backpacks, sleeping bags, lanterns, flashlights, cooler, knives/axe, water jugs, firewood, coffee pot, food, and clothing. That’s for me and my two boys.

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The front cupholders can take big coffee tumblers, and the door pockets held plenty of snacks and two sets of binoculars. The deep center console binnacle and armrest compartment can manage tablets, small books, and small items you prefer to keep out of sight. It does not scrimp on convenient storage spaces. Even the dashboard has a deep shelf with a lip, ideal for pens, campsite documents, trail maps, etc.

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I only needed to use the 28.4 cubic feet of cargo space behind the second row seats and the front passenger seat for camping gear. My boys sat in row two and kept their backpacks between the second row seats, which proved to be ample. I could have loaded more into the back, but the Defender 130 was capacious enough to get all the gear in without compromising passenger space. I didn’t want to put either of them in the front passenger seat, so it worked out well.

The side-hinged tailgate might not be great for tight city spaces, but it’s ideal for the outdoors. Easy access to the cargo section, a storage shelf inside the tailgate, and no chance of hitting your head on a liftgate at night. Finally, I loved the broad, boxy hood that allowed me to dry off the tent tarp when breaking camp down on our final day.

Mighty Comfy Digs for an Off-Road Monster

I can’t name another bona fide off-roader that’s as comfortable as the Defender 130. If I was blindfolded and sat in the front seats, I would guess it’s a luxury vehicle. The seats are plush but not overly so, and they’re properly wide and very supportive. Long drives don’t present an issue, and the driving position is excellent. The rear Captain’s Chair’s are similarly good, and passengers have gobs of legroom.

The walkthrough to the back row is generously wide. Land Rover placed the 2nd row cupholders in the slightly raised portion of the transmission tunnel, as opposed to putting a console between the seats. This saves space and also makes the Defender 130 X feel bigger inside than it already is. The interior configuration and comfort also proves the Defender 130 X can manage more occupants when less gear is needed. You can fold down fractions of the third row for longer items and still seat one or two people way in back.

Highway Speeds and Trail Management are Superb

Two hours of highway driving proved that the Defender 130 X is more than just an off-roader. Getting up to 75+ mph in fast-moving traffic was no problem with the 395-horsepower P400 inline six engine with mild hybrid assist. Adaptive cruise control and lane keeping assist made the miles less tiresome after a busy morning getting all our gear together. The system works very well, and the Defender responds quickly when the car in front is speeding up or slowing down. It’s a remarkably good highway cruiser, which is more than I can say for the Ford Bronco or the Jeep Wrangler Unlimited.

Once we hit some dirt roads and trails, the Defender 130 X remained in Auto mode and didn’t require a configurable setting for Terrain Response 2. Even without selecting one of the various modes (including mud & ruts, grass/gravel/snow, sand, rock crawl, and wade mode), the Defender can handle a lot. I’d love to say we did some serious off-roading on our trip, but that was not the case. It’s good to know, however, that the Defender 130 X is more than capable of doing some serious off-roading, minus the compromised departure angle due to the elongated tail.

Final Thoughts

Most Defender owners will never do more than we did when we went camping. It’s one of the most adept off-roaders that also happens to be comfortable, spacious, and great on-road. We loved using the Defender on our trip, and my boys remarked how easy and comfortable it was. It’s the vehicle they want me to buy next (a discussion which will certainly involve their mother). Finally, they said the Woolstone Green paint was a perfect match for the woods of Wisconsin. All the more reason for me to get one.

We’ve made our choices based on our own reviews, official specifications, EPA ratings, and available safety data. These are the top pickups that can be used every day with minimal impact on your budget, practicality needs, and comfort requirements.

Winner: Ford Maverick

Our choice for the best daily driver truck is the 2027 Ford Maverick. No major updates are expected for the compact Maverick pickup for 2027, as it received a styling refresh and a performance-focused Lobo derivative not too long ago, so the 2026 and 2027 versions are expected to be nearly identical.

The Maverick is currently the only compact pickup truck in the United States other than the slow-selling Hyundai Santa Cruz, which is expected to be discontinued. Like the Hyundai and the Honda Ridgeline, the Maverick is based on a unibody platform, which is key to its suitability as a daily driver. A compact footprint, easy steering, and a comfortable ride make this the best pickup for everyday use, and we found it easy to see out of, enabling stress-free parking maneuvers. Powertrain choices include a 191-horsepower 2.5-liter hybrid or a 250-hp 2.0-liter turbo-four. The hybrid achieves best EPA ratings of 42/35/38 mpg city/highway/combined; no other pickup truck is as efficient. Even with all-wheel drive, you can still achieve 37 mpg combined. 

Other than a limited towing capacity of 4,000 lbs and a smaller bed than most truck fans will be used to, there’s little to criticize about Ford’s smallest truck. For 2027, the Maverick is expected to start at $28,000.

Maverick Pros

• Compact yet practical size
• Highly efficient hybrid
• Comfortable for city driving
• Affordable starting price

Maverick Cons

• Limited rear-seat space
• Not a serious off-roader

Who’s It For?

The Ford Maverick is the ideal pickup for first-time truck drivers, hobbyists who need to haul lighter loads, or small families who need a practical weekend vehicle. 

Recommended Trim

To keep the value proposition strong, we’d recommend springing for the XLT with the efficient hybrid engine. This model is expected to start at around $31,000 for 2027.

Runner-up 1: Toyota Tacoma

One size up from the Maverick, the midsize Toyota Tacoma is our second choice as the best daily driver pickup truck. This has a proper body-on-frame structure, so it’s far more capable than the Ford. However, it’s not nearly as large as the Tundra, so it won’t be a chore to drive in traffic or if you live in a more congested city. 

The current Tacoma is a lot more comfortable and refined than the previous model, especially variants with the optional rear coil springs. We found the ride to be among the most car-like in the midsize pickup segment, with the Limited model (featuring an available Adaptive Variable Suspension) being the most well-balanced. All models have a 2.4-liter turbocharged four-cylinder engine, which produces between 228 and 278 hp. A hybrid model with 326 hp is also available and gets up to 23 mpg combined. This is one of the few new vehicles that can be had with a six-speed manual gearbox, but most trims use an eight-speed automatic. Our first impressions of the manual’s shifter weren’t positive, though, so we recommend sticking with the auto.

Towing maxes out at 6,500 lbs, the interior is spacious, and the off-road-focused trims are exceptionally capable on the dirt. You can also get the Tacoma as a basic XtraCab workhorse, which is expected to start at approximately $33,000 for the 2027 model year.

Tacoma Pros

• More comfortable than previous generation
• Powerful turbocharged engines
• Wide range of trims for all needs
• Excellent off-road capabilities

Tacoma Cons

• Expensive top trims
• Awkward manual gearbox shifter

Who’s It For?

With such a broad range, the Tacoma appeals equally to small business owners needing a workhorse, families looking for a do-it-all pickup, and hardcore off-road enthusiasts. 

Recommended Trim

For daily use, our recommendation is the Tacoma TRD Sport, which is estimated to start at around $41,000 for 2027. It’s the cheapest derivative with the coil spring multi-link rear suspension and is less spartan than the very cheapest models.

Related: There Are Four Toyota Tacoma TRD Trims—Which One Should You Buy?

Runner-up 2: Ram 1500

The Ram 1500 has been one of the nicest full-size pickups to drive for years now. It’s not necessarily the most capable in every department, but the smooth ride and effortless power from V6, twin-turbo inline-six, and V8 engines are appreciated. The inline-six provides up to 540 hp, so it’s no slouch at all, while a refined eight-speed auto seamlessly shifts gears. A new lineup of V8-powered Rumble Bee street trucks has been added to the range for 2027. With their improved handling, shorter wheelbase, and potent performance, they add a new dimension to the Ram 1500 lineup.

For daily driving, the six-cylinder models are best as they’re more efficient. The base Tradesman makes for a fine workhorse, but families will appreciate the additional comforts that come with a mid-range trim like the Laramie, which costs over $60,000. Lesser trims start at closer to $40,000 for the 2027 model year.

The one downside? Ram has a poor reliability reputation when compared with other truck brands like Toyota and Honda.

Ram 1500 Pros

• Class-leading ride
• New Rumble Bee models bolster the street truck subsegment
• Wide range of powertrains
• High-quality interior

Ram 1500 Cons

• Below-average reliability ratings
• High-priced premium trims
• Some rivals can tow more

Ram 1500 Scores

• Comfort: 4.5/5
• Efficiency: 3.5/5
• Capability: 3.5/5

Who’s It For?

Buyers who need the muscle of a full-size pickup but don’t want to sacrifice comfort or refinement will love the Ram 1500. It’s not the toughest truck in its segment, but it’s one of the nicest to live with every day.

Recommended Trim

From workhorses to muscle trucks and off-road models, there’s a Ram 1500 for every need. As a sweet spot in the lineup, the Laramie provides a strong blend of value, comfort, and performance, so it’s our pick if you don’t need one of the more specialized trims.

Related: 2027 Ram 1500 Rumble Bee Orders Open as Street Truck Era Returns

Honorable Mentions

Toyota Tundra Hybrid

Like the Tacoma, a coil-spring suspension endows the Toyota Tundra with a decent ride. It’s much more refined than its predecessor and its full-size status gives it access to beefier engines than the Tacoma, including a twin-turbo V6 that makes up to 473 hp in hybrid form; Toyota has had a few major reliability issues with this engine in non-hybrid models, though. The interior is large and the big Toyota can tow up to 12,000 lbs. 

For daily use, we recommend the Tundra Limited with the iForce Max hybrid powertrain, since it isn’t affected by the normal model’s reliability mishaps and has lower consumption for daily commutes. This trim starts at around the $60k mark, far cheaper than the top Capstone model.

What About Honda’s Ridgeline?

The refined and comfortable Honda Ridgeline would have made our 2027 list, but production of this pickup is expected to pause in late 2026, possibly for as long as 18 months. This effectively eliminates any chance of a 2027 Ridgeline being on sale.

Related: Honda Ridgeline May Disappear For 18 Months Before A Hybrid Comeback

Conclusion

Ram is working on a smaller pickup to rival the Ford Maverick, but in the meantime, the compact Ford gets our vote as the best daily driver with an open bed at the back. The little Ford has no fatal flaws and a price that matches several less versatile compact crossovers. If you require an everyday pickup with more power, better towing, or more space, you should consider the Tacoma or Ram 1500.

While America subscribes to the “bigger is better” mantra when it comes to pickups, the top 2 models here show that you can easily own a practical pickup without the economy pitfalls or overly bulky bodies of full-size models.

It does, though, suffer from a few of the usual Miata drawbacks. First, you could roast a pig off the transmission tunnel of the car thanks to the hot exhaust manifold running inches from your leg. Second, it sucks on the highway, and third, it can’t fit much. “Much” in this case is my dog. We use him for testing all the time, but when he’s not providing valuable feedback (and a handy tax deduction), he needs to fit in my Miata, which, at 85 pounds, might be a struggle for him. So, I went out and bought a hammer, some nails, and set about a solution.

Can You Fit A Person-Sized Dog In A Miata?

The problem here is a pretty simple one. Beorn actually fits in the car upright, even with the roof up. However, his big ol’ fat ass doesn’t quite fit in the seat, though he still thinks he can. He fit just fine as a puppy, but he’s not one anymore. I figured the best way to fix this was to give him some more real estate. That means doing one of two things: pulling out the passenger seat or extending it. Seeing as I do have a few friends (somehow), I opted to keep the passenger seat.

I figured I could extend it, making the seat mostly flat and giving the dog somewhere to put his front legs and torso when lying down. Otherwise, he’s liable to try to lie across the console. Not ideal for shifting gears.

How I Made My Mazda’s Wooden Seat Extension For Pets

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The idea’s pretty simple. First, I measured the height of the seat’s leading edge closest to the dash, then picked out some plywood and measured its thickness, subtracting the two to give me the length of the legs I’d need. Here’s the best part: I did all this for free. Home Depot locations will let you scavenge some scrap wood, and as I only needed about eight inches of wood, they were happy to let me have at some 2×4 scraps, which I also had cut to size.

For the plywood base, I got lucky, having found a piece that just needed some trimming up at my dad’s. We used his sawhorse, saws, and power sander to speed things up, but I could’ve probably done all this with a cheap hand saw and some sandpaper. Admittedly, I overbuilt the thing. With the 2x4s mocked up, I was able to stand on the extension. It held 165 pounds and could easily hold the dog. Finally, I attached the legs with some huge 3-inch wood screws and a few rounds with a nail gun. I could’ve upholstered it, but I had a spare blanket lying around.

With the blanket and the extension in, there’s just enough room for some shorter journeys. My only concern is the front airbag location, so I turn it off, which Mazda lets you control manually with the ignition key in the center console. All told, I think I might have spent $80 on the supplies and tools had I done it all from scratch, but I was able to get it done for $Free.99.

Just last month, BMW revealed the new 3 Series, which looks unlike any 3 Series that’s come before it. It’s been redesigned with a whole new design language, featuring slimmer lighting, a dramatically simplified body, and an interior that’s been rebuilt from scratch around a panoramic display that runs the full width of the windshield. It’s all very exciting, and BMWis calling this car and others made in this new design language, the Neue Klasse; a German phrase that translates to “New Class.” 

If you are new to the brand, the hype and marketing around it may make you think that it’s something BMW just invented. However, it isn’t. Not even close.

Neue Klasse is a name that the Bavarians have used before. More than sixty years ago, BMW gave the Neue Klasse name to a series of sedans that most people today have never heard of. Those cars didn’t just give the brand a new design language, rather they gave it a reason to exist. Understanding what they were, and why they mattered, is the only way to understand what BMW is actually trying to say with this new generation of cars. And once you do, the name starts to feel less like a marketing gimmick and a lot more like a real statement of intent.

The Company That Almost Didn’t Make It

To understand why BMW developed the original Neue Klasse, you have to understand where the company was. While they are a relatively successful entity these days, they weren’t exactly the same company in the late 1950s. In fact, they were essentially nowhere where they were today.

With German industry stalled after World War II, the company had spent the postwar years in a strange kind of limbo after it was allowed to make cars and bikes again. On one end of its lineup, it was selling the Isetta: a tiny, egg-shaped microcar licensed from Italian firm Iso. It featured a small motorcycle engine and a front-opening door that you had to squeeze into sideways. On the other end, it was selling the 502 luxury sedan and the 507 sports car. While these V8-powered cars were beautiful, almost nobody in Germany could afford them. There was nothing in between. The company had no car for the growing European middle class, no car for the professional who wanted something sporty and sensible, and no car that reflected the economic recovery happening all around it.

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By 1959, BMW was in serious financial trouble. The company’s own shareholders were so alarmed that at a stormy annual general meeting later that year, they openly debated whether to simply sell the brand to Daimler-Benz and be done with it. The motion failed by only a few votes. Ultimately what held BMW together was the intervention of the Quandt family, who invested heavily and took a controlling stake. They backed a project that had been quietly developing inside the company that BMW’s engineers believed could save it.

That project was the BMW 1500. And when it debuted at the Frankfurt Motor Show in September 1961, it changed everything.

What the Neue Klasse Actually Was

The 1500 was a compact four-door sedan with a 1.5-liter engine, and on paper it doesn’t sound like much. What made it remarkable was what it represented: a genuinely new kind of car. Not a microcar, nor an expensive luxury car. The 1500 was a proper, sporting, compact sedan for the educated professional who wanted to drive rather than simply be transported. The name “Neue Klasse” referred specifically to the segment these cars occupied, which was the 1.5 to 2-liter engine range known as the compact executive class. However, it also described exactly what BMW was creating — a new class of automobile, a new class of BMW.

BMW’s engineering team, which was led by Fritz Fiedler on the overall project, Alexander von Falkenhausen on the engine, and Wilhelm Hofmeister on styling and body design. They built the 1500 with an M10 four-cylinder engine mounted at a 30-degree slant, unibody construction, front disc brakes, MacPherson strut front suspension, and independent rear suspension with semi-trailing arms. In 1962, these were the specifications of a genuinely sophisticated automobile. The car was precise, athletic and felt like it wanted to be driven hard, which was something entirely new coming from a manufacturer that had been struggling to survive.

The market responded immediately. BMW had been building around fifty cars per day before the 1500 launched. Production tripled. The company broke even in 1963, turned a profit in 1964, and paid dividends for the first time in twenty years. In total, from 1962 to 1971, BMW built more than 350,000 Neue Klasse vehicles. What had nearly been a brand on the brink had became one of the most respected automotive names in the world.

The Details That Never Left

The Neue Klasse sedans introduced something else in 1961 that BMW has carried forward into every single vehicle it has built since: the Hofmeister Kink. Named for BMW design chief Wilhelm Hofmeister, a designer who led the department from 1955 to 1970, the Kink is the small reverse curve at the base of the C-pillar; the rearmost window pillar where the window line bends forward rather than straight down. It’s a subtle thing, the kind of detail you might not consciously notice, but once you know it’s there. You can see it on every BMW ever made. Hofmeister didn’t technically invent the feature, but he standardized it, codified it and made it the consistent visual signature of the brand.

BMW claims that the Kink subtly communicates that the vehicle is rear-wheel drive, as the way the glass curves forward suggests that the rear wheels are doing the work. Whether that interpretation is entirely true or exaggerated doesn’t matter much. All what matters is that a design element first seen on the 1500 at the 1961 Frankfurt Motor Show has appeared on every BMW built in the sixty-five years since. 

The Neue Klasse cars also established BMW’s design philosophy in other areas. Inside, a hooded pod on the dashboard houses the gauges in the driver’s direct sightline, an important piece of an interior that puts the driver at the center of everything. These were not soft luxury cars; they were machines that took the driver seriously. The best in ergonomics and driving feel was the goal, not poshness and fluff.

The 2002 and the Accident That Built a Legend

While the 1500 was a success, the direct descendant of the Neue Klasse sedans was the car that cemented BMW’s reputation permanently: the 2002.

It started almost by accident. BMW launched a two-door version of the Neue Klasse in 1966, which was initially badged as the 1600-2. As an experiment, two BMW executives, namely Planning Director Helmut Bönsch and engine chief Alex von Falkenhausen had separately installed a larger 2-liter version of the M10 engine into their personal 1600-2s to see what would happen. With this bigger motor, the car became something special; it was light, precise, and now with enough power to make the chassis work hard in the best possible way. While all this was happening, New York-based importer Max Hoffman; the exclusive American distributor of BMW in the U.S., was begging the Bavarians for a sportier version of the 02 series that could be sold stateside.

His wishes came true in the form of the BMW 2002, which arrived in 1968 and became legendary shortly after its introduction. Road & Track called it a car for people who like to drive. In April 1968, contributing writer David E. Davis Jr. published an ecstatic review in Car and Driver titled “Turn Your Hymnals to 2002”, a contemporary review that has been quoted endlessly since, which likened the BMW’s road-holding performance to contemporary sports cars of the era, arriving at the conclusion that it was “most certainly the best $2,850 sedan in the whole cotton-picking world.” The car was fast enough to be exciting, small enough to be nimble, and refined enough to be a daily driver. It was, basically, the template for the compact sports sedan that the entire industry would try to copy ever since.

By the time BMW introduced the 2002’s direct successor, the 3 Series, in 1975, it introduced a tagline that would resonate with customers all over the world: the “Ultimate Driving Machine.” The success of the 2002 has cemented BMW’s place as a sporty upmarket brand. Everything BMW has built its global reputation on; driver focus, dynamic excellence, the idea that a practical four-door car could be genuinely exciting, can be traced directly back to those Neue Klasse sedans of the 1960s.

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Why BMW Brought the Name Back

When BMW unveiled the Vision Neue Klasse concept at the IAA Mobility show in Munich in September 2023, they weren’t subtle about what they were doing. This was a deliberate act of self-reference, a company reaching back to the moment of its greatest transformation and saying that this, right now, is another one of those moments.

The modern Neue Klasse represents BMW’s most fundamental reinvention since the original. It has new, electric architecture that was built from the ground-up and an exterior design language that strips away the visual complexity from BMW’s cars over the last decade or so. In addition, it showcased a completely redesigned interior philosophy built around the Panoramic iDrive system; a continuous display band along the lower edge of the windshield. 

The new 3 Series that just revealed on September 29 brings that design language to BMW’s most important model. The new 3 comes in an electric i3 version that rides on the full Neue Klasse architecture, as well as a gasoline-powered 3 Series available with either a four-cylinder or inline-six powertrain. BMW has said explicitly that it wants the electric and combustion versions to be nearly indistinguishable at a distance. The kidney grille on the sedans is now horizontal, integrated with the headlights into a single graphic. The flanks are cleaner than any BMW has been in years. The tail is angular and lean.

The interior is the biggest change. The Panoramic iDrive display, the redesigned steering wheel and the simplified center console is a complete break from what BMW has been doing, executed with the kind of commitment that suggests this isn’t a trend they’re chasing but a direction they’ve decided on.

The Same Bet, Sixty Years Later

Here’s what’s interesting about BMW invoking the Neue Klasse name now: the original bet was audacious because it came from a company that couldn’t afford to fail. BMW in 1961 was not in a position to hedge. They couldn’t offer one conventional car and one radical car and see which one the market preferred. They had to commit entirely to a new idea about what a car should be, build it with conviction, and hope the market agreed.

That’s essentially what BMW is doing again. The Neue Klasse name isn’t just nostalgic branding. It’s a declaration that this is the company’s complete commitment to a new direction; not a one-off experiment, nor a design refresh, but a fundamental skin-deep reimagining of what a BMW is and how it’s built. The iX3 was the first production model out of the gate, followed by the i3 and the 3 Series. Even the popular X5 SUV has gotten the Neue Klasse treatment, with more models to follow.

Oliver Heilmer, BMW’s Head of Design for the Neue Klasse, described the new 3 Series as “the essence of our brand,” adding that the car blends “sporting dynamism and timeless elegance in the clear, reduced design language of the Neue Klasse.” That’s corporate speak, but underneath it is a real idea: that the original Neue Klasse worked because it was honest, focused, and built around what the driver actually needed rather than what could be added to justify the price.

Whether the new cars live up to that is a question the road will answer. But the name they’re carrying tells you exactly what BMW thinks it’s doing and what’s at stake if they get it wrong. The first Neue Klasse saved BMW from being absorbed into Daimler-Benz. The second one is BMW’s bet on the next sixty years. Those 1960s sedans with their simple lines and their Hofmeister kinks and their high-revving four-cylinders wouldn’t look out of place next to the new 3 Series at a show. They’d look like what they are: the beginning of the same story.

We’ve chosen the roomiest SUVs for 2027 based primarily on passenger space, cargo space, and overall versatility. We’ve also taken our own reviews into account, along with EPA ratings, manufacturer-supplied specifications, and safety reviews. With all that in mind, here are the best midsize SUVs you can buy if you need a roomy alternative to a minivan.

Winner: Honda Pilot

After a significant refresh for the 2026 model year, the Honda Pilot is our pick as the top midsize SUV for sheer roominess. At over 200 inches long, the Pilot stretches nearly into full-size territory. That long body frees up a maximum of 111.8 cubic feet of cargo space with the back seats folded and up to 22.4 cubic feet with both back rows upright. Even with a full complement of passengers, you can cram six carry-ons into the trunk. Not every three-row SUV can seat up to eight people, but this one can, and even the third row is comfortable for average-sized adults.

For greater comfort, you can equip the Pilot with second-row captain’s chairs. In most models with a second-row bench seat, the middle seat is removable. A one-touch function quickly enables folding of the second row, while the third row folds flat in a 60/40 split. Features like a conversation mirror, up to 18 beverage holders, and tri-zone climate control add up to a very practical family vehicle.

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Versatility aside, the Pilot comes with a smooth 3.5-liter V6 engine producing 285 horsepower. We found the Honda to have sufficient power for stress-free merging on the highway, and that’s supplemented by an absorbent ride. Some rivals are flashier and more economical, but the Pilot is difficult to beat if you need minivan-like practicality in a more rugged package.

The 2027 Honda Pilot is estimated to start at around $43,000, so it’s pricier than rivals like the Kia Telluride.

Pilot Pros

• Ample cargo space
• Generous passenger space
• Plenty of family-friendly features
• Smooth powertrain
• Improved infotainment system in latest model

Pilot Cons

• No hybrid option
• Looks conservative next to newer rivals
• Not the cheapest option in this class

Pilot Ratings

• Passenger space: 4.5/5
• Cargo space: 5/5
• Family practicality: 4.5/5

Who’s It For?

The Honda Pilot is ideal for larger families that need a vehicle with plenty of cargo and passenger space. Available off-road trims also add more capability than in an Odyssey minivan. 

Recommended Trim

While the TrailSport is tempting, the fact is that not many Pilots will spend time in off-road conditions. For that reason, we’d be inclined to go for the EX-L, which is several thousand dollars cheaper but comes with welcome upgrades over the base trim like leather upholstery, parking sensors, and a stowable second-row center seat.

Related: Every Honda SUV Ranked By Cargo Space From Smallest to Largest

Runner-up 1: Toyota Grand Highlander

It hasn’t taken long for the Toyota Grand Highlander to surpass the Highlander in sales, and it’s not hard to see why. Larger inside and more comfortable than the Highlander, the Grand Highlander is a family vehicle that can do it all. Like the Pilot, it can seat up to eight people, and third-row legroom is actually a bit better than in the Honda. The Toyota doesn’t have quite as much cargo space, but it’s still generous with 97.5/57.9/20.6 cubic feet behind the first/second/third rows. 

The interior is available with a host of family-friendly features, including three-zone climate control, 13 cup/bottle holders, two 120V outlets, and second-row captain’s chairs. 

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The standard 265-hp four-cylinder turbo engine isn’t as smooth as the Honda’s, but it has more torque. You can also get the Toyota with two hybrids, one with 245 hp and one with a potent 362 hp. The most efficient model gets 36 mpg combined. 

Pricing for the 2027 Toyota Grand Highlander is estimated to start at $43,000, just about matching the Honda.

Grand Highlander Pros

• Generous trunk capacity
• Spacious seating in all rows
• Efficient hybrid options
• Well-judged ride and handling
• Toyota reliability

Grand Highlander Cons

• Four-cylinder engine can become noisy
• Unexciting styling
• Top trims get pricey

Grand Highlander Ratings

• Passenger space: 4.5/5
• Cargo space: 4.5/5
• Family practicality: 4.5/5

Who’s It For?

Toyota fans in need of a spacious family vehicle may be better served by the Sienna minivan, but the Grand Highlander adds better off-roading and a more powerful hybrid option to the mix. 

Recommended Trim

It’s hard to argue with the Grand Highlander Hybrid, which combines acceptable performance with much better economy. We’d recommend the Hybrid XLE, which is estimated to cost around $47,000 for 2027. 

Runner-up 2: Chevrolet Traverse and GMC Acadia (tie)

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Chevrolet builds some of the most practical SUVs on the market, and the Traverse is as roomy as the best of them. We’ve ranked it alongside its corporate sibling, the GMC Acadia, which offers near-identical dimensions but a slightly snazzier design.

Measuring 204.5 inches in length, the Traverse is slightly longer than the Honda Pilot and Toyota Grand Highlander. Third-row legroom is 32.1 inches, trailing both Japanese rivals, but maximum cargo space is ample at 98 cubic feet. Behind the third row, the trunk volume is around 23 cubic feet, and we appreciated the oversized bins throughout the cabin of the Traverse. Both vehicles can seat up to eight or up to seven with optional second-row captain’s chairs.

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Both models have a 328-hp turbo-four engine. That output looks good on paper, but the engine is a touch unrefined and doesn’t feel particularly responsive. That doesn’t hinder its ability as a large and highly practical family vehicle, though.

Estimated prices for the 2027 models are $44,500 for the Acadia and $42,000 for the Traverse.

Traverse/Acadia Pros

• Plenty of passenger and cargo space
• Abundant storage space
• Bolder designs than Japanese rivals
• Impressive infotainment tech
• Good ride quality

Traverse/Acadia Cons

• Gruff engine
• Several rivals feel more responsive
• Acadia is on the pricey side

Traverse/Acadia Ratings

• Passenger space: 4.5/5
• Cargo space: 4.5/5
• Family practicality: 4.5/5

Who’s It For?

If GM SUVs like the Tahoe and Suburban are out of reach, the Traverse and Acadia twins offer genuinely practical three-row seating at a much lower price point.

Recommended Trims

There’s a lot of value to be found in the base Chevy Traverse LT, which will start at an estimated $42,000 for 2027. If you prefer a more premium midsize SUV, consider the GMC Acadia Denali, which is fully loaded but will cost you over $55,000.

Related: Ranked: Top 5 SUVs With The Most Trunk Space in 2026

Honorable Mentions

Hyundai Palisade

The latest generation of the Hyundai Palisade may not have the biggest cargo area, but it’s still one of the finest midsize SUVs you can buy. Buyers can choose between a 287-hp V6 and an efficient 329-hp hybrid, the latter being a new addition for the nameplate. It feels more premium than most rivals while boasting high safety scores and one of the best warranties around. If you’ll be using the third row only occasionally, this is one of the top midsize SUVs.

Kia Telluride

The Kia Telluride is the equal of the Hyundai Palisade in many respects, having entered a new generation for the 2027 model year. Like the Hyundai, its cabin is spacious but not the biggest in the midsize SUV category. Unlike the Palisade, the Telluride gets only four-cylinder power; there’s a 274-hp standard model and a 329-hp hybrid. Top trims are pricier but decidedly plush inside, there’s a rugged X-Pro trim with greater ground clearance, and it has an excellent warranty.

Related: 2027 Kia Telluride vs. Hyundai Palisade: Which Roomy 3-Row SUV is Best?

Volkswagen Atlas

Thoroughly refreshed for 2027, the VW Atlas now looks more distinctive inside and out, something that was missing from the otherwise practical crossover. It’s spacious across all three rows thanks to boxy proportions, and you can fit as many carry-on suitcases behind the third-row as in the Honda Pilot. There’s no hybrid, but the 282-hp turbo-four engine is competitive in terms of performance. Like the Koreans, this crossover looks and feels a little more sophisticated than most rivals.

Related: All-New 2027 Volkswagen Atlas Gets New Interior, More Power, and Updated Design

Conclusion

While any midsize SUV makes for a suitable family vehicle, the models mentioned here stand out with their exceptionally large and versatile interiors. Fold the seats down, and there’s enough room for whatever a family needs to cart around. At the same time, they deliver better rough-road performance than a minivan and aren’t as unwieldy to drive as full-size SUVs. The margins in this category are slim, but the Honda Pilot just takes the win by virtue of its massive cargo space, adult-friendly seating, and unpretentious nature—it’s an honest SUV that nails the basics.

This idea is probably testing the waters for another luxury Ford off-roader. This one, the rumor mill indicates, will actually be built by the brand’s dedicated luxury marque: Lincoln.

What Will Ford’s Luxury Bronco Look Like?

Ford will use Lincoln to bring a sort of cut-rate G-Wagen to market, with production starting up in the next few years at the very same plant Ford builds the Bronco at in Michigan. The new Lincoln, like all Lincolns, will of course draw heavily from its Ford counterpart. Just as the Navigator is inspired by the Explorer, the Lincoln Bronco will be inspired by Ford’s. No one knows what it’ll be called just yet.

What the SUV will look like is a bit clearer, given how similar it will be to the Bronco. I’d expect the general silhouette of the Bronco to stay, including the high waist, boxy front, and upright cabin. A little more chrome will probably make its way into the design, but the rugged essentials will stay put. I’d be mad if they got rid of the handy hood tie-downs, which also help to locate the front inside of the wheels when off-roading, as well as the removable roof.

What Will Lincoln’s Budget G-Class Have Under The Hood?

It’d be no surprise if the stuff under the sheet metal were the same as the Bronco. There’s no sense in changing it, but Lincoln will likely make some modifications to tame the Bronco’s wild on-road manners. It does, after all, drive like a giant Tonka truck, plastic wheels and all.

That logic probably won’t extend to engines. The Bronco’s powertrains will probably carry over, but I doubt the four-cylinder will make it. That leaves the optional turbo 2.7-liter V6, which produces 330 horsepower. Lincoln is already using another Ford powertrain: the one out of the Bronco Raptor. In the Aviator, it makes 383 horsepower, but in Ford’s Raptor, the twin-turbo V6 makes 418 horsepower. Given the mission of the Lincoln Bronco, the latter figure will probably be employed. More power depends on how directly a competitor Lincoln wants this thing to be with the G-Class.

Cost And Timeline

It’ll likely be a few years before the SUV debuts. The model should arrive before the end of the decade, though, which points to a debut sometime in 2028 or 2029. The money depends on how upmarket Lincoln thinks it can take an SUV based on the basic Bronco architecture.

The G-Class is a lofty target, with its dedicated architecture and super-luxe interior accompanied by a massive $155,000 MSRP (to say nothing of AMG models). I think the Defender is more the Lincoln’s speed. The base Defender 110 starts at a more modest $67k or so, which feels like a more realistic target given it’s quite easy to spend that money on a Bronco already.

Every EV That’s Dead By 2027

Alphabetically, this is every single dead EV (as of publication) that’ll be gone by the end of next year. I’ve also chosen to highlight some of the more impactful cancelations as well.

• Acura RSX
• BMW i4
• BMW iX
• Chevrolet Bolt
• Chevrolet BrightDrop
• Honda 0 Series Sedan and SUV
• Honda Prologue
• Hyundai Ioniq 6
• Hyundai Kona EV
• Kia EV6 GT
• Kia Niro EV
• Lamborghini Lanzador
• Polestar 3 / 4
• Sony Afeela
• Tesla Model S
• Tesla Model X
• Volkswagen ID.4
• Volvo EX30
• Volvo EX40

BMW iX

The BMW iX’s cancelation is an effective replacement, with a new BMW iX3 stepping in to fill the role in the US. It’s the first in the brand’s new line of Neue Klasse EVs, which represent a demonstrable step up in efficiency and battery technology for the brand. We shouldn’t be mourning the iX so much as we should be excited for a better, more efficient electric SUV. The SUV first went on sale in 2022.

Chevrolet Bolt

The Chevrolet Bolt is, however, a case for mourning. The Bolt is a cheap, practical EV that Chevy only brought back because buyers practically put a gun to its head over it. This revived model will stick around until next year, but it won’t even see the next winter. The plan is to bring the Buick Envision crossover, currently made in China, to the US. Basically, this Envision is part of the brutal math of the business. Tariffed heavily, the presumably more profitable gas-powered Envision will be built here rather than the affordable EV to keep GM’s margins looking healthy.

Honda 0 Series

The Honda 0 Series was still born. The pair, a sedan and an SUV, were killed before they even made it to the production line. The brand’s pivot came as it realized Americans weren’t going to take to EVs at the rate it desired. Honda pulled the plug, saying that the “current business environment” would have effectively meant building the SUVs at a loss. Like the above Bolt, the decision simply came down to money.

Polestar (The Brand)

There is nothing that better exemplifies the current state of electric vehicle politicking in the US than Polestar. The Swedish brand is owned by Geely, which is a Chinese company. The Chinese products, always in the news cycle, have been flagged as a national security concern or a great example of protectionist trade policy, depending on what news outlet you’re currently watching.

The latter way of thinking prevailed, and the US Department of Commerce ultimately decided not to authorize Polestar sales in the US. The brand, for its part, opted not to fight it largely owing to its own slow sales here and growing market share elsewhere, bringing an end to the entire brand.

Range anxiety has been one of the major hurdles preventing a rapid, widespread EV transition in the United States. With our long, often desolate highways, the ability to comfortably cover vast distances without worrying about finding a charger is still more relevant here than it is in Europe. However, there are now several long-range EVs that can be quickly charged, making them suitable for road trips. Our choices prioritize range, charging, and practicality. If you want an electric vehicle that can go further, these are the best options.

Winner: BMW iX3

Deliveries of the 2027 BMW iX3 are set to start in fall 2026. On paper, it already looks like a class-leading prospect. An EPA-estimated range of up to 434 miles places the iX3 ahead of its rivals, and even less capable versions arriving later will still be able to cover at least 383 miles on a full charge. 

The iX3’s new 800-volt architecture allows for DC fast charging at up to 400 kW. Currently, most of the fastest-charging SUVs can only hit 350 kW, so this is another area where the BMW elevates itself above the rest. The battery can be replenished from 10 to 80% in just 21 minutes, which eases the charging burden on longer trips.

Being a new, electric BMW SUV, the iX3 is quite a performer. The 50 xDrive variant that arrives first has standard dual motors and all-wheel drive. Producing 463 horsepower combined, it can reach 60 mph in 4.7 seconds.

We found the new iX3’s design to be less polarizing in the metal, while the new interior display—with a driver’s display below the windshield—is very easy to read. As a whole, it looks nothing like BMW’s current range of SUVs, and the design language has already been repeated on the all-new X5.

A starting price of $61,500 is reasonable for what the iX3 offers. If you need to tackle the long road with your family, it’s a top contender.

iX3 Pros

• Class-leading range
• Ultra-fast charging speeds
• A new era for BMW design
• Well-priced in its segment
• Quick acceleration

iX3 Cons

• Yet to prove itself on American soil
• New design not to all tastes

iX3 Ratings

• Range: 5/5
• Charging: 5/5
• Practicality: 4/5

Who’s It For?

On paper, the new BMW iX3 is hard to beat. It’s cheaper than rivals from Audi and Porsche yet charges quicker and has a longer range. If you need an electric SUV with enough space, luxury, and range for a family of four, the iX3 should be on your shortlist.

Recommended Trim

The iX3 will only be available in one trim level when it goes on sale in fall 2026. That’s the 50 xDrive, which starts at $61,500. By default, it’s our current choice, but more variants are set to be introduced at a later stage.

Related: BMW iX3 Leads Real-World EV Range Test Ahead Of Lucid And Mercedes

Runner-up 1: Lucid Air

It’s not a cheap vehicle, but there are few better EVs for covering long distances than the Lucid Air sedan. It’s as slippery as it looks, which contributes to class-leading efficiency and range. The Pure derivative with RWD gets 146 MPGe combined and a 420-mile range, but the Grand Touring is capable of up to 512 miles on a full charge. It achieves these range figures in real-world driving scenarios, too.

Charging speeds reach up to 300 kW at a compatible DC fast charger, with Lucid claiming you can add 200 miles of range in as little as 12 minutes, depending on the trim. 

So, charging and range are better suited to road-tripping adventures than most other EVs, but that’s not where the Air’s advantages end. All versions are quick so have ample passing power, from the 430-hp Air Pure to the ballistic Air Sapphire with 1,234 hp. 

The interior is smart and high-tech, and there’s generous space for legs. Rear headroom is rather limited by the Air’s low height, though. At 22.1 cubic feet, the trunk has more space than almost any other sedan, and that’s before you factor in a massive frunk with another 10 cubic feet of space. Long-distance driving is made less fatiguing with the available DreamDrive Pro system that enables hands-free driving on compatible highways.

There’s a bit of a learning curve to using the Air’s touch-sensitive controls and you must be prepared to spend at least $70,000 or more for one of these sedans. If that’s in your budget, it’s a fantastic vehicle for eating up the miles.

Air Pros

• Currently the longest-range EV in America
• Striking design
• Top-tier performance across the range
• Luxurious interior
• Serene ride

Air Cons

• Some tech is overly complex
• Larger tires increase road noise
• Limited rear headroom

Air Ratings

• Range: 5/5
• Charging: 4/5
• Practicality: 4/5

Who’s It For?

Buyers seeking an EV that can tackle longer distances while having enough space and toys for the kids should consider the Air. It’s also luxurious enough to be considered alongside electric sedans from BMW and Mercedes-Benz.

Recommended Trim

The Lucid Air Touring is a great option. It has a 431-mile range, all-wheel drive, and 620 hp. Priced at just over $80,000, it’s a good-value option when compared to a rival like the Porsche Taycan.

Related: 2025 Lucid Air Touring Review: The Closest Thing to EV Perfection

Runner-up 2: Hyundai Ioniq 9

Sometimes, two rows simply aren’t enough. The Hyundai Ioniq 9 is one of just a few three-row electric vehicles on the market. It can seat up to seven people, yet every version still has an EPA-rated range of over 300 miles, topped by the 335-mile RWD variant. 

Modern Hyundai EVs boast some of the best charging speeds in the industry and the Ioniq 9 is no exception. It can be recharged at speeds of up to 350 kW, which can get the battery from 10 to 80% in approximately 24 minutes. You can also charge the Hyundai at one of Tesla’s Supercharger stations, further boosting convenience when you’re far from home.

To drive, the Hyundai is excellent. The mid-range SEL with 303 hp felt quick enough, but you can still upgrade to the 422-hp powertrain. The suspension deals with bumps and uneven surfaces well and the lane-keeping tech works brilliantly. It has an especially airy interior that the kids will love, with 46.7 cubic feet of space when the third row is folded. Speaking of the third row, it’s comfortable for kids but rather cramped for adults. Available features like wireless phone charging, dual-zone climate control, a Wi-Fi hotspot, and ventilation/heating for both front seating rows will be appreciated on longer trips.

For 2026, the Hyundai Ioniq 9 starts at $58,955 and goes all the way up to the fully loaded Calligraphy Design, which costs $76,490. We expect 2027 pricing to be marginally higher. 

Ioniq 9 Pros

• Ultra-modern design
• Decent range for a three-row EV
• Spacious interior
• Quiet interior and smooth ride
• Fast battery charging speeds

Ioniq 9 Cons

• Rearmost seats are a little tight for adults
• Base model not nearly as powerful as the rest

Ioniq 9 Ratings

• Range: 4/5
• Charging: 4/5
• Practicality: 5/5

Who’s It For?

As a quiet, quick, and efficient alternative to gas-guzzling family haulers, the Hyundai Ioniq 9 is a triumph.

Recommended Trim

The mid-range SEL with the 303-hp powertrain and standard AWD is the smart bet. It still gets 320 miles from a full charge but also adds niceties like ventilated front seats, imitation leather upholstery, heated second-row seats, and a heated steering wheel.

Related: I Drove the Hyundai Ioniq 9. Here’s My Brutally Honest Review

Honorable Mentions

Tesla Model Y L

A new addition in the U.S., the Tesla Model Y L is a stretched version of the best-selling Model Y. It comes with a third row that can actually accommodate adults and a few more comfort features. The range is 325 miles on a full charge and it has a 0-60 mph time of just 4.4 seconds. It also has access to the Supercharger network; while some EVs like the Lucid Air can only charge at up to 50 kW at a Supercharger, this isn’t a limitation for the Model Y L. The available Full Self-Driving Suite (FSD) is also available, which makes covering long distances a lot less demanding for the driver.

Related: Tesla Model Y L Is Now America’s Priciest Model Y—And It’s Packed With Features

Rivian R1S

Rivian’s three-row electric SUV is a superb long-distance vehicle. In its optimal guise, it has a range of 410 miles on a full charge. With up to 1,025 hp, overtaking maneuvers can be handled without breaking a sweat, and there’s seating for up to seven occupants. Between a generous frunk and a large trunk, it’s got enough space for all the paraphernalia that comes with a family. This is now a pricey three-row EV, though, as the R1S with dual motors will cost close to $84,000. 

Cadillac Escalade IQ

If money is no object, the Cadillac Escalade IQ combines electric propulsion with the opulent finishes of the normal, gas-powered Escalade. The regular IQ gets up to 465 miles on a full charge, giving it a longer range than any other electric SUV. It storms to 60 mph in 4.7 seconds and envelopes occupants in a huge, beautifully detailed interior. There’s a sense that the Escalade IQ is an exercise in excess, though, from its immense mass to its abundance of on-board tech and a starting price close to $130,000. But if you need the ultimate electric road-trip vehicle, this is it.

Related: 2025 Cadillac Escalade IQ: The Stunning Electric Return of the Ultimate Luxury SUV

Conclusion

EVs and road trips often don’t go together, but these vehicles have the range and charging speeds to make longer trips feasible. There’s a caveat that applies to all of them, though: those impressive range numbers will undoubtedly take a dive on the highway, so you’d still need to plan your trips carefully. As things stand, the new BMW iX3 delivers with its generous range figure and class-leading charging capabilities, while the Lucid Air is in a league of its own for electric sedans. But it’s impossible to get away from the fact that a long-range EV is significantly more expensive than the average vehicle in the United States.

Related: The Longest Range EVs You Can Buy in 2026

But there are some great sporty BMWs to consider that fall into what the Bavarian manufacturer calls the ‘M Performance’ model range. These are the variants that slot in-between the full-fat M cars and the daily-driver models.

For many enthusiasts, an M Performance BMW is a great compromise thanks to its enhanced performance over the base models, and a price tag that is well below the M cars. We found the most affordable one of the lot, and put it to the test to see whether it could still double as a competent daily driver and a weekend toy.

The BMW M235 xDrive Gran Coupe

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Priced at $50,000 on the nose before taxes and other charges, the BMW M235 xDrive Gran Coupe is the most affordable M Performance model currently on sale, and almost exactly the price of the average new car sold in the US.

The M235 xDrive Gran Coupe is a good $10,000 pricier than the regular entry-level 228 Gran Coupe, but it comes with a lot more power, performance, and features for the extra outlay. It gets a 312-hp 2.0-liter turbocharged engine that’s unique to the M Performance models, a stiffer suspension setup, larger brakes, and the 7-speed dual-clutch transmission sends the power to all four wheels through the standard xDrive AWD system.

The Gran Coupe in the name refers to the coupe-esque body style, which gives the little BMW a sporty demeanor as well as the benefit of easier second row access thanks to its four-door layout. It is based on a front-wheel drive architecture that it also shares with models like the X1, X2 and the Mini Countryman.

Having experienced this model both on and off the track, we can say that it isn’t just a one-trick straight-line pony like some other AWD compact cars. It also turns in and exits corners with superb composure, the xDrive system apportioning power between the axles in a way that minimizes understeer and maximizes grip.

What About The Options?

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In terms of options, the M235 gets Alpine White as the only no cost color option, but most other hues are just a $650 extra. All interior leather colors are no cost as well, but there are several packages that can quickly push that base price uncomfortably close to the $60,000 mark.

The $1,750 Technology Package is the best value as it adds features like a Head-Up Display, Parking Assist Plus, and Video Augmented Reality Navigation. But if you want to max out the performance potential of your M235, then it will need the $2,550 M Technology Package which adds beefier brakes, sports front seats, 19-inch alloys with high-performance tires and M Shadowline lights.

Once you tick those boxes and factor in the delivery fees and state sales tax, the total will be pushing $58,000.

Are There Other Affordable M Performance Models?

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The X1 M35i uses the same running gear in a more practical subcompact SUV body, and costs just $2,400 more before taxes. But you do lose a bit of performance (the 0-60mph time drops to 5.2-seconds), and it’s not the sort of thing you’d want to take around a track on a regular basis. But it does offer way more passenger and cargo space, and benefits from a higher driving position which can help in the cut-and-thrust of the daily school run.

So, if you want to retain that coupe/sedan sportiness, the next best M Performance model is the awesome M240i Coupe. It may also be called a 2 Series, but it’s based on the RWD 3 Series chassis, and features the B58 3.0-liter inline-six turbocharged engine, which is in another league in terms of power and performance.

At $53,600 before taxes in RWD form, the M240i is another M Performance bargain, but you lose two doors and the center rear seat, making it less of a family-friendly daily driver compared to the M235. Wat your extra $3,600 gets you is an additional 75-hp, a far quicker 0-60mph time, and the handling balance that comes with a RWD-based sports car. For an additional $2,000, the M240i xDrive sends power to the front wheels as well, which helps lop another 0.3 seconds off the 0-60mph time.

And despite the larger engine, the M240i is more economical in both RWD and AWD forms than the M235. It may have less room in the back than the M235, bu tit has a marginally larger trunk, making it the default choice for couples who still have time before transitioning to ever larger vehicles to accommodate a growing family.

So, there you have it. Three affordable (By BMW M standards) M Performance models that come in at well below $60,000 if you are careful with the options and give you most of the buzz of a proper M car, without the sky-high price and fuel economy penalty that usually go along with it.

Since the first consideration a smart shopper makes before ever considering features, safety, or performance is price, we’re breaking down the best cars for 2027 into three categories: below $30,000, between $30,000 and $50,000, and $60,000 or more. We have comparable articles on SUVs and trucks, too.

Throughout this guide, “bang for buck” will be our north star. We’ll have a winner and two runners-up for each price bracket, along with several honorable mentions that deserve consideration. Let’s begin.

Best Car Under $30,000

Winner: Kia K4

At the time of writing, MY2027 pricing has not yet been announced, but the 2026 Kia K4 sedan looks far more expensive than its $22,290 starting MSRP suggests (plus $1,245 for destination). In total, five sedan trims and three hatchback trims (starting at $24,990 before destination) are offered, with a choice of either a 2.0-liter naturally aspirated four-cylinder making 147 horsepower to the front wheels through a CVT or a 1.6-liter turbo making 190 hp (GT-Line Turbo, $28,390 plus destination) through an eight-speed automatic. The sedan gets LX, LXS, EX, GT-Line, and GT-Line Turbo trims, while the hatch comes in EX, GT-Line, and GT-Line Turbo only.

The hatch is the one that you really want, because while it starts at a higher equipment grade, and despite being shorter than the sedan (with the wheelbase untouched), the sedan’s 14.6-cubic-foot trunk is dwarfed by the hatch’s 22.2 cubic feet with the seats in place. Fold them, and you get 59.3 cubic feet, which is class-leading. Using this space is easy, too, with a low floor and a wide opening.

Inside, every K4 trim comes with a 12.3-inch touchscreen infotainment display with wireless CarPlay and Android Auto, as well as four USB-C ports. EX trims and above also get a 12.3-inch digital gauge cluster, illustrating how quickly premium tech can filter down to budget-friendly cars. Harman Kardon audio, SynTex faux leather, heated front seats, and wireless charging are also available, but whichever trim you choose, passengers will appreciate the 38 inches of rear legroom in the sedan and 40 inches in the hatch. They won’t be getting out for many fill-ups on long trips because the base engine is estimated to achieve EPA figures of 29/39/33 mpg on the city/highway/combined cycles. The turbo engine is a little thirstier, at 26/33/28 mpg.

Striking looks, plenty of space, a reasonable asking price, fancy-looking screens, and a fuss-free dashboard and steering wheel blessed with physical buttons would be reasons enough to put the Kia K4 at the top of our list, but with its 10-year powertrain warranty, it’s fair to say nothing else provides as much value under $30k.

Kia K4 Pros

• Strong standard tech features across all trims
• Class-leading rear legroom in hatchback configuration
• Competitive EPA fuel economy estimates with the base engine
• Hatchback practicality is exceptional
• 10-year powertrain warranty provides peace of mind

Kia K4 Cons

• Base engine’s performance is modest; CVT minimizes driver engagement
• No all-wheel drive option
• Exterior styling is polarizing

Kia K4 Scores

• Value: 5/5
• Ownership Cost: 5/5
• Overall Recommendation: 4.5/5

Who’s It For?

If you want a well-made, reliable, spacious sedan or hatchback with interesting styling, decent performance/fuel economy, and loads of standard features, the Kia K4 is right up your alley.

Recommended Trim

We recommend the EX, which gains dual-zone automatic climate control, heated front seats, leatherette upholstery, and 17-inch wheels for under $25k. If you’re willing to spend exactly a thousand dollars more, the GT-Line ($25,490) gets 18-inch wheels, sportier styling elements inside and out, a 10-way power driver’s seat, and multi-link rear suspension that improves composure.

Runner-Up 1: Honda Civic

It’s hard to fault the Honda Civic. While its styling would be considered boring by Kia K4 drivers, inconspicuous cars that do their jobs well have their own charm, and the Civic has always been one of the best cars first, with beauty often further down the priority list. For 2027, the Civic (sedan or hatchback) comes with either a 150-hp/133 lb-ft gas-only naturally aspirated 2.0-liter four-cylinder Atkinson Cycle engine with a CVT or a 200-hp/232 lb-ft (combined figures) hybrid setup with an e-CVT rated at 50/47/49 mpg (the Si and Type R are considered separate models due to their unique engineering). The hybrid adds a two-motor system that operates like a range-extender EV most of the time, though the engine can also power the front wheels at freeway speeds. The base engine is pretty slow, taking close to 10 seconds to reach 60 mph, but the hybrid will at least get there in the low- to mid-6-second range, and handling is competent.

Inside, the sedan offers 14.8 cubic feet of trunk volume whichever powertrain you choose, while the hatch has a 24.5-cubic-foot cargo area, with the rear seats folding in a 60/40 split to nearly double the area. With people in the car, rear legroom is also decent, at 37.4 inches, but the sloping roof means only 37.1 inches of rear headroom. As for the interfaces, a 7.0-inch TFT gauge display is paired with a touchscreen of matching size, connected to either a four- or eight-speaker sound system. Apple CarPlay and Android Auto are present, but not wirelessly unless you spring for the upper trims, where heated front seats and dual-zone climate control are also offered, along with a 9.0-inch touchscreen, a Google-based infotainment system, a 10.2-inch gauge cluster, and a 12-speaker sound system from Bose.

Honda Civic Pros

• 200-hp hybrid is smooth and eager; delivers up to 50 mpg
• Good handling and ride
• Spacious, quality interior
• Numerous standard safety features
• Proven reliability and resale
• Some complimentary maintenance included

Honda Civic Cons

• Base touchscreen is tiny at 7 inches
• Road noise is noticeable, but not headache-inducing
• Prices are slightly higher than some key rivals
• Rear headroom is tight for taller passengers
• No AWD

Honda Civic Scores

• Value: 4.5/5
• Ownership Cost: 4.5/5
• Overall Recommendation: 4.5/5

Who’s It For?

Somebody who wants a simple, trustworthy car that sips gas, carries a decent amount of cargo, and will be easily resold in five years.

Recommended Trim

We like the Sport Hybrid Sedan because it starts at just $29,500 (plus $1,195 for destination). We’d recommend the more spacious hatchback, but it breaks past the $30k barrier even before the destination charge is applied.

Runner-Up 2: Mazda Mazda3

It seems like it’s been on sale forever (now in its ninth model year), but we’re not complaining. Whether you call it the Mazda Mazda3, the Mazda 3, or just Mazda3, this is one of the best compact sedans/hatchbacks for keen drivers. It’s also got great crash scores, has a premium-feeling cabin, and can be ordered with a manual. As standard, a 2.5-liter naturally aspirated four-cylinder produces 186 hp, while a turbocharged four-pot with the same displacement produces up to 250 hp. Unfortunately, the standard six-speed automatic can only be substituted for a six-speed stick in the 2.5 S Hatchback, which has the non-turbo engine, but we’re just glad it exists. And unlike the above-mentioned vehicles, this comes in either front- or all-wheel drive, depending on trim and engine.

Inside, an 8.8-inch display is standard with wired smartphone integration, but a 10.25-inch touchscreen with wireless CarPlay/Android Auto, Google Built-In, and a 12-speaker Bose sound system can be had, as can faux or real leather to replace the standard fabric. Heated front seats, a power driver’s seat, and dual-zone climate control also require hiking up the Mazda3 range. As for room, you get up to 35.1 inches of rear legroom and up to 37.3 inches of headroom, so the Mazda3 can feel a little tight for some. It’s a similar story in the back, with the sedan’s trunk only delivering 13.2 cubic feet of volume and the hatch offering 20.1 cubic feet with the rear seats in place and 47.1 cubic feet with them down. So it’s not the most capacious, nor is it the most economical, but it’s by far the most fun-to-drive compact without getting a hot hatch.

Mazda Mazda3 Pros

• Excellent interior quality
• Available AWD turbo powertrain
• Available six-speed manual transmission (hatchback only)
• Class-leading crash results and safety features
• Aging styling still looks highly attractive

Mazda Mazda3 Cons

• Second row is tight
• Base engine can feel underpowered at higher speeds
• Mediocre gas mileage
• Top trims approach $40k

Mazda Mazda3 Scores

• Value: 4/5
• Ownership Cost: 4/5
• Overall Recommendation: 4.5/5

Who’s It For?

The Mazda 3 is perfect for the keen driver on a budget. It doesn’t look, feel, or drive cheap, yet even the manual option you want is only a little more than $25,000.

Recommended Trim

Our favorite Mazda 3 variant is the 2.5 S Premium, as this can be had with a manual transmission, but at $31,650 for 2026, it’s out of reach for our $30k budget. Therefore, we recommend the Select Sport. In sedan form, it starts at $25,800; as a hatchback, it starts at $26,840, excluding a $1,235 destination charge.

Honorable Mentions Under $30,000

Nissan Sentra

The Nissan Sentra was redesigned for the 2026 model year, and it’s ar more modern as a result. But it’s still cheap, with the base trim starting at $22,850 (plus $1,245 for destination), and even the top trim, the SL, carrying a sub-$30k base MSRP ($28,400 plus destination). Only a single FWD powertrain is offered, and the 2.0-liter four-cylinder only makes 149 hp and 146 lb-ft of torque through a CVT, so getting to 60 mph will take between eight and nine seconds. Still, it returns EPA estimates of up to 30/38/33 mpg on the city/highway/combined cycles, and although a sedan, the rear seats fold to expand the 14.3 cubic-foot trunk. It’s also worth noting that you get dual 12.3-inch displays on all but the base trim, and the interior feels well-made. You also get standard adaptive cruise control, but one of the cheapest new sedans will inevitably be compromised, and the Sentra is slow, makes a lot of noise when floored, and has touch-capacitive climate controls. Still, for such a small asking price, it’s impressive overall.

Hyundai Elantra

While the newest version of what previews the new Elantra has already been revealed in Korea, the 2027 model hasn’t yet debuted for America. You may wish to wait for its more attractive styling and other inevitable upgrades, but with a base MSRP of $22,625 (plus a $1,245 freight charge) for the 2026 model year, the current model is still very tempting. Although the sweeping roofline seems aggressive, rear headroom is generous, and as for the driver, the controls are ergonomically laid out. Sure, some surfaces use harder plastics, but with such a slow starting price and a range of engines that produce 139 hp, 147 hp, or 201 hp (N Line), the Elantra range has plenty of variety, and that’s without considering the $35k Elantra N. The hybrid is exceptionally economical, the warranty is the best in the business, and there’s plenty of standard safety tech. We recommend the SEL Sport HEV ($27,425 plus destination), as you get a strong list of features, advanced safety upgrades, and excellent gas mileage. Expect offers at your local dealer when the 2027 model is announced.

Chevrolet Bolt

Some might consider the Chevrolet Bolt a crossover of sorts, but with just 5.6 inches of ground clearance, it’s more like a slightly tall hatchback than an SUV of any description. Starting at $27,600 (plus $1,395 for destination), the Bolt proves affordable American EVs are possible, yet it still delivers up to 262 miles of range. The infotainment system is decent; you can get Super Cruise hands-free driving tech; the seats fold to expand cargo area to 56.3 cubic feet (excluding the 4-cubic-foot under-floor compartment), and there are almost 40 inches of rear legroom. It produces 210 hp and will take approximately seven seconds to get to 60 mph, and when the battery is dead, it can be recharged from 10-80 percent in 25 minutes. Dual-level home charging equipment is included, and an NACS charging port means the Tesla Supercharger network is accessible, too. Downsides? The ride suffers on uneven pavement, there’s no AWD option, and Chevy didn’t think including a spare tire was necessary.

Hyundai Sonata

If you want to look like you’ve spent more than you have, the 2026 Hyundai Sonata starts at just $27,450 yet looks like it could be a rival to premium mid-size sedans. Engine options range from an efficient base 2.5-liter four-cylinder (191 hp/181 lb-ft, eight-speed automatic), through a hybrid naturally aspirated 2.0-liter with an electric motor (a combined 192 ho, six-speed auto), to a turbocharged 2.5-liter N Line model (290 hp/311 lb-ft, eight-speed dual-clutch automatic) that does an excellent impression of a genuine sports sedan. AWD is also available at $1,500 on the SEL Sport, and inside, the Sonata keeps up the facade of being premium, with two 12.3-inch displays under a single glass panel like pre-Neue Klasse BMWs. Physical climate and audio controls make a welcome appearance, and of course, Hyundai’s 10-year warranty is included. There’s no manual, and AWD is limited to a single trim, but this is a solid all-rounder that we think is best in SEL Sport form for $29,150.

Volkswagen Jetta

There’s no longer a non-GTI Golf, but there’s still a non-GLI Volkswagen Jetta range, and for the 2026 model year, it starts at $23,995 and gets a turbocharged engine as standard. It’s a 1.5-liter four-cylinder paired with an eight-speed automatic (no CVT!) feeding the front axle only, and it makes 158 hp, so it’s not quick, but you do get IQ.Drive safety tech on every trim, including adaptive cruise control, lane-keep assist, forward-collision warning with automatic emergency braking, and blind-spot monitoring. Despite no hybrid, you can get up to 40 mpg on the highway, and with dual-zone climate control standard, the trips will be comfortable. An 8.0-inch touchscreen is standard alongside a matching driver cluster, the latter being upgraded to a 10.25-inch unit on the SEL. Leatherette, heated front seats, wireless charging, keyless access, push-button start, and remote start are available, and so are ventilated front seats, heated rear outboard seats, a panoramic sunroof, and ambient lighting. If you want to drive a German car but can’t justify a BMW, this is not a bad place to start.

Best Car Between $35,000 And $50,000: Toyota Camry

The Toyota Camry was Toyota’s best-selling model in the U.S. at the start of the year, despite being hybrid-only. A 2.5-liter four-cylinder hybrid produces either 225 hp with FWD or 232 hp with AWD, and although power goes to the wheels through a CVT, it’s a relatively refined experience. Both versions feel brisk, and in the corners, the Camry holds its own – though the Accord has the edge in handling dynamics. EPA ratings for the FWD model are as high as 52/49/51 on the city/highway/combined cycles, and the AWD model will also manage 50 mpg combined. It’s solidly built, the seats are comfy, and adults will not feel cramped in the rear. On top of that, it’s one of only two mid-size cars to receive a Top Safety Pick+ award from the IIHS, and it looks sporty enough to wear a performance-minded GR badge (though we’re glad it doesn’t).

The Camry’s straightforward cabin is easy to get along with, thanks to several physical buttons, and at highway speeds, increased sound deadening adds to the sense of premium quality. Bae models have a 7.0-inch driver display and an 8.0-inch infotainment touchscreen with a six-speaker audio system, while the upper trims get a pair of 12.3-inch displays with a nine-speaker JBL sound system, but every Camry boasts wireless Apple CarPlay and Android Auto. With the cheapest model starting around $30,000, the Camry is cheap for its segment but expensive compared to similar rivals. Still, that added cost isn’t a drawback, as the quality of the driving experience and the comfort of the cabin suggest the cash has been well-invested. We recommend the XLE FWD trim, which is expected to start at around $35,000 for the 2027 model year. Sure, there may be “better” cars available with a similar base MSRP before options, but for just $35k, the Camry bundles useful features and comfort upgrades in the asking price, which many fancier cars do not. Not only is it the winner in this particular price range, but it also takes top honors in our Best Family Sedan and Best Hybrid categories for 2027.

Toyota Camry Pros

• Superb efficiency on all models
• Hybrid powertrain standard
• Spacious and comfortable cabin
• Comprehensive safety suite
• AWD avaialble

Toyota Camry Cons

• No gas-only options
• Handling is less sharp than some rivals
• Higher trims exceed $40k with options

Toyota Camry Scores

• Value: 4.5/5
• Ownership Cost: 4/5
• Overall Recommendation: 4.5/5

Who’s It For?

Somebody who wants a stylish, refined, well-made, and efficient mid-size sedan without spending the money premium models sell for.

Recommended Trim

Unless you need traction on both axles, we recommend the XLE FWD for around $35,000. You get added comfort features (including heated front seats and access to the option of ventilation) without the stiffer sport suspension of the XSE.

Runner-Up 1: Acura Integra

Sticking with value propositions, the Acura Integra offers a stylish, sporty means of transportation that feels more exciting than a Civic without being as hardcore as a Type R or as luxurious as a Lexus. A turbocharged 1.5-liter four-cylinder produces 200 hp, and it is sent to the front wheels through a continuously variable transmission, with the manual A-Spec variant no longer available. Alternatively, there’s the Integra Type S that has the 320-hp 2.0-liter turbo-four from the Civic Type R, and this is only available with a manual.

A 9.0-inch touchscreen with wireless smartphone integration is standard, as is a 10.2-inch digital driver display, supplemented by a 5.3-inch head-up display on higher trims. With the A-Spec Technology version, 12-way power front seats upholstered in synthetic suede with contrast stitching make the cabin feel almost plush, and so does the availability of an ELS Studio 3D premium audio system with 16 speakers, including overhead speakers and a cargo-area subwoofer. Ambient lighting, heated front seats, and dual-zone climate control add to the pleasant look and feel of the cabin.

Acura Integra Pros

• Strong cargo carrying capability
• Plenty of standard safety features
• Impressive powertrain warranty (6 years/70,000 miles)
• Two years or 24,000 miles of complimentary maintenance

Acura Integra Cons

• Noticeable road noise at freeway speeds
• Limited rear-seat comfort features
• Interior materials are more Honda than Acura
• No manual transmission anymore

Acura Integra Scores

• Value: 4/5
• Ownership Cost: 4/5
• Overall Recommendation: 4

Who’s It For?

Somebody who wants the reliability and fun of a Honda with the improved prestige of the Acura badge.

Recommended Trim

Our favorite Integra is the A-Spec with Technology, as this starts under $40k and adds features like a head-up display, a 12-way power driver’s seat, WiFi hotspot capability, and a 16-speaker sound system. The Type S is tempting, but you’ll pay over $55,000 once the $1,295 destination charge is factored in, and that’s before options.

Runner-Up 2: Honda Accord

A major update is expected to come to the Honda Accord within the next year or so, but in the meantime, the existing sedan is still great and drives beautifully. Powertrain choices are a 1.5-liter turbocharged four-cylinder with 192 hp and a naturally aspirated 2.0-liter hybrid (similar to that in the Civic) making 204 hp, but what truly stands out is how spacious the Accord is, stretching the definition of a mid-size sedan and making rear-seat passengers truly comfortable. 0-60 mph takes up to eight seconds with the turbo engine, while the hybrid will manage a sub-7.0-second sprint.

If you want something efficient, reliable, and functional, the Accord takes all the best things about the Civic and dresses them in a bigger, nicer package. It may sound like an insult, but comparing anything to a Civic is a compliment, and the Accord is certainly deserving of praise for its refinement and handling despite placing efficiency and space similarly high up on the priority list.

There are some harder plastics in the cabin, but with a starting price of $28,395, that can be forgiven. This LX trim features fabric upholstery and no climate control, only regular AC, but the SE adds heated front seats (with power adjustment for the driver) and dual-zone climate control. Higher up, leather, ventilation, and heating for the rear seats are offered. As standard, the driver gets a 10.2-inch display, and the aforementioned LX and SE trims have a 9.0-inch touchscreen with four or six speakers, plus WiFi, wireless charging, and wireless smartphone integration. The others are upgraded to a 12.3-inch touchscreen with Alexa Built-In, and a 12-speaker Bose sound system is available. Overall, there’s enough variety in the options list to make the car your own without sacrificing the mainstream appeal that has kept the Accord popular with Americans for half a century.

Honda Accord Pros

• Superb gas mileage
• Spacious, quality interior
• Strong yet frugal powertrains
• Engaging handling
• Numerous safety features

Honda Accord Cons

• CVT is better than most but still not as engaging as a real gearbox
• Rear visibility compromised by roofline
• Some hard cabin plastics

Honda Accord Scores

• Value: 4.5/5
• Ownership Cost: 4/5
• Overall Recommendation: 4.5

Who’s It For?

Someone who wants something reliable, spacious, and efficient. It’s a Camry without the shouty styling or dull handling.

Recommended Trim

Our preference is the EX-L Hybrid, expected to start just over $35,000 for 2027. You get the economical yet powerful hybrid powertrain, a bigger touchscreen, leather seating, parking sensors, heated wing mirrors and more. The similarly priced Sport-L hybrid adds unnecessary styling changes, while the range-topping Touring Hybrid and its heated steering wheel, Bose sound system, and head-up display starts just under $40k.

Honorable Mentions Between $30,000 And $50,000

Volkswagen Golf GTI

Starting at just under $35,000, the Volkswagen Golf GTI brings epic fun to this budget bracket, with a 2.0-liter turbocharged four-cylinder sending 241 hp and 273 lb-ft to the front wheels. Sadly, you can’t have it with a manual transmission anymore, but the seven-speed DSG dual-clutch is one of the best in the business. Thanks to a limited-slip differential, it can put that power down, and the sports suspension keeps the body stable without mashing your back every time an expansion joint appears. After a recent update, physical buttons have reappeared on the steering wheel, and although the price has gone up in recent years, it’s still one of the best, most practical ways to have a fun daily driver. Don’t go for the top-tier GTI Autobahn, and don’t settle for the base GTI S. The mid-range SE creeps in under $40k and is the sweet spot.

Audi A3

Another entry in the $40k-plus price bracket, the Audi blends real premium luxury with a subcompact body, which is rare. AWD is standard, and no other cabin feels this good for the price. Three years of complimentary maintenance is another neat drawcard, and the refined ride proves this is far more than just a fancy VeeDub. A 2.0-liter turbocharged four-cylinder with mild-hybrid assistance produces 201 hp and 236 lb-ft of torque, accessed through a seven-speed S tronic DCT, with 0-60 mph done and dusted in six seconds flat. There’s plenty of screen real estate, too, appealing to the tech-conscious. However, it’s worth noting that the 8.3-cubic-foot trunk is tiny (the smallest in its class), the rear seat is tight if you’re tall, and options quickly inflate the price.

Alfa Romeo Giulia

The Alfa Romeo Giulia has been on sale for a long time now, having first launched in early 2016, but its chassis remains a high point in the segment, with near-perfect weight distribution and a carbon fiber driveshaft adding to driver appeal, even without the high-performance Quadrifoglio treatment. It’s powered by a 2.0-liter turbocharged four-cylinder making 280 hp and 306 lb-ft, delivered to either the rear axle or all four wheels via an eight-speed automatic. For those who want something non-German that still handles beautifully, this is a standout choice. Yes, it’s not as fast as some rivals, especially those with six-cylinder engines, but it’ll be enjoyable more easily and more often. For the 2026 model year, prices start just under $45,000 before destination.

BMW 2 Series

If you’re willing to spend more than $42,000 and don’t need a lot of space, the BMW 2 Series is ideal, so long as adults don’t ever use the rear seats. The base 230i comes with a 2.0-liter turbo-four producing 255 hp, while the M240i gets a 3.0-liter turbocharged straight-six making 382 hp. Both cars use an eight-speed automatic transmission feeding the rear wheels, with xDrive AWD optional. Inside, iDrive 8.5 puts a 12.3-inch gauge cluster alongside a 14.9-inch touchscreen, and a 10-speaker sound system is standard, with a Harmon Kardon setup on offer. There are also decent standard safety features, like forward-collision mitigation, blind-spot monitoring, speed limit assist, and lane-keep assist, all standard. Balancing sportiness, comfort, and premium quality, this is hard to beat, but the 2 Series is best enjoyed with the B58 engine, and that means spending at least $53,000.

BMW 2 Series Gran Coupe

If you don’t care about a rear-drive setup or six-cylinder power, but you do want the badge prestige of a BMW, the 2 Series Gran Coupe is a far more spacious and affordable option, starting at $40,000 for the 241-hp 228 Gran Coupe and $42,000 for the xDrive. Step up to the M235, which generates 312 hp from its 2.0-liter turbo-four, and you’ll spend 50 grand before options. There’s loads of standard tech on either trim, and Adaptive M Suspension is standard. There’s also complimentary maintenance thrown in, but the rear seat is still cramped, the trunk is relatively small, and the handling dynamics are not typical of the brand. Then again, if you’re specifically looking for the cheapest BMW there is, those factors don’t matter.

Best Car Above $50,000: BMW 3 Series

When it comes to a perfect balance of performance, badge prestige, space, and price, the BMW 3 Series is hard to beat. The usual qualms with modern cars persist, but they’re often well-balanced by meaningful counterpoints. For example, the steering is numb, yet precise. The cabin pumps in fake sounds, but the car can cruise on the freeway for hours without causing a headache. The dash has a large display panel unceremoniously slapped onto it, and climate controls exist as widgets rather than physical controls, but the steering wheel has physical switchgear, and the iDrive rotary controller, soon to become extinct at BMW, is satisfying to use. The 2027 3 Series is big compared to previous generations, but the chassis remains well balanced. Under the hood, a 2.0-liter turbocharged four-cylinder is standard with 255 hp and 295 lb-ft of torque, delivered to the rear or all four wheels via an automatic. And if you think “automatic” and “all four wheels” are descriptors of a BMW, take comfort in the fact that the eight-speed ZF auto is one of the best in the business, especially with Bavarian tuning, and the all-wheel-drive always favors the rear wheels first.

To get the most out of the BMW 3 Series, however, it needs to be paired with a straight-six engine, and in M340i guise ($62,300 for RWD, $64,300 for xDrive, plus $1,350 for destination), it gets a 3.0-liter turbocharged unit that produces 386 hp and 398 lb-ft of torque, enough to get to 60 mph from rest in as little as 4.1 seconds – and BMW’s estimates are usually conservative when compared to real-world numbers. What makes this car so popular is its performance, but it should also be noted that the 12.3-inch instrument cluster, despite weird graphics, is crisp and easily legible with familiarity, while the 14.9-inch touchscreen is very responsive and easy to navigate, though it’s not quite a masterclass in ergonomics. A great chassis, beefy powertrains, and playful tuning coupled with a clean, well-made cabin make this the target every other automaker aims for.

BMW 3 Series Pros

• Engaging, playful handling with precise steering
• Powerful and refined engines
• High-quality materials and construction
• Advanced tech
• Strong brand prestige and resale values

BMW 3 Series Cons

• Footwells may be narrow for some
• Rear-seat legroom less impressive than some rivals
• Options and packages add significant cost quickly
• Decent but not class-leading gas mileage

BMW 3 Series Scores

• Value: 4.5/5
• Ownership Cost: 4/5
• Overall Recommendation: 5/5

Who’s It For?

The well-earning individual who wants the best sports sedan for $50,000 or more without going for the full-fat M models, whose styling is too shouty and whose performance may be too extreme.

Recommended Trim

The M340i is the trim to get, and we recommend opting for the rear-drive version if you can live without the added grip of xDrive. It’s lighter and therefore more agile, and lighting up the rear tires becomes a possibility. With plenty of standard tech and premium materials on all models, Adaptive M Suspension ($550) might be a worthwhile option, and we could also justify the $1,700 Driving Assistance Professional Package with advanced driver aids, but more than that is not necessary.

Runner-Up 1: Genesis G70

If German luxury compact sedans don’t appeal to you, but you still have $50,000 burning a hole in your pocket, might we recommend a fully loaded Genesis G70? With all the options and a charged paint color included, you’ll struggle to exceed $52,000 in RWD 2.5-liter turbocharged four-cylinder form, where it produces 300 hp and 311 lb-ft of torque. That’s even with the $1,395 freight charge included. Unfortunately, the 3.3-liter V6 turbo models ($53,600-$56,900) have been done away with. Though thirsty, these came with a slick eight-speed automatic, electronically controlled suspension, Brembo brakes, a limited-slip diff, and a variable exhaust valve system. You also got 19-inch wheels wrapped in Michelin Pilot Sport 4 summer rubber.

Inside, quality materials and physical switchgear appear, with the cabin also boasting a 12.3-inch gauge cluster, a head-up display, Nappa leather, heated and ventilated power front seats, a heated steering wheel, a surround-view camera, highway driving assist, and a 10.25-inch infotainment display that controls a Lexicon premium sound system. All the usual smartphone connectivity and satellite radio services are present, and of course, the car itself is certainly distinctive. Granted, the trunk is small at 10.5 cubic feet, but this is a fully loaded compact luxury sedan for well under $60k. A BMW M340i is only a little more powerful and crosses that threshold, and while BMW fanatics won’t like to hear it, the G70’s handling closes the gap. This is the value 3 Series, just with a Korean badge.

Genesis G70 Pros

• Strong turbocharged engines
• Engaging handling, RWD option welcome
• High-quality interior materials
• Ergonomic controls
• Generous warranty coverage with complimentary maintenance

Genesis G70 Cons

• Tight rear space
• Trunk is small for the segment
• Fuel economy lags behind some rivals

Genesis G70 Scores

• Value: 5/5
• Ownership Cost: 5/5
• Overall Recommendation: 4.5/5

Who’s It For?

The astute individual who wants BMW-like handling and refinement without the badge snobbery associated with owners.

Recommended Trim

With the entire lineup representing strong value, which is expected given the less prestigious badge, the range-topping 2.5T Prestige AWD is our pick at just over $50k.

Runner-Up 2: Mercedes-Benz C-Class

Sticking with this space, the Mercedes-Benz C-Class takes our second runner-up spot. Where the BMW and the Genesis focus on handling, the C-Class prefers to prioritize comfort, and while there is an AMG C 43 that aims to compete with the M340i, it’s not quite as focused. But that’s what we expect from Mercedes – peerless ride comfort, a serene cabin, and plenty of safety technology. Heated front seats with memory, a sunroof, dual-zone climate control, and ambient lighting are standard, as is a 12.3-inch cluster. Infotainment is handled by a portrait-oriented 11.9-inch touchscreen in the center console, but sadly, few physical controls exist besides those on the steering wheel. Look past the shortage of switchgear, and the C-Class cabin is beautifully elegant, though the fact that only 2.0-liter turbocharged four-cylinder engines with electrical assistance are offered lops a few points off its appeal. Fortunately, a six-cylinder is reportedly under consideration for the 2027 model year, likely still paired with a silky smooth 9-speed automatic.

On the negative side, larger wheels can impact the ride, and the trunk is as small as its direct rivals. Options and packages aplenty will add to the price quickly, and in our reviews, the placement of the touchscreen down in the middle of the dash didn’t feel as safe as feeling our way around physical controls would have been. But it’s still one of the finest premium cars out there if you want a taste of true luxury, and the build quality and material selection would make Audi green with envy.

Mercedes-Benz C-Class Pros

• Stunning interior design and materials
• Smooth, refined mild-hybrid powertrain
• Numerous standard features and safety aids
• AMG C43 is quick, albeit less characterful than an M340i

Mercedes-Benz C-Class Cons

• Trunk space is on par with segment rivals, so it’s small
• Ride quality compromised on larger wheels
• Options and packages quickly inflate the price
• Touchscreen controls can be distracting on the move

Mercedes-Benz C-Class Scores

• Value: 4.5/5
• Ownership Cost: 4/5
• Overall Recommendation: 4.5/5

Who’s It For?

Somebody who doesn’t want a 3 Series, nor any other sporty sedan. This is for the person who wants to relax and show class at a respectable price, not the showoff who needs their presence to be acknowledged in all settings.

Recommended Trim

The C-Class feels most like a bargain in base C300 form, blending a gorgeous cabin with a smooth mild-hybrid powertrain and elegant exterior styling that conveys the image of a downsized S-Class.

Honorable Mentions Over $60,000

Genesis G90

The Genesis G90 looks spectacular, and for the 2027 model year, it may look even better. Until then, the 2026 model is more than acceptable, though before any comparisons are made, it’s worth mentioning that an S-Class or a 7 Series would be more lavish and offer more space. With that out of the way, the most expensive G90 starts at $105,750 (plus $1,495 for destination), and while that’s certainly a lot of money, you get a 409-hp powertrain on an eight-speed automatic (though this drops the trunk volume to just 10.6 cubic feet), multi-chamber air suspension, electronically controlled suspension that scans the road ahead, rear-wheel steering and a whole host of advanced driver aids, many of which are optional elsewhere. Soft-close doors, puddle lamps, a panoramic moonroof, large screens, and semi-aniline quilted leather seats with massaging, heating, ventilation, and power in both rows are included, as is tri-zone climate control. Basically, the Genesis badge means more standard equipment must be thrown in to justify the purchase in the presence of similarly priced European rivals, and the G90 leaves next to nothing out. The warranty is also fantastic.

Mercedes-Benz E-Class

The 2026 Mercedes-Benz E-Class starts at $63,900 (plus $1,250 for destination), and if you don’t want to tick any options boxes, you’re still getting a sumptuously damped luxury sedan that truly makes you question the need for an S-Class. It’s quick enough so long as you avoid the base 2.0-liter turbo-four mild-hybrid setup (255 hp) and instead get the 3.0-liter straight-six turbo mild-hybrid with 375 hp, it gets AMG-style aesthetics as standard, and in E53 form, you can have up to 577 hp at your disposal. As something of a sleeper, this is a fun almost-limo to terrorize sports cars with. Whichever one you get, the E-Class gives off a distinguished vibe, though we’d recommend a test drive before purchase, as the touch-sensitive steering controls will deter some.

BMW M3

The 2027 BMW M3 is not cheap, starting at $79,300, but it’s undeniably the best car of its kind. The new Audi RS 5 may be more powerful than the M3, which is entering its final model year, but power is not what matters here. This is the best sports sedan around, and with a variable M xDrive system that can deactivate the front wheels alongside a 10-stage traction control system, it provides progressive performance for all. Moreover, the base, RWD model may only make 473 hp from its S58 3.0-liter twin-turbo six-cylinder engine, but you can experience it with a manual transmission, and that’s exceedingly rare in any segment these days. When you get bored, finding a new owner won’t be difficult either, though some may be put off by the M3’s attention-seeking reputation.

BMW 7 Series

Alongside the S-Class, the 7 Series is one of the finest luxury sedans on the planet that doesn’t have a Spirit of Ecstasy hood ornament. Now hand-painted and with revised styling and technology, the 2027 7 Series is a step forward for this segment. A large 14.6-inch passenger display is standard, a 31.3-inch Theater Screen can be fitted in the back seat, which allows the person behind the front passenger to stretch out beneath a 40-diode LED-accented glass roof, and you can have a 36-speaker Bowers & Wilkins Diamond Surround Sound System with Dolby Atmos and 1,925 watts of power. In terms of performance, output ranges start at 395 hp in straight-six variants, but a V8-powered M Performance model is on the way. We’d skip this excessive variant and stick with a rear-drive 740, starting at $99,800 (plus $1,550 for handling).

Mercedes-Benz CLA-Class

Finally, the 2027 Mercedes-Benz CLA EV deserves a moment in the spotlight, specifically the CLA 350 4MATIC. The rear-drive CLA 250+ model starts at $47,950, but to get the most out of Stuttgart’s incredibly efficient EV, we recommend the dual-motor AWD version ($50,500 plus $1,250 for destination) because it produces 350 hp and 380 lb-ft of torque, helping move the heavy battery with more ease and increasing performance. 0-60 mph takes 4.8 seconds, yet over 300 miles of range can be achieved on a single charge (374 miles on the single-motor 250+), and the 800-volt battery will allow recharging from 10-80 percent in as little as 22 minutes. Couple competitive EV performance with a design that looks like a real Mercedes without making its powertrain obvious, and the CLA is a fun, relatively affordable, and classy EV with premium tech and comfort.

Conclusion

Whether you want an opulent luxury sedan, a sports sedan, a funky hatch, or just a good car to get you from point A to point B, the U.S. market offers a wide variety of choices at each price point, whether you prefer gasoline combustion, hybrid power, or electric motivation. As more 2027 models start to trickle in, these offerings will only grow more diverse, more efficient, more powerful, and more interesting. Bring on MY2028.

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.

Some trucks are old-school in their approach to practicality, some have adopted the relatively novel technology of electrification, and some live on both gas and electricity. And there are still some diesel options, too.

In this article, we’re going to discuss the best pickup trucks for under $40,000 (and we totally understand if you take issue with calling some of these options trucks), the best pickup trucks between $40,000 and $70,000, and the best pickup trucks for $70,000 or more. We’re not necessarily only going to focus on base MSRP; we’re going to consider what is best at each budget level, even if that means configuring a relatively cheap truck heavily enough to qualify – as long as that truly is the best choice. Without any further delay, let’s jump in.

Best Pickup Truck Under $40,000: Toyota Tacoma

The Toyota Tacoma has an immense fanbase, and that is reflected by the wealth of aftermarket upgrades on offer, but you needn’t visit a third party. The 2026 Toyota Tacoma is beloved for its legendary reliability reputation, which supports strong resale values, and thanks to the new TNGA-F platform, it rides and handles better than before, blending ruggedness and comfort with style. Thanks to this platform, we now have access to an i-FORCE MAX hybrid powertrain that is powerful, torquey, and efficient. Along with several safety features on all trims, the Tacoma is one of the finest all-rounders for pickup trucks under $40,000.

The base trim starts at just $32,445 (plus $1,745 for destination and delivery), but you can easily double that with the TRD Pro and Trailhunter trims. The entry-level 2.4-liter turbocharged four-cylinder makes 228 horsepower and 243 lb-ft of torque, going to the rear or all four wheels through an eight-speed automatic transmission found across the lineup (a six-speed manual is also available with this non-hybrid setup). The i-FORCE powertrain steps those numbers up to 270 hp and 310 lb-ft or 278 hp and 317 lb-ft, depending on trim, while the top-tier i-FORCE MAX hybrid generates 323-326 hp and 465 lb-ft of torque.

There’s also choice in the body style department, with an XtraCab model (two-seater with extensive storage) featuring a six-foot bed and double cab options (with seating for five) providing a choice between five- or six-foot beds. It’s not perfect, but it’s one of the safest and most dependable options on offer, and if you need a truck but wanted a car, this is more useful than some smaller alternatives.

Toyota Tacoma Pros

• Excellent reliability and resale reputation
• Improved ride and handling compared to previous Tacomas thanks to coil-sprung rear end
• Hybrid powertrain blends performance with economy
• Wide variety of trims catering to multiple budgets
• Numerous standard Toyota Safety Sense 3.0 driver aids

Toyota Tacoma Cons

• Four-cylinder turbo engine is not as characterful as a V6
• Towing and payload capacities trail Chevy, Ford, and Jeep
• Range-topping models approach full-size pricing without matching luxury touches
• Rear-seat double cab space trails class-leaders

Toyota Tacoma Scores

• Value: 4.5/5
• Ownership Cost: 4.5/5
• Overall Recommendation: 5/5

Who’s It For?

The Tacoma is ideal for outdoor enthusiasts and those who value dependability over maximum capability. It will also appeal to families seeking a versatile truck that is comfortable to commute in but still competent off-road. Or anyone who wants a manual pickup.

Recommended Trim

We recommend the TRD PreRunner as the best sub-$40k Tacoma, but it’s an XtraCab model, so you may be willing to settle for the SR5 ($36,535 plus destination), as this is also available as a double cab, and it gets the coil-spring rear suspension. The TRD Sport ($40,315 plus destination) is the true sweet spot in the range, with off-road chops, all the necessary modern tech, and even the option of a manual transmission, but it’s a fraction too expensive to win.

Runner-Up 1: Chevrolet Colorado

Another fine mid-size pickup truck is the Chevy Colorado, which is available in five versions and is capable of towing up to 7,700 lbs, a best-in-class figure. This starts at $32,400 (plus $2,095 for destination) and delivers best-in-class torque of 430 lb-ft from its 2.7-liter TurboMax four-cylinder, which was originally developed as a Silverado 1500 engine. 310 hp is routed to the rear axle or both of them through an eight-speed auto, and it’s relatively quick, reaching 60 mph in around 6.0 to 7.5 seconds, depending on variant. Inside, the cabin is practical and modern, combining tech with a clean, ergonomic layout.

The Colorado also offers segment-exclusive Multimatic DSSV dampers in the ZR2 model, but its drawbacks include interior materials that are not as nice as in a Ford Ranger, a single cab and bed configuration, and a tight rear seat. You also don’t get the comprehensive safety suite offered by Toyota, with some key safety features requiring higher trims or packages. Get the right trim, however, and the Colorado is a strong competitor, with excellent torque and towing capacity alongside a number of off-road upgrades. In other words, it’s a straightforward, rugged mid-size pickup, but you will have to accept rough edges.

Chevrolet Colorado Pros

• Class-leading torque at 430 lb-ft
• Class-leading 7,700-lb maximum towing capacity
• Five trims aimed at work and off-road use cases
• Standard 11.3-inch touchscreen with Google Built-In
• ZR2 provides segment-exclusive Multimatic DSSV dampers

Chevrolet Colorado Cons

• Interior materials are better in the Ford Ranger
• Only one bed and cab option
• Rear seat can feel cramped
• No V6, diesel, or hybrid option
• Some key safety upgrades are paywalled behind higher trims or packages

Chevrolet Colorado Scores

• Value: 4.5/5
• Ownership Cost: 4/5
• Overall Recommendation: 4/5

Who’s It For?

The Colorado is for someone who needs a strong work truck or a capable off-roader but doesn’t want the unwieldiness of a full-size truck.

Recommended Trim

The LT (4WD) represents strong value at $38,095 (plus destination), including the StowFlex tailgate, alloy wheels, remote start with keyless entry, and access to the Convenience Package. This adds wireless charging, a rear center armrest, imitation leather, a heated steering wheel, some safety upgrades, a 120-volt bed outlet, and more USB ports, but that also adds $3,570 to the cost. If it came standard, this might have ranked higher. For the record, adding 4WD to the WT or LT costs $3,300.

Runner-Up 2: Ford Maverick

If you prefer compact dimensions and a car-like driving experience, the unibody Ford Maverick is perfect, and at a starting MSRP of $27,145 or 2026 (plus $1,845 for destination), there’s room for a particularly nice spec without breaking the $40k ceiling. It has a 4.5-foot bed, a 1,500-lb payload, and a 4,000-lb towing capacity, yet it drives almost like a hatchback. Both a gas-sipping 2.5-liter 191-hp hybrid and a performance-minded 2.0-liter turbo-four with 250 hp are offered with your choice of either FWD or AWD.

In the cabin, there’s a respectable 35.9 inches of rear legroom, and in front, a 13.2-inch touchscreen with wireless Apple CarPlay and Android Auto also provides WiFi. For 2027, we expect the XLT to be priced below $31,000, and it will be the best value option in the range, adding 18-inch wheels, a power liftgate lock, push-button start with keyless entry, nicer cabin trim, cruise control, power mirrors, a hitch receiver, and access to more options than the base XL. With that being said, it’s also worth noting that the most luxurious Lariat trim starts at just $35,570, and the sporty Lobo street truck is $35,930.

Ford Maverick Pros

• Outstanding gas mileage, up to 38 mpg combined
• Sub-$30k starting price
• Easy to drive
• Innovative FLEXBED system
• Space for five adults
• Trim variety includes work trucks, sporty Lobo, well-appointed Lariat, and off-road-biased Tremor

Ford Maverick Cons

• Towing capacity is only 4,000 lbs
• Only one bed and cab configuration
• Basic cabin materials on most trims
• Rear legroom is snug for taller individuals
• Top trims flirt with some full-size trucks’ price levels

Ford Maverick Scores

• Value: 4.5/5
• Ownership Cost: 4.5/5
• Overall Recommendation 4.5/5

Who’s It For?

Someone who needs an easily maneuverable pickup that is efficient, fun to drive, and cheap.

Recommended Trim

We recommend the XLT to give you the most bang for your buck, but if you don’t mind spending more and your priorities lie in fun, the Lobo provides a truly unique experience. It’s like a hot hatch, but more practical and therefore cooler.

Honorable Mentions Under $40,000

Ford Ranger

A simple, well-rounded vehicle that provides a good blend of agility, comfort, and capability, the Ford Ranger is more comfortable on the road than its Colorado and Tacoma rivals, and its 2.3-liter turbocharged EcoBoost four-cylinder engine’s 7,500-lb towing capacity is respectable, while the available and thirsty twin-turbo 2.7-liter V6 delivers addictive straight-line performance, albeit without increasing the tow rating. The interior is well-made and features nice finishes, and the infotainment system is very easy to get along with.

However, it’s only available in a single configuration, and while a starting price of $33,550 for MY2026 (plus $1,895 for destination) isn’t horrific, it’s more than a Tacoma or Colorado, and you need to spend extra to get several of the driver aids. We recommend the XLT 4×4 ($39,470). You get a nicer exterior, rear parking sensors, wireless device charging, and access to the optional 2.7-liter V6.

Hyundai Santa Cruz

The only direct rival to the Ford Maverick, the Hyundai Santa Cruz has to work hard to earn your approval, so it starts at $29,750 (plus $1,600 for destination) and can tow up to 5,000 lbs in XRT and Limited forms, a thousand more than the American. Unfortunately, its distinctly car-like styling puts many off, but those who do try it will be impressed by the turbocharged 2.5-liter engine, producing a healthy 281 hp and 311 lb-ft of torque, which hits all four corners via an eight-speed automatic. The base 2.5-liter NA engine is less exciting, generating 191 hp and 181 lb-ft, but it can be had with FWD. Whatever you choose, the powertrain warranty (10 years/10,000 miles) is unmatched. Drawbacks include a small bed (52.1 inches long), just 20 mpg combined with the turbo AWD setup, an upright and snug rear seat, and a scary $41,000 asking price for top trims. We’d stick with the SEL Activity with a few utility add-ons for under $35,000, leaving some change to add AWD if necessary.

Nissan Frontier

One of Nissan’s most popular offerings in the U.S., the Frontier ($32,150 plus $2,245 for destination) looks good and is good. A naturally aspirated 3.8-liter V6 produces 310 hp through a nine-speed automatic, which can feed either the rear wheels only or all four. It’ll tow up to 7,150 lbs, so it’s not as capable as some rivals, but it’s very comfortable and is happy off-road, particularly in Pro-4X form. Buyers can choose from a King Cab with a six-foot bed, a Crew Cab with a five-foot bed, or a Crew Cab with a six-foot bed. We like the punchy and responsive engine, the smooth transmission, the cabin you can spend hours in, and the balance of tech and function in the cabin. Fuel economy leaves a little to be desired; having only one engine may deter some, and the interior materials on lower trims may not be up to scratch, but the Frontier is reliable, solidly built, and simple. Sometimes, these factors matter most, and in the Frontier, you get what you see.

Chevrolet Silverado 1500

If you want a full-size pickup, the Chevrolet Silverado 1500 is hard to beat. But before we go any further, we should point out that it’s just had a redesign for 2027, and prices are not yet available. Therefore, we’re basing this recommendation on the 2026 model year, which comes in 9 model variants and starts at just $36,900 (plus $2,795 for destination). A Ford F-150 starts on the brink of $40k before destination, but the Silverado leaves you a little room for options without exceeding $40k, and for 2026, four engine options are available, with a 2.7-liter TurboMax I4 (310 hp/430 lb-ft), a 5.3-liter EcoTec3 V8 (355 hp/383 lb-ft), a 6.2-liter EcoTec3 V8 (420 hp/460 lb-ft), and even a 3.0-liter Duramax I6 diesel (305 hp/495 lb-ft). Granted, you won’t get the biggest screens, leather, heated or ventilated seats, or a nice sound system, but all trims have WiFi. In terms of value, a full-size pickup for under $40k is a steal.

Best Pickup Truck Between $40,000 And $70,000: Ford F-150

The F-150 starts just under $40,000, with a base MSRP of $39,585 (excluding $2,795 for destination) for 2026. That means the $40,000-$50,000 bracket is its sweet spot. V8s are no longer going to be offered for the 2027 lineup’s top trims, but it will still be offered alongside a 2.7-liter EcoBoost V6 with 325 hp/400 lb-ft and an 8,400-lb towing capacity. The 5.0-liter V8 makes 400 hp and 410 lb-ft and is capable of towing up to 12,800 lbs, while the 3.5-liter EcoBoost V6 makes the same horsepower but 500 lb-ft, enabling a maximum towing capacity of 13,500 lbs. Finally, the 3.5-liter PowerBoost V6 hybrid makes 430 hp and 570 lb-ft, with its tow rating capped at 11,600 lbs.

Inside, a 12-inch touchscreen with wireless smartphone integration is standard, but you have to spring for the XLT to get a 12-inch driver cluster. One of the F-150’s attractions is that the shifter folds to create a flat work surface, and another is that there’s variety in more than just the powertrain offering, with interiors ranging from hard-wearing and utilitarian to luxurious leather-trimmed cabins on the top end. That said, the complexity of the range can be confusing, but you can take comfort in the knowledge that however you spec the F-150, it’ll work hard and easily attract a new owner when it’s time to move on.

Ford F-150 Pros

• Up to 13,500-lb towing capacity
• Four engine choices, including a hybrid
• Numerous trims and configurations
• Pro Power OnBoard generator capability
• BlueCruise hands-free driving is available

Ford F-150 Cons

• Pricing rises quickly with options and 4WD
• Lower trims have basic interior materials
• Configuration complexity can be overwhelming
• Some rivals’ standard powertrains are more efficient

Ford F-150 Scores

• Value: 4.5/5
• Ownership Cost: 5/5
• Overall Recommendation: 5/5

Who’s It For?

Somebody who wants a capable, well-equipped full-size pickup that has a proven reputation and is easy to live with.

Recommended Trim

The pick of the F-150 bunch is the XLT, which starts at $44,695 before destination and has access to multiple engine and appearance package options. Even with 4WD, it’s possible to get this at a fraction over $50k. Want something special? The range-topping Platinum trim starts at $68,800.

Runner-Up 1: Chevrolet Silverado 1500

While the 2027 Silverado’s pricing has not yet been revealed, it’s safe to say it will start around 40 grand, so spending between $40,000 and $70,000 will get you a very good-looking, capable, well-appointed truck. The redesign brings more sharply defined styling, a new digital cockpit with a 12.2-inch driver’s display and a 16.3-inch touchscreen infotainment display as standard, and new V8 engines. On ZR2 and High Country models, there’s even an 11.5-inch passenger screen, and you can also have a head-up display and a digital rearview mirror. As for the powertrain lineup, a 2.7-liter TurboMax four-cylinder engine is offered alongside a 3.0-liter DuraMax six-cylinder turbodiesel, a 5.7-liter V8, and a monstrous 6.6-liter V8.

The range includes a relatively sparse work truck, mid-range models with decent all-round capability, and off-road- and luxury-focused trims. A panoramic sunroof is now offered, and the reconfigurable Multi-Flex center console is useful, but one of the biggest highlights is the offer of Super Cruise with hands-free towing, as this is the only truck in its class with such a system. Because pricing and detailed specifications have not been revealed yet, this can’t be our winner, but it’s clear that the 2027 Chevrolet Silverado is better than ever, and if you have more than $40k to spend on a truck, this one will provide good looks, advanced tech, and ruggedness in a modernized but familiar package.

Chevrolet Silverado 1500 Pros

• Capacious cargo bed
• Over 13,000 pounds of towing capacity
• Four powertrains, including frugal yet powerful diesel powertrain option
• Available Super Cruise hands-free driving and towing

Chevrolet Silverado 1500 Cons

• Base turbo four-cylinder feels underpowered
• Entry-level trims are basic
• No hybrid

Chevrolet Silverado 1500 Scores

• Value: 4/5
• Ownership Cost: 4/5
• Overall Recommendation: 4/5

Who’s It For?

Somebody who wants a handsome, tech-forward pickup that retains an easy-to-use, rugged solution to the full-size pickup question. If you appreciate hands-free driving on the highway, this is especially attractive.

Recommended Trim

A full trim breakdown of all seven trims is not yet available, but the Silverado 1500’s Silverado trim, which replaces the LT, is expected to offer the best overall value and will likely cost roughly $50,000, if not a little less.

Runner-Up 2: Toyota Tundra

Riding on the TNGA-F body-on-frame architecture, the Toyota Tundra comes with a 3.4-liter twin-turbo V6 on all trims, with an i-FORCE MAX hybrid version also offered. All of these use a 10-speed automatic and direct their power to either the rear wheels or all four, with outputs ranging from 348 hp and 405 lb-ft at the bottom of the lineup to a 389-hp/479-lb-ft offering in the middle and the range-topping hybrid at the top, with 437 hp and 583 lb-ft. 0-60 mph is possible in as little as 5.5 seconds, and towing capacity goes as high as 12,000 lbs. Thanks to a coil-spring suspension setup in the rear, the Tundra rides better than some leaf-sprung rivals. And for the 2027 model year, an off-road-biased Trailhunter version is also available.

Inside, the Tundra comes standard with a 4.2-inch driver display complemented by an 8.0-inch touchscreen for infotainment. Higher trims get a fully digital 12.3-inch cluster and a 14.0-inch touchscreen, but all versions support wireless Apple CarPlay and Android Auto. The Tundra is relatively efficient for its size, achieving figures as high as 20/24/22 mpg on the EPA’s city/highway/combined cycles, but the powertrain is tuned to prioritize torque, not fuel economy, so don’t expect to make huge fuel bill savings compared to a similar V8.

Toyota Tundra Pros

• All powertrains are torquey, with benefits for daily driving and towing
• Hybrid is responsive at the low end
• Settled ride thanks to coil-spring rear suspension
• Composite bed deals with dents and corrosion better than steel
• Competitive interior tech and intuitive controls
• Silky transmission

Toyota Tundra Cons

• Some rivals provide better towing and payload figures
• Hybrid is not as efficient as you might expect
• Visibility can be a challenge due to thick roof pillars
• Upper trims become expensive quickly

Toyota Tundra Scores

• Value: 4.5/5
• Ownership Cost: 4.5/5
• Overall Recommendation: 4/5

Who’s It For?

Someone who wants a solid, refined, torquey truck that rides comfortably and provides good tech backed by a reputable brand.

Recommended Trim

We recommend the Toyota Tundra Limited CrewMax 4WD, which starts under $60,000 and has the best balance of tech, comfort, and capability without luxury pricing.

Honorable Mentions Between $40,000 And $70,000

Ram 1500

The new Ram 1500 lineup brings V8s back in a big way. The 5.7-liter HEMI is here, and there’s even a 777-hp 6.2-liter supercharged model, but if V8 power isn’t a deal-breaker, you can also have a choice of two twin-turbocharged inline-six engines. The Ram 1500 delivers segment-leading luxury, multiple powertrains, a remarkably resolved ride, and excellent interior tech, along with a fantastic warranty, but beware of options, as the Ram 1500’s base price is typically higher than that of competitors. Also, it goes without saying that not all the engines are frugal. Another drawback is that there’s no Regular Cab option, but if you prioritize comfort, tech, and V8 power, no other truck is quite as capable.

Honda Ridgeline

The badge may put some of, as may the car-like unibody approach to a truck, but the Honda Ridgeline is a fine daily driver, with a refined 3.5-liter V6 delivering 280 hp to all four wheels as standard through a nine-speed automatic. Like the Ford Maverick and Hyundai Santa Cruz, this is a pickup that emphasizes comfort and ease of use above ruggedness and outright capability, and with a towing capacity of up to 7,000 lbs, it’s more capable than the Maverick or Santa Cruz. The 5’4″ bed is also big enough to fit 4×8 plywood sheets flat, with the dual-action tailgate simplifying loading. Yes, the 9.0-inch touchscreen is small, and 36.7 inches of rear legroom make the rear seats a little tight, but you get tri-zone climate control as standard, interior storage is smart, and even the most expensive trim falls short of $50,000.

Jeep Gladiator

The Jeep Gladiator is not the typical choice for those seeking a truck, but if something different is what you’re after, this is one of the most rugged trucks on sale, with excellent off-road ability. A 3.6-liter Pentastar V6 sends 285 hp and 260 lb-ft of torque to all four wheels through an eight-speed automatic, and while it’s not the most powerful or efficient powertrain out there, it’s certainly one of the most reliable. The removable doors and roof are unique, and with up to 7,700 lbs of towing capacity, it’s a decent getaway companion. This truck is geared more at the serious off-road enthusiast and the style-conscious weekend warrior than the industrious blue-collar worker, yet it’s relatively basic inside. We suggest getting the Sport S trim, as this adds power windows, a bigger infotainment screen than standard, adaptive cruise control, and access to more options.

Best Pickup Truck Above $70,000: GMC Sierra 1500

If you have over $70,000 to spend on a truck and think a Tesla Cybertruck is too vulgar, the GMC Sierra 1500 may be the ideal choice. The GMC badge lets everyone know you could have bought a Silverado, but you had the money for something truly luxurious, and for over $70,000, it combines the excellent attributes of the Silverado, including its tech and engine lineup, with a more refined, upscale design. You have a MultiPro tailgate and access to the innovative CarboPro bed, over 13,000 lbs of towing capacity, and a range of engine options, including new 5.7-liter and 6.6-liter V8s. And as a premium GM product, it also gets access to SuperCruise, which is one of the best systems of its kind on the market.

Inside, a new 16.3-inch infotainment display and an 11.5-inch passenger display are the largest in the class. These are paired with a 12.2-inch digital cluster, and a 15-inch head-up display can be optioned, as can a Bose sound system with 12 speakers. Pricing starts around $41k for the 2026 model year (2027 pricing will follow nearer the launch at the end of this year), but since our budget here is from $70,000 onwards, the $72,695 Denali is available. With the 6.6-liter V8, tri-coat paint, 22-inch wheels, and every option package, the GMC Sierra is still expected to come in below $90k. That’s a lot of money, but you get one of the finest full-size luxury experiences on the market.

GMC Sierra 1500 Pros

• Superb interior refinement and upscale materials
• Diverse range of powertrains
• Class-leading cabin space and comfort
• Super Cruise hands-free driving tech is available

GMC Sierra 1500 Cons

• Higher pricing for what some may consider “just a fancy Silverado”
• Fuel economy lags behind hybrid rivals
• Complex trim structure can be overwhelming

GMC Sierra 1500 Scores

• Value: 5/5
• Ownership Cost: 4.5/5
• Overall Recommendation: 4.5/5

Who’s It For?

In a way, a luxury truck is for posers, as it’s too nice to get dented and dirty on the work site. However, the prestige, luxury, and style of opting for a GMC Sierra, particularly in range-topping form, are tough to beat.

Recommended Trim

In this price bracket, we recommend the Denali Ultimate Crew Cab, but the SLE Crew Cab is a great all-rounder if you don’t have over $70k to spend.

Runner-Up 1: Ram 1500

The Ram 1500 is widely regarded as one of the nicest trucks on the market, and it narrowly misses out on winning this category, but the GMC Sierra’s access to Super Cruise gives it the edge. Nevertheless, the Ram 1500 isn’t much of a compromise. The powertrain lineup is particularly impressive, with a base 3.0-liter straight-six turbo (420 hp), a High Output version of the same engine (540 hp), a 5.7-liter V8 (395 hp), a 6.4-liter 392 V8 (470 hp), and a 6.2-liter supercharged V8 (777 hp). The Ram 1500 is also offered with a 3.6-liter V6 eTorque setup generating 305 hp. 0-60 mph is as low as 3.4 seconds with the Rumble Bee, while the twin-turbo straight-sixes complete the sprint in between 4.8 and 5.4 seconds and the 5.7-liter V8 and 6.4-liter V8 take 6.1 and 5.2 seconds, respectively. Maximum towing capacity is 11,610 lbs, unlocked with the Hurricane straight-six.

Inside, the Ram 1500 is luxurious, refined, and well-made. You can have ventilated massaging seats, over 50 inches of combined screen area, including a screen for the front passenger, a surround-view camera, and an integrated trailer health monitor. There’s also a trailer reversing guidance system, with dynamic gridlines helping you place the vehicle and whatever you’ve hitched to it. With options ranging from basic to luxurious, from hardcore off-roader to savage street truck, the Ram 1500 range is diverse, but all of them (besides the base model) feel premium.

Ram 1500 Pros

• Segment-leading luxury and comfort
• Multiple powertrain options
• Exceptional ride quality
• Outstanding interior technology
• Fantastic powertrain warranty

Ram 1500 Cons

• More expensive than some rivals
• Economy ratings trail turbodiesel rivals
• Complex trim lineup

Ram 1500 Scores

• Value: 4/5
• Ownership Cost: 4/5
• Overall Recommendation: 4/5

Who’s It For?

The Ram 1500 lineup is typically overshadowed by the supercharged V8 models, but most trims, even those without a V8, are defined by their comfort and luxury. The buyer who prioritizes refinement and relaxation, and maybe V8 power, will find something worthwhile here.

Recommended Trim

The range-topping Tungsten starts at almost $90,000, so we’d recommend the Limited Longhorn ($76,900 for 2026, plus $2,795 for destination). It gets most of the luxury features in the Ram 1500 range and has access to features like a dual-pane sunroof, body-color bumpers, and optional driving aids.

Runner-Up 2: Rivian R1T

With the arrival of the Rivian R2, the cheapest versions of the R1T and R1S have been discontinued, which means that for 2026, the R1T now starts at $79,990 (plus $1,895). Between 533 and 1,025 hp is available, with all versions powering both axles, and adaptive air suspension delivers up to 14.6 inches of ground clearance. Depending on trim and configuration, up to 420 miles of range is possible with the 140-kWh battery, and the range has a maximum tow rating of up to 11,000 lbs. Smaller than a full-size truck but bigger than a mid-size one, the Rivian R1T sits in an unusual space, but being nearly maintenance-free is a boon for some.

Inside, a 15.6-inch touchscreen is found alongside a 12.3-inch driver display, and there’s a 6.8-inch screen in the back. Heated and ventilated front seats, heated rear seats, a heated steering wheel, and quad-zone climate control are all standard, as are wireless charging and several USB-C ports. Another key feature is Autonomy+, which costs $2,500 but provides lifetime access to the brand’s hands-free driving technology. Some may be deterred by the lack of CarPlay and Android Auto, but the native integration experience is pretty good once you get used to it. An electric pickup isn’t for everyone, but when a GMC Hummer EV and a Tesla Cybertruck are too vulgar, this blends electric power and control with an inoffensive design.

Rivian R1T Pros

• Up to 420 miles of range
• Strong off-road chops, standard air suspension
• Quad-motor powertrain offers up to 1,025 hp
• Native NACS port allows access to Tesla Supercharger stations
• Upscale interior features premium materials

Rivian R1T Cons

• No Apple CarPlay or Android Auto
• Shorter bed than traditional full-size pickups
• Firm ride over rough terrain
• Efficiency falls away when towing

Rivian R1T Scores

• Value: 4/5
• Ownership Cost: 5/5
• Overall Recommendation: 4.5/5

Who’s It For?

Someone who wants a premium, capable electric pickup that is as at home on overland trails as it is ferrying you to a steakhouse.

Recommended Trim

It’s easy to cross into six-figure territory with the R1T, but the quad-motor setup is overkill, especially at over $120k in Launch Edition guise. We recommend the R1T Dual with the Large battery, which starts just under $80,000.

Honorable Mentions Over $70,000

Ford F-150 Raptor R

With a big budget, you get access to serious machinery, and for blasting across desert dunes, the Ford F-150 Raptor R is one of the meanest monsters out there. A 5.2-liter supercharged Predator V8 replaces the regular Raptor’s EcoBoost V6 and sends the truck to 60 mph in under four seconds, with an electronically limited top speed of 114 mph. The R package adds nearly $32,000 to the base price of $79,005, meaning you’ll pay $114,420 (including $2,795 for destination), but that gets you 720 p going to all four wheels through a 10-speed automatic. Fox Live Valve shocks, 15 inches of suspension travel, and 37-inch BFG rubber make the Raptor R ready for any terrain, and while a truck like this is not for shrinking violets, the Raptor R somehow has a little more restraint than a supercharged Ram truck.

Toyota Tundra Capstone

2027 images of the Tundra Capstone have not yet been released, so the above is an SR5 model, but if you have more than $70k to drop on a lavish truck, the Tundra Capstone, which starts at a little over $80,000 before destination, combines the car-like comfort of the Tundra with premium materials and a torquey hybrid powertrain. For those who want something different from a Lariat, King Ranch, or Denali, the Tundra Capstone mimics those luxury-focused trucks closely but combines their best attributes with Toyota reliability and popularity. Sure, the Tundra isn’t quite as fancy as some full-size pickups, but it won’t lose as much on resale, either.

Chevrolet Silverado EV

With the discontinuation of the F-150 Lightning, the Chevy Silverado EV has no direct competition. Pricing starts as low as $55,895 (plus $2,595 for destination), but if your budget starts at $70k, the LT Extended Range is a good place to begin. A 17.7-inch drive display, access to 22-inch machined-face wheels, and an EPA-estimated range of 410 miles make it a decent all-rounder. The Silverado EV range offers up to 760 hp and 775 lb-ft of torque, and the Trail Boss variant is the first factory off-road EV truck offering. The lack of air suspension on most trims and the lack of CarPlay and Android Auto on all trims are drawbacks, as are the hard plastics in the LT Max Range, but even the range-topping RST Stars and Steel Edition – Max Range is cheaper than a top-tier Rivian. Granted, you get less power, but the Chevy badge is more trusted.

Ram 2500 Heavy Duty

Nobody does luxury in a pickup quite as well as Ram, and with the size and cost of the 2500 Heavy Duty, Stellantis has more room to raise costs and therefore quality. It starts at around $47,000 in Tradesman form, with a destination charge of $2,795, but that doesn’t concern us. We like the Power Wagon ($73,250) and the Limited and Limited Longhorn ($74,320), and access to the 6.7-liter Cummins turbodiesel, with 430 hp and a staggering 1,075 lb-ft of torque, also makes the 2500 HD more appealing. If you need to tow tens of thousands of pounds without breaking a sweat and feeling as comfortable as you would in a luxury SUV, the Ram 2500 HD is the king.

Chevrolet Silverado 2500 HD High Country

Chevy also plays in the heavy-duty space, with prices for the 2026 Silverado HD starting around $63,000 before destination. Torque from the standard 6.6-liter V8 is an impressive 446 lb-ft, more than the base Ford Super Duty gas engine, and the versatile Multi-Flex tailgate is a drawcard. In range-topping High Country form, you’ll pay over $85,000, but you get a 12.3-inch reconfigurable driver display, a 13.4-inch touchscreen infotainment display, wireless charging, and standard OnStar Basics for eight years, along with fancy wood trim and contrast-stitched leather. Seat padding isn’t as good as Ford or Ram, but this still feels upmarket.

Ford F-250 Super Duty

The 2027 Ford F-250 Super Duty starts at just over $45,000 before destination, but the entire Super Duty family is expansive. Engines include a 6.8-liter naturally aspirated gas V8, a 7.3-liter NA V8, a 6.7-liter turbodiesel V8, and a high-output version of the latter. These produce 405 hp, 430 hp, 475 hp, and 500 hp, respectively, with up to 1,200 lb-ft of torque in the top diesel engine. Up to 40,000 lbs of gooseneck towing is possible; the trailer tech can weigh your load, and the top trims are exceedingly comfortable. On the downside, the gas engines are very thirsty, a well-specced model easily exceeds $80,000, and the unladen ride is very truck-like. But as a single-vehicle garage filler that can work as hard as some 18-wheelers while still providing plenty of comfort, it certainly has its place.

Conclusion

Numerous trucks are available at every price point, but perhaps not enough. The Maverick and Santa Cruz are decent, though the Maverick is more popular, but they’re alone. The Frontier is a fine mid-size truck, but Nissan doesn’t yet offer a full-size big brother. Electric trucks that are worth considering are few and far between, and in the heavy-duty space, nobody dares try to compete with the homegrown heroes. However, this article shows that there are still differing approaches to the truck market, each with unique attributes and drawbacks, catering to every budget level and lifestyle preference. As more affordable electrified options begin to emerge, the truck landscape continues to evolve, and next year, we’ll have even more options to share with you.

Winner: Volkswagen Jetta

The compact Volkswagen Jetta wins the category of Best Combustion Cars for 2027, and the reasons are simple. Our criteria focus on value, efficiency, and everyday usability, and the VW Jetta checks all those boxes. Moreover, if you care enough about what powers your vehicle and specifically want combustion, the turbocharged 1.5-liter four-cylinder under the hood meets the demands of the modern freeway with ease while still being fun to drive, though the 158-horsepower peak figure is a little lackluster. This goes to the front wheels through an eight-speed automatic transmission, and when you take it easy, an EPA-estimated rating as high as 29/40/34 mpg on the city/highway/combined cycles means filling up won’t be frequent.

It’s also comfortable and practical, thanks to a 14.1-cubic-foot cargo capacity, albeit accessed through a traditional trunk lid and not a large hatch. This swallows up more luggage than a Golf, making it remarkably capacious.

Inside, you get an eight-inch touchscreen with Bluetooth, smartphone integration, and six speakers. Optionally, a 10.3-inch display is available with wireless CarPlay and Android Auto, but either option includes physical knobs, including for volume. Unfortunately, the climate control is accessed through a touch setup, but the inclusion of forward-collision warning with automatic emergency braking should help keep you safe if you get distracted by the finicky controls. Also standard are blind-spot monitoring and rear cross-traffic alert, with adaptive cruise control with stop-and-go optional.

Volkswagen Jetta Pros

• Peppy engine likes to be revved, yet fuel economy is strong
• Quiet and comfortable cabin
• Impressive cargo carrying capacity
• Interior is well-built and feels more upmarket than the price suggests
• Pricing is class-leading ($23,995 plus $1,325 for destination)

Volkswagen Jetta Cons

• Annoying touch-capacitive controls have replaced physical buttons
• Straight-line speed is less than stellar (0-60 mph: 8.1-8.5 seconds)
• Lack of a manual option may be discouraging, but that has become common in this segment
• The base infotainment display is small by contemporary standards
• The styling is arguably bland, though some may like blending in

Jetta Ratings:

• Value: 4.5/5
• Efficiency: 4/5
• Everyday Usability: 4/5

Who’s It For?

The VW Jetta is for the person who needs an affordable, efficient, and comfortable daily driver that is easy to get on with and holds strong resale values without feeling cheap.

Recommended Trim

We recommend the SE trim, starting at just under $27,000 before destination. This grants you bigger wheels, a power panoramic sunroof, remote start, keyless access, wireless smartphone charging, and CloudTex upholstery. Those wanting something a little more interesting can opt for the Sport, which is a little cheaper at just over $25,000, yet has more aggressive styling and the XDS cross-differential system.

Runner-Up 1: Toyota Corolla

Our first runner-up is the multi-talented Toyota Corolla, which is available in both sedan and hatch forms and can be powered by either a 2.0-liter naturally aspirated four-cylinder sending 169 horsepower/151 lb-ft to the front wheels through a CVT or a 1.8-liter four-cylinder hybrid with 138 hp/105 lb-ft, powering either the front wheels or all four through an e-CVT. With a 0-60 mph time somewhere between 8.2 and 9.7 seconds, depending on spec, the Corolla isn’t particularly fast, and without a proper gearbox, spirited driving is not its chief concern. And because of the CVT, the engine note can be a little noisier under hard acceleration. However, the Corolla makes up for its dynamic shortcomings with outstanding gas mileage, achieving 32/41/35 mpg on the city/highway/combined cycles in gas form. Opt for the hybrid, and those figures rise as high as 53/46/50 mpg. Sedans deliver 13.1 cubic feet of trunk volume, while hatches provide 17.8 cubes with the seats up and 23 cubic feet with them down (60/40 split).

Inside, Corolla LE variants get fabric upholstery, and SE and XSE models get sport seats with nicer materials and SofTex synthetic leather options. Everything is well laid out, though the materials in some of the lower half of the cabin are reflective of the Corolla’s price point. As standard, a tiny 8.0-inch touchscreen infotainment display provides wireless Apple CarPlay and Android Auto, but a 10.5-inch display is also available. Whichever you choose, four USB-C ports are included, so you can spend any leftover cash on options like heated front seats, dual-zone climate control, or a JBL premium audio setup. Like the Jetta, you get a very small infotainment screen, but like the Honda, physical volume and climate controls make the Corolla easy to interact with.

Toyota Corolla Pros

• Outstanding hybrid gas mileage
• Toyota has a stronger reliability reputation than most
• The Corolla provides variety: FWD or AWD, sedan or hatch, gas or hybrid
• Easy-to-use infotainment
• Striking styling makes even base trims look sporty

Toyota Corolla Cons

• Slow acceleration and CVT aren’t exciting
• Interior materials are relatively cheap compared to some rivals
• Road noise is obvious at freeway speeds
• Cargo space is limited compared to some rivals

Toyota Corolla Ratings:

• Value: 3.5/5
• Efficiency: 4/5
• Everyday Usability: 4/5

Who’s It For?

The Toyota Corolla has always been for the sensible consumer who wants no frills, just a dependable, efficient, safe, and affordable means of transportation, and that continues to be the case for 2027. Both in terms of purchase price and in terms of gas mileage, the Corolla is a compelling choice for anyone who wants a good-looking car that will start every day, no matter the weather, and provide reasonable comfort, sip gas, and carry stuff with ease. The hybrid is especially efficient, but any Corolla will appeal to a value-conscious buyer.

Recommended Trim

We recommend the Corolla Hybrid LE, one above the base LE trim. This is available in a choice of eight exterior colors and can be had with AWD, with 16-inch alloy wheels also optional in place of the base steel wheels and plastic covers. You get the best possible fuel economy, the cheapest access to AWD in the range, and after blind-spot monitoring became standard across the lineup for 2026, the Corolla Hybrid LE is more competent in the safety department than ever before. We’ve intentionally overlooked the GR Corolla because that’s so heavily reengineered for performance that it’s effectively a different car altogether.

Runner-Up 2: Mazda CX-5

There aren’t many vehicles as popular as the attractive Mazda CX-5, and it’s easy to see why it takes our second-runner-up spot. Having been redesigned for the 2026 model year, the latest version has a longer wheelbase that translates to better ride quality and more interior room for both people and things, yet the handling experience is still remarkably rewarding. We don’t mean the CX-5 steers well “for a crossover” – it’s fantastic even compared to some sedans and hatches, and possibly some coupes, too. Under the hood is a 2.5-liter Skyactiv-G naturally aspirated four-cylinder that makes a sufficient 187 horsepower, delivered to all four wheels, regardless of trim, through a six-speed automatic. The Toyota RAV4, Honda CR-V, and Hyundai Tucson are fine competitors, but none are as enjoyable to drive as the CX-5, nor are they offered in Soul Red Crystal Metallic paint. Granted, 0-60 mph takes around eight seconds, and 185 lb-ft isn’t much pulling power, but as a means of powering a useful family crossover, the engine is just fine. Plus, the EPA estimates for this crossover are competitive with those of more aerodynamic hatches and sedans, achieving 24/30/26 mpg on the city/highway/combined cycles. A hybrid is coming for 2027.

Inside, a 12.9-inch touchscreen infotainment display is standard and runs Google Built-In software, which includes Play Store access. Behind the steering wheel, the driver is informed through a 10.25-inch digital cluster, and Preferred and higher trims get a bigger head-up display. Although the touchscreen controls most functions, physical controls still exist on the relaxing steering wheel, and while the climate controls are now on the screen, at least they’re placed along the bottom of the display. Optionally, a 15.6-inch touchscreen is also available, the biggest ever fitted in a Mazda, and you get seven-color ambient lighting for a more premium feel. That aspirational sense is carried over to the upholstery, and the feel, fit, and finish of the materials are exceptional for the price point. Unfortunately, it’s not all good news, as the cargo area is still less capacious than the aforementioned rivals from Toyota, Honda, and Hyundai, providing 33.7 cubic feet behind the second row and up to 66.5 cubic feet with the seats folded. By comparison, the others provide at least 37.8 cubic feet with the seats up, sometimes over 40, and as much as 80.3 cubic feet with them down.

Mazda CX-5 Pros

• Standard AWD for all trims
• Attractive design and paint options, including Navy Blue Mica
• Improved rear passenger space and cargo volume
• Large, high-resolution screens are easily legible
• Handling remains a highlight
• Interior design and construction belie the affordable MSRP

Mazda CX-5 Cons

• Only one engine for now; turbocharged engine ended production for 2025, hybrid coming
• Six-speed automatic is a little slow by modern standards, even in manual mode
• Cargo volume behind the rear seats still lags direct rivals
• Hyundai and Kia provide better powertrain warranties
• Physical switches for audio volume and climate controls would be appreciated

Mazda CX-5 Ratings:

• Value: 3.5/5
• Efficiency: 3.5/5
• Everyday Usability: 4.5/5

Who’s It For?

The Mazda CX-5 is for the small family that needs one car to do it all, from looking good on a night out for dinner to ferrying the kids to soccer practice. When the family’s driving enthusiast is behind the wheel, they won’t be disappointed either. The interior is a pleasant, relaxing place to be, and the quality is worthy of a higher sticker price. Granted, the sub-par cargo-carrying capacity and slightly underpowered engine feel like a means of balancing the scales, and there are still foibles like the touch controls and transmission, but at this price, nothing else blends crossover practicality with small-car handling so well. If your significant other has demanded a taller, more family-friendly vehicle, the CX-5 won’t be able to replace your Miata, but its steering will at least provide some joy on the daily commute, and its quality and appearance will suggest you traded up.

Recommended Trim

The CX-5 comes in 2.5 S, 2.5 S Select, 2.5 S Preferred, 2.5 S Premium, and 2.5 S Premium Plus forms. We recommend the mid-range 2.5 S Preferred, as this gives you wireless smartphone integration, leatherette upholstery, a heated steering wheel, heated front seats, a 10-way power-adjustable driver’s seat with two-position memory, 19-inch alloy wheels, and a programmable power liftgate. It also gives you the Active Driving Display on the windshield, wireless smartphone charging, rear cupholders, and rear air conditioning vents. Higher trims add a bigger touchscreen, a better sound system, and a power panoramic moonroof, as well as real leather upholstery, but you’ll pay a few grand more, and this is the sweet spot.

Honorable Mentions

BMW M3

The BMW M3 may not be within everyone’s reach, and its premium performance credentials won’t be to everyone’s tastes, but while the current Mercedes-AMG C 63 is a plug-in hybrid four-cylinder and the latest RS 5 is a plug-in hybrid V6, the final model year for the G80 is worth celebrating, and not only because it’s a pure-combustion car available with a manual. The S58 twin-turbocharged 3.0-liter inline-six is a marvel of contemporary performance in standard form, and BMW is being conservative with its claims of 473 hp and 406 lb-ft of torque. The engine blows all expectations out of the water in the hands of the aftermarket, with well over 1,500 horsepower possible with the wildest mods. Leave it alone, and the S58’s reliability is surprisingly good, too. As the next-generation M3 sticks with the S58, albeit improved with pre-chamber ignition, this engine will go down as one of the all-time greats.

Kia Telluride

Available in a multitude of trims, including with a hybrid, and with space for eight, the Kia Telluride continues to be one of the most popular SUVs in America. It’s well-priced, backed by an industry-leading warranty, and despite its heft, it returns decent gas mileage. Somebody will always need a three-row SUV and the ability to tow something heavy, and the Telluride’s 2.5-liter turbocharged engines provide decent performance, with 274 hp and 311 lb-ft of torque in the base version enabling up to 5,000 lbs of towing capacity. Those who need more grunt or better gas mileage can upgrade to the 329-hp/339-lb-ft hybrid version, new for 2027, but towing capacity drops by 500 lbs due to the added heft of the battery pack.

Chrysler Pacifica

It’s hardly glamorous, it’s not all that new for 2027 despite its fresh face arriving after a decade on sale, and it’s not exactly fun to drive. However, the Chrysler Pacifica’s smooth, naturally aspirated 3.6-liter Pentastar V6 engine and nine-speed automatic transmission are proven to be reliable and easy to live with, and the option of an admittedly dated-looking Pacifica LX with only the bare necessities makes the range hard to ignore for the large family, regardless of budget. The Stow ‘n Go seating remains fantastic, and while the Honda Odyssey’s seating and V6 engine are also admirable, that rival is only front-wheel drive. The Toyota Sienna is only available with a hybrid and can be had with AWD, but it doesn’t get clever seats. We’ll concede that the final price you pay can make a difference in deciding whether the Pacifica is worth it versus rivals, but without markups, this is still the go-to choice in the minivan space.

Conclusion

No matter what your preference, budget, or lifestyle, these cars show that there’s still plenty of choice for buyers in the U.S. who appreciate the purity, engagement, and simplicity of a pure combustion-only powertrain.  And these selections are only a handful of what’s on offer, so if you want gas-only, from something as basic as a fleet-ready workhorse to something as wild as a 6.7-liter Corvette Grand Sport, or as expensive as a Ferrari 12Cilindri, the market has plenty of avenues to explore.

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.

While our dealership lots are filled with heavy, compromised utility vehicles, Europe and Japan are currently experiencing a golden age of the high-performance long-roof. Overseas automakers are still producing incredible, track-capable wagons that blend the driving dynamics of a purebred sports car with the cargo capacity of a family hauler. Here are the five hottest forbidden wagons that Americans are tragically missing out on.

The Long-Awaited Arrival: BMW M3 Touring

For six generations, BMW M enthusiasts begged the Bavarian automaker to build a true wagon variant of the legendary M3. The brand finally delivered, engineering the first official M3 wagon for mass production, but heartbreakingly denied it to the US market due to prohibitive homologation costs. The result is a masterpiece of aggressive styling, featuring massively flared arches and a menacing stance that perfectly suits the elongated roofline.

Under the hood, the Touring packs the exact same brutal 503-horsepower twin-turbo inline-six found in the M3 Competition sedan. Sending power to all four wheels via BMW’s xDrive system, it offers physics-defying cornering grip and launches to 60 mph in roughly 3.5 seconds. It delivers visceral sports car driving dynamics with the practicality of an SUV, making it the absolute ultimate daily driver for the lucky Europeans who can actually order one.

Striking Luxury: Genesis G70 Shooting Brake

Genesis has been on an absolute tear lately, designing some of the most visually striking and luxurious vehicles currently on the road. When the Korean automaker unveiled their stunning rear-wheel-drive wagon, they confusingly decided to name it a “Shooting Brake” despite having four traditional doors. Semantic arguments aside, the swooping roofline, muscular rear haunches, and aggressive rear glass make it arguably the best-looking vehicle in their entire lineup.

Unfortunately, Genesis restricted this gorgeous model exclusively to the European and Asian markets, denying Americans a true luxury alternative to the standard German stalwarts. It takes the sharp handling and premium cabin of the G70 sports sedan and adds a massive dose of grand-touring utility. For American buyers tired of identical luxury crossovers, the absence of this stylish wagon on our shores is a massive missed opportunity.

The Ultimate Sleeper: Volkswagen Golf R Wagon

Volkswagen still graciously sells the standard Golf R hatchback in the United States, but we continue to miss out on the ultimate stealth family hauler: the highly capable Golf R Variant. It stretches the wheelbase of the beloved hot hatch and adds a massive rear cargo hold, completely transforming the vehicle’s utility without ruining its aggressive proportions.

It maintains the potent 328-horsepower turbocharged four-cylinder engine and advanced torque-vectoring all-wheel-drive system of the standard R. This creates a sleeper wagon capable of outrunning dedicated sports cars off the stoplight, while simultaneously swallowing a weekend’s worth of camping gear or a massive Costco run. It is the perfect blend of discreet performance and everyday practicality that the American market is severely lacking.

The Compact Rocket: Audi RS4 Avant

Audi has a legendary history of building brutally fast wagons, and while they finally blessed the US market with the massive RS6 Avant, its smaller, more agile sibling remains firmly out of reach. When analyzing the dwindling list of available wagons in America, the absence of this compact, lightweight rocket is genuinely heartbreaking for driving purists.

Powered by a 2.9-liter twin-turbocharged V6 pushing 444 horsepower and 442 lb-ft of torque, the RS4 Avant is an absolute missile on backroads. Its aggressively flared fenders, massive air intakes, and planted stance make it a quintessential Audi RS product. It offers a sharper, more engaging driving experience than the heavy RS6, and would absolutely dominate tight American mountain roads if given the chance.

The Reborn Icon: Subaru Levorg

Remember the beloved, rallying-inspired Subaru WRX hatchback? In Japan and other global markets, that concept never truly died. Instead, it evolved into the Subaru Levorg, a turbocharged, all-wheel-drive long-roof that perfectly acts as the sporty wagon America never got. It features sharp styling, a functional hood scoop feeding a top-mount intercooler, and the brand’s legendary symmetrical AWD system.

While Subaru of America forces domestic enthusiasts into lifted crossovers like the Crosstrek and heavy SUVs like the Ascent, the rest of the world enjoys a proper WRX with extended cargo space. The Levorg proves that an affordable, practical daily driver doesn’t have to be tall and wallowy, acting as the spiritual successor to the classic Impreza wagons of the early 2000s that American buyers still romanticize.

Crossovers Killed the Dream

The harsh reality is that global automakers are simply following the money, and it is hard to blame them. American buyers consistently vote with their wallets, and they overwhelmingly choose high-riding crossovers over low-slung, agile station wagons. Without massive guaranteed sales volumes, the multi-million-dollar crash testing and certification costs required to bring these performance machines stateside are impossible for automakers to justify.

Until the domestic market dramatically shifts back to appreciating the perfect, uncompromised blend of driving dynamics and utility, these incredible vehicles will remain strictly forbidden fruit. For now, American driving enthusiasts are forced to settle for compromised performance SUVs, left to stare longingly across the ocean at the ultimate family haulers they can’t buy.

The Volkswagen ID.4 is a bargain

EVs face a steep decline in value when they transition from new to used. As a result, they’re often much more affordable for the average consumer. Used examples of the Volkswagen ID.4 aren’t just affordable, though. They can be had for near-dirt cheap, especially when compared to more popular models.

The Volkswagen ID.4 has often been considered overpriced compared to what it brought to the market. The base 2023 model, with a 209-mile range, started at $37,495, while the mid-range Pro S was priced from $47,495. The top-spec model with all-wheel drive rang in at a rather steep $53,745. Notably, the 2023 model was eligible for the $7,500 federal tax credit that ended last year. That discount, whether priced in or not, has had a dramatic effect on the EV’s value on the used market.

According to Kelley Blue Book, in my region, the fair purchase price of a 2023 ID.4 ranges from $19,700 to $24,300, with all but the top model sitting pretty at under $23,000. For true budget-conscious drivers, the 2021 ID.4, the model’s first year on the market, can be had for under $20,000. For comparison, a 2023 Tesla Model Y ranges from $32,600 to $34,200, while the 2021 model sees its fair purchase price drop to $25,700 to $29,100.

The 2023 Ford Mustang Mach-E offers a closer comparison, with a fair purchase price ranging from $24,200 to $32,100. While not as well equipped and smaller than the ID.4, the 2023 Chevrolet Bolt EV is arguably one of the closest comparisons in price, ranging from $18,850 to $22,100.

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The ID.4 prioritizes practicality

Ignoring the new vehicle price, the Volkswagen ID.4 prioritizes practicality over class-leading specifications. With seating up to five passengers and a spacious cabin, it’s a solid model for families. A faulty infotainment system and touch controls have been a sticking point for some consumers, but newer models, namely 2024 and onward, seem to have addressed some of those complaints.

Except for the entry-level Standard model, all 2023 ID.4 models came equipped with an 82-kWh battery that offered up to 275 miles of range when paired with rear-wheel drive. Opting for all-wheel drive reduced the total range to 255 miles. While RWD models get a single motor that generates 201 horsepower and 229 lb-ft of torque, dual-motor AWD increases performance to 295 horsepower and 339 lb-ft of torque. The 2023 ID.4 can tow up to 2,700 lbs. when properly equipped. The all-electric crossover charges from 10% to 80% in around 36 minutes.

For the 2023 model year, all VW ID.4 models got upgraded to a 12-inch touchscreen display. For better or worse, touch controls take the place of physical buttons and switches. Wireless Apple CarPlay and Android Auto come standard across the range, as does Volkswagen’s suite of advanced safety systems. As for comfort, all models come with heated seats, and higher trims get a suite of upscale amenities, like front massage seats, as well.

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I bought a 2023 VW ID.4 Pro S AWD

I’ve been on the fence about buying an EV for a while now. Even when gas prices were lower, it would have saved us money on fuel costs, and rising prices only further cemented that factor. In our search, we were looking for a three-year-old crossover with sufficient range and all-wheel drive. Since it would be a daily driver, a mid-range model with a handful of comfort features would suffice.

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Naturally, I looked into the models that first caught my eye, namely the Tesla Model 3 and Y, Ford Mustang Mach-E, and Hyundai Ioniq 5. Unfortunately, I quickly found that the Tesla duo were on the higher end of our budget, and the Ioniq 5’s potential ICCU issue seemed to be too prevalent for it to be a reliable daily driver. The Mustang Mach-E Premium would fit our needs, but it landed on the upper end of our budget as well.

After that, I expanded my search and ultimately landed on a 2023 Volkswagen ID.4 Pro S AWD that had come off lease about a month prior. The ID.4 lands in the middle of the segment in nearly every metric. The all-wheel-drive model we ended up buying has a 255-mile range, 295 horsepower, and 339 lb-ft of torque, making it plenty practical for our needs. As for price, save for one or two outliers, every 2023 ID.4 Pro S in a 100-mile radius was priced under $24,000, with a couple high-mileage models listed at under $20,000.

I’m not trying to sell you on an ID.4, because there are better all-electric crossovers out there. Rather, I’d encourage anyone searching for an affordable EV to give the VW ID.4 a closer look. At its used price point, the German EV offers a solid combination of range, comfort, and practicality. Despite the criticism surrounding the infotainment system and touch controls, they haven’t bothered us much at all. That said, the ID.4 is no stranger to recalls, and while our particular vehicle hasn’t been affected, it’s worth keeping recall potential in mind when looking at used EVs in general.

Final thoughts

Overall, the Volkswagen ID.4 is a solid contender for the best value EV on the used market thanks to its combination of substantial depreciation, sufficient range, and spacious interior. Notably, the fact that the ID.4 doesn’t lead in any category benefits the electric crossover. Other EVs may be quicker, offer a longer driving range, or charge faster on road trips, but that comes at a premium, even in used models. Put simply, I found that the used Volkswagen ID.4 proved to be a well-rounded EV at a price that undercuts most competitors.

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But because of the parts sharing, they can often be priced more lucratively, and there are reliability benefits to be had, too. Lexus has long since benefited from its Toyota links, and we wanted to see whether the cheapest model it sells is still luxurious, and special enough to take on its class rivals.

The Lexus UX

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The most affordable Lexus currently on sale is the UX subcompact SUV. Introduced for the 2019 model year, the UX has served as the cheapest entry point into the Lexus family, and while it still looks sharp and has benefitted from regular updates, it is destined to end production in early 2027.

Now sold exclusively as the UX 300h, it features Lexus’s fifth-generation hybrid system, and a modernized digital cabin as well as the Lexus Safety System+ 3.0.

While its basic underpinnings share much with the Toyota Corolla and C-HR, it looks and feels different enough to warrant its status as an entry-level luxury vehicle.

In its final year of production, the UX has been whittled down to one engine option and is offered in base, Premium, F Sport Design, and F Sport Handling trims. It can be had in either front-wheel drive (FWD) or all-wheel drive (AWD), which is a $1,570 option and adds an electric motor to the rear wheels, but power outputs remain unchanged.

Talking of power, there isn’t much of it. All trims get a 196-hp 2.0-liter hybrid engine which is paired with an electronically controlled continuously variable transmission (eCVT). This powertrain borrows heavily from Toyota’s own hybrid offerings, and while it is smooth and very efficient, it lacks the turbocharged punch of many of its rivals.

Which Lexus UX Trim is The Best Buy?

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Manufacturers usually set up their trim levels to encourage buyers to pay a little extra for a mid-spec level vehicle. And while the base UX 300h provides a decent level of standard equipment, it may be worth spending a bit extra on the UX 300h Premium trim.

The base UX 300h comes equipped with 18-inch five-spoke alloy wheels, an 8.0-inch Lexus Interface touchscreen with wireless smartphone integration, eight-way power-adjustable front seats, and the Lexus Safety System+ 3.0 suite.

For an extra $3,270, the Premium trim adds a 12.3-inch multi-information display, heated and ventilated front seats, Intuitive Parking Assist (IPA), a power tilt-and-slide moonroof, and a power rear liftgate with a kick sensor. Those are all value adds that will make the UX feel like more of an upmarket offering, and it still keeps the base MSRP below what many rival offerings start at.

Higher trims add larger wheels, some sporty visual add-ons and an Adaptive Variable Suspension (AVS) on the F Sport Handling, but the additional cost over the Premium trim is harder to justify here and the UX300h is more at home as a comfortable and luxurious wafter, than a sporty SUV, especially considering the limited level of performance on offer.

Lexus UX Rivals

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The Lexus UX 300h offers great value compared to its rivals, but it is also the least powerful and oldest SUV here.

The BMW X1 xDrive28i offers standard all-wheel drive and a punchy 241-hp 2.0-liter turbocharged engine combined with a 7-speed dual-clutch transmission. It is far quicker than the UX 300h, but averages 28 mpg combined to the Lexus’ 42 mpg overall.

It is also a lot more spacious for rear passengers as well as cargo, but it costs $2,580 more compared to the base UX300 h AWD, and $4,150 more than the FWD model.

The Audi Q3 is even more expensive, but it does benefit from a redesign in 2026 that gives it a lot more tech and features than before. The base trim comes with a 255-hp 2.0-liter turbocharged inline-four engine which also gets a 7-speed dual clutch transmission and AWD. It is the quickest model here but also the least fuel efficient.

If you rarely venture out of the city limits, and don’t mind leisurely yet smooth power delivery, then the Lexus UX 300h may be a good fit. It offers superb fuel economy, rides well, and costs less than its rivals, but the platform shows its age in terms of the in-car tech features.

Both the Audi and BMW look more modern, are more spacious, and they deliver the kind of performance and optional features that many expect from a premium brand. That said, the UX is most likely to offer lower running costs than the other two, and with production slated to end in early 2027, there may be some lucrative dealer discounts to take advantage of in the coming months.

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.

Today, the Ford Bronco is still on Jeep’s heels. In fact, Ford wasn’t secretive about it competing with the Wrangler when it was brought back in 2020. Before the Bronco came back, the Wrangler had very few competitors. Now in its sixth generation, the Bronco lineup bifurcates. Trims like the Badlands, Black Diamond, and Everglades carry the pure utilitarian, rock-crawling torch of the original 1966 “G.O.A.T.” brief. The Outer Banks, by contrast, is a bit of a wild card: it wraps the dedicated body-on-frame truck architecture in body-color fender flares, 18-inch wheels, standard side steps, and leather-trimmed heated seating. Does that make it worth a few Gs shy of $50K? Let alone $18,980 of add-ons and optional equipment? Here’s what you need to know.

Related: Road Ethos Launches: The New Automotive Lifestyle Site You Should Read

Let’s take a look at the Monroney

The Outer Banks trim sits in the middle of the 7-model lineup. It’s what Ford calls a “lifestyle” trim, as it offers what an everyday driver would need, without leaning too heavily into the all-in off-roader like the Badlands or Raptor. It’s more comfort-adjacent than anything else. Even at $48,190 (the Jeep Wrangler Sahara starts at $49,805, for reference), you get a long list of standard features, like dual-zone climate control, a locking glove box and center console, terrain management system with G.O.A.T modes, door and top removal kit, hill start assist, automatic emergency braking, and an option to upgrade to the company’s 330 HP 2.7-liter twin turbo V6. 

So, how the hell did we turn a $48K truck into one that costs $69,045? Here’s how:

• Lux Package ($2,825): Upgrades audio to a 12-speaker Bang & Olufsen sound system, adds Adaptive Cruise Control for effortless highway road trips, and integrates a 360-degree camera system that is as valuable for tight parking garages as it is for spotting trail obstacles.
• V6 Engine ($2,995): A serious step above the standard 300 HP inline-four. The 2.7-liter twin-turbo V6 may only give you 30 extra ponies, but it delivers immediate low-end torque and more relaxed highway driving, helping offset the extra weight and wind drag of the 4-door chassis.
• Sasquatch Package ($6,465): This one’s for serious off-roaders only. It adds 35-inch LT315/70R17 rugged-terrain tires, electronic-locking front and rear differentials, a 4.70 final drive ratio, and Advanced 4×4 with automatic on-demand engagement. It shifts the Outer Banks from an urban cruiser with open differentials into a rock-crawler, though it causes a dip in mileage. As if we care at this price point.
• 60th Anniversary Package ($4,995): This is the only way you can pick the $495 Wimbledon White color, but this package features a color-matching hardtop, 17-inch Gravity Gray alloy wheels, a heavy-duty steel front bumper, 60th Anniversary body graphics, an acoustic windshield, and a sound-deadening headliner. This ties the modern truck directly to the 1966 original, while the headliner actively reduces cabin wind noise at freeway speeds. I definitely noticed a difference in road noise with the liner, but my husband and I weren’t sure it was worth five grand.
• Floor Liners ($160): All-weather tray-style mats protect the carpet flooring from mud, sand, and rain. And in my experience, spilt drinks from my toddlers, a sideways water bottle, and food crumbs. 
• Connected Package ($745): Enables built-in connected navigation services, live traffic, and route planning through SYNC 4. 
• Sirius with 360L ($300): Provides uninterrupted satellite and on-demand radio coverage without cellular data dependency.

What does the Ford Bronco Outer Banks compete with, and how do they compare?

This one is a bit tough, because the base MSRP is one thing, but the price after all those options puts the mid-level trim into top-tier trim territory. Still, because the Outer Banks is meant to bridge the gap between an everyday SUV and a true blue off-roader, there are a few models that compete with it. Naturally, the closest apples-to-apples comparison is the $49K Jeep Wrangler Sahara. Both feature body-on-frame architectures, removable doors and roofs, standard body-color fender flares, 18-inch wheels with highway/all-terrain rubber, heated leather-trimmed seating, and full suites of modern driver assistance. Their powertrains are fairly similar, too, with the Jeep coming standard with a turbocharged four-cylinder with the option to upgrade to the company’s 3.6-liter V6. The main difference here, though, is that the Ford’s V6 comes with two turbos, and therefore, 45 more HP.

The standard off-road hardware is where the division becomes a bit more nuanced. The Wrangler comes with a solid front axle, while the Ford relies on independent front suspension with rack-and-pinion steering, so it doesn’t “wander” as much as the Jeep on the highway. Since both have modular tops and they’re giant squares with wheels, they’re both fairly loud at highway speeds. However, Ford’s optional sound dampening does make a difference. 

Next up would be the Toyota 4Runner TRD Off-Road Premium, since it follows the same playbook as the Sahara and Outer Banks: an off-roader without the commitment to discomfort. However, it is the most expensive choice, starting at $56,470. At that heightened price, you get less legroom in the second row, less horsepower (and you only get one other engine choice, the hybrid turbo four), worse gas mileage, and only one locking differential. You do get a higher towing capacity, but only if you go with the hybrid motor. Standard features are the same, but the off-road hardware and software aren’t nearly as extensive as the Jeep’s or the Ford’s. The only “open air” you really get from the Yota is the rear window, too. 

When it’s topped out with all the fancy gadgets and gizmos, at $64K, it brings it into Lexus GX and Land Rover Defender territory. The Land Rover, without a doubt, sends the Bronco packing (I wanted to make a joke about being sent to the stables, but I resisted) as far as highway and on-road manners are concerned. The $65K Defender 110 does share a lot of the same off-road technology and hardware, like four-wheel drive, locking differentials, quick sway bar disconnect, several terrain modes, multiple engine options, and more. But it’s not open-air like the Jeep or Ford, either. 

The $68K Lexus GX, though, puts up a very interesting argument. The Lexus version of the Land Cruiser offers a smooth twin-turbo 3.4L V6, 8,000+ lb towing capacity, and supreme interior quietness, targeting buyers who like the boxy, retro aesthetic of the Bronco but don’t want wind noise or plastic interior panels.

Related: Ford Wants $18,995 To Turn Your Bronco Into an Off-Road Beast

So, are the upgrades worth it? Or should you stick with the base?

That depends on how serious you are about off-roading. At its $48,000 baseline, the Outer Banks is the most civilized everyday version of the Bronco, but its hardware is undeniably dialed for pavement: you get open differentials, 18-inch wheels wrapped in street-friendly tires, standard side steps, and plush carpeting. Take a stock Outer Banks anywhere near a technical trail, and you will immediately notice its limits.   

The catch is that fixing those deficits on this trim is an expensive mistake. By the time you drop $6,465 on the Sasquatch Package for front and rear lockers and 35-inch tires—plus the V6 and Lux tech to match—you’ve ballooned the price past $60,000 into a near-$65,000 sticker. That’s where the math falls apart. For only $700 more than the base Outer Banks, a standard Badlands comes right from the factory with Bilstein dampers, front and rear lockers, heavy-duty underbody armor, and a hydraulic front sway-bar disconnect you have to pay thousands more to have installed onto the Outer Banks.

Sticking with a base Outer Banks leaves you wanting more off-road; loading it up with trail options costs too much. If you just want a stylish open-air commuter that looks great in the driveway, keep the Outer Banks simple. But if you have any real intention of off-roading, skip the boulevard trim entirely and buy the Badlands.

The truck, though, isn’t part of those six vehicles arriving next year. Instead, the brand has said it will collaborate with Nissan on a new truck for the North American market. Given Nissan makes just one truck (RIP Titan), it’s a good bet the new Mitsubishi truck will ride on the updated Frontier’s platform. A bit of badge engineering, then.

Just How “Nissan” Will Mitsubishi’s New Truck Be?

The new Mitsubishi truck will likely borrow heavily from the upcoming Frontier truck. That means we can expect a midsize truck with a similar ethos to the Frontier: covering the spectrum from humble work truck to tricked-out off-roader. This isn’t a totally unkown frontier (pun intended) for the brand. From 2005-2009, the brand “produced” the Raider, a rebadged Dodge Dakota. Mitsubishi could revive that name or opt to bring a new name from one of its other markets into the States, like the Latin American Triton.

Given the similar platform, we also expect the new truck to look a lot like Nissan’s Frontier. When automakers use badge engineering to produce a car together, the body is often extremely similar between the two. Mitsubishi’s truck will likely have a different front and rear bumper, more in line with upcoming models like the brand’s Pajero and Eclipse Sportback, which will arrive next year. Expect the same inside, with similar infotainment and controls alongside Mitsubishi badging.

What’ll Be Under The Bodywork?

The next Frontier, and therefore this truck, should use body-on-frame construction, just like the current Frontier. The truck will likely be more of a continuation of the current Frontier, given both Nissan’s budget and the current demand for the truck.

Under the hood will be new powertrains built by Nissan. The automaker has already said these will be electrified to some degree, but a fully electric version isn’t likely. The powertrain isn’t something most American truck buyers want, and a hybrid is a much safer bet for both brands. The extent of the hybridization isn’t known either. The trucks could be plug-ins, or use a larger battery and electric motors, sort of like Toyota’s i-Force Max powertrains, to deliver big torque and improved efficiency.

Mitsubishi’s new truck won’t be here for a while. The brand didn’t provide a timeline when it confirmed development, but we do know it’ll arrive after the brand’s 2027 slate of new models. That puts the truck into 2028 at the earliest, but more than anything, Nissan is the limiting factor. That won’t be here until 2028, which could push the Mitsubishi into the following model year. Expect pricing to be roughly on par with that truck, which could start around $36,000.

But which of these two rather different brands is best for reliability? With Honda’s backing and the more conservative, low-risk engineering employed by the Japanese, Acura seems like the obvious answer. We trawled through the latest reliability data to see if it’s true, or if Cadillac has a surprise in store for its rival.

Acura Leads In Largest Reliability Study

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This Consumer Reports predicted reliability study is one of the largest reliability studies and is based on around 380,000 vehicles between the 2000 and 2025 model years. In the latest study, Acura makes the top 10 but Cadillac does not. Here’s how the Cadillac vs Acura rankings compared in this major study.

Among luxury brands, Acura ranked behind only BMW and Lexus. Cadillac was one of the lower-ranked luxury brands, although it did manage to come out just ahead of Mercedes-Benz, Lincoln, and Genesis.

This study considers 20 trouble areas that cover everything from broken interior trim to serious engine/transmission defects. The severity of each issue is factored into the final ranking, based on that issue’s expenses and how it affects the driver’s ability to drive the car safely. 

Cadillac has far more EVs in its lineup than Acura, and models like the Optiq and Lyriq had poor reliability ratings, dragging down the overall score for the brand. Acura relies more heavily on proven gas and hybrid powertrains shared with Honda, and that’s reflected in its higher ranking.

Three-Year-Old Vehicles: Cadillac Jumps Out In Front

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Whereas the Consumer Reports study is based on data for older vehicles as well, the JD Power Vehicle Dependability Study only tracks problems experienced on three-year-old vehicles. The 2026 version of this study was based on responses from 33,268 owners of 2023 model-year vehicles. Each automaker was ranked by the number of problems per 100 vehicles (PP100), with a lower score being better.

Here’s a look at how Acura and Cadillac performed.

The results were flipped here, with Cadillac performing much better than Acura. The industry average was 204 PP100 and the number 1 brand was Lexus, with 151 PP100. Cadillac was well above average, while Acura was well below it. 

Cadillac secured a few category wins and runner-up finishes, too. The XT6 was the top-ranked vehicle in the upper midsize premium SUV class, while the XT5 and XT4 achieved runner-up finishes in their segments. There were no top 3 finishes for any Acura model.

This study suggests that Cadillacs are more dependable in the first few years of ownership; at least, that’s true as far as 2023 models are concerned.

Initial Quality: Both Below Average

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The other major reliability and quality study published in 2026 was also conducted by JD Power. This one assesses initial quality in the first 90 days of car ownership. In this study, the results are based on responses from 78,514 purchasers and lessees of 2026 model-year vehicles.

Both brands performed poorly in this study, with a lot more problems per 100 vehicles than the study average (175 PP100). Porsche (138 PP100) and Genesis (151 PP100) were the top-rated brands.

Although they’re ranked only five spots apart, new Cadillacs had a substantially higher number of early problems than new Acuras. Despite their low rankings, both brands had individual models that performed well. The Acura Integra was the runner-up in the small premium car segment, while the Cadillac XT5 and CT4 were the highest-ranked vehicles in their segments.

Noticeably, in both JD Power studies, all of Cadillacs top performers were older gas-powered models. None of its fresher EVs made the cut, and we suspect these models brought down Cadillac’s overall score. For instance, JD Power gave the 2026 Lyriq a score of just 64 out of 100 for quality and reliability.

Bonus: Longest-Lasting Car Brands

In September 2026, iSeeCars published the results of its annual car longevity study. The study ranks each car manufacturer by how likely their vehicles are to last to 250,000 miles and beyond.

This is not a traditional reliability study, as a long-lasting vehicle may still have required many intensive repairs throughout its lifetime. But it does give one an indication of durability and build quality over many years. Toyota, Lexus, and Honda were the only brands to rank above Acura.

Why Acura Beats Cadillac

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In two out of three reliability studies, Acura outperformed Cadillac, and it also came out well ahead in the longevity study. It was significantly ahead in the Consumer Reports study, which also considers older vehicles. In the initial quality study, the gap was smaller, but Cadillac remained behind its rival. The anomaly was the three-year vehicle dependability study, with Cadillac out in front.

Simpler Tech = Fewer Problems

Many Acura models share components with lesser Honda models. From simpler powertrains to more basic in-car technologies, there’s less that can go wrong in an Acura. Cadillac, meanwhile, favors advanced technologies and high-performance EVs. Expansive digital displays, Super Cruise hands-free systems, and Magnetic Ride Control suspensions on certain models make Cadillacs feel a cut above Acura on the road. However, these same features can become more problematic as the vehicles age.

Acuras Are Cheaper To Own

According to CarEdge data, it will cost an average of $55,674 to own an Acura for five years, whereas a Cadillac will cost an average of $82,001. These figures take into account depreciation, insurance, maintenance, financing charges, and fuel costs. 

To be fair, Cadillac’s average costs are inflated due to it having incredibly luxurious and powerful models such as the Escalade. There are no Acura equivalents at that price point. Still, the Honda connection and a more conservative approach to engineering its vehicles contribute to Acuras being more affordable.

EVs Are More Unreliable

According to data from Consumer Reports, EVs have 80% more reliability issues than gas-powered vehicles. Charging, battery, and software issues are more prevalent in EVs, so it figures that manufacturers with EV-heavy lineups have more reliability troubles.

Acura currently has no EVs on sale since the ZDX was discontinued, while Cadillac has no less than five EVs: Optiq, Lyriq, Vistiq, Escalade IQ/IQL, and Celestiq. By relying on older, proven powertrains, it’s easier for Acura to maintain high reliability standards.

Related: Acura vs Lexus Reliability: The Winner Isn’t Even Close

Final Thoughts

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Neither Acura nor Cadillac approach the heights of Lexus when it comes to quality and reliability, but Acura gets closer. The Japanese approach to prioritizing durability and sharing platforms/powertrains with Honda are all in Acura’s favor. Cadillac is a more ambitious automaker, with vehicles that offer more tech, performance, and luxury than Acura.

Although Cadillac had one significant win in the vehicle dependability study, Acura gets the overall win for coming out on top in two out of three studies, with a decisive victory in the largest study run by Consumer Reports. It also leads in the 250,000-mile study, showing that Acuras can generally be expected to outlast Cadillacs.

Related: Cadillac Vs. Lincoln Reliability: Only One American Brand Can Win

Winner: Ford F-150

With a price range from around $40,000 to over $70,000 with options, the Ford F-150 trim lineup offers a diverse range of flavors of the same beef jerky, but F-series trucks have been humble workhorses of rugged dependability for over three-quarters of a century, and the latest iterations promise more of the same, only with much more safety, comfort, and towing capacity than in 1948. There’s also more choice under the hood, with four engine options, including a full hybrid, and the availability of a Pro Power Onboard generator makes the truck more useful than ever.

On the upper end of the lineup, a V8 is no longer available (as of the time of writing), and other alternatives in the segment do luxury better anyway, so a mid-range F-150 is where to start looking. Near the bottom of the range, interior materials start to show where corners have been cut, but even with our pick for best value, the XLT, options can be ticked to increase the MSRP considerably. Therefore, we recommend only selecting the 3012A equipment group for the best all-round blend of capability. When it’s time to upgrade, the F-150 will always have interested buyers, so it’s really a difficult truck to argue against unless your tastes are much more specific.

Ford F-150 Pros

• Up to 13,500 pounds of towing capacity with 3.5L EcoBoost
• Four engine options, including PowerBoost hybrid
• Numerous trims and body configurations
• Onboard generator capability
• BlueCruise hands-free driving available

Ford F-150 Cons

• Pricing climbs quickly with options and 4WD
• Lower trims have cheap interior materials
• No V8 on upper trims (excluding Raptor R)
• Configuration complexity may overwhelm some
• Some rivals offer more efficient standard powertrains

Scores:

Capability: 4.5/5

Comfort: 4/5

Technology: 4/5

Who’s It For?

Somebody who wants a dependable, practical truck in a very specific configuration will find an F-150 to suit their tastes, and for everyone else, the broader trim lineup offers a range that stretches from basic work truck to leather-appointed and chrome-embellished status symbol. It’s a one-size-fits-all kind of product.

Recommended Trim

We recommend the Ford F-150 XLT SuperCrew with the 302A equipment group, providing a well-rounded blend of towing capacity, comfort, and technology without the hefty pricing of King Ranch or Platinum trims.

Runner-Up 1: Ram 1500

Like the F-150, there are plenty of Ram 1500 versions to choose from, but while Ford’s V8 offering is being limited, Ram’s is increasing, and now there are even 777-horsepower Rumblebee SRT street trucks roaming the roads. On a more practical note, a naturally aspirated V6 joins the returning 5.7 HEMI, and two twin-turbocharged straight-six Hurricane engines are also available. There’s also a plug-in hybrid in the Ramcharger form, but that’s considered a different model line. The point is, there are plenty of choices, from 395 hp to 777, along with various body styles, and all of them look aggressive and modern.

With so many engine choices, fuel economy figures fluctuate, but what always stays the same is how pleasant and plush the inside of a Ram pickup feels. The Ram 1500 falls short of the F-150 in towing, maxing out at 11,610 lbs with the Hurricane i6, but a 10-year/100,000-mile powertrain warranty, excellent ride quality, and class-leading tech mean it’s a worthy contender for your cash. Choose to let your hair down, and off-road-biased trims are available too, but even the regular trucks have had some of that street cred trickle down.

Ram 1500 Pros

• Segment-leading luxury and comfort, exceptional ride quality
• Multiple powertrain choices, including V8s
• Class-leading interior technology
• Outstanding powertrain warranty

Ram 1500 Cons

• More expensive than some rivals
• Economy figures trail some turbodiesel rivals
• Complex trim lineup can be confusing

Scores:

Capability: 4/5

Comfort: 4.5/5

Technology: 4/5

Who’s It For?

This is a truck that looks more at home at a muscle car meet than on a farm, and while it can still be specced as a basic work truck, most trims feel like luxury was at the top of the brief; some trims even flirt with six-figure territory, and we’re not even talking about the supercharged ones. For something as practical as a full-size pickup, nothing else makes the jobsite feel like a well-appointed office quite so nonchalantly.

Recommended Trim

If the Ram 1500 has captured your attention, we’d place the magnifying glass over the Big Horn Quad Cab variant, which is the best mix of practicality and luxury for less than $50k.

Runner-Up 2: Chevrolet Silverado 1500

With a new design, better tech, and new V8 engines for 2027, the Chevrolet Silverado 1500 is highly appealing. Things like a class-exclusive Super Cruise hands-free towing system, large screens, and physical switchgear are wrapped up in an instantly recognizable package, catapulting the Silverado forward without losing its familiar character. We’re particular fans of the Multi-Flex center console, which can be reconfigured to your requirements, and we like that a DuraMax turbodiesel inline-six is available.

The 10-speed automatic has finally been inherited by four-cylinder TurboMax models, replacing the old eight-speed unit, and the Trail Boss and ZR2 trims are happy to hit off-road trails. The former offers 34-inch MT tires, a two-inch factory lift, a special hood, and Torch Red interior accents, while the latter gains 35-inch rubber, standard front and rear e-lockers, and Multimatic DSSV dampers with jounce damping/secondary bump shocks. If that’s not enough, a ZR2 Bison Edition adds beadlock-capable wheels, AEV bumpers, underbody protection, and unique badging. The 2027 Silverado has undergone several changes, and they all look good, but with an antiquated suspension design remaining in place, trims that don’t have Multimatic dampers may have a busy ride.

Chevrolet Silverado 1500 Pros

• More power from new V8 engines
• Upgraded standard infotainment systems were long overdue
• Super Cruise hands-free towing is unique
• 10-speed automatic standard across the range
• Turbodiesel engine available
• New looks modernize Silverado without losing traditional styling DNA

Chevrolet Silverado 1500 Cons

• No hybrid powertrain
• Features like passenger screen only available on pricey range-topping models
• Old suspension design is carried over – no independent rear, only leaf springs with coils in front
• No direct alternative to Raptor R and TRX SRT

Scores:

Capability: 4/5

Comfort: 4/5

Technology: 4/5

Who’s It For?

If you want the latest and greatest tech in your truck, and you want that truck to look both traditional and contemporary, the Silverado 1500 ticks all those boxes.

Recommended Trim

We’d recommend the Chevy Silverado 1500 in Silverado form (this trim replaces the LT), as it’s the best balance of comfort, tech, and price. That said, pricing is not yet available, nor are trim breakdowns, so exactly what you get and how much you pay remain unknown.

Honorable Mentions

Toyota Tundra

The Toyota Tundra is always a crowd favorite, and for 2027, it gets a new Trailhunter package and more tech. The twin-turbo V6 powertrains have plenty of low-end torque, coil-spring suspension provides a comfortable, settled ride, the composite bed resists corrosion well, and the interior tech is on par with segment leaders. The only downsides are lower towing and payload ratings in some configurations, some visibility problems from thick roof pillars, and expensive upper trims, but the latter problem affects all full-size trucks, and if you want a truck that drives like a car, this is about as close as it gets.

GMC Sierra 1500

If the Bowtie badge isn’t prestigious enough for you, the GMC Sierra 1500 will deliver the same improvements in a more premium package, including over 60 inches of combined digital display area and those new V8 engines with up to 420 hp (beating the 400-hp F-150’s V8). This isn’t the most popular truck in America as it’s not the sort of thing you’d want to get roughed up on a job site, but when you want to tow in style, nothing else says “fancy truck” in quite the same way.

Conclusion

There isn’t a huge selection of full-size pickup trucks in the U.S. because those that have considered entering the space know competition is stiff (hence the departure of the Nissan Titan after the 2024 model year), but Hyundai and Kia want to give it a go, and that may encourage others. In the meantime, the trucks above are still hardworking, practical machines, and they’re getting smarter, fancier, and more efficient all the time. Whatever your preference, there’s a full-size pickup trim with the exact nuances that suit your lifestyle and pocket. Europeans could never understand, but the large trucks designed and built right here in the U.S. are special, and we’ll never give them up.

The temps are part of it, sure, but there are other, much more science-y reasons that your EV loses range in the cold. In fact, the battery chemistry itself is affected, and heating you up while warming the battery takes a toll.

Why Cold Temperatures Ruin EV Range

As succinctly as possible, the reason your EV loses range in the cold is that the chemical reaction that makes the battery produce electricity becomes less efficient the lower the temperature is.

Today’s lithium-ion batteries move ions through an electrolyte. When an EV’s battery goes cold, that process is now much more difficult, requiring more energy to occur. In effect, that means the battery can also deliver less energy. US Department of Energy research discovered that range could fall by a massive 41 percent in some situations, provided temps dipped below 20 degrees Fahrenheight.

The same inefficiencies in this chemical reaction are also why EVs drive and deliver power differently after being parked outdoors overnight than after you’ve been driving it for a while. Just like a gas engine, the battery needs to warm up. Now, this is very important. Because of that, most range lost in cold temperatures is only temporary. Once the battery heats up, its efficiency, and therefore range, normalizes.

Your Mortal Coil Also Saps EV Range In The Cold

You’ve probably noticed that you are also cold when it’s cold outside. Hardly a revelation, but the first thing many of us do when getting into a cold car is to crank up the heat. That’s also killing range in the cold. Gas cars get to use their waste heat to help heat the cabin, but EVs don’t. So, they’ve got to work harder to get you warm, making them less efficient as they struggle to heat the cabin and warm the battery cells. The colder it is outside, the harder an EV has to work to keep the cabin warm.

Once again, the Department of Energy’s research shows that HVAC use in the cold consumes much more range than when temps are more civil. The power required to make the cabin comfortable rises as outside temperatures swing to extremes – whether hot or cold.

Is There A Fix For Poor Cold Weather EV Range?

One potential aid is a heat pump/ Rather than using the electrical resistance generated by the battery to create heat, a pump transfers thermal energy to the cabin, which helps heat the cabin more efficiently. That crutch helps make the whole warming process more efficient, thereby allowing your vehicle to recover some range as it heats up.

Another solution is battery preconditioning. Before driving, some EVs allow owners to heat the battery before departure, which requires less energy than simultaneously warming the cabin. Again, this helps negate the penalty from cold temperatures, attacking the problem from the other angle. Finally, owners can try to limit short trips without using one of these methods, as the car won’t have time to properly warm up before you get where you’re going.

In fact, there are plenty of places that aren’t a “bad” place to own an EV, either because of charging infrastructure, incentives, or both.

The Top 10 Places To Own An EV In 2026

The top states for EV ownership aren’t necessarily the fastest-growing. Based on EV registrations, the share of ownership versus gas cars, policy, and charging infrastructure, the ten most EV-friendly states are as follows, according to data from Yardi Matrix:

1. California
2. Washinton
3. Colorado
4. Oregon
5. Utah
6. Nevada
7. Maryland
8. Hawaii
9. Vermont
10. Massachusetts

The Fastest-Growing State For EV Ownership Isn’t A Blue State

EVs are a heavily politicized issue in the US. Oklahoma, typically a “red” state, is bucking that trend. As of June, 2026, Oklahoma is the number one state in the US for EV growth. Oklahoma, though, doesn’t have a lot of the trappings that typically EV-friendly states like California have.

That means it does not have any real policy to direct drivers towards new or used EV purchases. It does offer incentives, but they could best be described as “minimal.” Some infrastructure does benefit from a grant program, which awards “competitive grants for up to 80% of eligible project costs” for fast chargers and level 2 chargers. Public EV chargers with less than 50 kilowatts of charging capacity are also exempt from a $0.03 per kilowatt-hour tax on electricity. Owners are also offered a tax credit of up to $5,500 for EVs under 6,000 pounds and up to $9,000 for EVs between 6,000 and 10,000 pounds.

Compared to other states, these aren’t exactly competitive incentives. However, cheap electricity and high multi-car household rates are contributing factors. Other factors have emerged for Oklahoma residents and buyers across the US. High fuel prices have led to more EV purchases in recent months, likely a temporary spike. But Cox Automotive data shows that second-quarter 2026 EV sales are up 13.9% compared to the first quarter. On a larger scale, EV ownership is still growing in the US, even if not as steadily as other markets like Europe and China.

Other states where EV adoption has exploded include Montana (487% EV registration growth over five years), Arkansas (454%), New Jersey (422%), and Nevada (420%).

Take the electric truck out, and F-Series sales rise 2.9%, from 197,727 to 203,418. The Chevrolet Silverado grows 2.7% to 146,639, based on GM’s deliveries table, and Ram pickups climb 34% to 117,757, led by a 73% gain for the Ram 1500, according to Stellantis’ third-quarter report.

The Lightning Loses More Trucks Than The Whole F-Series

Ford lists the Lightning as a memo line within the F-Series total. The third row is calculated from Ford’s table.

The Lightning’s drop of 9,716 trucks is more than twice the F-Series’ overall shortfall. Ford ended production of the all-electric Lightning in December 2025 and says an extended-range version will replace it, so third-quarter sales come from a truck that is no longer built. Ford’s sales tables don’t separate F-150 and Super Duty sales, so it isn’t possible to say which of the gas and hybrid trucks account for the gain.

Removing the Silverado EV makes a smaller difference at Chevrolet. The electric truck falls 58% to 1,655, and without it the Silverado line rises 4.4%, from 138,873 to 144,984. Ram’s pickup totals include no electric truck.

The year-to-date picture is less flattering for Ford. Through September, Lightning sales total 4,770, down from 23,034, and even without them F-Series sales are down 6.8%, from 597,546 to 556,738. Ford tied its first-half results to a retiming of commercial production after last year’s aluminum supply shortages. Production is now moving the other way, with F-Series output up 4.5% to 266,777 trucks in the quarter and Super Duty production reaching 110,275, its best quarter in 19 years. September is the only month of the quarter in which total F-Series sales rise, up 2.4% to 67,448, which Ford links to higher production.

There’s one caution in Ford’s release. At the end of September, a short-term supplier issue, which Ford says is unrelated to aluminum, affects F-150 production. Ford expects the financial impact to stay within its full-year guidance but doesn’t say how many trucks are involved.

Ram Alone Adds More Trucks Than The Three Lines Do Combined

Silverado includes light-duty, heavy-duty, medium-duty and electric trucks, as GM reports it. Ram combines light-duty and heavy-duty pickups. Sierra is reported separately by GM and is not included.

Together, the three lines sell 29,492 more trucks than a year ago, and Ram on its own adds 29,691. A year ago, the Silverado outsold Ram pickups by 54,747 trucks in the third quarter, and this year that gap shrinks by almost half, to 28,882. The F-Series lead over the Silverado also narrows, from 64,919 trucks to 57,068.

Stellantis says Ram 1500 retail sales, which exclude fleet, rise 42%.

Related: Why Ram Truck Sales Are Surging While Rivals Are Slipping

Half-Ton Trucks Grow While Heavy-Duty Trucks Shrink

GM and Stellantis split their pickup sales by size, and both show the same pattern. Both companies’ light-duty pickups gain sales, while their heavy-duty trucks decline.

The light-duty Silverado adds 11,761 trucks over last year, and the Ram 1500 adds 32,301. On the heavy-duty side, the Silverado HD loses 4,953 sales and the Ram HD 2,610. GMC’s Sierra follows the same path, with the light-duty truck up 2.9% and the Sierra HD down 6.9%.

That growth comes late in the current Silverado’s life. GM says the next-generation 2027 Silverado and Sierra are scheduled to begin arriving in dealerships in the fourth quarter, so every Silverado counted in the third quarter is the current generation.

Year To Date, Only Ram Is Growing

The F-Series is still far ahead for the year. Ford puts its lead over the Silverado at more than 140,000 trucks through September and says the F-Series remains on track for its 50th straight year as America’s best-selling truck. Measured against GM’s total Silverado figure, which also counts medium-duty and electric trucks, the gap is 138,795. Ford also says the F-Series has the highest retail share among full-line truck brands in the quarter, along with the lowest incentive spending in the segment.

Related: Honda Vs. Hyundai Vs. Toyota Sales: One Popular SUV Is Down Nearly 30%

Beyond The Pickups, All Three Companies Shrink Or Stand Still

Automaker totals, including all brands.

Strong truck results don’t carry over to the companies as a whole. GM points to a much smaller EV market and discontinued vehicles, and Chevrolet brand sales fall 4.6% to 437,321. Ford attributes its decline to the planned phase-out of the Escape and Lincoln Corsair, and says that adjusted for those two models, its volume is essentially unchanged.

At Stellantis, Ram brand sales rise 29% to 134,072, while Jeep falls 20% to 128,542, which puts Ram ahead of Jeep for the quarter. The Ram brand total also includes the ProMaster van, so it runs above the 117,757 pickup figure. Ram’s 30,355 added sales nearly offset Jeep’s 32,022 lost ones, and gains of 2,005 at Chrysler and 426 at Dodge more than close the remaining gap. Through September, Jeep still leads, 413,793 to 369,379.

Verdict: Ram Has The Strongest Quarter, And The F-Series Is Healthier In Q3 Than It Looks

Ram has the best third quarter of the three by every measure that involves change: the biggest percentage gain, the most trucks added, and the only growth for the year. The overall F-Series figure also hides an important detail. Its gas and hybrid trucks grow in the quarter, and the decline is more than accounted for by a discontinued electric truck that sells just 289 units. It is still down for the year, though, even without the Lightning.

Two things are worth keeping in perspective. Ram’s 76,650 light-duty trucks still trail the light-duty Silverado’s 100,221, and Ram’s heavy-duty sales fall just like Chevy’s. The fourth quarter also brings a new variable, since that is when GM schedules the next-generation Silverado and Sierra to begin arriving.

If you’re shopping:

• Silverado: GM says the next-generation 2027 Silverado is scheduled to begin arriving in dealerships in the fourth quarter, so if you want the new truck, ask your dealer about timing before you sign.
• F-Series: Ford lists 215,400 F-Series trucks in gross stock at the end of September, up from 201,000 a month earlier, and says its incentive spending is the lowest in the segment. Dealer offers still vary, so compare quotes before you buy.
• Ram: Ram’s initial 2026 allocation of the 2027 Ram 1500 Rumble Bee 5.7L sold out within 90 minutes of orders opening, and Stellantis says the truck reaches dealerships in the fourth quarter.

Winner: Nissan Z NISMO

For the 2027 model year, the Nissan Z NISMO wins our Best High-Performance Car category. Now available with a six-speed manual transmission, the 3.0-liter twin-turbocharged V6 has had its throttle and ignition timing revised to suit. 420 horsepower and 384 lb-ft of torque are sent to the rear axle through a stronger clutch than the regular Z, operated through a new shifter with a shorter throw. Two-piece iron-aluminum brake rotors mean more time on track and shed 19 pounds of unsprung weight, while a slicker steering rack makes the Z NISMO easy to place in the tightest canyons.

Inside, a 12.3-inch digital gauge cluster and a 9.0-inch central touchscreen with wireless Apple CarPlay are laid out neatly, and the cabin still has physical buttons so you can keep your eyes on the next apex. Combined with unique styling inside and out, including gorgeous Recaro bucket seats, the Z NISMO is essentially an aftermarket version of the regular Z, yet it still has a factory warranty. As a relatively affordable way of hooning, a rear-wheel-drive Japanese sports car is hard to beat, but the Z NISMO stands out for combining turbo power, range-topping bragging rights, and a manual transmission.

Z NISMO Pros

• It’s a genuine, platform-specific, RWD, two-seat sports car
• Aggressive, retro styling stands out
• Manual option adds huge driver appeal
• Twin-turbo V6 is reliable and powerful
• Recaro seats and physical buttons focus the cabin

Z NISMO Cons

• Cargo area is small (6.9 cubic feet)
• V6 is thirsty when driven hard
• Six-speed manual option will be highly limited

Nissan Z NISMO Scores:

Performance: 4/5

Driver Appeal: 4.5/5

Daily Usability: 3.5/5

Who’s It For?

The 2027 Z NISMO is for the enthusiast who wants a pure sports car with a manual transmission, enough power to drift, enough braking power to attack a track, and no reliability concerns. While the manual is rare, the Nissan Z NISMO’s relative ease of availability compared to some German sports sedans and sports cars makes it less of a liability as a daily driver, too.

Recommended Trim

The 2027 Nissan Z NISMO is available with either a six-speed manual or a nine-speed automatic transmission, and we’d select the former. However, the auto’s launch control function is a bonus not offered with the three-pedal. Can’t afford a NISMO? The mid-range Nissan Z Performance trim is the best balance of comfort and price.

Runner-Up 1: BMW M3 CS Handschalter

Due to its limited availability and six-figure asking price, the 2027 BMW M3 CS Handschalter narrowly misses out on top honors. Lighter and less powerful than the automatic option, the Handschalter gives the final G80 model year a six-speed manual, and with retuned suspension and all 473 hp going to the rear axle, it’s an instant classic. That means opportunists won’t drive it as much, but those that do will get the benefit of CS-specific tuning without the weight of all-wheel drive, and as Bimmer enthusiasts know, BMW does its best work when those two letters are slapped onto an M car.

It’s worth noting that you have to order M Carbon Ceramic brakes (painted red or gold) to get the best out of the stick-shift M3 CS’s handling ability, as this cuts 31.5 lbs of unsprung mass and contributes to an overall weight reduction of 75 lbs. You also need to spend a little more to get the best tires ($600) and an aluminum front strut brace ($1,100), but put some paint protection film on the car, accrue a few thousand miles over the next five years, and you’ll likely still recover the $107,100 asking price (plus $1,350 for shipping). Opt for Techno Violet or Imola Red paint at $4,500, and your M3 CS Handschalter will likely be even rarer, and thus more valuable. The S58 3.0-liter twin-turbo inline-six is practically bulletproof, the G80 cabin still has physical buttons, the trunk is deceptively large, and there’s enough seating to get the whole family sideways. Unless you need an SUV or AWD, this might be the perfect one-car garage-filler.

BMW M3 CS Handschalter Pros

• Single model-year availability makes it rare
• Manual transmissions are particularly unusual in this segment in 2027
• Upgraded handling dynamics promise a sharper driving experience
• Ditching AWD saves weight, making this the most fuel-efficient M3 CS variant
• S58 engine is strong, responsive, and reliable
• Spacious interior is remarkably practical

BMW M3 CS Handschalter Cons

• Rarity will result in limited availability, markups, and limited use by eventual buyers
• Less power than a “normal” M3 CS with AWD
• Six-figure asking price keeps rising with options
• Fuel economy is not its forte

BMW M3 Handschalter Scores:

Performance: 4.5/5

Driver Appeal: 4/5

Daily Usability: 4/5

Who’s It For?

The successful individual with a six-figure salary who wants a practical yet fun, fast yet safe, and streetable yet sought-after sports sedan that is highly unlikely to depreciate heavily.

Recommended Trim

The M3 CS Handschalter is a singular variant only available for 2027. However, automatic CS variants will continue to be offered, and for now, the regular M3 (non-Competition) can also be had with RWD and a manual, just without the CS carbon fiber and handling upgrades. If you can’t get a CS Handschalter, a base M3 is almost as exciting for much less money.

Runner-Up 2: Audi RS 5

The 2027 Audi RS 5 has gained a lot of weight in becoming a plug-in hybrid, and while the efficiency benefits of such a powertrain depend on how the driver uses the car, the new RS 5 is so much more than just a 2.9-liter twin-turbo V6 with an electric motor bolted to the eight-speed automatic. Audi has debuted what it claims is the world’s first electromechanical torque vectoring rear transaxle, and that means the new RS 5 can burn its tires much better when you let your hair down and will steer more sharply when you’re taking driving seriously. By all accounts, the 5,192-lb curb weight is beautifully masked by the chassis dynamics, helped by the wider track within gorgeously bulging wheel arches.

The M3 is a great all-around daily driver, but the RS 5’s mix of AWD and a 40-mile EV range makes it even better all year round. While the RS 5 is no longer available as a coupe and is unlikely to be offered as an Avant/wagon in the U.S., the sedan looks more aggressive than many two-door sports cars, and the hatchback tailgate means loading suitcases and groceries is easier than in direct competitors. 630 hp, 0-60 in around 3.5 seconds, and a top speed of up to 177 mph. What more could you want?

Audi RS 5 Pros

• 630 hp is plenty for a compact sports sedan
• Clever torque vectoring system means sharper dynamics
• PHEV powertrain and all-electric driving mode can help improve fuel economy
• Aggressive styling is purposeful and muscular from every angle
• Practical with a large tailgate and decent cargo space (11.7-41.3 cubic feet)

Audi RS 5 Cons

• 5,200-lb curb weight is immense and will contribute to tire and brake wear
• No coupe option, wagon unlikely
• Audi Sport depreciation has historically been worse than BMW M, Mercedes-AMG
• No manual transmission
• Cargo space would be better without a battery pack

Audi RS 5 Scores:

Performance: 4/5

Driver Appeal: 4/5

Daily Usability: 4.5/5

Who’s It For?

Most buyers in this segment tend to choose an M3, so the RS 5 is for someone who wants to stand out. It’s also for those who want a practical and relatively efficient all-year sedan with enough excitement to make the daily drive enjoyable; few cars provide such effortless performance.

Recommended Trim

With the RS 5 coupe gone and the Avant unlikely to make it to our shores, there’s only the sedan to choose from. However, if Audi decides to give us the wagon, we’ll change our answer.

Honorable Mentions

Chevrolet Corvette Grand Sport

With a new LS6 6.7-liter naturally aspirated V8 producing 535 hp to the rear wheels, the Corvette Grand Sport is pure American muscle in an exotic, mid-engine suit for less than six figures ($86,000 base MSRP). Numerous performance upgrades are available, and in Grand Sport X form with an electric motor on the front axle creating AWD, up to 721 hp is on offer. Mid-engine balance, V8 power, and supercar looks at an affordable price? Win.

Porsche 911

From the entry-level Carrera to the range-topping Turbo S and Weissach’s GT3 and GT3 RS, every single Porsche 911 is beautiful to drive, and with the GT products still sticking to naturally aspirated power for the time being, a 911 offers a pure driving experience unlike any other, whether coupe or cabriolet. Speaking of, there’s even a drop-top GT3 called the 911 S/C. Manual transmissions are also available in some models, though getting your hands on the best 911 variants takes lots of money and an uncomfortably close relationship with your dealer.

BMW M2 with M xDrive

Adding AWD to the BMW M2 has made it a viable option for those who contend with low-grip scenarios on a regular basis, and because this is M xDrive, the front axle can be disconnected when a more tail-happy demeanor is suitable. In a nutshell, a four-paw M2 makes the car more approachable, and that should mean it’s more exploitable more often.

Ford Mustang Dark Horse SC

The Ford Mustang Dark Horse SC is effectively the S650 generation’s Shelby GT500, and it gives you a supercharged 5.2-liter V8, carbon fiber wheels, carbon-ceramic brakes, and up to 620 lbs of downforce. It makes 795 hp and starts at “only” $103,490, making it far more attainable than the Mustang GTD, which can run well over $430,000.

Conclusion

Buyers looking for a high-performance car are spoilt for choice in 2027, whether they want to spend five figures or six, whether they want to buy domestic or foreign, whether they want manual or automatic, and whether they want rear- or all-wheel drive. It’s a great time to be alive, and as the end of the decade nears, we hope automakers continue to give enthusiasts options like these.

BMW, Lexus and Mercedes-Benz are past masters at this sort of thing, but do they really live up to their promises? To find out, find out which owners of these three brands are the happiest overall, we turned to the latest J.D. Power and Kelley Blue Book survey data.

J.D. Power calculates scores using structured owner surveys split into the first 90 days of ownership for initial quality/design and 3 years for long-term dependability.

Kelley Blue Book (KBB) collates its consumer ratings from web submissions that aggregate owner feedback over the entire production run of a specific vehicle. The combination of this short and long term data provides a more comprehensive picture of whether a vehicle meets owner expectations or not.

BMW Vs. Lexus Vs. Mercedes-Benz Owner Satisfaction: JD Power Stats

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J.D. Power gets its owner satisfaction score over the following areas: Quality and Reliability, Driving Experience, Resale, and Dealership Experience. The scores below show how individual models have fared in five of the most competitive sectors for these brands.

Lexus has close links to its mainstream Toyota parent, and it certainly pays off when it comes to long term reliability. It makes the most of proven technologies which translates into good durability, and lower running costs. Every one of the Lexus models here scored in the ‘great’ category, with the long running IS sports sedan getting the highest score overall, highlighting the benefits of a well-matured platform.

Both Mercedes and BMW offer a broader range of vehicles than Lexus, and not borrowing parts from a mainstream manufacturer does give them an advantage in terms of that all-important luxury vehicle image, but they both trail Lexus when it comes to putting a smile on the faces of their customers.

The most common issues mentioned for both brands was overly complex infotainment systems, and complaints about extended repair resolution times. This is partly down to the more advanced electronic architecture and powertrain tech used by BMW and Mercedes, which can suffer from more complicated issues that take longer to resolve.

BMW Vs. Lexus Vs. Mercedes-Benz Owner Satisfaction: Kelley Blue Book

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Kelley Blue Book (KBB) evaluates owner satisfaction over a longer time frame, so if a vehicle is going to fall short in one some of the five categories evaluated, namely: Value, Quality, Performance, Styling, Comfort, and Reliability, then it will pull the overall score down.

Here is how the same lineup compares based on KBB Consumer Review scores:

Once again, Lexus tops the charts with a strong overall showing, aside from the RX SUV. Owners complained about reliability issues, and a lack of power front eh four-cylinder engine.
BMW was not far behind, with the 5 Series sedan scoring a perfect 5/5 across all measured criteria, but the sample group for this model was small, so further feedback is needed before we can draw any meaningful conclusions here. The rest of BMW’s models all scored in the 4’s, aside from the 7 Series which was rated well below average in terms of value and quality. Mercedes-Benz models were rather poorly rated overall, with the GLC SUV scoring a perfect 5/5, but once again this data was based on a very small number of respondents.

For vehicles with a statistically significant level of feedback, the scores tended to be in the 3’s, with value-for-money, quality and reliability being the three areas where scores were below average.

Which Brand’s Owners Are The Most Satisfied?

Owner satisfaction doesn’t show which vehicle or brand makes the fastest, most high-tech, or most luxurious vehicles, what it does indicate is whether or not the manufacturer has lived up to the promise it made the customer.

No one is going to rate a base Toyota Corolla poorly because it doesn’t have a superb ride quality and face-bending performance, but if that’s what you are led to expect from your expensive Mercedes-Benz SUV, then it better deliver.

In the shorter ownership surveys, Lexus has clearly managed to keep its customers happier than rival BMW and Mercedes have. BMW manages to close the gap in the longer-term evaluations, but Mercedes trails both by some margin.

While individual models from all three brands can buck the overall trend, you are most likely to be satisfied behind the wheel of a Lexus.

What Is An Oil Catch Can?

This is where the oil catch can enters the equation, but what is it, and what does an oil catch can do? It is installed inline with the PCV system and is designed to filter the oil droplets out of that oil mist coming from the crankcase. These gases pass through a set of baffles, and as the gases suddenly slow down and cool, the heavier oil and water droplets condense onto the filter media and trickle into the catch can. Higher-quality catch cans also have stainless-steel or copper mesh filters to make sure that the fluids stay in the catch can and don’t get sucked back into the engine. Only filtered air can exit the can, while the heavier fluids stay behind to be drained at regular intervals.

What Type of Engines Benefit from an Oil Catch Can?

The engines that most benefit from oil catch cans are the ones with direct fuel injection. These engines have no manifold injectors that spray fuel onto the backs of the intake valves to keep them clean, so any oil that collects on the valves will stay there. Engine heat will cause the oil to harden and form a hard carbon crust, which gets thicker and thicker as the miles roll by, with engine efficiency and performance eventually suffering. If a direct-injected engine is turbocharged, an oil catch can is even more beneficial to prevent the intercooler and its plumbing from getting coated in an oil layer that may reduce its effectiveness.

Dual-Injection Engines

Some direct-injected engines do have additional manifold injectors – the so-called dual-injected engines – that help keep the intake valves clean, and some examples include:

• The Dynamic Force naturally aspirated 2.0L and 2.5L Toyota 4-cylinder engines in cars like the Toyota RAV4 and Lexus NX, and the turbocharged Dynamic Force engines: the 2.4L 4-cylinder (in vehicles like the Tacoma and 4Runner), the 3.4L twin-turbo V6 (Toyota Highlander, Lexus GX, etc.), and the 1.6L 3-cylinder in the GR Corolla.
• The FA24 naturally aspirated boxer 4-cylinder engine in the Toyota GR86 and Subaru BRZ.
• Later generations of the Ford 2.7L and 3.5L EcoBoost V6 engines, as well as recent generations (2018+) of the Coyote V8 engine.
• Some later variants of the VW/Audi EA888 2.0L turbocharged 4-cylinder engine, depending on the year and market.

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Dual-injected engines have manifold injectors, so their intake valves stay far cleaner. These injectors don’t work all the time, but only when needed, so they will greatly reduce carbon buildup, but may not be able to entirely prevent it at high mileages.

Which Oil Catch Can is the Best

You generally get what you pay for, so the more expensive oil catch cans are better. An oil catch can should not just have baffles, but also a filter to be properly effective, and to make sure as little oil vapor as possible makes it back into the engine. The more expensive ones have a proper filter, a drain plug, and a bigger can that you don’t have to empty as often. Here is an interesting discussion by Jason Fense of Engineering Explained about the different types of oil catch cans and why they are so important for direct-injected engines:

How to Install an Oil Catch Can in Your Car

A home mechanic with a basic mechanical interest can fairly easily install an oil catch can themselves. First, you must check how much under-hood space you have for one. Bigger catch cans require more space. You also need to find a spot high up enough so it’s easy to get to the catch can and check the level or drain it, but not too close to a heat source like an exhaust manifold. You’ll need high-pressure fuel- and oil-resistant hoses to connect it, and you may have to fabricate a bracket or devise a way to mount it safely and securely.

What is the Fluid in the Oil Catch Can Made Up Of?

The fluid that accumulates in the oil catch can may hardly look like oil to you, because a lot of it isn’t. It’s made up of fuel-diluted oil, unburnt fuel, soot, acidic combustion byproducts, and water, and may be an unsightly yellow sludge. Humidity and water vapor condensation can turn it milky white. The result is only partly oil, and the rest is made up of a cocktail of substances generated in the crankcase and PCV system.

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Final Thoughts

A modern car with direct fuel injection can benefit greatly from an oil catch can, and the earlier in the car’s life you install it, the better. It’s an affordable way to keep your intake valves clean, and a high-quality oil catch can installed when the mileage is low will keep your engine running efficiently far longer because it’s not being choked by baked-on carbon on your intake valves. It is even more indispensable in turbocharged direct-injected engines.

Even at high mileages, once you’ve had your intake valves and intercooler system cleaned, you can install a catch can to massively reduce future carbon buildup. The first time you empty that oil catch can, you’ll get a graphic demonstration of all the gunk that would otherwise have gone straight into your engine. It’s absolutely worth the few hundred dollars it costs you to buy and install.

When you need to get a lot of people and cargo from point A to point B, nothing can beat a minivan. They may not be as popular as they once were, but the boxy, upright bodies of vans free up more interior volume than in any other vehicle type. In making our selection of the best vans and family vehicles for 2027, we focused on practicality, space, and value. We also considered our own experiences with these vehicles, along with safety ratings and manufacturer-supplied specifications to determine our top choices. These vehicles won’t make the hairs on the back of your neck stand on end, but they’re all fantastic options for larger families.

Winner: Kia Carnival

Introduced for the 2022 model year, the fourth-generation Kia minivan brought with it the Carnival nameplate, replacing the Sedona in the process. As stylish as minivans get, the Kia Carnival has an SUV-like presence but comes with all the versatile features expected of a minivan.

Cargo space is a massive 145.1 cubic feet with the back seats down and still over 40 cubic feet with all the back rows up. There’s space in the third row for adults, and getting inside is simple thanks to second-row sliding doors. The interior design and crisp displays make the Honda Odyssey’s cabin appear dated, and we found the seating to be plush. There are practical features aplenty, including a middle second-row seat that folds into a tiny console when needed. A 115V inverter, rear sunshade blinds, and tri-zone climate control are all on the menu, too. The minivan can be configured to seat either seven or eight.

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But, while some minivans are even larger inside, it’s other attributes of the Carnival that push it to the front of the class. 2027 pricing undercuts key rivals at just $37,490. You can choose between a 287-horsepower V6 or a newer 242-hp hybrid; the latter gets 32 mpg combined and a range of over 600 miles. We only wish all-wheel drive was available, but besides this, it’s difficult to fault the Carnival.

Carnival Pros

• Smooth V6 and economical hybrid options
• Doesn’t look like a frumpy van
• Excellent cargo and passenger space
• Solid build quality
• Good value and class-leading warranty

Carnival Cons

• Some rivals have even more space
• No AWD option

Carnival Ratings

• Family practicality: 5/5
• Space: 4/5
• Value: 5/5

Who’s It For?

Larger families needing a spacious vehicle will love the Kia Carnival. It’s also a stylish option for anyone coming from an SUV. 

Recommended Trim

Although it costs quite a bit more than the non-hybrid model, our choice is the Carnival Hybrid EX. It’s as quick and quiet as the V6 but much lighter on gas, while the EX trim adds niceties like power front seats, a passenger view camera, and a smart power liftgate. This model costs $43,690 for the 2027 model year.

Related: I Drove The 2026 Kia Carnival SX Prestige: Here’s My Honest Family-Focused Review

Runner-up 1: Honda Odyssey

The Honda Odyssey is older and more expensive than the Kia Carnival, but it’s even more voluminous inside. Honda says cargo space maxes out at 155.8/91/38.6 cubic feet behind the first/second/third rows. Wherever you sit, you’ll enjoy adult-friendly space, as there’s 38.1 inches of legroom even in the third row. 

The Odyssey can seat eight people and comes with Honda’s third-row Magic Seat and second-row Magic Slide seats. The third row effortlessly disappears into the floor when not needed, while one second-row seat can be removed to create comfortable sliding captain’s chairs in the second row. Equipment like tri-zone climate control, a conversation mirror, and multiple storage spaces make this a wonderful family vehicle.

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Powering the Odyssey is a 3.5-liter V6 with 280 hp and 262 lb-ft of torque. It’s one of the quickest minivans around and impresses with keen responses, but it lacks AWD or an efficient hybrid. If you can live without those options, it may just be the top minivan for you.

Prices for the 2027 Honda Odyssey are estimated to start at around $43,000 (2026 models begin at $42,795), so it’s considerably pricier than the Carnival.

Odyssey Pros

• Cavernous interior with massive cargo space
• Adult-friendly seating in all rows
• Multiple seating configurations
• Responsive V6 and quick acceleration
• Good build quality

Odyssey Cons

• No AWD
• Lacks an efficient hybrid
• Priced above key rivals

Odyssey Ratings

• Family practicality: 5/5
• Space: 5/5
• Value: 3.5/5

Who’s It For?

This is the most practical minivan if you want to maximize passenger and cargo space, so will suit any large family. And, while expensive in the segment, it’s a much cheaper alternative to full-size three-row SUVs with comparable space.

Recommended Trim

There are more value-conscious minivans around, so for the Odyssey, we’re inclined to go all-in on one of the feature-packed upper trims. The Touring is second from the top of the range and comes with a rear entertainment system, leather seats, and a CabinWatch system to keep an eye on the kids. It’s not cheap, but it’s a brilliant family car.

Runner-up 2: Toyota Sienna

This is the only minivan to rely exclusively on hybrid power, so it’s hard to beat as an efficient people-mover. With EPA ratings of up to 36 mpg combined, it’s even more economical than the Kia Carnival Hybrid, underlining Toyota’s extensive experience with hybrid powertrains. The Sienna’s 2.5-liter four-cylinder mill makes 245 hp combined and manages to keep up with most rivals off the mark, but the engine isn’t particularly refined; Honda’s Odyssey V6 is much more satisfying.

View the 3 images of this gallery on the original article

Like its rivals, the Toyota Sienna is massive inside and puts most SUVs to shame, but the Odyssey is well ahead in space. Cargo space is 101/75.2/33.5 cubic feet behind the first/second/third rows. It can seat seven or eight people comfortably, but the second-row seats aren’t removable as they are in the Honda. That said, you can still slide the captain’s chairs to prioritize legroom or cargo space, and there are useful features like an onboard vacuum cleaner, a fridge, and four-zone automatic climate control.

The estimated starting price for the 2027 Toyota Sienna is $41,500, based on the 2026 model’s base MSRP of $40,420. This makes it more expensive than the Carnival but cheaper than the Odyssey.

Sienna Pros

• Huge cargo and cabin space
• Smooth ride
• Standard hybrid powertrain boosts efficiency
• Available with AWD

Sienna Cons

• Unrefined four-cylinder engine
• Ordinary driving experience
• Odyssey beats it for cargo space

Sienna Ratings

• Family practicality: 4.5/5
• Space: 4/5
• Value: 4.5/5

Who’s It For?

Parents who need the most efficient minivan on sale need not look any further—the Sienna uses the least gas of all rivals, which is important considering that minivans cover more miles than most other vehicle types. It’s also one of the only minivans with AWD.

Recommended Trim

There’s quite a large price gap between the base LE and XLE, with the latter costing over $45,000. The XLE remains our choice, though, as it adds welcome upgrades like four-zone climate control, SofTex upholstery, heated front seats, and the larger 12.3-inch touchscreen display.

Honorable Mention

Chrysler Pacifica

There are no “bad” minivans on sale, and there’s no shame in the Pacifica ranking just below three talented rivals. Like its competitors, the Chrysler boasts a massive interior, flexible seating configurations, and eats up the miles with no fuss. It received a styling refresh for 2027, but the old Pacifica plug-in hybrid is sadly gone, so it can’t match Kia and Toyota’s efficient alternative. Starting at $41,495, the Pacifica is more expensive than the Kia but cheaper than the Honda. It’s a competent minivan, but it is somewhat disappointing that its 2027 refresh was primarily cosmetic.

Related: 2027 Chrysler Pacifica Arrives With New Look, Updated Tech, and New Pricing

Conclusion

The minivan segment may be small, but the competition between these four vehicles is fierce. All offer masses of space and a bevy of surprise-and-delight features that will keep everyone comfortable and entertained. The Kia’s low price, available hybrid, and the most modern design of the group earn it the win, but we’d recommend the Odyssey for class-leading interior volume and the Sienna if you want to keep running costs as low as possible. It’s not hard to understand why minivan sales have been on the rise over the last two years.

Related: Minivans Aren’t Dead — And the Numbers Prove It

Basic formula, consistent identity

While the 911 may be an icon with a handful of close rivals today, its origins ultimately trace back to the vehicle it replaced. In 1948, Porsche introduced the 356, complete with a rear-mounted, air-cooled four-cylinder engine derived from the Volkswagen Beetle. It was the first sports car to wear the Porsche badge, and effectively established the automaker’s reputation for lightweight, agile sports cars. 

Naturally, the 356 evolved over time, but by the early 1960s, it was clear Porsche needed a successor. In developing a prototype, the German sports car marque aimed to develop a vehicle that offered better performance, more passenger space, and improved comfort without compromising the 356’s founding principles. The result was the Type 901, which made its debut at the 1963 Frankfurt International Motor Show.

The Type 901 prototype arrived with a distinctive sloping roofline, rounded headlights, and a rear-mounted engine. It came powered by a 2.0-liter air-cooled flat-six that generated around 128 horsepower. The horizontally-opposed engine kept the compartment relatively compact, while the rear-engine configuration maintained the brand’s engineering philosophy.

Funnily enough, the 911 moniker stems from a disagreement between Peugeot and Porsche. The former claimed they held the right to three-digit car names with a zero in the middle, and Porshce ultimately changed the 901 to the 911. The model officially went into production in September 1964, and the 911 name has carried across generations, essentially solidifying a legacy few other nameplates can match.

While Porsche has largely carried over the 911’s basic proportions and rear-engine configuration over the past six decades, the automaker hasn’t been shy about shifting to new technologies. Arguably the most controversial example came with the 996 generation in 1997. 

For more than 30 years, the 911 had relied on air-cooled flat-six engines. As emissions regulations became more demanding and performance metrics grew, it became more difficult to develop an effective traditional cooling system. As a result, Porsche swapped to water cooling, a move that preserved a broader concept while sacrificing a staple of the nameplate.

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More than a single sports car

Arguably one of the most significant factors in the success of the 911 lies in just how accessible it is in terms of range, at least as far as high-performance sports cars go. Rather than offering a single sports car with a single powertrain setup, the German marque opted to develop an entire family of vehicles designed for broad appeal. Each variation meets a certain purpose or fills a specific niche, effectively appealing to a larger consumer base.

The Carrera has long served as the base model, delivering performance, comfort, and usability that makes the 911 well-suited for both daily drivers and weekends at the track. The Turbo fills a different niche, with more emphasis on performance and all-weather capability. As far as high-performance 911 variants go, the GT3 was significantly influenced by motorsports, with a high-revving engine, precise handling, and track-ready performance. Even more powerful still, the top-end 911 models, like the GT2 RS, deliver turbocharged performance paired with extensive chassis and aerodynamic upgrades.

While the 911 is clearly a sports car at heart, it also offers a certain degree of practicality. Many sports cars limit seating to just two passengers, but Porsche brings the 911 to market with a 2+2 configuration. The rear seats are small, but they’re suitable for children and additional storage. Not only that, but the 911 doesn’t make as many compromises as its rivals when it comes to comfort.

Successors, financial woes, and the 911

Porsche introduced the 911 for the 1965 model year, but the iconic sports car was up for discontinuation in the late 1970s. The German manufacturer began developing sports cars that were a far cry from the mid-engine 911. In 1977, the 928 hit the market. Positioned as more of a grand touring car, it featured a luxurious interior and a front-mounted water-cooled V8 engine.

It can be argued that the 911 and 928 took different routes to the same location. Both models emphasized comfort at high speeds, a refined interior, and the capability to travel long distances. The result of uncertainty about the future of the 911, the 928 was essentially positioned as a potential successor to the icon. 

Fortunately, it wasn’t meant to be. While the 928 was a respectable sports car in its own right, consumers by and far preferred the 911 and its unusual setup. In 1981, Peter W. Schutz took over as Porsche CEO and reversed the decision to discontinue the 911 in his third week on the job.

With the future of the 911 secure, development of the sports car icon continued alongside Porsche’s other offerings. It went on to receive major upgrades, including more powerful engines, all-wheel drive, and updated chassis components. Keeping the 911 around helped the brand survive as it faced financial uncertainty years later. 

As financial woes mounted, Porsche began sharing components between the 911 and Boxster in an effort to both reduce costs and introduce a redesigned 911. The end result was a modernized sports car lineup, broader range, and streamlined manufacturing processes that helped save Porsche from bankruptcy and hostile takeover.

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Final thoughts

Despite 60 years on the market, the Porsche 911 managed to evolve to meet shifting regulations and consumer demands without losing its identity. A consistent balance between heritage and progress transformed an unusual 1960s sports car into an institution that has more than endured the test of time. Not only is the 911 one of the greatest icons in the automotive industry, but it serves as the face of the brand itself to this day. 

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You could say that the industry has gone mad with features and is scraping the bottom of the barrel in order to find the next big thing, so much so that we’re getting car features that we didn’t think we wanted or needed in the first place.

There are some features that we consider to be staples, but then there are the nice-to-haves that we’re gonna use once and then forget about after a while. Then there are the features that solve very trivial problems that should have been addressed in driver’s ed or honed through experience.

Of course, I am speaking through the lens of a car enthusiast who is able-bodied and not suffering from any ailments associated with age (for now). My perspective may differ from yours, and you may find these features very useful, but perhaps most would be inclined to agree that some of these features might never be used outside of the dealership’s sales pitch or make you go, “Really? There’s a feature for that?”

Around View Cameras

Okay, let’s start off with something that you could say is heaven-sent, but addresses first-world issues and skill issues at the same time. What I mean by that is, both newbie and veteran drivers tend to love and look for this feature on new cars. I’m talking about 360-degree cameras, 360-view cameras, or around-view monitors, as the industry likes to call them.

This relatively new tech feature helps you navigate tight spaces and get your parking on point. Other brands also use them on off-roaders and market them as some kind of trail monitor. Electric automakers like Tesla have also brought this feature further and turned it into a surveillance camera of sorts. Sentry mode uses the cameras around the car to monitor any suspicious activity, which is quite innovative, I must say.

The first-world problem? “Oh no, my car is too big, and I find it hard to drive around and park. I need a camera system to be able to drive normally.” Back then, driving a big car involved getting used to it and getting good, but I completely understand the dilemma. I won’t complain about more visibility around the car, so I’ll just say that it’s hard to let go of a quality 360-camera system once you get used to living with it.

Lead Car Departure Warning

If your new car has an advanced driver assistance system (ADAS), chances are Lead Car Departure Warning is included. As far as car features and new-car options go, this might address a common driving habit.

This feature uses the front radar to detect the distance between the nose of your vehicle and the rear of the lead car (the car in front), similar to how adaptive cruise works. When the car in front takes off and the driver behind the wheel doesn’t react to that visual input, the system then notifies the driver to “wake them up” or “nudge” them to start driving.

The first-world problem? “I was on my phone and wasn’t paying attention.” I mean, as long as the car was stopped, sure, but if you’re stopped at a light, at least keep one eye on the road.

Self Parking

Parking is one of the most basic skills that a driver needs to know before they get their license, so I’m not sure why some brands thought that programming a self-parking feature was at all necessary. I guess brands just like to show off, or it’s a “me too” effect in the industry.

As far as new car options go, I never use this one, but it is interesting how it works. Push a button or enable it in the infotainment system, and then the car “hunts” for a spot that it can fit in. Good systems can also look for parallel parking slots. After that, the car will self-park after a few prompts.

The first-world problem? “I don’t think I can park there,” or “I don’t know how to park.” Yeah, okay buddy, please go back and practice, or perhaps try. Again, parking is a basic skill all drivers must learn before they start going out on the road.

Self Driving

If the car drives itself, were you even driving in the first place? I mean, at this stage, what is even the point of a car if you can’t drive it yourself? Speaking as an enthusiast, of course. There is a certain joy in being behind the wheel, but on long and drawn-out road trips with a lot of highway, I can say that adaptive cruise has saved me from time to time, even if that’s nowhere near full self-driving.

Full self-driving, otherwise rebranded FSD, Pro-Pilot, or “something-followed-by-pilot,” is a supervised semi-autonomous feature that lets a car follow specific routes while using its visual and radar systems to avoid collisions and complete routes with minimal driver input.

The first-world problem? “Too lazy to drive,” or “I’m tired, but I need to keep going.” To be fair, people look for FSD for a myriad of reasons, and some involve some form of distracted “driving.” With the number of cases that surround self-driving, getting into it for these reasons might not be the right play. Even with level 2 systems and beyond, human supervision is still required.

Automatic Doors

How first-world is this feature where you need a door to open for you to get in a car? Automatic tailgates, I kind of get. Automatic sliding doors, I understand, but automatic door-doors, as in the normal car doors, now that’s extra. Cars with this feature include the BMW i7, Genesis G90, and also the Rolls-Royce Cullinan. You rarely see this feature in mainstream cars, save for some premium Chinese brands, as seen on the Zeekr 7X.

Like a sliding door or a power tailgate, automatic doors use a similar system. Actuators swing the door open while sensors detect how far it should swing. The result is a “premium” ingress experience. Then pair that with a motorized driver’s seat and steering wheel, and getting in your car is basically a matter of pushing a button.

The first-world problem? “Door’s too heavy,” or whatever. Unless you’re a person with disability, a door is a door. Open it! In practice, tight spaces don’t do you any favors with these automatic doors. Sometimes they might even bump into the wall or another car if the system has an “oopsie.”

For the impartial car buyer in search of a new compact crossover, the options are endless. This is one of the largest segments in the U.S., with nearly every automaker having a competitor in this space. Compact crossovers balance practicality, value, efficiency, and performance better than perhaps any other vehicle type, which is why they’re enormously popular.

We dissected our own experiences of these vehicles and also consulted EPA ratings, safety scores, and manufacturer-supplied specifications to choose the best models. Our top choices were carefully considered, so here’s a look at the best compact SUVs for 2027.

Winner: Honda CR-V

It’s no longer the newest crossover in town, but the Honda CR-V is still one of the very best. It’s on the larger side in the compact segment, which benefits passenger and cargo space. The CR-V comes with efficient engine choices, a well-judged ride/handling balance, plenty of trims, and a lower starting price than its great rival, the Toyota RAV4.

The range kicks off with a 1.5-liter turbocharged four-cylinder engine, which produces 190 horsepower and 179 lb-ft of torque. Rivals like the Mazda CX-5 and Kia Sportage have larger, naturally-aspirated engines. While none of these vehicles are quick, the Honda’s turbo feels more effortless on the move, as peak torque comes in lower down in the rev range. And, at 30 mpg combined, the CR-V is also more efficient than these rivals.

The CR-V Hybrid has a 2.0-liter four-cylinder engine and an electric motor. It produces 204 hp combined and is super efficient, with EPA-rated figures of 43/36/40 city/highway/combined when equipped with front-wheel drive. 

The CR-V’s interior design is conservative, but space utilization and quality are first-rate. The controls are easier to navigate than the new CX-5’s large touchscreen, and the Honda has one of the largest trunks in its class. You can choose between premium-feeling top models with leather-lined interiors or the rugged TrailSport, which is more secure on loose surfaces but a touch less refined than other CR-Vs.

Pricing for the CR-V starts at just over $30,000 for 2026, with a small price bump anticipated for 2027. Overall, if you prefer your SUVs to be competent rather than flashy, this is as good as it gets.

CR-V Pros

• Efficient engines, especially the hybrid
• Larger-than-average interior
• Excellent ride and handling characteristics
• Sensible ergonomics
• Reassuring reliability record

CR-V Cons

• A bit dull to look at
• Non-hybrid model lacks performance

CR-V Ratings

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

Who’s It For?

Family-focused buyers will love the CR-V’s cavernous trunk and spacious back seat, which can accommodate taller teens or child seats with ease. Risk-averse drivers who are willing to skip the very best tech for a trusted product will also find peace of mind in purchasing the CR-V.

Recommended Trim

There’s a strong case to be made for any CR-V model, but our pick is the Sport Hybrid. It starts at $35,630 for 2026, so while it’s quite a bit pricier than the base non-hybrid model, its better efficiency and acceleration are worth it. This trim also adds a power moonroof, blind-spot monitoring, dual-zone automatic climate control, heated front seats, and nice interior materials, all of which the entry-level model lacks.

Related: I Drove the 2026 Honda CR-V TrailSport, Here’s My Brutally Honest Review

Runner-up 1: Toyota RAV4

The sixth generation of the Toyota RAV4 arrived for the 2026 model year. While it has not blown away the competition, it has refined the recipe that’s made the RAV4 a bestseller in America. In this latest incarnation of the crossover, the RAV4 features hybrid-only powertrains, good looks, and enhanced technologies.

The standard model has a 2.5-liter four-cylinder hybrid powertrain producing 226 horsepower with FWD and 236 hp with AWD. There’s also a speedy plug-in hybrid with 324 hp; this model sprints to 60 mph in well under six seconds, making it one of the quickest compact crossovers around. One of the most efficient SUVs at any price point, the base FWD model gets up to 47/40/43 mpg. In the PHEV, you can drive for 52 miles on electric power alone.

The RAV4’s interior is a close match for the CR-V in space, although the Honda’s trunk is larger. There’s a more utilitarian feel about the RAV4’s cabin, but as the newer vehicle, you do get larger displays in the Toyota.

Although the CR-V has no answer to the straight-line speed of the RAV4 PHEV, the Toyota doesn’t tackle corners as enthusiastically as the Honda. The margins between the two are close, though, and the RAV4 GR Sport with its specially-tuned suspension is more fun than the regular hybrids.

The RAV4 starts at $31,900 for 2026. Without a non-hybrid model, it’s now more expensive than the CR-V.

RAV4 Pros

• Rugged good looks
• Class-leading efficiency
• PHEV model will scare some hot hatches
• Wide range of trims
• Impressive infotainment tech

RAV4 Cons

• Hybrid-only lineup means higher starting price
• Bland interior in certain trim levels
• Woodland variant’s tires are a tad noisier at speed

RAV4 Ratings

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

Who’s It For?

The RAV4 has always been one of the best do-it-all vehicles. It’s ideal for families of four or even five, provided not all the kids are grown. The Toyota accomplishes the school run as effortlessly as it does road trips and even some mild off-roading, if you go for the Woodland trim.

Recommended Trim

Our favored RAV4 trim is the XLE Premium. Based on the latest 2026 pricing, it starts at $36,100, only slightly more than the cheapest CR-V Hybrid. This version of the RAV4 adds welcome extras like wireless phone charging, front/rear parking sensors, SofTex upholstery, and a power liftgate. 

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

Runner-up 2: Mazda CX-50

The Mazda CX-50 blazes its own path in the compact crossover segment. Despite being positioned as a more rugged alternative to the CX-5 and boasting greater ground clearance, the CX-50 excels on normal roads. 

Driving the CX-50 puts a bigger smile on your face than anything else in this segment. Precise steering makes it feel more like a jacked-up wagon than a lumbering SUV, and the fun factor is dialed up when you specify the 2.5-liter turbo-four engine, which produces 256 hp; not many mainstream compact crossovers are more powerful. The standard model uses a non-turbo engine with a much more modest 186 hp, but both engines benefit from a smooth-shifting six-speed automatic. A comfortable ride and better composure on rough roads than a CX-5 round out an exceptionally well-rounded vehicle.

There’s also a hybrid variant with 219 hp; this model gets up to 38 mpg and shares its powertrain with the previous-gen RAV4 Hybrid. 

The Mazda’s strengths continue when you climb inside. It doesn’t have the big touchscreen found in the newer CX-5, but in its place are tactile physical controls and the general attention to detail that has been a hallmark of Mazdas for years now. It’s not perfect, though. The back seat and trunk are not nearly as spacious as they are in the CR-V or RAV4, which may be a dealbreaker for some. 

Pricing for the Mazda CX-50 starts at $29,900 for 2026, so 2027 models will likely exceed $30,000. That’s still good value for a vehicle that feels as premium as this one, but you’ll need to spend around $38k for the desirable turbo model.

CX-50 Pros

• One of the segment’s style leaders
• Upscale interior finishes
• Sharp handling
• Speedy turbocharged model

CX-50 Cons

• Rear seat is cramped for taller adults
• Expensive top trims

CX-50 Ratings

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

Who’s It For?

For the parent who needs the practicality of a crossover but does not want to compromise on the driving experience, the Mazda CX-50 is ideal. It’s also a great option for buyers looking to reduce their costs by transitioning from a luxury model, as the top CX-50s feel especially classy.

Recommended Trim

The turbocharged model is the most desirable option, but its $38k starting price is too close to the midsize CX-90. With that in mind, we’ll settle for the 2.5 S Premium at around $35k (2026 pricing), which comes with heated/ventilated front seats, leather upholstery, and a 12-speaker Bose sound system.

Related: I Drove the 2026 Mazda CX-50 Hybrid. Here Is My Honest Review.

Honorable Mentions

Kia Sportage

The Kia Sportage is one of the best-value compact crossovers around. It starts at under $29,000 (2026 pricing) and comes with a class-leading 10-year/100,000-mile powertrain warranty. There are three powertrains available, starting with a 187-hp gas model. There’s also a 232-hp hybrid and a 268-hp PHEV. The Sportage is a stylish crossover with a high-tech, spacious cabin, a big trunk, and excellent ride comfort. Although a strong contender, the sluggish base model and below-average driver appeal prevent the Sportage from earning a podium finish.

Related: Kia Sportage Vs. Hyundai Tucson: Here’s Our Honest Comparison

Hyundai Tucson

Although thoroughly distinctive stylistically, the Hyundai Tucson is otherwise very similar to its Kia cousin. It shares the Sportage’s powertrains, which brings with it the same pros and cons. The non-hybrid model is uninspiring to drive, while the hybrids are perkier and more efficient—if not as efficient as the RAV4. The Hyundai matches the Kia’s class-leading warranty, but it’s not the most memorable crossover to drive.

Mazda CX-5

The Mazda CX-5 entered a new generation recently. It dons an evolutionary look outwardly, but there are significant changes inside. Instead of the previous model’s user-friendly physical controls, Mazda has gone the big-screen route. This lends the cabin a cleaner look but makes it less intuitive. While the interior is more spacious than before, it has taken a slight step back in quality; the older CX-50 and previous CX-5 boast nicer materials. Fortunately, the CX-5 still steers better than most competitors, but you’ll have to settle for a naturally-aspirated four-cylinder with just 187 hp, as the turbocharged model is no longer available. A hybrid variant is on the way, which will boost the competitiveness of this crossover.

Related: Mazda CX-50 Just Beat The CX-5 As Hybrid Demand Takes Off

Volkswagen Tiguan

Much like the CX-50, the Volkswagen Tiguan is one of the classier SUVs from mainstream brands. There’s a distinctly premium, Germanic look to this vehicle, and a similarly reassuring sense of solidity when you drive it. Handling is sharp and responsive for this kind of vehicle, and the available 268-hp turbo engine impressed us. Lesser trims make do with a 201-hp engine, but all Tiguans are appreciably quiet when cruising on the highway. Some fussy screen-based controls and the lack of an efficient hybrid powertrain hold the Tiguan back, but it’s a solid overall package in a tough segment.

Related: I Drove The New Volkswagen Tiguan: Two Things Make It Stand Out From Rivals

Conclusion

Standing out in the compact SUV segment has never been tougher, given the sheer number of impressive vehicles in this class. These vehicles manage to do a bit of everything that matters to most commuters. The CR-V, RAV4, and CX-50 are all well-rounded, proven options with no glaring weaknesses, which is why they top our ratings. We’d recommend choosing the Honda or Toyota if you need more space, but the Mazda comes out on top for anyone prioritizing fun driving dynamics.

Related: Some Compact SUVs Are Posers. We Tell You Which Ones

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.

While that is true of many EVs, it can also be said of a few gas-powered cars too. But the point is that there is a well established market for classic gas-powered cars, and deciding whether one is destined to become a sought-after classic comes down to a few simple criteria.

We decided to put the original Tesla Roadster to the classic car test to see whether it is destined to become the first truly collectable classic EV, or just another car slowly rolling towards the crusher.

Age

Produced from: 2008-2012

Classic cars, by their very definition, cannot be new. This works against most EVs, as they have only been around in significant numbers since the early 2010s. Aside from a handful of electric-powered taxis from the 1900s, the 1996 General Motors EV1s which were leased to Californian drivers and then recalled and crushed, is the only electric vehicle most people can recall before the Tesla Roadster arrived.

Produced from 2008 to 2012, the first batch of Roadsters are now approaching their 19-th birthday. Most insurance companies consider a car a classic from at 20 years, while the Antique Automobile Club of America (AACA) pegs it at 25 years. Either way, it is only a mater of time before they hit these milestones, but this is only part of the classification process.

Rarity

Production numbers: 2,450 est.

Vehicle rarity comes about in two ways. The first is when a manufacturer produces just a handful of vehicles. This can be planned, or due to unfavorable market conditions. The second way is when a mass produced vehicle becomes scarce due to age, neglect, or rust. Many once prolific vehicles, like the VW Beetle, Ford Model T, and Fiat 500 have become rare in this manner.

What production figure is considered to be low volume? For exotic brands it can be as little as 100 to 5000 units, for mainstream brands, a run of 10,000 cars can still be considered rare.

Approximately 2,450 Roadsters were built, and it is estimated that 400 of these have been lost to fires, collisions and mechanical-related issues. Either way, a figure of 2,500 or less certainly qualifies the Roadster as a rare vehicle.

History

First Tesla Production Vehicle

Some cars are sought after because they were once owned by a celebrity, others because they represented the end of an era.  Then there are ones that debuted technologies that changed the automotive world, and the Tesla Roadster certainly qualifies for that.

In many respects it served as the testbed for the Telsa Model S, and it also has significance as the first production vehicle ever produced by Tesla.

Values

Original Pricing: $98,950 – $128,500

Current Values: $20,000 – $199,000

The vast majority of cars depreciate on a predictable path that slows down in later years but eventually flatlines at or near its scrap value. Classic cars tend to drop in value when new, but then start heading upwards once they reach a certain age.

Factors like condition, mileage, specification and service histories come into play here, as well as originality. The best examples will always command the highest prices, and rare or unique features always help push the values up even more.

A Ferrari 430, for example, can nearly double in price if it was fitted with the extremely rare manual transmission option. To truly call a car an investment grade classic, it should be worth more than its original sticker price and be appreciating in value every year.

AutoTempest lists 109 verified Tesla Roadster sales over the past six years, with the average sale price at $95,402. While values for some examples dipped below $30,000, there have been a handful that sold for over $180,000. This price disparity usually comes down to the aforementioned factors like mileage and condition, but the signs are there that people are willing to pay well over the original sticker price to own good examples of these cars.

So, Is the Tesla Roadster a Modern Classic Already?

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Based on the criteria above, the Tesla Roadster is most definitely on the way to becoming one of the first ever sought-after classic cars with an electric powertrain.

Thanks to the high-profile nature of Tesla, and the imminent release of the second-generation roadster model, the original Roadster is quite likely to be viewed with renewed interest in the coming years.

While most EVs may be destined to be scrapped and forgotten, this one certainly looks to be remembered for years to come. Especially since it’s the only production car ever to have been sent into space.

In the ’70s, Audi was still finding its footing and was a bit of a player compared to BMW and Mercedes-Benz. If BMW promised The Ultimate Driving Machine, Mercedes-Benz said The Best or Nothing. As for Audi? It really didn’t have anything other than being a left-field alternative to the two. That changed when Ferdinand Piëch took the helm and set out to make it a technology leader. Vorsprung durch Technik, or advancement through technology, wasn’t just a tagline anymore; it became the company’s mission and vision.

It started with five-cylinder models such as the 100 and 200, followed by the Quattro and its all-wheel-drive system. By then, Audi had established its own identity, and sales rose. But just as things were looking great, allegations of unintended acceleration hit the brand in the U.S. It didn’t help that 60 Minutes ran a damning segment showing a rigged car speeding up on its own and presenting it as the truth. Audi was eventually exonerated, but the reputational damage had been done.

60 Minutes never apologized, and the company had to pick up the pieces. Why Audi never sued is beyond us, but at its lowest point, sales plummeted to around 12,200 cars in 1991. Something had to be done, or else the brand would pack it all up and leave America for good.

Clean Slate

Audi’s lineup in the early ’90s consisted of the compact 80/90, midsize 100, and the V8, but following the unfounded unintended acceleration claims and an aging lineup, the company needed a fresh start. Audi would roll out a successor to the impressive but ultimately unsuccessful V8 first, then replace the 80 and 90.

Work on the 80/90 successor began in 1988 using the Volkswagen PL45 platform. Audi took six years to finish the project, and the result was the first-generation A4. Internally known as the B5, it made its world premiere in October 1994, mere months after the first ‘A’ Audi debuted in February that same year, the A8.

The first-generation A5 was, quite literally, a billion-dollar gamble, and the company banked on it to rake in sales in North America. It arrived at the right time, too, as BMW redesigned the 3 Series in late 1990 and Mercedes-Benz launched the successor to the 190E, the C-Class, in mid-1993.

Leaps Ahead

When the A4 was unveiled in 1994, it was a leap ahead of the 90 in technical specifications. Take the suspension, for instance: the A4 had double wishbones at the front, whereas its predecessor used struts. That said, the rear suspension design was still similar to the 90. Front-wheel drive models still came with a torsion beam axle, but the Audi A4 Quattro had a multi-link rear end.

But the design showed the world Audi was entering a new, bolder chapter that went far beyond the name change. Imre Hasanic penned it, and in many ways, it was a shrunken-down A8. Many of the styling elements from the flagship sedan made it into the compact executive. Developed under the watchful eye of Ferdinand Piëch, it prioritized quality and attention to detail.

Critical Acclaim

The motoring press eventually got behind the wheel, and the reception was very positive. It felt light years ahead of the 90, not just because of how it drove, but also because of how it was built. It was dubbed a benchmark in build quality and finish in its class. However, the U.S. would have to wait until late 1995 to get its hands on the A4 and see and feel it for itself.

Unlike the European/global versions, which offered a wide variety of four-cylinder gas and diesel engines plus a compact V6, the North American lineup was kept simple. It was either a 1.8-liter turbo with five valves per cylinder or a 2.8-liter V6. Quattro all-wheel drive was available for both engine choices.

Impressions from America reflected those in Europe, with magazines at the time saying it was more than a match for the almighty BMW 3 Series, and the only real complaint was the tight rear seats. That wasn’t something you could say about the A4’s predecessor. So, it won over the critics, but positive reviews don’t always mean huge sales. The engineers had done the work, but it was now time to convince the public.

The Start of the Turnaround

Audi’s strategy for the A4 in the U.S. sounded simple enough: offer more for less than the 3 Series and C-Class. To say it worked would be an understatement; the compact executive sedan would mark the start of the company’s rebirth and redemption in the U.S. market.

In 1995, Audi sold a total of 18,120 cars in the U.S. Come 1996, the company had sold 15,288 A4s alone, with about two-thirds equipped with all-wheel drive. The A4 had sold better in its first full year than the entire range combined in 1992, 1993, and 1994. It was the savior that the brand needed in America, and things were looking up. A4 sales rose to 20,671 in 1997, then to 26,625 in 1998, and 32,137 in 1999.

Here to Stay

In all those years, the car accounted for a good chunk of Audi USA’s sales. Enhancements and improvements over the years further boosted the car’s appeal. The 12-valve V6 gave way to a 30-valve unit, boosting output and putting it in the same ballpark as the higher-spec 3 Series and C-Class. Audi then added the Avant to the U.S. lineup, and while it was more of a niche model, it still contributed to the model’s overall success. And let’s not forget the addition of high-performance S4 models, offered in both sedan and wagon guises.

By 2000, Audi sales had returned to 1985 levels, just before unintended acceleration claims caused panic. The company had sold 80,372 cars in America, again, most of which were the A4 and its derivatives. Simply put, without the A4, Audi wouldn’t be in America today, and the U.S. wouldn’t have cars like the A8, RS 4, RS 6, R8, and more. It also would’ve relegated the brand to a bit player in the world’s luxury car market.

Five generations later, Audi rather bafflingly dropped the nameplate in favor of A5. The car that saved it in America wasn’t discontinued; it was renamed. That said, the transition hasn’t been as well-received, even if the car is genuinely good. Perhaps the next-generation should bring back the name, and it might do Audi good the second time around.

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American SUV and crossover fans have a bewildering variety of vehicles to choose from. Assuming one isn’t tied to a specific brand, it’s near-impossible for the average buyer to sample every new SUV on sale before making a decision. Hyundai alone has seven distinct SUVs on sale in this market. Chevrolet has ten and Toyota has 11. That’s before breaking them down by trim and powertrain.

Fortunately, we’ve done the hard work and chosen our preferred SUVs in three budget bands: under $35,000, $35,000 to $60,000, and over $60,000. Each category has a winner, two runners-up, and additional recommendations. We have scored the top-rated models on value, ownership costs, and overall recommendations. Our own experience behind the wheel of these SUVs also played a vital role in determining the best vehicles you can get for your budget.

Whether you want to upgrade your tired hatchback while keeping costs low or need something premium with three rows, our guide has you covered. 

Best SUV Under $35,000: Honda CR-V

Not only is the Honda CR-V our favorite compact SUV, but it’s our top choice in the sub-$35,000 category, too. For the 2026 model year, the CR-V starts at $30,920, which gets you the non-hybrid model with a 190-horsepower turbocharged four-cylinder engine. This engine is torquier than many rivals’ naturally-aspirated engines. It’s also economical, with 30 mpg combined possible in models with front-wheel drive. Longer-term maintenance promises to be simpler without the hybrid system, too.

According to Car Edge, the CR-V has an “A+” value rating and five-year ownership costs of $36,935. Strong resale values also count in its favor when it’s time to trade in. 

In our own reviews of the Honda, we loved its smooth ride, responsive handling for a vehicle in this segment, and cavernous trunk. The kids will love the spacious back seat and parents will appreciate the many safety features and easy-to-use infotainment system. There are rivals that have bigger screens and snazzier designs, but few are as well-rounded as the CR-V.

CR-V Pros

• Reasonable starting price and low ownership costs
• One of the largest interiors in its class
• Above-average ride/handling balance
• Unlike RAV4, still offers a non-hybrid option
• Many standard safety features

CR-V Cons

• Some rivals are quicker off the mark
• Conservative design
• Hybrid model costs over $35,000

CR-V Scores

• Value: 4/5
• Ownership costs: 4/5
• Overall recommendation: 4.5/5

Who’s It For?

Buyers looking for a reliable, practical, and high-value crossover should strongly consider the Honda CR-V. The lower trims below $35k may not be as quick as the pricier hybrids, but they still benefit from high resale values.

Recommended Trim

The CR-V EX starts at $33,150 for 2026. It has the same powertrain as the base LX but adds features like a power moonroof, heated front seats, and dual-zone automatic climate control. This is the model we’d choose.

Related: I Drove the 2026 Honda CR-V TrailSport, Here’s My Brutally Honest Review

Runner-up 1: Toyota RAV4

The Toyota RAV4’s base price has increased, but that’s mainly because the cheaper non-hybrid model has fallen away with the introduction of the latest generation. All RAV4s are now hybrids, and the cheapest LE starts at $31,900 for the 2026 model year. The SE comes in at just below $35k, but it may be priced above that mark once 2027 pricing is announced.

Like the Honda, the RAV4’s running costs and residual values are excellent. Car Edge puts average five-year running costs for the Toyota at $35,894, but our own analysis shows its annual repair costs are slightly higher than the Honda’s.

The RAV4 comes with a 226-hp hybrid four-cylinder powertrain as standard. With AWD, it produces 236 hp. It’s quicker off the line than the non-hybrid CR-V and gets up to 43 mpg combined. Handling is composed but not quite as engaging as the Honda’s, although the RAV4 calmly deals with bumps. While it’s slightly smaller inside than the Honda, there’s still plenty of space for four. You also get a modern infotainment system and a utilitarian dashboard design that is painless to interact with.

RAV4 Pros

• Highly efficient hybrid powertrain
• Quicker than most non-hybrid rivals
• Comfortable ride
• Ample passenger and cargo space
• Much-improved infotainment interface

RAV4 Cons

• Only one trim is comfortably below $35k
• Slightly drab interior on lower trims

RAV4 Scores

• Value: 4/5
• Ownership costs: 4.5/5
• Overall recommendation: 4/5

Who’s It For?

Although pricier than several non-hybrid competitors, the RAV4’s stellar efficiency and good standard power sweeten the deal. This is an attractive option for a family vehicle that covers an above-average number of miles annually.

Recommended Trim

As it’s the only model that costs under $35,000 when you add the destination charge, we’d stick with the base RAV4 LE. For an additional $1,400, this variant can be upgraded with AWD and still come in below our price ceiling.

Related: 2026 Toyota RAV4 First Drive Review: What’s New, How It Drives, and Our Verdict

Runner-up 2: Kia Sportage

The Kia Sportage is cheaper than both Japanese contenders. Based on 2026 pricing, it starts at $28,790 for the non-hybrid version and $30,590 for the hybrid. This value-packed SUV also boasts modern styling, a class-leading warranty (up to 10 years or 100,000 miles of powertrain coverage), and a large interior with enough cargo space to match the CR-V.

The standard powertrain is a little disappointing, though. It’s a 2.5-liter four-cylinder sans turbocharging. Producing 187 hp, acceleration is slow, with over nine seconds required for the 0-60 run. It’s not as economical as the CR-V, either. While cheaper to buy than its rivals, Car Edge estimates the average cost of owning a Sportage over five years to be $44,192, significantly higher than the CR-V and RAV4.

The hybrid is a much better option, as it gets up to 42 mpg combined and produces 231 hp. There are also three Sportage Hybrid trims for under $35k, with the EX offering features you won’t find in the Honda or Toyota at the same price. The Kia isn’t especially memorable to drive, but more importantly for such a vehicle, it cruises comfortably and quietly. The high-tech interior looks good and feels solidly built, too.

Sportage Pros

• Cheaper than Toyota and Honda rivals
• Economical and peppy hybrid
• Stylish, inside and out
• One of the biggest trunks in its class
• Class-leading warranty

Sportage Cons

• Uninspiring to drive
• Higher five-year ownership costs than RAV4 and CR-V
• Underpowered non-hybrid model

Sportage Scores

• Value: 5/5
• Ownership costs: 3.5/5
• Overall recommendation: 4/5

Who’s It For?

As one of the cheapest entry points into the compact crossover segment, the Kia Sportage is for buyers seeking maximum bang for their buck.

Recommended Trim

The Kia Sportage Hybrid EX starts at $32,290 for 2026. Not only do you get the much better hybrid powertrain, but it also comes with SynTex faux leather upholstery, heated front seats, and wireless phone charging. It’s a lot of SUV for the money.

Related: I Drove the 2026 Kia Sportage Hybrid SX-Prestige, Here’s My Honest Review

Honorable Mentions Under $35,000

Mazda CX-50

The Mazda CX-50 starts at $29,900 for the 2026 model year. This stylish crossover is one of the best in the segment to drive, with eager handling and a standard 2.5-liter four-pot with 187 hp. At the price, it has one of the most premium cabins around, featuring soft-touch surfaces and an elegant layout. There’s also a turbocharged model, but that costs over $35k, so it’s eliminated for consideration at this price. You can, however, choose from at least three trims below $35,000.

Hyundai Tucson

Much like the Sportage, the Hyundai Tucson offers a lower cost to entry than the RAV4 and CR-V—but it shares some of the Kia’s shortcomings, too. Starting at $29,450 for 2026, the base model produces just 187 hp, so acceleration is on the slow side and passing on the highway can be an exercise in patience. The Tucson Hybrid is a much better bet with its $32,450 base price. That unlocks 231 hp from the powertrain and 38 mpg combined; it’s certainly frugal, but not nearly as frugal as the Sportage Hybrid. Edgy design and a versatile interior are other reasons to consider the Tucson.

Chevrolet Trax

Instead of a larger compact SUV in a lower trim level, the sub-$35,000 category also offers several fully-loaded subcompact models. In the case of the Chevy Trax, even the top-spec variant comes in at well under $30,000. That gets you the Activ with a 1.2-liter turbocharged engine producing 137 hp and 162 lb-ft. Yes, you’ll have to sacrifice some space and performance, but this version of the Trax enjoys features like a digital driver’s display, heated front seats, an 11-inch touchscreen, and a power driver’s seat. It’s surprisingly spacious for a subcompact model and perfect for commuting around the city.

Kia Seltos

The all-new Kia Seltos has been revealed for the 2027 model year. In our first drive, we loved the grown-up design, the stability on freeways, and the upscale interior. The lineup starts at $24,990 and goes up to $32,990 for the X-Line SX. That range-topping model gets you features like a panoramic sunroof, a 12-way power driver’s seat, heated front seats, a heated steering wheel, a 12-inch inch touchscreen, and front/rear parking sensors. It’s a small SUV that punches well above its weight, and the 190-hp turbocharged engine on the X-Line SX delivers sprightly performance.

Nissan Kicks

Like the Seltos, the Kicks also entered a new generation recently, and it’s a vast improvement over the old one. This tiny crossover starts at just $22,730, while the top-spec SR goes for $27,565. All models have a 2.0-liter four-cylinder engine with 141 hp, while opting for FWD will net you up to 31 mpg combined. The Kicks is a cheerful vehicle with thoroughly modern tech, and while it’s not quick, it’s not boring to drive, either. The top trim comes with leatherette upholstery, a 12.3-inch touchscreen display, a 12.3-inch digital gauge cluster, and even a surround-view monitor. For singles or couples, it’s an efficient and cheap SUV.

Chevrolet Bolt

The 2027 Chevrolet Bolt brings EV ownership within reach of a much broader audience. It starts at $27,600 and the vehicle’s low mass allows it to get up to 134 MPGe in city driving. The 262-mile range is perfectly adequate if you can rely on home charging; according to the EPA, this vehicle will save you $7,500 over five years in refueling/charging costs versus the average new car in America. It costs little more than a dollar to drive 25 miles in the Bolt, underlining the value in a small EV like this. It’s small and no Tesla beater in a straight line, but for zipping through city streets, there’s hardly a better tool for the job.

Best SUV Between $35,000 and $60,000: Kia Telluride

Moving into the $35,000 to $60,000 category significantly broadens the type of SUV one can buy. In this price range, you’ll encounter multiple luxury models, midsize options, and three-row family SUVs. Being named as a top pick in this varied price bracket is a lofty achievement, but that’s what the Kia Telluride has done.

The all-new 2027 Kia Telluride manages to combine everything a family needs into a single package, while also boasting a healthy dose of design flair. Pricing ranges from $39,190 for the base non-hybrid model to $57,590 for the fully loaded X-Line SX Prestige hybrid. Car Edge estimates average five-year ownership costs of $59,969.

The standard Telluride has lost the old V6 and in its place is a 2.5-liter turbocharged four-pot with 274 hp and 311 lb-ft of torque. This change has in no way tarnished the driving experience, which is ideally tuned for a family hauler. There’s also a 329-hp hybrid that manages up to 35 mpg combined.

The Telluride’s interior is premium, spacious for up to eight people, and packed with safety and tech features. In this price range, it hits the nail on the head.

Telluride Pros

• Adult-friendly seating in all three rows
• Refined and comfy ride
• New hybrid is an efficient addition
• Superb warranty
• Long list of amenities

Telluride Cons

• Some buyers may miss the lusty V6
• Unexciting on-road dynamics

Telluride Scores

• Value: 4.5/5
• Ownership costs: 4/5
• Overall recommendation: 4.5/5

Who’s It For?

Parents with three or more kids will appreciate the amount of space in the Telluride. It’s the ideal family vehicle if you want something that looks tougher than a minivan.

Recommended Trim

The Kia Telluride Hybrid EX is our preferred trim. The 329-hp powertrain provides quicker acceleration and better economy, while this trim level is appealingly specified with features like a power sunroof, SynTex upholstery, and heated/ventilated front seats. It starts at $46,490.

Related: Does the 2027 Kia Telluride X-Pro SX Prestige Pass the Family Test? I Put My Kids in One to Find Out

Runner-up 1: Hyundai Palisade

The Hyundai Palisade shares the Kia Telluride’s optional hybrid powertrain and accommodating cabin, but wraps it all in a package that looks even more upscale.

In the Hyundai, there’s still a standard V6 instead of a turbo-four. The 3.5-liter engine produces 287 hp and 260 lb-ft, but it’s less torquey and slightly less efficient than the equivalent Kia engine. The five-year cost of owning a Palisade is slightly higher than the Kia’s at $60,802, based on Car Edge data. At $39,435 for the 2026 model, the Palisade has a similar starting price to the Telluride.

Driving the Palisade leaves little to complain about. Its suspension is primarily tuned for comfort, and when combined with minimal road noise and especially well-finished top trims, it does a fine job of offering a near-luxury experience for a family of up to eight.

Palisade Pros

• Smooth V6 and efficient hybrid
• Capacious interior
• Very comfortable ride
• Top trims offer distinctly upscale amenities
• Generous warranty coverage

Palisade Cons

• Standard V6 delivers merely average acceleration
• Some rivals are more engaging to drive

Palisade Scores

• Value: 4/5
• Ownership costs: 4/5
• Overall recommendation: 4/5

Who’s It For?

The Palisade is a near-perfect blend of value, efficiency, and comfort for a larger family.

Recommended Trim

As with the Telluride, our choice is the base hybrid. That’s the Palisade Hybrid SEL, which begins at $44,160 for 2026. 

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

Runner-up 2: Mazda CX-90

Mazda’s largest SUV takes a slightly different approach to other midsize three-row crossovers. All models have a turbocharged inline six-cylinder engine and standard rear-biased all-wheel drive, making the base price of $39,300 very appealing. It also has the spry handling Mazdas are known for and, at $58,338, its average five-year ownership costs are below those of the Telluride and Palisade.

The 3.3-liter engine is available in two states of tune. Lower trims use a 280 hp/332 lb-ft version, while Turbo S models (which start at $54,140, still below our $60,000 maximum threshold), get a 340 hp/369 lb-ft tune. Both engines get the CX-90 up to 60 mph in under seven seconds, which is quicker than many rivals. However, the engine is a touch unrefined at higher revs, which is unusual for an inline-six. On a more positive note, economy is reasonable for a large six-cylinder with AWD, at up to 25 mpg combined.

A 323-hp four-cylinder plug-in hybrid that can cover 27 miles on electric power alone is also available. Surprisingly, it’s the more refined option, but all CX-90s are more fun to drive than the average competitor.

The interior is awash in classy materials and the car is well-equipped, but the infotainment system is a bit dated and the third row is cramped for adults. 

CX-90 Pros

• Swift acceleration
• Decent efficiency
• Responsive handling appeals to keener drivers
• Classy, nicely finished interior
• Refined and efficient PHEV

CX-90 Cons

• Turbo-six becomes noisy at higher revs
• Cramped third row
• Rides more harshly than Palisade/Telluride

CX-90 Scores

• Value: 4/5
• Ownership costs: 4/5
• Overall recommendation: 3.5/5

Who’s It For?

Parents who want a more driver-focused three-row SUV will enjoy the CX-90, which exhibits an engaging driving demeanor and strong performance.

Recommended Trim

The standard turbocharged engine is powerful enough, so we’d get the Turbo Premium Sport model for $47,480. It comes with three-zone climate control, heated front and second-row seats, ventilated front seats, and leather upholstery.

Related: I Drove the 2026 Mazda CX-90 Turbo S Premium Sport. This is My Honest Review.

Honorable Mentions Between $35,000 and $60,000

Toyota Grand Highlander

Average five-year ownership costs for the Toyota Grand Highlander are just below $48,000, beating most rivals. However, the $42,260 base price isn’t the cheapest in its segment, so it looks a bit pricey alongside the newer and more fashionable Telluride/Palisade twins. The Toyota benefits from masses of cargo space, adult-friendly seating in all three rows, and the availability of two hybrid powertrains, topped by the Hybrid Max with 362 hp. This is a much better three-row SUV than the older Highlander.

Honda Passport

The latest Honda Passport has proved extremely popular with buyers in the midsize segment. It’s not the cheapest option at $44,950 to start (2026 pricing), but the boxy styling and multiple TrailSport variants have been a winning combination. The 285-hp 3.5L V6 is smooth and provides quick power off the mark, while the two-row configuration ensures a large, unobstructed cargo area. Now with a more adventurous streak than before, the Passport is well worth a look in this price bracket.

Lexus RX

The $35k to $60k category also includes several luxury SUVs. The midsize RX is one of them and starts at approximately $53,000. There’s also a hybrid available for under $60,000, but the PHEV exceeds that price point. The RX is more of a cruiser than a BMW M rival, but that’s why so many buyers appreciate it. Build quality is peerless, its reliability record is spotless, and the four-cylinder engines provide reasonable efficiency.

Tesla Model Y

Besides the newer and larger Model Y L, every other Model Y fits neatly into this price bracket. Despite being around for several years, the Tesla still offers highly competitive range and performance figures. The base model starts at just under $40k, while almost nothing will keep up with the Model Y Performance (0-60 in 3.3 seconds) at around the $58k mark. Being an EV, running costs are relatively low, while home charging can be significantly lower than fueling an equivalent gas crossover. Owners have praised the FSD self-driving system, which can handle point-to-point driving without driver intervention.

Ford Explorer

One of the best-selling three-row SUVs in America, the Ford Explorer is loved for its potent powertrains, rugged good looks, and high-tech amenities. The Ford starts at just under $40k but will cost around $15k more if you opt for the high-performance ST, which has a 400-hp turbo V6. While generally comfortable, the third row is tight for adults, so keep this in mind if you’re expecting minivan-like space. The capable Explorer Tremor is also available in this price bracket if you require some off-roading capabilities.

BMW X3

For buyers looking for status and luxury without requiring a second row, the BMW X3 is worth a look. In standard form, it starts at $51,300 for 2026 for the 30 xDrive. This model has a 2.0-liter turbo-four with 255 hp, which gets it to 60 in a speedy six seconds while returning a commendable EPA rating of 29 mpg combined. As one would expect of a BMW, the X3 feels athletic, but not to the point of being uncomfortable or rowdy. Not everyone loves how it looks and the interior doesn’t feel as polished as the previous model’s, though.

Audi Q3

The all-new Audi Q3 is significantly better than its predecessor. Inside and out, it comes across as a true Audi, with most of the tech and similar levels of quality you’d find in the larger, pricier Q5. The updated 2.0-liter turbo-four mill makes 255 hp and 273 lb-ft, enabling a lively 5.5-second 0-60 run. It starts at $43,700, so you can add a few desirable upgrades before crossing the $50k mark. Assuming you don’t need a vast amount of space, this is a satisfying luxury crossover.

Related: I Drove The All-New 2026 Audi Q3: It’s A Huge Step Up

Genesis GV70

Genesis has always had to work a bit harder to stand out in the luxury SUV class, which has long been dominated by the Germans. That shows in the GV70, which is cheaper and more powerful than the base BMW X3. It starts at $49,350 for 2027, which gets you a 300-hp 2.5L turbo engine. This SUV is both entertaining to drive quickly and adept on a gentle cruise. Interior quality is exemplary, and even the base variant boasts heated front seats, a 27-inch OLED instrument cluster, wireless phone charging, and Highway Driving Assist. Two more trims with the same 2.5T engine but even more equipment are available at below the $60k mark.

Related: I Drove Every 2026 Genesis GV70 Powertrain, And The Cheapest One Made The Best Case

Best SUV Above $60,000: Kia EV9

Beyond the $60,000 mark, the SUVs get larger, more luxurious, and much more powerful. This category features multiple luxury SUVs, mid- and full-size derivatives, and high-end trims from mainstream brands, but our focus on ownership costs and overall value have guided our choices.

The Kia EV9 has emerged as the overall victor above the $60,000 mark. The AWD EV9 trims are priced from $63,900 to $71,900, based on 2026 model year MSRPs. That gets you a range of between 280 and 283 miles on a full charge and dual motors producing 379 hp. The top model needs just 4.5 seconds to reach 60, which is quicker than any three-row SUV needs to be. Car Edge estimates the five-year average ownership costs for the EV9 work out to $64,300.

We drove the EV9 GT-Line and loved the boxy yet futuristic design, airy cabin, and precise steering. The ride quality approaches that of a luxury SUV, even in models with large 22-inch wheels. Average-sized adults will be comfortable in the third row and access to the rearmost row is surprisingly easy.

While heavy depreciation is a factor, the EV9 offers plenty of performance and versatility for the price. 

EV9 Pros

• Potent AWD models
• Competitive range and fast charging capabilities
• Precise steering complements hushed ride
• Spacious, high-tech cabin
• Ample cargo capacity

EV9 Cons

• Third row is tight for taller adults
• Climate controls obscured by steering wheel

EV9 Scores

• Value: 4.5/5
• Ownership costs: 4/5
• Overall recommendation: 4.5/5

Who’s It For?

The EV9 is a superb family vehicle. It also offers more performance and refinement than equivalent gas-powered models.

Recommended Trim

There’s no need to go beyond the $63,900 Wind AWD variant. It’s already generously specified with features like dual sunroofs, a 29.6-inch panoramic display, SynTex upholstery, heated/ventilated front seats, a heated steering wheel, and seating for seven.

Related: I Drove the 2026 Kia EV9 GT-Line AWD. Here’s My Honest Review

Runner-up 1: Hyundai Ioniq 9

The Koreans continue their domination of high-value SUVs with a runner-up finish for the Hyundai Ioniq 9. Like the related EV9, this is a three-row electric SUV with fashionable styling, a commodious interior, and mighty acceleration.

2026 pricing starts at $58,955, but the first model in our over-$60,000 budget band is the SE, which costs $62,765. This is a dual-motor AWD model with 303 hp (quite a bit less than the equivalent EV9) but a range of 320 miles on a full charge (better than the Kia’s). Top Ioniq 9s get considerably pricier and more luxurious, culminating in the 422-hp Calligraphy Design at $76,490, so the EV9’s top trims are cheaper. The Hyundai’s five-year ownership costs are estimated at an average of $57,225.

Much like the Kia, the Ioniq 9 blew us away with its superb ride quality, effortless power, and generous interior space. Our gripes were few, such as a climate control panel that’s not particularly intuitive and a start/stop button that’s awkwardly placed. These issues were not enough to detract from a brilliant overall package.

Ioniq 9 Pros

• Effortless performance
• Solid range and charging specs
• Impressively quiet and stable on the highway
• Boxy proportions free up loads of cabin space
• Interior is comparable to some luxury models

Ioniq 9 Cons

• Mid-range trims not as powerful as Kia EV9
• Some unintuitive interior controls
• A Palisade is much cheaper

Ioniq 9 Scores

• Value: 4/5
• Ownership costs: 4/5
• Overall recommendation: 4/5

Who’s It For?

Buyers who would ordinarily consider a Palisade but who want the efficiency and performance of an electric model should take a look at the Ioniq 9. It’s a comfortable yet rapid family hauler and a fantastic choice if you can rely on home charging.

Recommended Trim

The mid-range Ioniq 9 SEL costs $66,320 and comes with the 303-hp powertrain. It’s a sweet spot in the lineup that offers more than enough power and a long list of features without dramatically inflating the price.

Related: I Drove the 2026 Hyundai Ioniq 9 Limited Performance AWD and Here’s My Honest Review

Runner-up 2: Chevrolet Tahoe

Two electric SUVs may have dominated this price bracket so far, but something a lot more old-school is fighting for attention. That’s the Chevy Tahoe, which brings old-school gas power and displacement to this category. Starting at $60,700 for 2026, it’s one of the most affordable full-size SUVs on sale in America. Its average five-year ownership costs are $78,879. That’s not low, but it’s what one can reasonably expect for a large, powerful SUV.

The Tahoe is available with two V8s or a 3.0-liter six-cylinder turbodiesel. The smaller 5.3L V8 makes 355 hp/383 lb-ft, while the 6.2L mill develops 420 hp/460 lb-ft. The diesel is by far the most efficient and its outputs are 305 hp/495 lb-ft. With RWD, you can get 24 mpg combined in the diesel. Being a gas-powered body-on-frame SUV, the Tahoe can tow up to 8,400 lbs.

One of the main reasons to consider the Tahoe is space. It offers around 123 cubic feet of cargo capacity with the back rows folded, which is enormous. With the seats up, even adults won’t complain about sitting in the rearmost row, and this is one of very few new vehicles that can seat up to nine people, thanks to the option of a first-row bench seat.

All three engines deliver enough power, and while the V8s emit the most satisfying roar, the diesel’s smoothness is impressive, too. The vehicle’s ample dimensions can be intimidating, but it rides smoothly and the interior stays quiet at speed.

For buyers who need full-size space and old-school gas brawn without spending close to six figures, the Tahoe is hard to beat.

Tahoe Pros

• Smooth and powerful engines
• Turbodiesel is impressively frugal
• Masses of interior space
• High-value starting price
• Refined driving manners

Tahoe Cons

• Thirsty V8s
• Top trims are much pricier
• Base trim lacks a few nice-to-have features

Tahoe Scores

• Value: 4/5
• Ownership costs: 3.5/5
• Overall recommendation: 3.5/5

Who’s It For?

Buyers who require the performance, towing capacity, and range that can only be delivered by a gas-powered SUV will be well-served by the Tahoe. It also has enough space to rival some minivans.

Recommended Trim

The Chevy Tahoe makes the most sense lower down in the lineup, as top models are priced too close to several ritzier rivals. Our choice is the LT, which starts at $63,700 for 2026 and comes with RWD and the 5.3L V8 as standard. It’s not as basic as the entry-level model, enjoying additions like heated front seats, wireless phone charging, a power tailgate, and a 17.7-inch color LCD display. 

Related: The Chevy Tahoe Is A Bargain Until You Option It Past $100,000

Honorable Mentions Over $60,000

Genesis GV80

The Genesis GV80 offers a standard of space and luxury to match the BMW X5 and Mercedes-Benz GLE-Class, but it’s the only one of the three to start at under $60,000. This is an SUV built around old-school ideas of luxury: a plush ride, opulent finishes, easy power, and a confident yet restrained design. The 375-hp twin-turbo V6 is especially rapid and starts at $76,250. It comes with more features than the Germans and is a fantastic cruiser.

Nissan Armada

Like the Tahoe, the Nissan Armada is one of the most affordable full-size SUVs on sale. It actually starts at below $60,000, but the better-equipped SL with RWD starts at $63,530 for 2026. All models use a powerful V6 with 425 hp, while the sporty Nismo makes 460 hp. The Nissan handles well considering its size and the interior is comfortable, although it’s not the most spacious full-size SUV around.

Tesla Model Y L

The Model Y L arrived to fill the three-row gap left after Tesla discontinued the Model X. The stretched body allows it to accommodate six people, and it comes with many features to enhance the experience for those passengers. The 325-mile range and 4.4-second 0-60 time are competitive, especially at the starting price of $61,990. Another bonus is the availability of the advanced Full Self-Driving (Supervised) system.

BMW iX3

Arriving later in 2026, the 2027 BMW iX3 has all the makings of a class-leading electric SUV. The 50 xDrive variant that arrives first has a very impressive 434-mile range. This, together with ultra-fast fast-charging times, makes it an SUV that can take on longer trips with confidence. The Neue Klasse design and Panoramic iDrive system mark new design and tech eras for BMW. At $61,500, it’s also reasonably priced for what it offers, and cheaper variants are expected at a later stage.

Lincoln Nautilus

We rated the Nautilus highly when we last experienced it. It’s an exceptional luxury SUV that’s all about pampering its occupants. From the ride quality to the high-end finishes, this relaxing vehicle takes the stress out of daily commutes. The most decadent experience is unlocked when you choose the Nautilus Black Label, which starts at $77,660. It’s got a 48-inch panoramic display, heated/ventilated front seats, heated rear seats, hands-free BlueCruise technology, and Lincoln’s Panoramic Vista Roof. No, it’s not the sportiest SUV in its class, but it’s one of the best if refinement matters.

Related: I Drove the 2026 Lincoln Nautilus Hybrid Black Label AWD. Here’s My Honest Review

Conclusion

The easy way to buy a new SUV is to simply choose a model from a brand you trust. However, this strategy won’t always get you the best vehicle for your needs and budget. As our budget guide shows, many of the industry’s best SUVs come from multiple brands. Kia and Hyundai performed especially well in our scoring, as they consistently deliver more value than competitors without compromising on the quality and appeal of their vehicles. But every SUV mentioned in our guide can be considered a high-value option.

Related: The 5 Best Luxury Sports SUVs for Families

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However, its most noteworthy feature was arguably its suspension system, which used sophisticated anti-dive and anti-squat geometry and a patented new multi-link rear suspension setup. This five-link arrangement per wheel provided for very finely controlled wheel behavior in terms of toe and camber throughout its travel and came at a time when its rival BMW 3 Series and other Mercedes sedans still used semi-trailing-arm rear suspension. It instantly transformed the little W201 into the best-handling Mercedes at the time, and one of the best-handling cars in the world, while maintaining the brand’s famed ride comfort.

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What the Rest Was Still Using

At the time, strut-type or space-robbing double-wishbone rear suspension was mostly limited to sports cars, while the primitive solid rear axle was still fairly commonplace and would be used on the S197 Ford Mustang until 2014. Space-saving and cheap semi-independent torsion-beam rear suspension was the go-to for compact cars that didn’t prioritize fine handling balance, and most upmarket cars that were independently sprung mostly used some kind of swing-axle design or trailing/semi-trailing-arm setup.

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In fact, most executive cars relied on semi-trailing arms at the time, but the way in which the rear wheels hinged around the angled trailing arm meant that camber and toe values changed dynamically during the wheel’s suspension travel, which could lead to sudden lift-off oversteer. What was needed was a system that could optimize these values 

What Made Mercedes’ 5-link Rear Suspension Unique

Mercedes-Benz used the first variation of its multi-link rear suspension in its 1969 C111 prototype – a development test bed used to trial new technologies. Encouraged by the results, a refinement of the system was developed for launch in the W201. Most multi-link suspension systems use at least three suspension arms, but 3-link suspension is limited in the number of parameters that can be controlled, so Mercedes opted for five to effectively manage every functional vector of rear-wheel movement during the entire suspension stroke. Each of the five links performs a specific job, whether it’s locating the wheel laterally or longitudinally or controlling alignment angles in various axes.

Because all five links work as a system, any change to one of the links will affect the function and operation of the others, so the entire setup has to be tuned as a unit. Mercedes claims that every desired wheel movement can be controlled by using five links, and that the presence of even just one additional link would have made the setup rigid and prevented it from moving at all. The system enabled Mercedes to separate all the forces acting on the suspension and control them independently. In this way, fine toe control could be achieved in combination with anti-squat geometry, without ruining ride quality.

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Multi-link systems enable suspension designers to break the chains of compromise that would lead to trade-offs in some of the other metrics when trying to optimize one of them, thereby enabling them to precisely tune every characteristic independently. This took a long time to develop and perfect in the ’70s, and the design was originally intended for the 1979 launch of the W126 Mercedes-Benz S-Class, but it wasn’t ready in time and needed more development work to refine, eventually debuting on the W201 in September 1982.

The result of the development program was a revolutionary suspension system that could control rear-wheel movement across three planes, each with its own dedicated components: lateral control arms for lateral compliance and toe angle, with wheel movement unaffected by braking or acceleration forces, and free of the camber changes that McPherson-strut designs exhibit as the wheel moves through its suspension travel. Acceleration and braking torque movements are entirely absorbed by their own longitudinal links that also control the caster angle.

Unmatched Ride, Handling, and Control

All of this enabled the Mercedes engineers to develop a rear suspension system that stood head and shoulders above anything else on the market at the time for its ability to blend the conflicting requirements of ride comfort and handling precision. Their new 5-link suspension system could maintain an optimal tire contact patch on the road to maximize grip, regardless of body roll, road undulations, or suspension compression. The system also effectively neutralizes roll-steer – the undesirable steering input that toe changes caused by body roll can introduce.

The multi-link setup could be made compact, with all the links installed down at wheel level, which saves space compared to a double-wishbone arrangement, and eliminates the vertical space a McPherson strut would need. This gave designers more freedom to improve trunk space. On the road, it introduced sophisticated road manners and an almost uncanny ability to hold the cornering line, with a predictable buildup of cornering force and no nasty switch ot sudden oversteer when the throttle was lifted.

The fact that this kind of “roadability” debuted in a compact car and not an expensive S-Class was probably the one feature that set the little 190 apart from other cars of its era more than any other feature. Its chassis sophistication and handling finesse overshadowed its BMW E30 3 Series rival, which still used old-fashioned semi-trailing arms, and gave the 190 massive scope to absorb the performance potential of the hot 2.3-16 and 2.5-16 models that later followed.

Legacy

Mercedes-Benz used the multi-link rear suspension that debuted in the W201 in the subsequent W124 and W210 midsize cars, the W202 C-Class successor to the W201, the R129 SL and R170 SLK convertibles, and the W208 CLK. The system was refined and optimized using modern techniques for later Mercedes models, and some variation of the multi-link design is still used today. In fact, around 60% or more of executive-class cars today use some or other kind of multi-link rear suspension system that still operates on the same basic principles as Merc’s 1982 design.

Final Thoughts

While it was too small to ever be very popular in the U.S., the W201 Mercedes 190 series ended up selling over 1.8 million units over a decade of production. The little Merc introduced an advanced new breed of Mercedes, with a modern lightweight design, an extensive use of high-strength steel, that nifty monowiper, and, most importantly, a rear suspension design that upset the apple cart in the executive class forever and would become the template for rear suspension design, even today.

The new for 2026 RAV4 has suffered a bit this year due to production and supply issues, but it is still close behind the CR-V in sales, and both offer plenty of reasons for buyers to pick them over their competitors. But which hybrid SUV is best? We compare them to find out.

Why Go Hybrid?

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While gas-powered vehicles tend to be a bit cheaper, and plug-in hybrids can be even more efficient, a regular hybrid is like the automotive equivalent of the porridge that was just right (you may need to have read Goldilocks for that reference to make sense).

Unlike gas-only cars, a regular hybrid delivers better fuel economy in both stop-and-go city traffic and on longer drives, while avoiding the steep price premiums usually associated with plug-in hybrids (PHEVs).

And while a PHEV can be extremely economical, it is best for short drives where the gas engine is rarely called in to assist, and you’ll need to plug it in regularly or you’ll just be lugging around a heavy battery pack.

Regular hybrids charge their batteries through regenerative braking and work together with the gas engine to deliver the best blend of performance and economy. In the context of compact SUVs that spend most of their days in city traffic, doing shopping and school runs as well as the odd long-distance holiday, a hybrid makes a lot of sense.

Honda CR-V Hybrid

Honda offers both a 190-hp 1.5-liter turbocharged four-cylinder and a 204-hp 2.0-liter hybrid powerplant in its CR-V SUV. The gas model is cheaper, but it averages 30 mpg in front-wheel drive (FWD) form compared to the 204-hp hybrid’s 40mpg. The biggest difference between the two is in town, where the hybrid gets 43 mpg versus the gas model’s 28 mpg.

For most drivers, opting for the hybrid over the standard gas-only CR-V is the right move. The Honda CR-V Hybrid lineup is structured across four trims: Sport Hybrid, TrailSport Hybrid, Sport-L Hybrid, and the range-topping Sport Touring Hybrid.

While the entry-level CR-V Hybrid Sport costs $4,510 more than the base gas CR-V LX, that difference is offset not just by long-term fuel savings, but by a substantial jump in standard equipment.

Stepping up from the LX to the Sport Hybrid adds 18-inch gloss-black alloy wheels), a one-touch power moonroof, heated front seats, roof rails, dual-zone automatic climate control, a leather-wrapped steering wheel, dual exhaust finishers, a 4-mode drive system, and the Blind Spot Information System (BSI) with Cross Traffic Monitor.

Toyota RAV4 Hybrid

Toyota’s redesigned RAV4 transitions to standard hybrid power for all models, which means even the base LE gets a hybrid powertrain. There is also the SE, XLE Premium, Woodland, XSE, and Limited trims to pick from. XLE Premium, and Limited), Rugged (Woodland grade), and Sport grades (SE and XSE).

While Toyota also offers a high-performance 324-hp Plug-in Hybrid (PHEV), the standard hybrid is the more practical choice for most shoppers, and it makes up the bulk of the total sales figures.

With a base price of $41,500 for the SE PHEV trim, you will need to spend a lot of time on the road in EV-only mode before this pricier variant makes financial sense.

Starting at $31,900, the RAV4 LE Hybrid is close to $10,000 les than the PHEV RAV4, and a handy $4,130 cheaper than the base Honda CR-V Hybrid. It does lack the extensive list of extra features that the CR-V offers, so a more direct comparison is the RAV4 XLE Premium, which is an almost identical $36,100 before destination charges and taxes.

The RAV4 produces 22-hp more in FWD trim, and 32-hp more than the CR-V when adding AWD, although real-world performance should be very comparable. Coming straight off a fresh redesign the RAV4 gets Toyota Safety Sense 4.0 and can be specced with an available 12.9-inch multimedia display. We will have to wait a few years to see whether the new RAV4 is as reliable as other Toyota models, but the early signs are promising.

CR-V vs RAV4: Which Is the Better Hybrid SUV?

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While both models are great options, comparing the two on a few subjective and objective points is the best way to determine which is the better buy.

The latest RAV4 is all about efficiency, from the electronic AWD and CVT systems, to the ultra-efficient 2.5-liter motor, and it shows in the bare figures. It is between 4 to 7 mpg more efficient than the equivalent CR-V model.

It also produces more power, but the CR-V is hardly embarrassed away from the lights, and it is both smoother and quieter than the slightly raucous RAV4 motor. The CR-V also delivers a more engaging drive, with better bump absorption over rough surfaces. It’s also more spacious for second row passengers, but the RAV4 matches it for front row head and leg room, and it has slightly more cargo area.

In this category, fuel efficiency and pricing is everything, and the RAV4 delivers another blow to the CR-V thanks to its far lower starting MSRP of $31,900. That’s more than $4,000 less than the base Honda CR-V Sport Hybrid, and while a fairer comparison is with the higher spec RAV4 XSE, the fact is that cash-strapped buyers have the option of a lower spec hybrid RAV4, whereas the Honda alternative is a far less efficient gas-powered model. AWD on both the RAV4 and CRV is a $1,400-$1,500 option on lower trims and standard higher up.

Standard 3-year/36,000-mile basic and 5-year/60,000-mile powertrain warranties cover both models, but Toyota covers the hybrid battery for 10 years or 150,000 miles versus Honda’s 8 years or 100,000 miles.

Both manufacturers offer factory-scheduled maintenance coverage, but Toyota is cutting its current 2 years/25,000 miles of ToyotaCare factory maintenance coverage to 1 year/10,000 miles for 2027 models. Honda retains its 1 year/12,000 miles of Honda Service Pass coverage for upcoming models.

The best choice here comes down to your priorities. Those looking for a low entry price allied with low running costs should look no further than a Toyota RAV4 Hybrid in base LE trim.

If you want a few more bells and whistles then both the RAV4 and CR-V have a few options to pick from. If you regularly carry taller passengers in the rear and want a more car-like driving experience, the CR-V is your best bet. If you want the most cargo space and spend most of your time around town, then the RAV4 is once again the savvier choice.

Mazda has received countless thank-yous for reviving the light, affordable roadster concept with the MX-5. Many have tried to replicate it and come close to its success, but ironically, because it’s a replica of classic British roadsters, none have truly succeeded. You wouldn’t think such a simple recipe would be difficult to duplicate, but that’s the magic of Mazda’s secret sauce.

Miata is always the answer, they say, and it’s been the only answer for a reasonably priced roadster for years. Even the Fiat and Abarth 124 Spider, both based on the MX-5, were canned after just four years. America tried to take on it with the Pontiac Solstice and Saturn Sky, but ultimately failed despite showing a lot of promise and potential. Toyota tried knocking Mazda off its perch with its MR-S, but the MX-5 barely budged.

Enter the S-FR

Toyota’s last small, affordable sports car was the MR-S, built from 1999 to 2007. After that, the company didn’t build anything nearly as fun and affordable until the GT 86, initially sold in America as the Scion FR-S. It was something the brand so desperately needed to shake off its stodgy image at the time. Yes, there was the Lexus LFA, but it wasn’t exactly accessible.

Then Toyota surprised us all at the 2015 Tokyo Auto Show when it unveiled the S-FR. It stood for Small, Front-engine, Rear-wheel drive, and it was the perfect sibling to the GT 86. Although it was dubbed a concept, it looked very much like a production car, with an engine and a complete interior. Its rounded design was playful and wouldn’t have looked out of place in showrooms, while that theme carried over to the interior.

Reception was overwhelmingly positive, and it was easy to see why. It was a two-door car about the same size as an MX-5, and it followed the same ethos of being simple and light. To say people were begging Toyota to build it would be an understatement.

The Specs

Toyota even released some specs for the S-FR, which did nothing to quell rampant rumors that it was greenlit for production at the time. Its dimensions were similar to those of the roadster from Hiroshima. The SF-R measured 157 inches long, 66.7 inches wide, 51.9 inches tall, and rode on a 97.6-inch wheelbase. For comparison, the MX-5 measures 154.1 inches long, 68.3 inches wide, 48.4 inches tall, with a 90.9-inch wheelbase.

Oddly enough, Toyota claimed there was room for four inside. How actual humans would fit in the back is baffling, but there were back seats, nonetheless. The car also had a front-mid-engine layout, plus it had a six-speed manual to keep things simple – and fun.

Alleged leaked specifications then surfaced online, and they looked promising. It was supposedly powered by a 1.5-liter engine sourced from the Japanese-market Corolla Axio, producing 128 hp and 100 lb-ft of torque. It doesn’t sound like much, but it was on par with the 1.5-liter MX-5 sold in Japan and select markets. As for weight, it was said to be just 2,160 lbs.

There was Also a Racing Version

Before hype had any chance to die down, Toyota made a second version of the S-FR. It was simply called the Racing Concept, and it would’ve looked right at home on a track day.

Toyota announced the S-FR Racing Concept in December 2015 and showed it at the 2016 Tokyo Auto Salon a month later. It featured a carbon fiber front splitter and canards hewn from the same material. The car also sat lower than the first concept shown, plus it came with more aero add-ons in the form of side skirts, a rear bumper diffuser, and a whopper of a wing on the trunk lid.

And Then, Silence

11 years plus countless rumors and reports later, the S-FR is still nowhere near reaching dealers. Toyota never confirmed it for production in the first place, but it sure had people putting their hopes up for the roadster. Besides, the concept made roadshow appearances and became drivable in Gran Turismo. The car generated a lot of hype, and it remains one of Toyota’s biggest ‘what-ifs’ in recent memory.

Toyota’s budget car division, Daihatsu, did show off a concept that somewhat captured the spirit of the S-FR. Unveiled during the 2023 Japan Mobility Show, the Vision Copen was also MX-5-sized, manual, and rear-wheel drive. The S-FR rumor mill then woke up from a long slumber in 2024 after reports said the car finally got the green light and was slated for 2027. Well, 2027 is just a few months away, and so far, we’re not hearing much buzz about it from Toyota.

Some are still hopeful it will reach showrooms someday, but rules and regulations have made it difficult for cars like these to exist. Even Mazda admits that developing the next-gen MX-5 has been a massive challenge because of the requirements. The automotive landscape has changed a lot since the S-FR Concept premiered, but as things stand now, it’s exactly the kind of car we need.

If it’s any consolation, heaps more sporty and exciting vehicles have been made by Toyota since then. The Supra came back (and left again), the GR Yaris and GR Corolla exist, and the GR86 is still around. We’re also getting the Celica back soon, so it’s safe to say Toyota’s fun division hasn’t been idle.

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Winner: Toyota 4Runner

With legendary body-on-frame durability, a standard two-speed transfer case on 4WD models, a massive aftermarket community, outstanding resale values, and documented reliability, the Toyota 4Runner is the perfect halfway point between hardcore off-roader and dignified daily driver. Genuine 4×4 is complemented by up to 10.1 inches of ground clearance, and there’s a choice between a 2.4-cylinder turbocharged four-cylinder producing 278 horsepower and a hybrid version developing 328 hp. The 2025 redesign made the SUV even more handsome without going soft, and inside, the cabin feels utilitarian but not sparse; it’s fancier than a Wrangler and less luxurious than a Defender. As a midsize vehicle that can seat up to seven (on non-hybrid trims), it’s unusual, but predictably, the third row is only really suitable for children.

Leather upholstery, heated and ventilated front seats, a wireless charging pad, and dual-zone climate control are available, as are a 12.3-inch gauge cluster and a 14.0-inch touchscreen infotainment setup instead of the standard 7.0-inch driver display and 8.0-inch infotainment screen. Wireless smartphone integration comes standard with an 8-speaker sound system, but a 14-speaker JBL system is also offered. All of these features are supplementary to the 4Runner’s true calling card: even with a 2WD system, the 4Runner is tougher than most SUVs, and with 4WD it becomes the ideal zombie apocalypse survival vehicle. Even the cheapest trims (starting around $42,000) can be optioned with 4WD for an extra $2,000, and while they don’t feel opulent by any means, they still feel somewhat refined (unless you hate turbo noises).

Toyota 4Runner Pros

• Genuinely good off-road capability
• Torquey hybrid powertrain
• Good ride quality
• Diverse trim lineup for several use cases
• Complimentary maintenance included

Toyota 4Runner Cons

• Hybrids lose some cargo space
• Third row is tight for adults
• Cabin materials are not premium, though they are hardy

Scores:

Capability: 4.5/5

Daily Usability: 4.5/5

Value: 4/5

Who’s It For?

The 4Runner will appeal to the buyer seeking a no-nonsense approach to reliable off-road tenacity without losing all road manners. It’s a vehicle that will be solid after hundreds of thousands of miles and still attract good resale prices, making it a good value proposition.

Recommended Trim

We recommend the TRD Off-Road version of the Toyota 4Runner. It capitalizes on the 4Runner’s best bits – off-road confidence and reasonable pricing – without feeling spartan. You get the most important off-road hardware and decent added features without the near-$70,000 pricing of the Trailhunter and TRD Pro models.

Runner-Up 1: Subaru Outback Wilderness

The Subaru Outback’s redesign raised eyebrows, but with the addition of the Wilderness trim, previously found on the Forester, the wagon-turned crossover makes more sense. But don’t let its segment-straddling nature imply that it’s a poor alternative to a serious 4×4; the Outback Wilderness has better off-road ability than is immediately obvious, with 9.5 inches of ground clearance and a dual-function X-MODE that optimizes the engine, transmission, and brakes for low-traction scenarios. The Subaru Symmetrical All-Wheel Drive system includes Snow/Dirt and Deep Snow/Mud modes specifically tuned to those environments, and although all four wheels are permanently driven through a CVT (with an 8-speed paddle-shit mode), the Outback Wilderness is decent to drive, with the base 2.5-liter naturally aspirated boxer-four (180 hp) making way for a 2.4-liter turbocharged flat-four with 260 hp and 277 lb-ft of torque.

Inside, a 12.3-inch cluster with a touchscreen of matching size comes standard with wireless smartphone integration. The Wilderness also boasts 12-speaker Harman Kardon audio, doubling the standard speaker count, dual-zone climate control (standard on all models), heated front and rear outboard seats, and a heated steering wheel. More importantly, the cabin is trimmed in durable, water-repellent StarTex upholstery, and standard rubber liners for the floors and removable cargo tray mean you don’t need to hose off a muddy mountain bike before heading home. Keyless access, eight cup and bottle holders, and loads of safety features (like whiplash-reducing front seats and the EyeSight suite of driver aids) mean it’s not just capable off the beaten path but also secure on the sometimes wilder paved roads.

Subaru Outback Pros

• Standard AWD, ample ground clearance on all trims
• Roomy cabin and cargo area
• Physical climate control buttons
• Legitimate off-road hardware and adaptive dampers with Wilderness

Subaru Outback Cons

• Base powertrain is slow
• CVT lacks engagement
• No complimentary maintenance

Scores:

Capability: 3.5/5

Daily Usability: 4/5

Value: 4/5

Who’s It For?

Someone who likes adventuring but doesn’t want something as imposing and tall as a true SUV will appreciate the Outback’s polished all-round, all-terrain competence. The wagon-like shape makes loading cargo simpler and is arguably easier to adapt to if you’ve never driven SUVs before, which can be useful on tight trails.

Recommended Trim

Our runner-up spot is specifically for the Outback Wilderness, but if you’re less serious about proper off-roading and simply want permanent security on loose terrain, the Outback Limited dresses the cabin in leather, adds navigation, and features a power moonroof, Harman Kardon audio, and heating for the rear seats and steering wheel.

Runner-Up 2: Ford Bronco

With between 8.3 and 13.1 inches of ground clearance depending on trim, the Ford Bronco looks ready to take on anything. All trims get four-wheel drive with Ford’s Terrain Management System, but unfortunately, the Badlands trim no longer features a front stabilizer bar disconnect as standard, though it is still available as an option or in the Sasquatch Package. This features 35-inch tires and more ground clearance than base trims, while the Bronco Raptor, or Braptor, gets wider fenders, 37-inch rubber, unique bumpers, a reinforced frame, and Fox Live Valve dampers. Other off-road goodies available in the range include an electronic locking rear diff, a front locker, a 4.7:1 final drive (Sasquatch Package), and the Bronco’s famous Go Over Any Thing (G.O.A.T.) mode, which adjusts throttle, shift, and traction settings on snow, sand, rocks, and mud. Whatever Bronco you choose, you get removable doors like a Wrangler, but here, the wing mirrors stay in place.

Ford elected not to update the Bronco with a redesign because, like the Wrangler, people love it just the way it is, and the way it is is simple. Inside, the cabin reflects the usable, durable, and adventure-ready look of the exterior, with off-road trims getting marine-grade vinyl seats to resist moisture and mud, while drain plugs in the rubberized floors make hosing down the interior quick and easy. Ford also concentrated on the switchgear, with large, easy-to-use controls designed to be operated with gloves, and you can spec a MOLLE strap system to store more gear against the front seatbacks. As for tech, a 12-inch digital cluster is paired with a 12-inch SYNC 4 touchscreen display as standard, including navigation and wireless smartphone integration. Meanwhile, powertrains range from a 2.3-liter turbo-four to a 330-hp 2.7-liter twin-turbo V6 and a 418-hp 3.0-liter twin-turbo V6, with the base Bronco powering all four wheels through a rare seven-speed manual and all the others using a 10-speed auto.

Ford Bronco Pros

• Serious off-road capability on all rims
• Available seven-speed manual
• Removable doors and roof provide open-air novelty
• Better on-road behavior than a Jeep Wrangler
• Modern tech, 12-inch displays are standard
• Multiple powertrains

Ford Bronco Cons

• All engines can be thirsty
• Two-door Broncos have tight rear seating
• More expensive than comparable Wrangler trims
• Manual gearbox only available with base engine
• Noticeable wind and road noise

Scores:

Capability: 4/5

Daily Usability: 4/5

Value: 4/5

Who’s It For?

The person who wants to do serious off-roading without the cheap feel and questionable on-road manners of a Jeep Wrangler while still enjoying a retro design and a rugged cabin that wants to get dirty.

Recommended Trim

For most people, we recommend the Ford Bronco in Big Bend 4-Door guise, which starts at a little over $40,000. Sitting just above the base model, you get nice upgrades like a leather-trimmed steering wheel, better interior materials, and access to the Mid Package, which offers heated front seats, dual-zone climate control, remote start, the 2.3-liter EcoBoost engine with 300 hp, and Ford Co-Pilot 360 driver aids. For those who want to go more extreme, the Badlands costs roughly 10 grand more, but $50,000 is still “cheap” compared to the $81k Raptor.

Honorable Mentions

Kia Telluride X-Pro

The Kia Telluride builds on the rugged appearance of the X-Line package with remarkably solid off-road upgrades. Ground clearance increases to 9.1 inches, 18-inch wheels are wrapped in all-terrain tires, and there are recovery hooks on both ends. In addition, the AWD system boasts a center-locking diff and an electronic limited-slip differential. If you just want to take your family somewhere remote rather than conquer the trails of Moab, this is an excellent SUV with decent trail-crawling ability.

Honda Passport TrailSport

With 8.3 inches of ground clearance, a 285-hp V6 engine mated to a 10-speed automatic, all-terrain tires, steel skid plates, and i-VTM4 all-wheel drive, the Honda Passport TrailSport is a vehicle that may not immediately spring to mind when considering AWD SUVs, but its mechanical all-wheel system is sturdy and capable. The Pilot TrailSport is worthy of consideration if you need three rows, but the smaller Passport is more agile on rocky trails where breakover angles from a shorter wheelbase are better, and its more aggressive bumper improves approach angles, too.

Conclusion

From hardcore off-roaders like the Bronco to softer crossovers like the Outback Wilderness, and the sweet-spot Toyota 4Runner TRD Off-Road in between, there are plenty of AWD and 4×4 options on offer, several of which offer varying degrees of extremism through their trim ranges. Not mentioned above but also worthy of consideration are the Toyota Land Cruiser, Land Rover Defender, and Ineos Grenadier, but our winner, runners-up, and honorable mentions are the easiest to live with, on or off the trails.

Camaro Muscle With Cadillac Proportions

In profile, the sweeping roof and flush handles keep the extra doors from dominating the design. The proportions suggest a family connection to the CT5, while the slim headlights and vertical lighting accents strengthen that impression. A large black grille, dark hood insert, and deep splitter give the nose plenty of menace, and the side-exit exhausts are an especially enthusiastic touch.

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Walk around the back, and tall, angular taillights frame a black panel carrying the Chevrolet bowtie, with a trunk spoiler above and a deep diffuser below. The rear has enough visual muscle to hold up its end of the Camaro bargain. Inside, the broad displays, carbon-look trim, and blue ambient lighting are familiar modern sports-sedan fare. The physical climate controls and manual gearbox are details I’d most like to see make it to final production. On that last point, at least, the rumors offer some encouragement.

The Rumors Lead Back To Lansing

Chevrolet left the door open when it announced the Camaro’s retirement after model year 2024. Chevrolet’s global vice president at the time, Scott Bell, said it was “not the end of Camaro’s story,” leaving enthusiasts hopeful and with plenty of room for interpretation. A more transparent picture emerged in April 2026. As Autoblog reported, Automotive News cited a source at a major GM supplier linking a new Camaro, the next CT5, and an unnamed Buick sedan to production at Lansing Grand River. GM Authority separately reported approval for a Camaro replacement. GM Authority’s later coverage described a midsize, four-door vehicle with a combustion engine and an updated Alpha 2 rear-drive platform. The Camaro name remained under consideration, and the body could even depart from a conventional sedan shape, but that leaves considerable room between these renders and whatever GM might eventually reveal. An August update shifted the reported arrival from model year 2028 to 2029, an early reminder to keep the calendar penciled in.

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Could A V8 And A Manual Make The Cut?

If Chevrolet wants an attainable starting price, a turbocharged entry engine is a sensible place to start. The current CT5’s 2.0-liter four-cylinder could make an appearance here, as it did in the final-gen Camaro. Further up the range, GM’s sixth-generation small-block V8 offers something more tempting. Chevrolet has introduced the naturally aspirated 6.7-liter LS6 in the 2027 Corvette Stingray and Grand Sport, where it produces 535 horsepower and 520 lb-ft. The transmission rumors are encouraging, too. GM Authority reports a six-speed manual alongside an automatic, plus a dedicated performance variant in its August coverage. Exact engine pairings remain unannounced, as does any return of the ZL1 badge shown here.

Will Chevrolet Actually Build It?

Cadillac has confirmed a combustion-powered CT5 successor for Lansing Grand River. GM president Mark Reuss made that distinction neatly in his June 2026 Car and Driver interview, while the Chevrolet and Buick programs remain unannounced. After mentioning the CT5, he added: “The rest is speculative, right?” Still, shared development and factory investment could give a Chevrolet sports sedan a more persuasive business case. Rear doors could broaden its appeal, too, especially among buyers who need one car to cover several jobs. I’d take the prospect seriously, while treating the name, timing, and specifications with caution. What interests me most is whether Chevrolet could preserve the steering, response, and sense of occasion that make a Camaro worth wanting. If Chevrolet can deliver that at a price enthusiasts can reach, I’m happy to let the people in the back have their own doors.

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