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.

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

Honda Pilot

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

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

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

Subaru Ascent

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

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

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

Volkswagen Atlas

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

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

Final Thoughts

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

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

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

Exterior & Interior Styling – 9/10

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

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

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

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

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Infotainment & Technology – 8.5/10

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

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

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

Comfort, Space, and Usability – 9/10

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

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

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

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

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

Driving Experience – 7.5/10

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

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

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

Final Verdict – 8.75/10

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

After all the new metal BMW has been putting out, the company is turning its attention back to its moneymaker: the X3. Unveiled in 2024 for the 2025 model year, the fourth-generation model has since continued to be the brand’s global best-seller. Now, it’s getting a few updates for 2027.

We reported on it just a month ago when it was first shown for the German/European market. It was only a matter of time before BMW made the same announcement for North America. Some of these include interior enhancements that throw in more soft-touch materials, along with the addition of the Black Package.

The Big News for ’27

If you’re in the market for an X3 right now, particularly the M50 model, it’s probably worth waiting for the ’27 models to arrive on the lot this December. That’s because it gets a healthy dose of extra power, not that the current one needed any more unless you’re coming from the previous-generation X3 M.

The major update for the X3 M50 is that it now packs 437 hp, although torque is retained at a still impressive 428 lb-ft. This horsepower bump is largely thanks to the M350, which has the exact same rating. Instead of keeping the crossover as is, it’s nice of BMW to give the X3 the same amount of power as the new 3 Series.

For reference, the one sitting in showrooms right now makes 393 hp, so the 2027 update brings with it a 44 hp upgrade. Those extra horses mean BMW claims 0 to 60 times in 4 seconds. Knowing the brand, however, the numbers are conservative, and we wouldn’t be surprised if instrumented testing shows a 0 to 60 figure in the high-threes.

How Much?

One would think that the significant power hike brings with it a much higher price. The X3 M50 currently retails for $66,500 plus $1,350 for destination charge. The punchier 2027 model is priced at $67,500, a relatively modest increase of $1,000.

To put that into perspective, that’s about $23 for every additional horsepower. That’s not too bad considering it shaves off a good amount of time from acceleration times. Some folks pay more to get the same amount of gains. You don’t even have to order the Black Package to get the extra power, but if you prefer your X3 blacked-out, that’s an extra $3,800. Yes, the cosmetic package is more expensive than the power upgrade.

What about the X3 30 for those who think 437 hp is too much for a crossover? Well, BMW is quiet about it, so we’re assuming the outputs are still the same.

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

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

The GLB 250

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

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

Coming to America?

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

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

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.

Younger generations may find it hard to believe that Porsche was nearly bankrupt in the early-’90s. In the late-’80s recession, slumping sales, and internal mismanagement nearly brought the company to its knees. To save the company, it needed an overhaul, and it got help from Toyota to fix how it was run. It worked, but Porsche needed new products to actually make money again.

First, the Boxster brought more people into its showrooms. But the breakthrough came in 2002 with the Cayenne, Porsche’s first-ever SUV. It may have angered Porschephiles, but it printed money for the brand and became the company’s fastest-selling model. That was until the Macan arrived in 2014, and it quickly took that title from its big brother in practically no time.

It took the Macan just 12 years to hit a million cars. For comparison, the Cayenne took 18 years, while the 911, admittedly a specialty model, took over half a century to achieve that. The first-gen Macan had a long production run, and the last cars rolled off the assembly line just this year. Right now, the second-gen Macan is electric-only, and there has been a noticeable sales dip. Still, at least Porsche will make a second-gen combustion-powered Macan successor, possibly called the Octan, but we’ll have to wait for it a little longer.

An Interesting Development from Germany

We know that the future gas-fed Macan/Octan will share more bones with the Audi Q5. Porsche isn’t making much of an effort to hide it, either, as the test mules have literally been wearing the Q5’s body. But underneath the Audi skin (for now) is the promise that it’ll still drive as a Porsche should.

However, a new report from Germany recently piqued our interest. A report from Auto Motor und Sport has mentioned that the compact luxury crossover might be offered with V8 engine. That was from spies scouting around the Nürburgring, observing that the test mule didn’t sound like a V6 at all. A spy video backs that claim, and you can hear it for yourself below.

Unmistakable Soundtrack

For our ears at least, the soundtrack is unmistakably V8. If the burble at low speeds isn’t enough to convince you, the sound it makes at full throttle should remove any remaining doubts. Now, there are two scenarios we can think of here: the first is that Porsche might actually stick a V8 in its compact crossover.

The other theory? This could be a test bed for V8 power in smaller applications of Audi’s Premium Platform Combustion architecture, which will also be shared with more Porsche models. Either way, it’s an interesting development, and it could be a first for Stuttgart’s compact crossover.

As for the engine, it’s likely to be the 4.0-liter twin-turbocharged V8 engine that’s seeing service in the Cayenne and Panamera. It could have more power, or it could be detuned since the Macan/Octan is a smaller vehicle. But if Porsche puts a V8 in it, we might see at least 468 hp and 442 lb-ft, like in the current Cayenne S. Optimistically, output could reach 591 hp and 590 lb-ft, matching the all-new Audi SQ7. Still, we’ll have to wait a while for the full picture, as the compact Porsche crossover is expected to premiere in the first half of 2027.

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2027 Jeep Compass Gets Safer and More Convenient

The 2027 Jeep Compass now gets adaptive cruise control as standard on all trims, while the mid-range Limited, Limited Altitude, and Trailhawk add a wireless charging pad and second-row USB ports. Optionally, the Premium Lighting Group gives these trims LED headlights, taillights, and fog lights, while the Driver Assist Package adds a 360-degree camera and a garage door opener. Stellantis adds that the 2027 Compass has a smaller price variance between the Limited trim and the slightly better-equipped Limited Altitude, now down to $995. The Altitude adds blacked-out exterior and interior elements, painted wheels, and contrast stitching. Unfortunately, the automaker has not provided a full breakdown of pricing for each trim, but besides the 85th Anniversary Edition, all 2026 trims carry over, including the Limited (~$33,500), the Trailhawk (~$34,000), and the Limited Altitude (~$36,000).

2027 Jeep Compass Colors and Availability

The color palette is unusually large for this segment, with Joose, Diamond Black, Bright White, Sting Gray, Red Hot, Hydro Blue, and Fathom Blue already available. But for 2027, Jeep is adding four new hues: Ghost, Copper Shino, ’41, and Goldilocks (availability TBC). As before, the Mexico-made Compass is powered by one engine across all trims, a 2.0-liter turbocharged four-pot making 200 horsepower and 221 lb-ft of torque, capable of a 2,000-pound towing capacity as standard. Orders are currently open, but Stellantis has yet to announce when deliveries will begin. Late in 2027 (the 20th anniversary of the now-aging Compass), a new model will begin production in Belvidere, Illinois, arriving for the 2028 model year. We’re probably dreaming, but perhaps domestic production will bring the price down again.

2027 Kia EV6 Gets No Updates After 2026 Refresh

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The Kia EV6’s lack of evolution for 2027 is not a surprise because the previous model year underwent multiple convenience and style refinements, including the addition of plug & charge and the deletion of the Tech Package on the EV6 Light Long Range model. The EV6 also gained Wolf Gray and Glacier White Pearl exterior colors and a two-tone Saturn Black/Mild Toffee Brown interior scheme, deleting Ivory Silver for the bodywork and Hunter Green/Misty Gray inside. Around the middle of the year, Kia also added the option of a black roof to its new white and gray hues. 2025 also saw a significant styling, driving range, and infotainment processing speed update, along with a built-in NACS charge port and new door handles, so there’s no need to update the EV6 for a while.

As before, rear-wheel-drive models have a single rear motor, while AWD models add a motor to the front axle. The Light gets a 63kWh battery (delivering 237 miles of range), while the Long Range, Wind, and GT-Line variants use an 84kWh battery, with differing power figures for the latter depending on whether it’s a rear-drive (up to 319 miles of range) or AWD version (up to 295 miles of range). The base EV6 makes 167 horsepower and 258 lb-ft, while the Long Range version with RWD makes 225 hp and 258 lb-ft, and the AWD model delivers 320 hp and 446 lb-ft. Those figures remain the same across all trims, so the base EV6 does 0-60 mph in 8.3 seconds, higher RWD trims take 7.3 seconds, and dual-motor models take 5.0 seconds. AWD models also increase top speed from 115 mph to 117 mph.

Autoblog’s Take

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The Kia EV6 shares its underpinnings and tech with the Hyundai Ioniq 5, but they’re hardly on an even keel in the sales race, with the Ioniq 5 selling over five times as many examples this year. Therefore, Kia can’t really afford to ask more for the 2027 EV6, and dealers will likely be keen to move old inventory. With no changes for the new year, the prudent choice is to look for a lightly used 2026 model at a discount, but it’s also perfectly reasonable to buy new and take advantage of the full warranty coverage, which includes a basic limited warranty for five years/60,000 miles and coverage for the EV system and battery for the first 10 years/100,000 miles.

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The year 2026 has to be one of the busiest in BMW’s history. A raft of all-new and heavily updated models will spill over into 2027. This year alone, the German automaker has launched a barrage of new cars, namely the i3, the redesigned X5 and first-ever iX5, the heavily updated 7 Series and i7, the all-new 3 Series, and most recently, the iX4.

Next year, we could expect BMW to be making even more noise. From what we know so far, the facelifted 5 Series is starting production for its initial rollout soon; there will be a new electric hatchback, and let’s not forget the M3 in both combustion and electric guises. On the more practical (and larger) side, the second-generation X7 is on the way.

The Next-Gen Flagship SUV

Now that the X3 and X5 are in their newest generations, it was only a matter of time before BMW turned its attention to the X7. It’s been spied and spotted several times already, both in combustion and full-electric iX7 forms. For all we know, some of the first batches of SUVs are already being built in preparation for the launch.

Details are still relatively murky for the flagship SUV, but a recent thread on Reddit claims to have a lot of juicy details. Spotted by BMWBlog, there’s a lot to digest, and it appears it will be more of a 7 Series soon than merely a larger X5.

The Scoop

The Redditor claims to have seen the redesigned X7 unmasked in all its glory. The poster says the SUV will have a ‘conventional’ grille and a 7 Series-like split headlight arrangement. Its taillights will resemble those on the X5, and its overall dimensions will be slightly larger than the outgoing model. On top of that, it will lose the split tailgate, ending nearly 30 years of BMW SUVs with that design.

Of note, BMWBlog noted that the tailgate of the X7 test mules still featured a split design. But if the bit of news about the one-piece tailgate is true, we’ll be sad about the move. The number of SUVs with that kind of tailgate has dwindled over the years, and it does offer added practicality. As for the interior, it doesn’t surprise us that it’s said to get an X5-like cabin, particularly the dash. BMW is keen to push its Panoramic Vision layout across its range, whether we like it or not.

But the rear quarters are what’s of interest. There will be more screens at the back, claimed the post, as the X7 and iX7 will adapt the door-mounted screens to control various functions. It’s also said that the ceiling-mounted screen for on-board entertainment will be offered as an option. Little by little, the X7 is truly becoming the 7 Series of SUVs.

The Bombshell

On top of everything mentioned above, the biggest bombshell is the claim that some pre-production models are already being built. Not only that, but a couple of examples of the Alpina-badged models are also rolling down the production line over at Spartanburg. If so, BMW is transitioning the assembly plant to start building the new X7 and iX7.

Back to the Alpina version, its name isn’t final yet, but it will likely still be called the XB7. The post didn’t mention if Alpina did any exterior or interior changes for its own version of the fast X7. Alpina is now its own marque under the BMW Group’s wing, and we were promised distinction from regular models.

The second-generation X7 is slated for its world premiere in 2027, and it will be for the 2028 model year. The same could apply for the Alpina, and both will be built in Spartanburg. Of course, we’ll only know the full picture once it’s been fully revealed. Even then, it’s a big leap from the outgoing X7.

Mitsubishi is almost ready to launch its newest and quickest model to date, the ASX VR-e, an all-electric crossover that will be the quickest-accelerating vehicle in the Japanese brand’s stable in Australia.

The pre-launch details show that Mitsubishi’s planned top-spec GSR trim level for the ASX VR-e will be capable of accelerating from 0 to 62 miles per hour in just 3.9 seconds, making it the fastest-accelerating car in the brand’s modern lineup. It achieves this with a set pair of motors, one in the front and one in the back, effectively making the ASX VR-e all-wheel-drive and giving Mitsubishi license to bring up the (still dead) Evolution heritage.

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No, this is not an Evo Crossover

Fortunately or unfortunately, the Evo hasn’t made a comeback yet, but Mitsubishi knows the company and its fans haven’t forgotten the legendary performance line after all these years. Mitsubishi Motors Australia’s Chief Executive, Shunichi Kihara, said the company will keep its Evo heritage “in some shape or form,” he told Australian automotive media, including Drive.

That “shape or form” will be the ASX VR-e, and Mitsubishi is pulling a few bits of heritage from the past. Before we write this off as Mitsubishi ruining a nostalgic name, this is not a successor to the Lancer Evolution. Instead, the brand is taking a few bits and pieces from its rally-racing archives, plus a few key acronyms and names from its historic nomenclature, to build a story around what will become the highest-performing vehicle in the modern Mitsubishi lineup.

Take, for instance, the “VR-e” in the name. Sounds familiar? Remember the Mitsubishi Galant VR-4? Before the Lancer, Mitsubishi had the Galant, and it was also a rally legend in its own right up until a smaller body was needed. Digging a little deeper reveals a trim level called the “GSR,” which will be the high-performance variant in the lineup. This calls back to the Lancer Evolution GSR variants present throughout several Evo generations.

Furthermore, the brand has noted that the ASX VR-e GSR’s torque split changes in sport mode. From 50:50 under normal mode to 30:70 in sport mode. The intent here is to make things fun and exciting, as noted by Tim Clarke, Mitsubishi Australia’s product manager. Clarke also pointed out the connection between the ASX VR-e’s name and the Galant VR-4.

Also of note, more affordable ASX VR-e models will be sold, and the lower variants will have a single electric motor and produce 229 horsepower and 258 ft-lbs of torque. Meanwhile, the GSR trim will make 458 horsepower and 516 ft-lbs of torque. The battery pack will be 57.7 kWh and can DC fast charge at a peak rate of 134 kW.

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EV-olution?

If the ASX VR-e proves successful and demand for a performance version emerges, Mitsubishi is not against reviving the Evo badge. Tim Clarke also mentioned that “at the moment, we’re focused on the core model range. This is a new space for us, a new product, quite different.”

Clarke continued, saying that “we need to make sure we get the fundamentals right for that product, and if it is a success, then we obviously look to build on that and expand it.” Mitsubishi Australia’s CEO, Kihara, also said the company has noticed demand for a performance revival. Japanese Mitsubishi fans are also commenting on that matter.

Back in Japan, in June 2026, Mitsubishi’s current president and COO, Keisuke Kishiura, said the company wants to build another great car, following the formula that made the Lancer Evolution great, and called the Evo and Galant “treasures.”

Before that can happen, Mitsubishi will continue to focus on SUVs in the meantime. It might take a while before we see the next model that will take up the Evolution mantle. Until then, the brand will keep feeding its fans bits and pieces.

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

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Starting Outside: Similar Footprints, Different Personalities

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

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

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

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

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

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

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

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

Move Into The Rear: Count Seats, Then Try Them

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

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

Open The Liftgates: Kia Carries More

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

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

Take A Drive: Matching Output, Different Feel

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

Compare The Prices: The Cheaper SUV Depends On The Trim

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

How I’d Spec It

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

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

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New Trail Trim Leads 2027 Mustang Mach-E Updates

The off-road-biased Mustang Mach-E Trail is based on the Select eAWD trim and costs $2,295. Along with the above-mentioned mechanical upgrades, the Trail gains 19-inch wheels in High Gloss Dark Carbonized Gray with as-cast graphics (also borrowed from the Rally), shod with 235/55 Michelin CrossClimate 2 rubber. The Trail also sets itself apart through unique bodyside graphics and a Carbon Black lower front fascia, while inside, the Mach-E Trail logo is embossed on the center armrest. Another useful upgrade for the Trail is a 400-watt, 120-volt Pro Power Onboard system as standard, with outlets in the cargo area and behind the center console. Optionally, buyers can order a Clamp On Cross Bar Kit produced by Thule, and an Interior Protection Package with all-weather floor mats and a cargo-area protector. Trail buyers will also be awarded an extra 100,000 Ford Rewards points on top of the 22,000 points given to all Mustang Mach-E buyers. These can be used against the cost of various accessories, parts, subscriptions, and merchandise items.

As we can see above, dropping the previously standard 70kWh (usable) battery pack for an 88kWh battery (91kWh on GT and Rally) has bumped up the price of the base model, but all the others have come down. Revised EPA estimates haven’t been published yet, but the Mach-E will obviously go further for 2027. Other updates to the 2027 Mustang Mach-E range include BlueCruise 1.5 hands-free highway driving aids as standard on the range-topping GT and Rally, and optional on Select with the Tech Pack Lite or on Premium with the Premium Tech Pack. This gives you access for one year plus 90 days of service, and any trim that has the necessary hardware can have the service paid for through a one-time purchase. The Trail must be ordered with BlueCruise hardware since it can’t be added later.

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MY2027 Mustang Mach-E Colors:

• Desert Sand
• Shadow Black
• Adriatic Blue Metallic (optional)
• Eruption Green Metallic (optional)
• Glacier Gray Metallic (optional)
• Race Red (optional)
• Star White Metallic Tri-coat (optional)
• Velocity Blue Metallic (optional)

2027 Ford Mustang Mach-E Availability

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The 2027 Ford Mustang Mach-E is ready to order now, with deliveries expected to begin in Q1 of 2027. Unfortunately, you can’t spec your ideal variant just yet, as the 2027 build & price configurator is only planned for launch early next year. Nevertheless, Ford has found more efficiency and appeal, and, besides the base trim, it’s done so at a lower cost. We’re especially enthused by the new Trail trim, as the Rally might be a little too hardcore/expensive for most; now, you can have most of its upgrades with better ground clearance at a lower cost. It seems everyone wants as big a chunk of the adventure market as possible (even Mini is getting in on the action), but is it worthwhile having two broadly similar trims in the same lineup? Let us know your thoughts in the comments below.

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While Audi pioneered all-wheel-drive technology, it entered the SUV market pretty late. But as the saying goes, it’s better late than never, and Ingolstadt’s first fully fledged SUV arrived in September 2005 with the first-generation Q7.

It’s been over 20 years since the very first Audi ‘Q’ model, and the range has grown exponentially from there. But if there’s one thing about the Q7 in particular, every generation has had a long production run. 2026 is the final year of the second-gen model, and it’s off to a well-deserved retirement after 11 years in service. The third-generation model premiered this year and will reach showrooms before the end of 2026. That said, the final model year of this generation is being sent off with a host of value-enhancing updates.

2026 Audi Q7 Lease Deals for October

Audi currently doesn’t have national lease deals for the Q7, and monthly rates will depend on which state or city one is based. Still, as the redesigned models make their way to showrooms nationwide, the company is offering solid offers for the outgoing generation. One of the least expensive lease deals we found was in South Florida: the Premium 45 for $589 for 36 months, with $4,509 due at signing.

In most states, the same variant goes for $639 per month with $6,999 due at signing. We also saw offers for the Premium Plus S-Line 55 in most states at $739 per month, with $7,999 due at signing. Rates will vary by region or state, so it pays to visit the official website and enter your zip code. Mileage is limited to 10,000 per year with a $0.25 per mile penalty for exceeding it. These offers are valid until November 2, 2026.

2026 Audi Q7 Highlights

Base prices for the 2026 Audi Q7 range from $62,000 to $77,100 with three trims to choose from. It follows the usual Audi hierarchy, meaning Premium is base, Premium Plus is mid, and Prestige is at the top. Quattro all-wheel drive is standard, as is the Audi SignatureCare package, which includes complimentary service every 10,000 miles or once a year for three years. Other standard equipment includes advanced driver assists, matrix LED headlights, wireless Apple CarPlay and Android Auto, and Audi Virtual Cockpit Plus.

As mentioned, value enhancement is the theme for the second-gen Q7’s final model year. The base Premium is untouched, but the 55 TFSI Quattro Premium Plus gets acoustic glass and soft-close doors right out of the box, along with quad-zone climate control, heated and ventilated front seats, and heated rear outboard seats. Go for the Prestige, and that one gets four-wheel steering and OLED taillights as standard this year.

The standard engine in the Premium and Premium Plus is the 2.0-liter TFSI with 261 hp and 273 lb-ft, and models fitted with that are badged 45. Optional in the Premium and Premium Plus and standard in the Prestige is the 3.0-liter TFSI V6 making 335 hp and 369 lb-ft, carrying the 55 badge.

Final Thoughts

The second-gen Q7 may be on its way out, but it’s all the more reason to consider one if you’re looking for a deal. Audi also honed and refined this for over a decade, so what you’re getting is effectively the most polished version of the SUV. Of course, if you want the latest tech, features, and platform, we’re not stopping you from getting the redesigned model. Still, for those who prefer familiarity or all-new, the outgoing Q7 is well worth considering.

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

Mazda has no shortage of crossovers. If anything, it makes only two other models that aren’t SUVs: the Mazda3 and MX-5. But for what it’s worth, its high-riders drive well for the most part, injecting the brand’s driver-focused ethos into its practical vehicles.

At the top of the Mazda ladder is the CX-90, and its midsize SUV was dubbed a genuine alternative to the usual Europeans. Its cabin is well-appointed, and it genuinely felt like an upmarket vehicle inside. Admittedly, the plug-in hybrid version needs more polish, but the straight-six model was Hiroshima’s legitimate take on the BMW X5 for much, much less.

CX-90 Minus One Row

Mazda had a strong start with CX-90 sales, and it showed the market the brand was serious about its upmarket ambitions. It also has three-row seating standard, making it a viable option for those looking for a practical, family-friendly midsize SUV. That said, not everyone needs two extra perches, so Mazda responded in a rather unorthodox way.

Instead of making two-row variants for the CX-90, Mazda made an entirely separate model. It was, of course, the CX-70, and it’s basically a CX-90 sans the third row and a few unique styling details. It offered more cargo space than the CX-90, so ditching the rearmost seats had a real benefit. Opinions around it ranged from pretty useful to quite pointless.

And Sales Have Been…

The CX-70 premiered in January 2024 for the 2025 model year. So far, sales have fallen below expectations, and this year’s figures paint a dim picture. As it is, CX-90 and CX-70 sales have been down by 25% and 28.1%, respectively.

As of September 2026, year-to-date sales for the CX-90 are at 34,999 units, while the CX-70 is down to just 9,686 units. To put that into perspective, MX-5 sales up until the end of September are at 7,598 units, far exceeding expectations. Even the Mazda3 Hatchback has outpaced the CX-70 with 11,351 sold so far.

To Be Axed?

So, it hasn’t been a good year for the CX-70, but even then, the CX-90 has outsold it by more than three to one in 2026. In 2025, the difference was nearly four to one in favor of the CX-90, and in 2024, it was over five to one. The future of the CX-70 is reportedly in doubt, as mentioned in a now-pulled-down CarScoops article. A Reddit post grabbed the story’s text.

At the time of writing, Mazda has shared the full details on the future of the CX-70 and CX-90. We’ll roll out all of the updates soon.

Prices exclude options, taxes, and destination. My Ford tester had the Bronze + Black Diamond Off-Road equipment; a standard Big Bend does not include all that hardware.

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Powertrain And Driving: Ford Makes The Ordinary More Enjoyable, GMC Makes It More Comfortable

On paper, the numbers suggest something a draw. Just five horsepower separates these engines’ outputs, and GMC counters with only three extra pound-feet of torque. Both also use conventional eight-speed automatics, an appealing distinction for buyers who dislike a CVT’s rubber-band delivery. When it came down to actual driving character out on the road, I personally favored the Ford, at least from the driver’s seat. Its three-cylinder has a raspy voice and an audible turbocharger whoosh, while its drive modes make a noticeable difference. Sport suits winding coastal roads; Eco feels far more relaxed around town.

The GMC felt responsive enough when accelerating from a standstill, but less enthusiastic on the highway. Occasional abrupt shifts also interrupted its otherwise agreeable manners. Its strength was settling into the journey smoothly, rather than encouraging me to make more of it. So simply matching engine displacement and similar output figures doesn’t guarantee a similar driving experience here. Anyone expecting the GMC’s higher price to buy stronger performance should think twice.

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Comfort And Practicality: Passengers And Cargo Want Different Things

The Terrain’s smoother ride and quieter cabin make for a stronger overall experience than these two SUVs. Its cabin also impressed me with its assembly quality in ways the Bronco Sport didn’t quite match. The Ford’s firmer ride and tighter rear seating are also more obvious compromises. For someone regularly transporting adults, that matters far more in a vehicle like this than how entertaining the turbo sounds. A vehicle can justify its added cost through the experience it gives passengers, even when it offers little advantage to the driver.

Cargo space tells a different story. The Bronco Sport provides 2.7 cubic feet more behind its rear seats and 1.7 more with them folded. Its upright body uses vertical space well, though volume alone can’t tell you whether a particular stroller or suitcase will fit. Ford’s rear glass can also be opened separately from the rest of the tailgate, adding another useful dimension. You can reach smaller items without opening the entire liftgate, and the available cargo-management shelf provides another way to organize the space. The GMC counters with underfloor storage and a console pass-through. Your choice should depend on what you carry most often: comfortable passenger space and cargo volume are separate advantages, and these SUVs prioritize them differently.

Adventure Hardware: Compare The Equipment You’re Actually Buying

The AT4 includes all-terrain tires, off-road-tuned suspension, a front skid plate, underbody protection, and recovery hooks. Its Terrain mode assists with low-speed crawling, while the factory hitch supports a 1,500-pound towing rating. Whereas GMC loads the AT4 up with off-road goodies right off the bat, Ford makes the equipment decision more configurable with the Big Bend. A standard Big Bend wears all-season tires; the available Black Diamond Off-Road package adds all-terrain rubber and steel skid plates. My tester’s additional Bronze treatment supplied visual character, but buyers should distinguish appearance spending from equipment they will use. Neither test established a winner on an identical obstacle course. My drives support their suitability for ordinary backroad outings, rather than a claim that either can follow a full-size Bronco anywhere. The Ford’s superior 2,200-pound maximum towing rating is useful, provided you order the required package.

Technology: Both Work Well And Stay Out Of Your Way, GMC Has A Larger Touchscreen

Ford supplies a 13.2-inch SYNC 4 touchscreen. GMC uses a 15-inch display, an 11-inch instrument screen, and Google built-in compatibility, with additional camera views available. Both handled wireless Apple CarPlay well during my tests. Ford’s system mostly stayed out of my way; GMC’s camera presentation was particularly welcome. Check which cameras and convenience features come with the specific vehicle, especially when comparing an optioned Big Bend against a standard AT4.

Value: The Price Gap Needs A Purpose

Before destination, the Terrain AT4 costs $7,555 more than the Big Bend. That is substantial money in this segment, although comparing the cheapest Ford with an equipped adventure trim overstates how closely those configurations match. My Canadian-market Bronco Sport reached C$50,665, including delivery, after it had been equipped with packages that bring its overall feature list much closer to the GMC’s. A U.S.-market Big Bend with a similar configuration costs roughly $39,000, including destination charges and acquisition fees, quickly narrowing the value proposition.

Fuel economy offers Ford another modest advantage: 27 mpg combined against 25. At 15,000 miles annually and an assumed $4 per gallon, those ratings imply roughly $180 in yearly savings. My average with the Ford was only 21.4 mpg, however, so real-world fuel economy will ultimately depend more on your driving habits. GMC’s premium therefore needs to earn its keep through comfort, equipment, and cabin appeal; it doesn’t buy stronger performance or extra cargo volume.

Overall Verdict: The Bronco Sport Earns My Vote

Out of these two SUVs, I’d personally opt for a carefully configured Bronco Sport Big Bend. Its character makes routine driving more enjoyable, its boxy retro-modern design is far more enticing, and its cargo flexibility and lower entry price give that preference practical substance. The Terrain AT4 remains a more persuasive choice for someone who values a more comfortable commute and regularly carries adult passengers in the rear seats. Its appeal becomes strongest when you decide that refinement deserves more of your budget than quicker acceleration or nostalgic styling.

The Ford leaves me wanting hybrid power and a gentler ride, while the GMC leaves me wanting a more competitive price. Of those wishes, the latter is harder to overlook when the less expensive competitor is also the one I enjoyed driving more. An adventure SUV still has to make the grocery run worthwhile. For me, the Bronco Sport does just that.

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The Mazda2 may have left the American market more than a decade ago, but the small hatchback has continued to serve buyers elsewhere, particularly in Japan. Its current generation has been around for years, though, and Mazda now appears ready to move on from the nameplate in favor of something more in line with its SUV-focused lineup.

In its Integrated Report 2026, Mazda says it plans to introduce the next-generation CX-3 in Japan and ASEAN markets. The company describes it as a new entry-level model that will replace the Mazda2, with production expected in Thailand.

That timeline aligns with earlier reports of a new small Mazda model that could consolidate the role of the brand’s aging compact cars. Rather than develop another traditional small hatchback, Mazda appears to be focusing on a compact SUV that could appeal to buyers looking for a higher-riding vehicle.

What Mazda Has Shared About the Next CX-3

For now, Mazda has offered only limited details about the next CX-3. Its report confirms the 2027 target and Thai production plans, but it does not provide a full specification sheet, pricing, or a detailed description of the production model.

The company’s wording also makes the CX-3’s role in the lineup clear: it will become Mazda’s new entry-level model, replacing the Mazda2. That could give the nameplate a wider role in markets where compact SUVs are popular, including Southeast Asia.

It is also too early to say whether the next CX-3 will use a particular engine or electrified powertrain. Those details have not been outlined in the report, and the production model’s final design remains to be seen.

Could the Vision X-Compact Influence Its Design?

One possible clue to Mazda’s future small-car direction is the Vision X-Compact concept. The concept, shown at the 2025 Japan Mobility Show, previews ideas around a compact vehicle designed to feel more connected to its driver, blending Mazda’s focus on driving enjoyment with technology intended to better understand the person behind the wheel.

It would be tempting to treat the concept as a preview of the next CX-3, but Mazda has not confirmed that connection (though the visuals in the presentation hint so). For now, it is better viewed as a possible indication of the brand’s thinking about future compact vehicles rather than a direct look at the production SUV.

Another question is whether the new CX-3 will make it to America. Mazda has yet to confirm a US-market version, leaving it unclear whether the model could sit alongside the CX-30 or remain exclusive to other markets. Hopefully, Mazda will consider bringing it stateside. The American market has been losing affordable small-car options, and a smaller, more accessible SUV could give budget-conscious buyers another choice within the brand’s lineup.

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If you take a look at the SUV market, nearly everyone makes a performance version of sorts. Even then, regular models have become pretty brisk, getting to highway speeds in six seconds or less. Back then, we were pretty much content with getting to 60 in under 9 seconds, but the world has changed a lot since then.

From models like the Ford Explorer ST to the Lamborghini Urus SE, performance SUVs have become pretty much mainstream. If anything, we have more fast SUVs now than super wagons, which pretty much shows the market today. But if you wind back the clock a couple of decades, hot SUVs were at most a novelty.

Thank You GMC

High-performance SUVs weren’t a European thing, at least at first. If we want to trace the genre’s roots, we have to go back to the early ’90s and thank the GMC Typhoon. For better or worse, it was the genesis of go-fast SUVs, and GM had created a monster that formed an entirely new segment. The Typhoon wasn’t exactly a sales success, but as a proof of concept, it worked well.

We also started seeing some companies try their hand at speeding up SUVs in the ’90s. Prime examples include the Shelby Durango and Saleen XP8, while Jeep shoved a 5.9-liter Magnum V8 into its Grand Cherokee. Japan was starting to get in on it too with the Subaru Forester Turbo, while Mitsubishi created the Pajero Evolution, mainly to comply with motorsports regulations. At the time, Europe was nowhere to be found.

Performance SUV 2000: AMG Fires the First Shot

The late ’90s set the stage for the performance SUVs we know today. But in 2000, it all came to a head: Mercedes-Benz became the first among its European peers to build a true fast SUV. The ML55 AMG wasn’t just an SUV with heaps of horsepower; it also gained enhancements that made it handle relatively well.

At the heart of it all was the M113 V8 engine, but instead of 4.3 liters like in the ML430 at the time, it got the 5.4-liter straight from the E55 AMG from the same era. The result was 342 hp and 376 lb-ft, just a little less than the E55. But even detuned, it was enough to propel the SUV to 60 mph in under 7 seconds. It doesn’t sound like a big deal today, but back then, doing the same feat in about 8 seconds was considered fast.

Not content with the ML55, Mercedes-Benz quickly followed that up by taking the same engine that powered Germany’s first fast SUV and putting it in the G-Class. Thus, the G55 AMG was born just months after the ML55 started reaching customers. Admittedly, neither was quicker than the GMC Typhoon, but both did something the GMC couldn’t, and that was find success. AMG laid down the gauntlet with not one but two sledgehammers. Of course, the folks from Munich weren’t about to take that sitting down.

Munich Fights Back

When BMW released the X5 in 2000, you could choose between a 3.0-liter inline-six and a 4.4-liter V8. The latter was brisk for the standards of the day, but it couldn’t hold a candle to the ML55. Munich responded by taking the 4.4-liter mill, asking Alpina to help massage it, and the result was the 4.6is motor.

The X5 4.6is from 2001 to 2003 wasn’t badged as an M car per se, but it was the start of something. The stroked engine made 340 hp and 350 lb-ft, which was less than the ML55 AMG. But because it sat on a lighter unibody platform, it was quicker than its rival, hitting 60 mph in the mid-sixes. It also helped that it was based on the E39 5 Series, and the DNA from its highly-acclaimed sibling did wonders for the way it drove. The AMG felt clumsy in comparison, and this was a high-riding vehicle that, at the time, felt like it was bending physics.

But the best was yet to come because in 2004 came the 4.8is. Along with an extra 200ccs, it also got a healthy power boost. From 340hp and 350 lb-ft, it went up to 355 hp and 375 lb-ft of torque. The X5 also gained the xDrive all-wheel-drive system, so it laid down power a little better. Meanwhile, Porsche was cooking something up as well.

Sacrilege…and Genius

Porsche wasn’t exactly in rude financial health entering the 2000s. The Boxster helped finances, and the 996’s move to water-cooled power was paying off, but Stuttgart needed a smash hit. By then, SUVs were established, so the company took another gamble and bet big on the luxury SUV market. It was, by all means, sacrilegious, but it was for the future. It was either going to be a smash hit because it paired a highly beloved brand with a hugely popular segment, or a colossal failure, as it would’ve been seen as the ultimate act of selling out.

Yes, the Cayenne is a sell-out, to put it bluntly, but it also sold in a way that delighted Porsche. It quickly and easily became its best-selling and fastest-selling product in its history at that point, and there was no turning back. It initially came with a 4.5-liter V8 that already made as much power as the X5 4.6is and ML55 AMG, but Porsche kicked it up a notch with the Cayenne Turbo by boosting that V8 to 444 hp and 457 lb-ft. Thanks to a pair of turbochargers, it made power previously unheard of in SUVs, and Porsche finally built something faster than the GMC Typhoon for ten years earlier.

But this is Porsche we’re talking about, so inevitably, even more powerful versions arrived later. The Turbo S from 2006 cranked up the insanity to 514 hp and 531 lb-ft, making it the first SUV to break the 500 hp mark, and when the updated model arrived in 2008 with a 4.8-liter twin-turbo V8, it pushed the ceiling higher to 542 hp and 553 lb-ft.

All Within Three Years

Of course, a couple of honorable mentions followed the release of those three SUVs. The ML55 evolved into the ML63, the X5 was deemed worthy of an M badge, and the Cayenne’s horsepower figures just kept rising. Land Rover then thought it would be a good idea to stick a supercharger in the Range Rover, then later decided to build the smaller, lighter Range Rover Sport and offered it with the same supercharged V8 as its big brother. Let’s not forget the G-Class, either, which got a 6.2-liter V8 in the G63 and later a 6.5-liter V12 in the G65.

These 2000 SUV models kicked off the German crossover horsepower race, which escalated quickly. The ML55 premiered in late 1999, the X5 4.6is came out in 2001, while the Cayenne Turbo made a splash in 2002. Within just three years, we went from about 340 horsepower to nearly 450, which is practically in no time. From there, performance variants of SUVs started picking up to what they are today.

America also re-entered the chat with the Chevrolet Trailblazer SS, marking GM’s return in the performance SUV arena, alongside the Jeep Grand Cherokee SRT-8. And if that still wasn’t enough, VW made the Touareg R50 with a V10 TDI engine, followed up by Audi cramming a V12 turbodiesel under the hood of its Q7.

Do any of these make any sense? Absolutely not, and none of these would ever be awarded ‘Most Reliable SUV: 2000 to 2010,’ but that hasn’t stopped people from buying go-fast SUVs. Today, we have Lamborghini, Ferrari, and Aston Martin SUVs, and soon, even McLaren is joining the fray. To think this all started with the GMC Typhoon formula over 30 years ago, and it’s become a hugely profitable market for just about everyone.

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Five generations later, the Pathfinder is reaching its 40th anniversary, and Nissan is celebrating with a heritage-inspired edition that borrows some personality from the original. The most appealing throwback, at least to me, is the available burgundy upholstery and two-tone interior. Yes, an actual interior color. In a world where choosing upholstery often means deciding between black, slightly different black, and something your children will immediately stain, I approve.

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What makes me laugh is how much larger today’s Pathfinder is than that original two-door. Park them together, and the old one might look like something the new one brought along for its kids to drive. That’s where SUVs have gone over the past four decades. Fortunately, the modern Pathfinder offers enough utility and comfort to justify much of that growth.

Powertrain and performance

Underneath the anniversary treatment is a familiar powertrain, and that’s a good thing. The 3.5-liter naturally aspirated V6 produces 284 horsepower and 259 pound-feet of torque and is paired with a nine-speed automatic transmission. There’s no tiny turbocharged engine trying to convince you it has six cylinders, and no continuously variable transmission droning through the proceedings. It’s a straightforward combination that suits a substantial family SUV.

The nine-speed automatic is well matched to the engine, and there’s plenty of power for everyday driving. It won’t rearrange your internal organs when you accelerate, but it doesn’t need to. The point is moving people, luggage and whatever recreational equipment the family has decided is essential this week. I would expect fuel economy around the low-20-mpg range, with roughly 22 mpg serving as a reasonable expectation for this configuration. My encounter was brief, so that is an expectation rather than the result of a full fuel-economy test.

Related: Honda Pilot 4WD vs. AWD: What the i-VTM4 System Really Does

Available Intelligent 4WD brings seven drive modes, giving drivers settings for different surfaces and conditions. Properly equipped Pathfinders can tow up to 6,000 pounds, although that maximum depends on configuration. The standard rating across the current lineup starts at 3,500 pounds, so buyers planning to pull a trailer should check their vehicle’s equipment and rating. The anniversary treatment doesn’t automatically mean every example has maximum towing capability.

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Exterior and interior design

Nissan hasn’t attempted to turn the current Pathfinder into a replica of the original. There are black 20-inch wheels and distinctive styling details, but the basic shape remains that of a modern three-row SUV. Some enthusiasts will want more retro bodywork, and I understand that. The old Pathfinder had a wonderfully recognizable silhouette. Still, there’s something to be said for incorporating a little history without making the whole vehicle look like a costume.

Inside is where the connection works best. The burgundy upholstery recalls an era when automakers weren’t afraid of cabin colors that could also describe a wine list… or my favorite newscaster. Combined with the two-tone treatment, it gives the Pathfinder a warmer, more distinctive atmosphere. It doesn’t transform the vehicle mechanically, but it does make it feel special when you open the door. For an anniversary edition, that counts.

More importantly, this is a lovely place to spend time. After my brief encounter, I felt the interior helped narrow the gap between the Pathfinder and the Infiniti QX60. I’m not suggesting that different upholstery turns a Nissan into an Infiniti, but the presentation gives this version a credible place near the more upscale end of the mainstream segment. Nissan is clearly willing to dress for dinner, even if it still plans to tow the boat in the morning.

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Technology and family practicality

The supplied anniversary information lists a standard 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, multiple USB-C charging ports and available premium Bose audio. That’s the appropriate collection of conveniences for a family vehicle today. Apparently, a road trip now requires enough charging connections to support a small newsroom. I remember when keeping passengers entertained involved a cassette tape, a window and being told we would get there when we got there.

Nissan’s LATCH AND GLIDE second-row seating remains one of the Pathfinder’s more thoughtful features. It helps provide third-row access with a compatible child seat installed, reducing the gymnastics involved in getting everyone aboard. The supplied information also lists standard Safety Shield 360 and Intelligent Forward Collision Warning. Those systems add useful assistance, but the seating arrangement is the kind of feature parents may appreciate several times before they even leave the driveway.

Driving the Pathfinder Heritage

It drives just like the other Pathfinders I’ve recently driven, which is exactly what I expected. There’s ample V6 power, the transmission gets along well with the engine, and the handling is reassuring for a vehicle with this much family responsibility. Nothing about the anniversary presentation suggests a fundamentally different chassis underneath, and my brief drive didn’t reveal one.

Related: Toyota Vs Subaru Owner Satisfaction: It’s Not Even Close

My favorite Pathfinder remains the Rock Creek. Its more adventurous personality better matches my interests, and I appreciate that Nissan offers a version aimed at people who want to venture beyond paved parking lots. This Heritage version takes a different approach. It adds character and a more inviting cabin to a familiar package, and it succeeds at making an everyday family SUV feel a little less everyday.

Final thoughts

Expect to see this anniversary Pathfinder at dealerships soon, although final pricing will be important in determining its value. A distinctive interior and some historical connection are appealing, but they still need to come with a sensible window sticker.

I like this direction. The Pathfinder has become larger, more comfortable and considerably more family-oriented than the SUV that caught my attention in high school. This edition acknowledges that history while offering the towing ability, technology and versatility buyers expect today.

I still wish Nissan would give us something as simple and off-road-focused as those earlier SUVs. I hear there may be more adventure coming, but I’ll wait for something concrete before getting carried away.

Popcorn is in hand.

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Over the years, the Honda Accord has come in a variety of body styles. It was originally, a two-door hatchback, but a four-door sedan was later added, along with a coupe, a wagon, and in Europe, even as a liftback. Today, the Accord is as simple as it gets. You can get it in any form as long as it’s a sedan.

That said, things took an unusual turn in 2009 with the introduction of the Accord Crosstour. Based on the eighth-generation model, it was supposedly a more practical version of the popular midsize sedan. In essence, it was a jacked-up Accord with a bulbous rear and made to look like an SUV.

Mind you, the Acura TSX Sport Wagon was on sale at the same time, which was literally the Japanese and European-market Accord wagon sold stateside. The Crosstour easily outsold the TSX Sport Wagon, which probably proves that Americans will buy the less practical body style for as long as it has more ground clearance. But either way, it was a comparative flop compared to the regular Accord.

Revisiting the Idea

So, the Crosstour flopped, but the idea is reportedly being revisited again. The ‘Accord SUV’ is said to come by mid-2029 alongside the next-gen Accord. Mind you, it’s not set in stone just yet, but the fact that reports like these have been floating around suggests Honda wants to keep that nameplate relevant in a world now dominated by crossovers.

Now, a report from Japanese publication Response has claimed that it won’t simply be a reboot of the Crosstour, but the principle is the same. Instead of a liftback with extra ground clearance, it might actually be wagon-shaped. If so, that should address one common criticism of the original Crosstour, which was its divisive design.

What Can We Expect?

It should have a new chassis by then given that the current-gen Accord will be pushing seven years by then. It’s either that or it will utilize an extensively updated version of the current platform. Either way, it’s touted to be a competitor for the now SUV-fied Subaru Outback, as well as the Toyota Crown Estate that’s better known as the Crown Signia stateside.

With that in mind, the report of it looking more wagon-like has more merit, and the design might look less polarizing should that be the case. Do note that an Outback-like Honda vehicle has been spied driving around in Japan, although that model is said to be the Avancier. Still, it’s actually possible for it to be called an Accord Crosstour should it be sold in the U.S.

Response also said that the lifted Accord wagon could feature Honda’s next-generation hybrid system. It’s an evolution of the current system that’s dubbed e:HEV in most parts of the world, and it’s expected to roll out sometime in mid-2027 for certain models. Should this actually push though, it will be the first time in over a decade that the Accord gets a tailgate and not just a trunk.

The XC60 is easily Volvo’s best-selling model, not just annually but of all time. That said, the Swedish automaker would also like to see some of that success with its XC60-sized electric crossover, the EX60. Revealed back in January, one could say that this is possibly the most important EV that Volvo has launched, and it’s aimed at the likes of the BMW iX3 and Mercedes-Benz GLC Electric.

Production kicked off in April 2026, and at the time, Volvo CEO Håkan Samuelsson said: “We are now focused on a steady ramp-up of high-quality EX60 production, making sure this game-changing car will be a profitable growth driver in the coming years.” Reservation bookings in the U.S. opened in May, and the first batches of orders have just started coming in.

Production Woes

Volvo’s target was to sell 7,000 EX60s in the U.S., which is a fair chunk of the brand’s annual EV sales. However, a report from Automotive News has dealers worried about 2027, as the company has faced manufacturing issues with the car. Per the story, that meant Volvo has been achieving only one-tenth of the 2,000 units per week it set for itself.

So, what’s the culprit? Apparently, megacasting is causing issues for Volvo. It’s a major blow for a crucial model, especially as the company wants to push its EVs more. GlobalData estimates have stated that only 500 cars were sold in July, and just 250 in August.

The EX60 is Volvo’s first megacasting-built car and the first to use a cell-to-body platform. Innovation has growing pains, and Volvo spokesperson Jacquelyn Johnson said that megacasting, cell-to-body, and more introduce industry-first, state-of-the-art concepts with no blueprints to copy. Therefore, the ramp-up phase takes a little longer than initially planned.”

Deliveries Pushed Back

It’s safe to say Volvo is trying its best to reach full production capacity as soon as possible. However, as the months roll by, the low supply and stock are presenting massive opportunity costs for the company. Further slowing the EX60’s progress is the reallocation of units.

Volvo will prioritize deliveries for the European market, meaning U.S. allocations won’t be high. That also means dealers won’t have much in stock, or even any at all in some locations. It’s been estimated that things will normalize by the second half of the year, which will allow the competition to welcome car buyers who had been considering an EX60. Volvo didn’t need it now, and it will have a lot of catching up to do.

The car itself is promising. There’s up to 400 miles of range, and the price premium over the XC60 isn’t too large. It starts at $58,400 for a base P6 RWD model, while the all-wheel drive P10 bumps that up to $60,750, and the Ultra goes for $66,400.

But what if you prefer something a little left-field? The Swedes have long had an answer in the Volvo XC60, which continues to do a fine job of taking on the establishment. Recently facelifted and priced from $49,700 before destination charges, the aging XC60 still represents exceptional value. But in this Audi Q5 vs Volvo XC60 matchup, does the polished German do enough to justify its $53,300 starting price?

Performance

Buyers in this class may not lose much sleep over 0–60 times and top speeds, but effortless acceleration and smooth progress count for a lot. Both models feature a turbocharged 2.0-liter four-cylinder in base form, with the Audi producing 268 horsepower and 295 lb-ft of torque, sent to all four wheels through a seven-speed dual-clutch transmission. Those are healthy numbers, giving the Q5 enough punch to dispatch the 0–60 mph sprint in a claimed 5.9 seconds.

The Volvo’s outputs are more modest, with 247 hp and 266 lb-ft delivered to all four corners courtesy of a smooth-shifting eight-speed automatic. The XC60 B5 trails the Q5 to 60 mph by 0.7 seconds, a gap that matters on the quarter-mile, but rather less on the way to the mall or soccer practice.

Of course, those with a penchant for performance can look further up the range, where the two brands take distinctly different approaches. Audi’s $65,900 SQ5 swaps the four-cylinder for a sonorous 3.0-liter turbocharged V6, developing 362 hp and a substantial 406 lb-ft. That cuts the 0–60 mph sprint to just 4.6 seconds, while top speed is pegged at 155 mph.

Volvo retains four cylinders under the hood of the XC60 T8 but adds an electric motor at the rear axle. Combined outputs of 401 hp and 494 lb-ft give the Swede more muscle than its German rival, although there’s nothing between them in the sprint to 60 mph: the T8 gets there in the same 4.6 seconds.

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Safety

These crossovers are likely to spend much of their time commuting and doing the school run, making safety a key consideration in any Volvo XC60 vs Audi Q5 comparison. Even the base Q5 comes well equipped, with nine airbags, including rear side airbags and a centre airbag between the front occupants. Standard driver assistance includes forward-collision warning with automatic emergency braking, blind-spot monitoring, lane-departure warning, rear cross-traffic alert assistance and adaptive cruise control. Front and rear parking sensors and a surround-view camera system also help when maneuvering around crowded parking lots.

The XC60 counters with seven airbags, including a driver’s knee airbag, alongside automatic emergency braking that can detect vehicles, pedestrians, cyclists, and large animals. Blind-spot monitoring with steering assistance, lane-keep assist, rear cross-traffic alert, and automatic braking and adaptive cruise control are standard. Its oncoming-lane mitigation system can also steer the car back towards its lane if it detects a potential collision with approaching traffic.

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Both the Audi and Volvo are available with a variety of optional extras, though. The Q5’s $2,300 Driver Assistance package adds adaptive cruise assist plus with supervised hands-free driving on compatible highways, a driver-monitoring camera, head-up display and dashcam. Remote parking assistance is available through the Vorsprung package. Volvo’s Plus trim adds a 360-degree camera and Pilot Assist, which combines adaptive cruise control with steering assistance to help maintain lane position. The Ultra trim adds a head-up display.

Both the 2027 XC60 B5 and T8 have five-star overall NHTSA ratings, comprising five stars for front and side protection and four for rollover resistance. NHTSA ratings have yet to be published for the 2026 Audi SQ5.

The 2026 Q5 earned the Insurance Institute for Highway Safety’s (IIHS) Top Safety Pick+ accolade, receiving the highest “Good” rating in the small-overlap frontal, updated moderate-overlap frontal and updated side-impact tests. The XC60 also scored “Good” in both front tests, but “Acceptable” in the updated side-impact test, and did not receive a 2026 Top Safety Pick award. Its pedestrian crash-prevention system was rated “Acceptable,” against the Q5’s “Good.”

Design

Buyers shopping for a luxury crossover also expect something stylish and tasteful. Compare Audi Q5 and Volvo XC60 styling, and the contrast is clear: the Audi favors a bolder look, while the Volvo keeps things understated. Design is subjective, but the Swede is the classier-looking of the two, despite its basic design being nearly a decade old.

First revealed in 2017, the XC60 has balanced proportions, clean bodywork, and distinctive Thor’s Hammer headlights that have only been improved with the recent refresh, and lend the Swede an elegance that still stands up to overstyled rivals. There is little about the Volvo’s shape that looks dated or unnecessarily fussy. An update, due to arrive next year, will bring greater range for the PHEV and revised styling.

The Q5 makes a stronger bid for attention. Its broad Singleframe grille, sculpted headlights and full-width rear light strip give it a more contemporary appearance, while the rounded bodywork adds some visual muscle. The $1,400 S line Black Optic package brings sportier exterior styling, along with black trim and anthracite Audi logos. It suits the new Q5, particularly with the optional 20-inch wheels, although the overall result is more assertive than elegant.

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Customers can select from eight sophisticated hues on the XC60, including Forest Lake (pictured above) and Mulberry Red, both of which are new colors offered on the facelift. Bright Dusk and Aurora Silver are also appealing finishes, with more conservative customers having their pick of several black, white, and silver tones. Surprisingly, none of these finishes carry an additional charge.

Audi offers ten exterior colors, with Arkona White included and the other nine priced at $595 each. Cost-extra finishes include District Green, Grenadine Red (pictured below), Ultra Blue, Navarra Blue, and Florett Silver.

The XC60 Core, Plus, and Ultra come with 18-, 19-, and 20-inch wheels, respectively. Upgrading to the next size costs $800 on each trim, while Ultra buyers can, alternatively, select 22-inch wheels for $1,475. The Q5 comes with 18-inch wheels, with 19s adding $800 and either 20-inch design costing $1,600.

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Practicality

Passenger space is closely matched. The XC60 provides 41.5 inches of front legroom against the Q5’s 40.9 inches, while both offer 38 inches in the rear. Headroom differences are similarly small, but Audi’s sliding and reclining rear bench provides greater flexibility, allowing owners to prioritise rear passenger comfort or luggage space as needed.

The Q5 has the larger trunk with the rear seats fixed in place, offering a generous 27.6 cubic feet against the XC60’s maximum of 21.6 cu ft. Folding the Audi’s rear seats increases cargo capacity to 56.9 cu ft; in the Volvo, that figure is a capacious 63.3 cu ft with the backrests lowered. The Q5’s 40/20/40 split provides more loading combinations than the Volvo’s 60/40 arrangement, although the XC60 does include a central through-loading hatch for longer items.

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The Q5 has dedicated storage beneath the trunk floor for its luggage cover, keeping it out of the way when carrying larger items. The XC60’s rear backrests fold flat, while the absence of a raised loading lip makes bulky items easier to slide into the trunk.

Power tailgates are standard, as are wireless phone charging and four USB-C ports. Among the useful options, the XC60 offers integrated rear booster cushions, while the Audi’s Vorsprung package adds rear window sunblinds. Audi’s Executive package also brings higher-output USB charging for larger devices. For owners who have things to haul, a properly equipped Q5 can pull up to 4,400 lbs, compared with the Volvo’s 3,500-lb limit.

As you’d expect, both the Audi and Volvo are blessed with sumptuously appointed cabins that have been crafted out of high-quality materials.

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Efficiency

The XC60 has a modest efficiency advantage. The 2027 B5 returns an EPA-estimated 24/29/26 mpg on the city/highway/combined cycles. For reference, the 2026 Q5 is rated at 21/29/24 mpg on the same cycles, putting the Volvo ahead around town but level on the highway.

Stepping up to the V6-powered SQ5 brings a relatively small gas mileage penalty, returning an EPA-estimated 21/28/23 mpg in city/highway/combined driving. That’s just 1 mpg behind the Q5’s combined rating. which is a respectable result for the more powerful SQ5.

Still, when it comes to efficiency, the plug-in hybrid XC60 T8 offers the greatest scope for increased economy, especially if owners keep the 19 kWh battery topped up. An EPA-estimated all-electric range of 35 miles and a 69 MPGe rating are impressive, with a separate gas-only rating of 29 mpg (combined). Even after its usable charge is depleted, the T8’s quoted combined rating comfortably beats the SQ5’s. Charge the Volvo regularly, and shorter journeys would require no gas at all.

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Pricing and Verdict

The Volvo has price on its side. The XC60 B5 Core starts at $49,700, compared with $53,300 for the Q5 – a useful $3,600 saving. The B5 Plus, meanwhile, has an MSRP of $54,900, while the Ultra comes in at $59,650. Even the better-equipped Plus is only $1,600 more than the entry-level Audi.

Things are closer further up in the respective ranges. The $65,900 SQ5 is just $300 cheaper than the $66,200 XC60 T8 Plus, while the top-of-the-line T8 Ultra retails for $70,950. Both offer serious pace, but there are different reasons to want them: the Volvo has efficiency and greater gas mileage on its side, while the Audi brings a V6 and standard adaptive air suspension. For some buyers, the SQ5’s six-cylinder will be enough to settle the argument.

The regular Q5 gives buyers good reasons to spend more, too. It’s quicker than the XC60 B5, has more luggage space with the rear seats up, and can tow a heavier load. The sliding rear bench is a useful touch, and Audi includes surround-view cameras as standard. Add its available hands-free highway assistance, and the Q5 has plenty going for it beyond being the newer car.

Still, the Volvo gets the nod in this Q5 vs XC60 comparison. It’s the classier-looking car, the B5 uses less gas on the combined cycle, and the lower starting price makes it easier to justify. The B5 Plus is the pick of the range, bringing useful extras without sending the price too far north of the base Audi’s. The XC60 doesn’t win in every category, and the Q5 deserves to sell as well as it does. But the Volvo’s blend of style, equipment, and value gives the aging Swede a narrow victory.

That very same year, Ford debuted the Bronco Sport. Advertised as but a bite-sized taste of the real-deal Bronco, keener eyes may have noticed that, despite the clever branding, Ford was effectively selling the original-recipe Escape alongside the new-and-improved, European-inspired variant under the “Bronco Sport” guise, only with modernized equipment and powertrains. Shortly thereafter, Bronco Sport sales began to outpace Escape sales, leading Ford to eventually discontinue the longstanding nameplate altogether in late 2025. Whether it comes down to the automaker’s clever marketing strategy that piggybacks plenty of hype from the actual Bronco, or to buyers’ tastes for crossovers increasingly shifting toward older-school rugged authenticity, there was no denying Ford hit the nail on the head here from a product planning perspective before I had even stepped into the driver’s seat.

When Ford handed me the keys to the 2026 Bronco Sport Big Bend for a week, my task, then, seemed pretty simple: determine how well the Bronco Sport lives up to its old-school Ford Escape spirituality, how much “Bronco” disappears with the added “Sport” qualifier, how well it still stacks up as a contemporary, well-rounded crossover for the modern audience despite all of its retro appeal, and, plainly, how much I enjoyed driving and spending time with it. In the end, the Bronco Sport checked a lot of boxes and genuinely impressed me, but it still had a few drawbacks worth considering.

I tested the Canadian-market 2026 Ford Bronco Sport Big Bend for a week in western British Columbia, covering under 1,000 kilometers in fair weather with some occasional light rain, across city driving, highway jaunts, winding coastal roads, and light trail driving.

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Powertrain And Driving: Zippy On The Highway, Grippy On The Trail — 8.5/10

The 2026 Bronco Sport offers two powertrains: a 1.5-liter EcoBoost inline-three, or a 2.0-liter EcoBoost inline-four. This one had the former, and despite seeming like the relatively gutless base engine option on paper—not to mention comically low on cylinder count—it was surprisingly fun to drive. Because almost everything else in its segment packs a four-cylinder punch, the Sport’s boosted three-cylinder has its own distinctive character, with a raspy engine note further aided by audible, whooshy turbo noises. Pair that with the fact that the Bronco Sport skips the segment-standard CVT for a more conventional 8-speed automatic, and stepping on the throttle becomes quite an enjoyable experience for a vehicle that plays in the same sandbox as the Nissan Rogue and the Subaru Forester.

With up to 180 horsepower and 200 lb-ft of torque on tap, the Bronco Sport not only makes many of its other non-hybrid rivals feel slouchy by comparison, but it can also trade that zippiness for calm, quiet smoothness at the turn of a dial. Sifting through the various G.O.A.T. (Goes Over Any Terrain) modes can be a hassle, but choosing the right setting for the conditions can make a palpable difference. Whereas Sport mode makes it feel tighter and more responsive on coastal highways and mountain roads, Eco mode can just as easily take the wind out of its proverbial sails in the city, offering a soft, relaxed experience that favors higher gears and leans more on the turbocharger for thrust. Slippery and Off-Road modes are also included, letting drivers change the SUV’s personality on the fly to suit the many types of driving the Bronco Sport is built to handle. During the week I had it, I averaged 11.0 L/100 km after a pretty even mix of city and highway driving, with a brief bit of light trail driving. That’s roughly 21.4 mpg in U.S. fuel economy terms, which, in my opinion, is merely adequate for something this size, this rugged, and this fun to drive.

My only real concern regarding the powertrain is its long-term durability, or potential lack thereof. Although the 1.5-liter EcoBoost engine’s main camshaft timing is chain-driven, Ford drives the oil pump with an oil-bathed wet belt, treating it as a component designed to last the vehicle’s “lifetime” rather than be routinely maintained. My concern is that if anything goes wrong with the oil pump down the line, repairing it would be incredibly time- and labor-intensive. That said, after more research and digging through forum posts, owners generally report solid durability from these motors, though its 1.0-liter ancestor was not as well regarded. So while the wet belt is worth keeping in mind if you plan to own one long term, it doesn’t seem worth breaking a deal over. As for driving dynamics, the Bronco Sport impressed in most ways, except for ride quality, which is quite firm and can be a bit rough on the spine over harsh pavement, but it’s a predictable trade-off for its more-capable-than-most adventure-readiness.

Technology: All You Need, No Added Fluff — 9.0/10

Although the Bronco Sport falls into the modern trap of cramming too many controls into one giant screen, I still appreciated how easy the software was to navigate. Everything loads quickly, common commands sit permanently at the bottom of the screen, and some physical buttons still exist on the center console and steering wheel. Despite the large screen, the Bronco Sport’s tech experience still feels as though it fades into the background—in the best way possible. Most of it disappears around the experience, so you can stay present as you trudge through muddy trails, meander through picturesque mountain passes, or navigate dreadful city traffic on a rainy autumn evening. There’s not much more to say about the Bronco Sport’s tech than that it does its job properly: wireless Apple CarPlay is seamless, adjustable drive modes are well calibrated and tangibly shape the SUV’s dynamic personality, and its active safety systems aren’t overly sensitive, yet are still dependable when needed.

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Exterior Styling: Hitting The Right Note — 9.5/10

The Bronco Sport’s styling isn’t for everyone. Some find it a bit too stubby and old-school, and others can’t get past the fact that it tries too hard to look like the “real Bronco,” despite not actually being one by virtue of its unibody underpinnings and transversely mounted powertrain. Me, though? I think Ford nailed it, and its sales figures prove I’m not alone. Perhaps I’m a bit biased—after all, I own a Series 1 Land Rover Discovery, so I couldn’t help but appreciate all the subtle details the Bronco Sport borrows from the iconic British marque. Beyond the squared proportions, the Bronco Sport adds a raised rear roof for stadium-style rear seating without sacrificing headroom, a raised window behind the C-pillar for added stylistic emphasis, and roof rails that visually connect both sections. Add a frame-mounted bull bar, as my tester did, and although it doesn’t protect the headlights like the one on my own Disco, it underlines the SUV’s rugged intentions in dramatic fashion.

Meaty metal tow hooks sell the adventure-ready look from the rear, and my tester’s “Bronze+Black Diamond Package” adds even more depth to the design. The Sport does an excellent job of toeing the line between Land Rover-inspired styling and staying true to its own Escape and Bronco heritage, and so I don’t really have any complaints about its exterior design other than that it doesn’t look nearly as striking as the actual Bronco, so although it’s entirely by design, the Bronco Sport can’t help but live in the full-fat Bronco’s shadow, both spiritually and visually.

Interior And Practicality: Short But Tall — 8.5/10

The Bronco Sport’s Land Rover-inspired exterior styling is even more impactful inside, where its raised rear roof allows for stadium-style rear seating, which, in my case, means less motion-sickness suffering as a rear occupant. Although its tall body offers plenty of headroom, the Bronco Sport still feels a bit cramped inside. That’s largely because many rivals, including the Toyota RAV4, Honda CR-V, and Chevrolet Equinox, have longer wheelbases, so the Ford’s rear legroom feels pretty tight by comparison. Even the Subaru Forester, which actually has a shorter wheelbase than the Bronco Sport, still offers better rear legroom.

The same goes for cargo capacity: height over length. The Bronco Sport’s trunk is tall, but its horizontal depth falls short of key rivals like the RAV4 and Equinox, making it more difficult to fit longer items like golf clubs and skis. What sets the Bronco Sport apart from almost all of its rivals, though, is its openable rear window hatch—a feature previously found on first- and second-generation Escapes, but disappeared when the model went full Euro—which not only allows for easier tailgate access in tight spaces, but also a layered and partially hidden storage stacking solution with the help of a foldable shelf in the trunk. In some cases, this glass hatch might actually make up for the Bronco Sport’s lack of horizontal depth and then some. Depending on your climate tolerance, you can easily load surfboards, skis, and snowboards diagonally into the trunk, with their tips hanging out of the open glass for transport.

Value: Good Value, Provided You Choose Carefully — 8.5/10

The Bronco Sport Big Bend starts at $31,845 in the U.S., before destination, and includes four-wheel drive. That gives it a head start against the $35,600 Equinox Activ AWD, $36,995 Forester Wilderness, and $39,900 RAV4 Woodland Hybrid, all quoted on the same basis. However, the value competition tightens quickly as you tick more boxes on the options list. My Canadian-market tester reached C$50,665 including delivery, with Black Diamond and the additional Bronze treatment accounting for C$4,610 after the package credit. That’s roughly $35,600 American dollars, placing it in immediate Equinox Activ territory.

The spatial comparison is a bit more nuanced than the Ford’s stubby body suggests. Both the Subaru and Chevrolet provide more rear legroom, but the Bronco Sport actually offers more overall cargo volume than the Equinox with the rear seats upright or folded. The Forester has less cargo volume behind its rear seats, yet more with them lowered. Its 9.3 inches of ground clearance and 3,500-pound towing rating also give buyers tangible reasons to spend more than the appropriately equipped Big Bend, which has 7.8 inches of ground clearance and a 2,200-pound tow limit.

The Toyota poses the strongest challenge on running costs. Its hybrid powertrain delivers 236 horsepower and an EPA-rated 38 mpg combined, against the Ford’s 27 mpg. At 15,000 miles annually and an assumed $4 per gallon, that difference works out to roughly $640 in yearly fuel savings. The Woodland also provides more rear legroom and cargo capacity. My own 21.4-mpg average makes the Bronco Sport’s missing hybrid option harder to overlook, especially since the original Escape offered one more than 20 years ago, and its platform mate, the Maverick, now offers one paired with all-wheel-drive. Nevertheless, the Big Bend makes a convincing case with a carefully chosen specification. Its character, useful equipment, and enjoyable driving experience recover much of what made the original Escape appealing. Just make sure the optional equipment earns its cost through actual use.

Overall Verdict: A Return To Form Under A New Name — 8.8/10

After a week with the Bronco Sport, I’m convinced Ford remembered what made the original Escape so appealing and brought it back, albeit with updated nomenclature. The Big Bend trim combines rugged personality, useful everyday practicality, and an unexpectedly entertaining powertrain in a compact SUV that I actually looked forward to driving. Its appeal runs deeper than some nostalgic styling and a familiar badge on its nose, but it isn’t flawless. The ride can be harsh, rear passengers don’t have much room to stretch out, and my fuel consumption was hardly something to celebrate. Still, its distinctive styling, uncomplicated technology, and clever details make those shortcomings easier to forgive than they would be in something more generic-feeling.

What I’d like most is the Maverick’s hybrid AWD powertrain as an option. A hybrid could lower fuel bills and make city driving more relaxed while keeping the all-weather traction buyers expect, and the Maverick’s powertrain avoids wet belts. Considering the original Escape offered hybrid power more than two decades ago, that feels like the obvious next step toward perfecting the recipe. For me, this is about the closest thing to a modern Honda Element, what the Land Rover Discovery Sport should have been, and a masterful return to form for the Escape. Ford has made a compact SUV that feels like it knows what it wants to be. Apparently, it just wants a different name.

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BMW ditched its X4 coupe-roofed crossover last year, and its replacement is the all-electric 2027 iX4. BMW pulled the plug on its slow-seller because the numbers haven’t been kind to the X4. It peaked in 2021, selling 10,620 units in the U.S. That figure kept dropping until its final year in 2025 with less than half the annual sales volume at 4,912 units.

The iX4 takes the X4 into a new all-electric era. The brand recently pulled back the covers, and it’s obvious that the Neue Klasse design language is in full force on the 2027 iX4. The narrow, upright grille, squared-off hood, and bracketed DRLs are prominent, but the execution the iX4 doesn’t come across as convincingly as it does on the iX3.

Instead, the iX4 seems to take its cues from the larger X6 (above), a vehicle that’s brutalist in its styling but not especially attractive. BMW isn’t the only brand to make coupe-roofed SUVs out of its more conventional models, but Porsche, Audi, and Genesis have managed to make their versions look considerably better. Why can’t BMW design its crossover coupes better than this? Let’s take a closer look at the styling of the 2027 BMW iX4.

The Front End is Okay

The iX4’s grille and front fascia aren’t terrible. I think the Neue Klasse design language is fresh, although some past iterations of the famous BMW kidney grilles were better executed. I’m not talking about the ones on the current iX, XM, or 7-Series. You have to go back a bit to the E46 3-Series, the G05 X5, or the legendary E30 3-Series and the M1 supercar to find some of the best-looking versions the brand has ever created.

The iX4 borrows the more vertical grille styles of the 1960’s Bimmers such as the 1500, 1800, and most notably, the 2002. But the shape of each kidney grille is offset at the top and bottom, and the lower portion drops well below the lighting elements, making it more buck-toothed and odd. That said, the front end is okay, if not attractive. I respect BMW for pushing the design to be a little edgier, but the overall look is less cohesive than the gas-powered 2025 X4 (below).

The front end of the last X4 was less upright than the new iX4 and more rounded off. The kidney grilles were horizontally situated, versus vertical. The 2025 X4 also had separate headlight clusters, versus the new EV’s full width version. The smaller lower intakes on the 2027 iX4 have a large contrasting color frame, and the vents at the outer edges are much narrower. It also matches its rounded off back end better and gives the X4 a more cohesive look than the iX4’s upright and flatter front end combined with its fastback rear.

The iX3 Looks Better

The iX4 is based on the iX3. Essentially, it’s the same EV only with a chopped roof and less cargo space. The BMW iX3 and iX4 50 xDrive models both have the same dual-motor, all-wheel-drive powertrain good for 463 horsepower and 475 lb-ft of torque. They also share a 112.2-kWh-class battery architecture and support DC fast charging at up to 400 kW. The higher-performance iX3 and iX4 M60 xDrive models both use a dual-motor setup producing 603 horsepower and 645 lb-ft of torque.

The appearances from the B-pillar backward are, however, vastly different. The iX4’s greenhouse is slanted for a fastback look, and the headroom gets reduced to 38.4 inches from the iX3’s 39.5 inches (without moonroof). Quite obviously, there’s also a loss of cargo space in the iX4. It gets 17.3 cubes behind row two and 56.5 cubes with the rear seats folded flat, compared to the iX3’s 18.3 and 61.8, respectively. Capacity and passenger space aside, the slanted roof of the iX4 doesn’t meld well with the brutalist and very upright front end. The iX3 looks more resolved because the roofline is flatter and the back end is squared off.

Porsche and Genesis Do It Better

Although the iX4 doesn’t play in the same space as the gas-powered Porsche Cayenne Coupe or the Genesis GV80 Coupe, all three models are coupe-roofed SUVs. This body style is more about delivering a sportier look than the their boxier SUV base vehicles, the Cayenne and the GV80. They cater to buyers who want SUV practicality but are willing to sacrifice cargo space for added style.

The Cayenne Coupe’s look is perhaps the most resolved with similary sloping front and rear ends. As you can see, the Cayenne Coupe’s headlights flank the curved hood, while the iX4’s are on the flatter portion of the front fascia. Its hood slopes more elegantly than the IX4’s rather abrupt drop at the leading edge of the hood.

Like the Porsche, the Genesis GV80 Coupe’s front end exhibits a more gently sloped hood and more conventional headlight clusters. The grille, while upright, is much broader than the iX4’s and, therefore, looks more elegant. There’s also curvature to the front fenders, while the IX’4s are more slab-sided. The GV80 has a long body crease that extends from tip to tail, and the overall curvature of the front end matches the coupe-like roof. Both models look more cohesive due to these design differences.

Final Thoughts

The iX4 certainly looks fresh, but it also borrows some of the BMW coupe-roofed awkwardness found on the X6 and even the now gone 5 Series GT. While the Neue Klasse front end works well on the boxier BMW iX3, it seems to break up some of the cohesiveness of the iX4 because the stark look of the front fascia doesn’t seem to match well with the sloping greenhouse. It will certainly be interstesting to see how the Neue Klasse design will go with more svelte Bimmers like the the next 4 Series and 7 Series cars.

The Honda HR-V only landed in North America for 2023 and just got a light touch-up for 2025, so don’t expect a total overhaul anytime soon. But over in Japan, the HR-V’s counterpart – the ZR-V – is apparently gearing up for another round of updates that might actually make this compact SUV worth a second look.

A report from Japan says Honda is planning several upgrades for the 2027 ZR-V, with the new model set to debut in January at the Tokyo Auto Salon. These changes are expected to be more than just small design updates, adding new versions and technology that could change the SUV’s personality.

New RS and TrailSport Trims, Plus S+ Shift

Creative Trend, a Japanese publication known for dealer-level information, reports that Honda will add two variants to the ZR-V lineup: the RS and TrailSport. Both are expected to be offered with front-wheel drive or all-wheel drive, expanding options for hybrid SUV buyers – at least in Japan.

RS means ‘sporty’ in Honda’s terms, while TrailSport suggests a more rugged, adventure-ready style. Adding both to the ZR-V lineup should make things more interesting, though details about how they differ are still unknown at this point.

Also on the menu: Honda S+ Shift, a techy bit that fakes the feel and sound of a stepped transmission in hybrid models. It first showed up on the new Prelude and has since made its way to the Civic, all in the name of making hybrid acceleration a little less snooze-worthy.

When Will North America Get These Updates?

The real question now is: will any of this cool stuff actually make it to the North American HR-V? Both the HR-V and ZR-V ride on the Civic platform, but with varying specs and built in different places. Ours comes from Mexico, not Japan, so don’t count on every Japanese-market upgrade making the jump.

RS and TrailSport versions would make the HR-V more appealing to people who want a sportier or more rugged look. Honda S+ Shift would also be a nice addition if it becomes available here. However, it’s important to note that the American HR-V doesn’t have a hybrid option, and while Honda hasn’t ruled it out, its execs said it is difficult to offer in a price-sensitive market.

So far, American Honda is keeping quiet about whether these ZR-V upgrades will cross the Pacific. The Japanese version gives us a sneak peek at what Honda’s cooking up, but US buyers will have to wait for official word on HR-V changes.

The ID.4’s range was about average (between 209 and 291 miles, depending on trim level), cargo space wasn’t class leading, and the driving experience was pretty ho-hum. The charging was also nothing to write home about with average to below-average charging speed compared to Tesla, Hyundai, and Kia. The ID.4 used 400-volt electrical architecture instead of 800-volt systems found in competitors. Its merits were the 37.6 inches of rear legroom, tight turning radius, and its smooth ride.

Electrification is a cruel mistress, and some brands have been burned by their own pursuit of her (Nissan, Honda, and VW), but it’s a relationship that can’t be ignored. Volkswagen knows this, and it’s trying to do a hard reset by introducing a new-ish model that shoppers will be more familiar with. Here’s why the new model is a full admission of the brand’s ID.4 foibles.

The Exterior Looks Like an SUV

The ID.4 wasn’t ugly, but it also wasn’t especially memorable. Slippery, lozenge-like, and generally anonymous, the body didn’t turn heads. The proportions were good with short front and rear overhangs and 19″ wheels on the lower trimmed models. The rising shoulder line have it a smidge of personality, but that’s about it. Its highest compliment was that it was unobtrusive. When it had to compete with more design-forward models like the Hyundai IONIQ 5 and the Kia EV6, the bland styling of the ID.4 was not a highlight.

The new ID. Tiguan’s front and rear fascias are more upright and the corners are squared off, giviing the car more SUV-like vibes. The overhangs are similarly short like the ID.4s, but the creases above the front and rear wheels are straight rather than curved, further adding to it SUV look. Clearly, VW wants its EV to look a lot more like its best-selling gas-Tiguan, which was redesigned for the 2026 model year.

Climate and Audio Controls

The most noteworthy change from the ID.4 to the ID. Tiguan is the return of physical controls. No, not haptic feedback controls like the ones found on the steering wheel of the ID.4. Real physical buttons. Some of the worst violations of user-friendliness in the automotive world were the slider volume and audio controls in the ID.4. These were touch-sensitive panels on the center console that used sensors. These sliders weren’t even backlit, meaning you couldn’t see them at night. Even during the day, they were clumsy and imprecise to use.

The ID. Tiguan ditches those sliders and replaces them with a line of knurled metallic switches right below the center vents. They’re in a clean line that should make them easy to use while driving. On top of that improvement is a small audio knob on the center console for power, volume, and track advance/rewind. These changes easily solve the problem incurred by the ID.4’s abysmal controls and prevents owners from being distracted and frustrated by the system’s fussyness. Ironically, the 2027 gas Tiguan still has the sliders. Let’s hope VW corrects this when it gets refreshed.

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Steering Wheel Controls & Window Switches

The ID.4’s haptic feedback steering wheel controls were not great to use. While they weren’t as bad as the sliders for climate and audio, it was all too easy to hit the steering wheel controls while driving or mis-operate them due to the finicky nature of haptic feedback controls. The ID. Tiguan gets two D-pad style sets of buttons neatly arranged in clear rows and columns. They operate cruise control, audio volume, audio tracks, etc. These controls seem to be even better laid out than current gas Tiguan’s steering wheel buttons/switches.

Another important change are on the armrest. The ID.4 only had two window switches that operated the front row’s windows. You had to push a button marked “rear” to operate the second row’s windows. That meant you had to look to make that change rather than relying on muscle memory alone. The switches may have saved space, but they required an extra step. The controls on the ID. Tiguan include four physical switches, one assigned to each window.

The Instrument Display

The ID.4 utilized an instrument cluster that doubled as a sort of physical head-up display. It rather small 5.3″ screen size seemed insufficient compared to the big center screen. Well, the ID. Tiguan, thankfully, doesn’t have the ID.4’s small instrument display, instead opting for a more traditional 10″ configurable display. It even allows you to use analog-style gauges very similar to the classic Golf GTI layout.

Final Thoughts

It seems that VW has learned from its very expensive ID.4 effort (globally, over $7 billion for the ID line of EVs), and the ID. Tiguan is an admission of those misfires. Here’s hoping the familiarity of the Tiguan name, as well as styling and interior improvements, result it better sales figures and a clearer vision of how VW’s models will look and function. We’re just glad to see some of the ID.4 buyer pain points have been clearly addressed.

October 12, 2026, marks the first day of the 2026 Paris Motor Show. The event will set the stage for Lancia’s revived nameplate and the brand’s first-ever SUV, as part of Stellantis’ revival plan. The Italian marque is also celebrating its 120-year anniversary this November 2026, plus the 50-year anniversary of the Gamma nameplate.

Christened in 1976, the Lancia Gamma served as the brand’s flagship for years. After 50 years since its launch, we’re finally getting another successor. This time, it’s all modern, made in Italy, and electrified. The design, development, and manufacturing of this milestone model for Lancia have been set in stone at the Lancia Melfi Plant in Italy.

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What We Now Know

When Lancia first released photos of the Gamma, the set included three images. Based on those images and the few details that Lancia shared at the time, it was safe to assume that it would be a premium-level car. Lancia also said it would be designed and made in Italy, which further cemented its positioning as a premium crossover SUV. The model will come in three trims: LS, LX, and HF Integrale.

The initial report also revealed that two types of powertrains will be available: a hybrid and a range of EV powertrains. The hybrid version will have 145 horsepower and up to 620 miles of range. Meanwhile, the fully electric version will have 230 horsepower, two-wheel-drive, and 335 miles of range at its base trim. The mid-tier two-wheel-drive variant will come with 240 horsepower and 460 miles of range, while the top-tier all-wheel-drive trim will get 375 horsepower and 420 miles of range.

Outside, it features a design that’s not dissimilar to the Ypsilon, which features the now-characteristic LED light bar at the front and the T-shaped LED bar at the back. The roofline terminates in a fastback, giving the Gamma a surprisingly athletic SUV stance.

Inside, Lancia employed the “Architecture of a Contemporary Italian Living Room,” designing the interior with the Italian style in mind. The interior has three sections: the tech zone, the wrap-around band, and the functional central tunnel. Lancia’s “coffee table” aesthetic is also enhanced by Lancia Glow ambient lighting and the brand’s SALA HUB software package. At its highest trim, the HF Integrale variant comes with a hi-fi 14-speaker audio system by Focal, adding an enhanced aural aspect to the cabin.

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New Details

Lancia says the Gamma has six total ingredients. In its press release, it also confirmed that the Gamma will be based on the STLA Medium multi-energy platform. Lancia says its fastback design is unique in its segment and an ingredient in its formula.

Second is its efficiency component. Being an electrified vehicle, Lancia boasts that the Gamma is “remarkably efficient,” and it cuts through the air with a drag coefficient of just 0.25 cd, “the best in its class,” Lancia claims. The brand also touts some of the lowest energy consumption figures in its segment, proving that “elegance is always backed by substance,” Lancia stated.

Third is the vehicle’s interior space. Lancia crafted an interior with the “Italian Home Feeling” in mind, meaning it’s welcoming and comfortable. Next is the next ingredient: features — something Lancia hasn’t fully expounded on yet — and living with the Gamma. For these two ingredients, the brand remained coy.

The last ingredient, the sixth on the list, is the return of the HF Integrale trim after thirty years, a trim that was made famous by the Lancia Delta. That said, the Gamma looks to bring back the performance, composure, and refinement that are hallmarks of the Lancia brand.

As for the headlining features of the HF Integrale, Lancia is fitting adaptive suspension as standard on this top-of-the-line trim, along with a set of 21-inch forged wheels. Dual motors are fitted on this model

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More Numbers

Beyond the marketing dribble, Lancia released more figures for spec-hunters. According to them=, the Gamma features an “exceptionally low rolling resistance of just 9.4 pounds per ton (U.S. short ton), which then translates to a range that is said to be up to 460 miles for the 2WD long-range version of the car. As for the hybrid, it emits just 193.12 grams per mile (g/mi) of carbon dioxide, which seems perfect for Europe, the market the Gamma was made for.

Owners can get up to 16.44 cubic feet of luggage space with all the seats up, and rear passengers can expect 25% more legroom, though Lancia didn’t specify the basis. The rest of the cabin features a dual 10-inch and 16-inch display for the driver and the central infotainment system, and there will be level 2 autonomous driving features on this car, called the SALA PRO System. Other features include Relax, Energize, and Entertainment modes, plus natural voice recognition software powered by SALA HUB.

The Gamma HF Integrale is the most powerful variant Lancia has planned for the model. At 90% battery charge, the Gamma has 375 horsepower, which dips to 350 horsepower once the charge goes below 90%. With all-wheel-drive traction, it can go from 0 to 62 miles per hour in just 5.1 seconds. There is also adaptive suspension as standard, and with this configuration, we’re getting 420 miles of range

Finally, more than 60% of the interior materials come from sustainable sources, totaling more than 1322 pounds of green material on board every Lancia Gamma. Lancia is also firm about its range figures, saying it can validate its claims through extensive testing spanning close to 450,000 miles (720,000 kilometers).

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These vehicles were or are all based on crossovers or SUVs, and not passenger cars, as it would make sense to start with a more ruggedized platform if you’re going to compromise its integrity by chopping off the roof. Even the tiny little Suzuki X-90 was RWD and based on the Vitara crossover. Passenger car-based crossovers are never convertibles; just think about years of Audi Allroad, Subaru Outback, Volvo V Cross Country wagons, and more. But there’s one coupe that was turned into a crossover in Wisconsin and sent to Florida to have its top sawn off.

The Lesser-Known AMC Sundancer

The AMC Eagle has been regaled for its virtues in these pages before, and it turns out that American Motor Corporation was visionary in launching the world’s first crossovers all the way back in 1979. The greater Eagle lineup comprised crossover sedans (below left), wagons (below right), coupes, a subcompact SX/4 liftback, and even a 3-door hatch Kammback.

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It was supposed to be the perfect antidote to the second oil shock, providing Americans with SUV-like all-road ability without the expense, weight, and fuel consumption. It was fairly popular in wagon format, with nearly 119,000 sold, but the crossover format would only explode in popularity in 1996 with the launch of the Toyota RAV4.

The Eagle sedan hardly cleared 27,000 units in all its model years combined, and the other body styles were even less popular. Which brings us to the low-volume Eagle Sundancer (above), which was built for only two model years, and of which only around 200 units were ever sold, even including the Sundancer variants of the Concord compact passenger car on which the Eagle was based.

Jack Griffith Enters the Picture

Born in 1926, Andrew Jackson “Jack” Griffith was a true character in American automotivedom. A WWII veteran and a well-known Long Island, New York Ford dealer, the automotive entrepreneur became acquainted with the British TVR sports cars through his SCCA racing involvement and thought a TVR Grantura (below left) could form the basis of a car that could be quicker and cheaper than the AC Cobra. 

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Jack drove to Dearborn with his converted Grantura with a Ford V8 in it in 1963 to pitch the idea to Ford executives. He secured a deal with Ford for the engines and with TVR for the cars, and the TVR Griffith was born. Jack would become involved in various coachbuilt convertible conversions through his Griffith Company, including for the Toyota Celica, and AMC would contract him to make a convertible variant of its Concord and Eagle coupes.

Road Trip to Florida!

This is how Eagle coupes built in Wisconsin were sent to Florida, where the Griffith Company was based, to be turned into convertibles. Well, calling it a targa top would be more accurate, as Griffith realized that, in order to retain sufficient structural integrity for what was, after all, a unit-body vehicle that could go off-road, he needed to apply not only the necessary steel-tube under-body bracing, but also retain a B-pillar connected via a roll-bar, offering rollover protection and seatbelt mounting points.

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The removable roof was made of fiberglass, and behind the roll bar was a folding soft top, turning the Eagle into a convertible without the restriction of a T-bar and rear glass the typical T-top cars of the era had. Cars could be ordered straight from AMC dealers, upon which the automaker would send coupes to Fort Lauderdale, FL, to be returned to Kenosha as Sundancers. The conversion added $3,750 to the car’s price, and this later increased to $4,000.

All in Ruins

At that cost, the Sundancer was a failure, selling only around 200 units, and it ruined Griffith’s plans to open a conversion facility in Wisconsin and left him unable to even retool for the convertible versions of the upcoming new Toyota Celica. It didn’t help that convertibles became more commonplace in 1982 and provided competition in the form of the latest convertible versions of the Chevy Cavalier, Chrysler K-cars, and Ford Mustang. The Griffith Company was sold in 1982 after the second year of Sundancer production, and all production records were lost, so we don’t know how many of the total estimated 200 units were Concords (below) or Eagles.

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Final Thoughts

So the sad story of a convertible that ruined its maker is also the story of a unique car, and a monument to the effort and engineering that went into creating it; not only AMC’s creation of the very first line of crossovers on the underpinnings of the humble Concord compact passenger car, but the Griffith Company’s considerable work in turning it into a convertible without a roof or even as much as a T-top for structural purposes.

This makes the Eagle Sundancer one of the most unique cars in the world, as well as one of the rarest, with production numbers lower than those of coveted collectors’ cars such as the Ferrari 288 GTO and McLaren P1. It’s just another example of American ingenuity that was responsible for a true automotive unicorn.

VW Doesn’t Know Why Its ID.4 Could Catch Fire

According to the amended recall report shared by the NHTSA, Volkswagen is still unable to determine the root cause of an issue that causes some vehicles to potentially experience thermal propagation, leading to a fire. Because of this, it is recalling 22,524 Volkswagen ID.4 compact crossovers produced between January 1, 2023, and February 1, 2025, and where possible, it will use an over-the-air update to temporarily limit the vehicle to a maximum charging capacity of 80 percent, with a permanent fix yet to be developed. VW advises all owners to familiarize themselves with the owners manual to ensure they get this right, but it also says that only certain charging profiles combined with a state of charge (SoC) above 80 percent may trigger the sequence of events that could cause a fire. In other words, it wants all ID.4s limited to 80 percent SoC because it knows that’s a definite factor, but beyond that, it’s still investigating. Is the issue to be found in a specific charging rate, a problem with energy recuperation, or something else? VW doesn’t know, but as the litigation and recall reports earlier this year indicate, it’s prevalent enough to be a thorn in VW’s side, and one its Product Safety Committee has been reviewing since ordering a field study in June of this year.

What Happens Now?

The Volkswagen Group Product Safety Committee last month asked its battery cell supplier, SK Battery America Inc., for “additional clarifications […] concerning the production measures and the potential clean date.” In other words, it suspects that the root cause of the issue lies with production methods, and after a certain point, the high-voltage batteries should be good. VW also noted that vehicles outside the abovementioned production population “contain cells that were produced outside the suspect range or contain cells that have sufficiently recent and complete data indicating charging usage below the defined threshold.” For the record, the new ID. Tiguan, which has yet to be revealed in U.S. spec, is offered with a larger battery, so we expect it to be unrelated to the troublesome ID.4 and therefore unaffected by this issue. Sadly, ID. 4 owners can only expect interim notifications at the end of next month (November 27), and while VINs are already searchable, a planned remedy date range has not been estimated, so VW expects the fix to take a while to find.

BMW Sales Make Mercedes Jealous

While Mercedes made ground this quarter, so did BMW, selling 100,210 vehicles in the U.S. in Q3 of 2026, a 3.4 percent increase over the same period last year. Still, Mercedes can be pleased with its position, which it lays credit at the feet (wheels?) of the GLE SUV, built in Alabama, which achieved “double-digit year-to-date growth” alongside the GLC, which also saw “positive” gains.” Thus far in 2026, the Mercedes-Benz Group has achieved 1,503,200 sales worldwide, but that’s five percent less than it had managed by Q3 of 2025. However, it’s worth remembering that the federal tax credit for EVs expired in September 2025, so there was a bit of a surge in sales as buyers looked to take advantage while they could.

• The Entry segment includes the A- and B-Class along with the EQA and EQB, while the Core segment bundles the EQE and EQE SUV with the C-Class and E-Class. Finally, the Top-End segment refers to everything from the AMG and Maybach sub-brands, as well as the G-Class, S-Class, GLS, EQS, and EQS SUV.

Unfortunately, Mercedes didn’t provide a specific breakdown in its sales report, with electric and combustion sales being lumped together, but it did say that it achieved the highest quarterly EV sales in its history, with the GLC leading the charge and tripling its sales compared with Q2. Outside of China, where competition is exceptionally tough, car sales increased for the third consecutive quarter, and in Europe, new electric models including the GLC, CLA, GLB, and GLA are sold out for the rest of 2026, with some orders extending to 2027. It also said that, while SUVs led in the U.S., the E-Class saw a sales increase of 39 percent, while the S-Class achieved a 47 percent increase, so clearly, there’s still a market for ultra-premium sedans.

Autoblog’s Take

Mercedes-Benz still has a popular lineup, and there’s clearly strong demand for its latest and greatest products. It’s also encouraging to see a voracious appetite for elegant luxury sedans, albeit compared to quarters where fewer brand-new options in these segments were available, but BMW continues to streak ahead, and with its new MY2027 models proving extremely popular too, Mercedes may needs to keep this momentum going if it wants to stay in the race. Last quarter, even Lexus was ahead.

2027 Chevrolet Trailblazer Z71 Gets New Z71 Upgrades

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The 2027 Chevy Trailblazer Z71 is being hailed as the model’s entry-level adventure-ready all-wheel drive model, adding an off-road-tuned suspension system, a skid plate for the underbody, and sport-terrain tires. Naturally, several Z71 badges are scattered about, and the logo also appears on the debossed front-row headrests, which can now be finished in Jet Black and Story Gray upholstery with vibrant Orange accents. Other improvements include a new column-mounted shifter, allowing for a redesigned center console with more storage options, including retractable cupholders, and additional HVAC vents for the passengers in the back. An AutoSense power liftgate can also now be specced, and the updated electrical and software architecture allows more than 20 standard safety features and driver aids, including newly standard reverse automatic braking, safety seat alert, side bicyclist alert, rear cross-traffic braking, front park assist, rear seat belt indicator, and intersection automatic emergency braking systems. There’s also a new 11-inch driver information display as standard, alongside an 11.3-inch infotainment screen, which can now support OnStar OneChevy says the updated Trailblazer will be available from spring 2027, and buyers will be able to spec the all-new Storm Sky Gray intrior color. Pricing has yet to be announced, but with the current, MY2026 range stretching from $23,600 to $29,995 before destination or options, we assume the Z71 will take the Trailblazer past $30,000.

2027 Chevrolet Trax: More Safety, Refined Styling

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The 2027 Chevy Trax gets a streamlined lineup with three trims, the same as the Trailblazer (which comes in base, RS, and Z71 forms). Instead of the LS, 1RS, LT, 2RS, and ACTIVE trims, the 2027 Trax will be offered in base, RS, and ACTIV forms. It gets the same newly standard safety features as the 2027 Trailblazer, the same new interior screens, and the same access to Chevy’s new Storm Sky Gray interior color, but it doesn’t stop there. Outside, a new grille and new wheel designs are joined by full-LED taillighs and a revised liftgate, which is powered for the first time. Finally, the interior’s round HVAC vents have been replaced by new hexagonal desgns, making the cabin feel a little more modern. As with the Trailblazer, pricing is yet to be revealed and availability begins in spring 2027. For the record, the 2026 Trax starts at $21,700 and peaks with the $25,700 ACTIV, but we’ll bring you 2027 pricing as soon as it becomes available.

Lucid Cosmos Is a ‘Coupe SUV’

The spy shots only capture the driver’s side and rear of the mid-size Lucid Cosmos, but from any angle, the dramatically sloping roofline makes the SUV stand out. This coupe-like design makes the Cosmos look athletic, and large wheels inside bulbous wheel arches also increase the sense of sportiness, as do chiseled side skirts. Recessed door handles are also evident, and there’s a green light at the top of the B-pillar, along with what appear to be other unactivated indicators. The sharp roofline culminates in a large upturned spoiler, so rear visibility will be impaired, but a camera at the rearmost end of the roof will solve that problem. We can also see a very narrow LED strip that will form part of the modest taillight cluster, and while we can’t see the front, a patent filed in June gave us an early look at the Cosmos. Much like the Air, it’s got a narrow LED strip up front too, with slim headlights just beneath. The drawings filed in Europe also revealed a low, catfish-like intake grille for powertrain and brake cooling, with an angled LED strip framing each end and potentially acting as air curtain intakes or scoops for dedicated brake cooling inlets. The drawings also indicated that the thin strip we see at the back of the Cosmos doesn’t run continuously from end to end, as in the Air, instead being punctuated by a large Lucid wordmark.

Autoblog’s Take

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Under the skin, this will be supported by Lucid’s new Midsize platform, which also underpins the Earth SUV and another mystery vehicle yet to be announced. Alongside a 69 kWh battery pack with 300 miles of range, Lucid’s new Atlas drive units, which are lighter, smaller, and cheaper to produce, should help the Cosmos achieve its sub-$50k target base MSRP, and if all goes well, it could help Lucid attract a large portion of the relatively small overall EV market. Should that happen, Lucid will be free to expand and produce more vehicles, but if the Cosmos has as flawed a launch and life as the Air, brilliant as its engineering is, Lucid could become the next Fisker. Of course, with the backing of Saudi Arabia’s primary sovereign wealth fund, it’ll be a long time before Lucid falls that far, and avoiding issues is exactly why the Cosmos has been pushed to the second half of 2027 at the earliest. Hopefully, Lucid delivers a competitive and glitch-free product before affordable options from others make it obsolete.

2027 BMW iX3 M60 xDrive: Silent Autobahn Assassin

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BMW, which tends to be rather conservative in its power and acceleration estimates, says the iX3 M60 xDrive will do 0-62 mph in 3.9 seconds, topping out at a top speed of 149 mph – or more than you’ll ever need from something this shape and height. Despite those drawbacks, it sounds like this will be a highly capable machine, with BMW’s lightning-fast so-called ‘Heart of Joy’ powertrain controller working with BMW M Dynamic Performance control. In simpler terms, BMW has recalibrated the motors and how they deliver performance specifically for this M-inspired range-topper, and that’s going to apply to the i3 M60 sedan, too, the performance of which BMW has yet to confirm. With similar power outputs and a slipperier shape, not to mention a lower center of gravity, it’s going to be plenty of fun. But so is this iX3 M60. As standard, you’re upgraded to Adaptive M suspension, variable sport steering (aided by model-specific front-axle anti-roll bar links), an electronic M Sport rear differential, and you get access to M Sport brakes with red or blue calipers, all of which aim to encourage regular exploitation of the electric motors’ sheer grunt.

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To make the experience feel more organic, BMW has developed unique, speed-sensitive sounds and attempted to increase engagement with shift paddles on the steering wheel to adjust the motors’ responses. The M60 has also been treated to front-end braces to increase stiffness, but BMW makes no mention of a drift function, so perhaps that will be reserved for the sedan only. Maybe it would have been too expensive to develop, or maybe BMW is saving it for later (perhaps instead of beaming Spider-Man ads into the iX3, BMW will send software updates to make the EV continuously better). We should also note that BMW doesn’t say this is a rear-biased EV, though that should be obvious, particularly in M Sport or M Sport Plus modes, specific to this variant. And while this is clearly a more performance-focused version, the iX3 M60 doesn’t lose other iX3s’ brilliant ability to stop without the occupants even feeling it, and you get Level 2 driver aids. However, BMW makes no mention of the range figure, so we assume it’s dropped from the iX3 50 xDrive’s 434-mile estimate. That said, the 800-volt M60 has a 112.2 kWh (usable) battery, which is slightly better than the 50 xDrive’s 108.7 kWh pack, and like that crossover, it has a maximum charging rate of 400 kW.

2027 BMW iX3 M60 Styling, Interior, and Availability

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Like the recently revealed M350, the iX3 M60 xDrive gets access to optional M Yellow Lights as frontal running lights, a design trait borrowed from the M Hybrid V8 LMDh race car and now appearing on all cars with M badges (which are black with silver outlines). The lighting elements on either side of the stretched kidney grille also pay tribute to M, with each side showing three accents inspired by the BMW M stripes. The M logo also appears in the light signature, which includes the normally optional BMW Iconic Glow, while the taillights get their own triple-element accents calling to mind the M Division. As with new Audis, different animation styles are available for the headlights and taillights. Moving down the side, the roof rails are painted black, and black M mirror caps with M stripes put more tricolor branding in your face, as does a badge on each front door. As standard, this electric X3 gets 21-inch wheels, with 22-inch options available, 5 inches bigger than the original E83 X3 in 2004. Slightly bulging rear arches, a black diffuser-style panel, and an M roof spoiler complete the styling. BMW says the spoiler increases downforce, but without giving a figure, and considering this is an EV, you can be sure the figure is negligible.

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Inside, the iX3 M60 has the same Panoramic iDrive setup as other Neue Klasse BMWs, with a pillar-to-pillar driver display, a central ‘free-cut’ touchscreen, and a squared circle of a steering wheel. The latter is an M Sport piece with a red noon marker, but not a sporty three-spoke layout, sadly. Adaptive M Sport seats with 10 levels of adjustability, massaging, and illuminated M logos add to the sporty feel alongside M graphics on the displays (and in the passenger-side dashboard). In terms of audio, you get a 430-watt Harman Kardon sound system with 13 speakers and Dolby Atmos support, and as for color options, BMW offers seven upholstery choices. BMW M interior design is standard with black Veganza seat covers sprinkled with M PerformTex faux suede. Alternatively, the Contemporary theme provides Veganza imitation leather in Black, Castanea, Digital White, or Agave Green, and BMW Individual unlocks a combination of Veganza and real Merino leather, or you can spec the M Sport Seats in duo-tone Adelaide Grey. BMW has not announced pricing, but the iX3 50 xDrive starts at $61,500, so this M60 variant will probably edge beyond $65,000. Production will begin at the brand’s Debrecen plant in Hungary in spring 2027, with orders for U.S. customers opening at the end of January next year. Oh, and if you prefer less rear headroom, BMW has provided the first images of the new iX4, included at the end of the gallery below. Expect details on that to mirror the iX3 range, with multiple powertrains, including an M60.

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Though I grew quite fond of the Lincoln, I came to adore it in different ways than I loved my Allroad, but I also became annoyed by things that might otherwise have been dealbreakers in the Allroad. Doing “luxury” the right way clearly isn’t as simple as using the correct ingredients. A week around Vancouver, British Columbia, and some time on its picturesque Sea-to-Sky Highway helped explain the distinction.

U.S. and Canadian specifications are identified separately because Lincoln currently publishes different horsepower ratings, likely as a result of stricter CARB (California Air Resources Board) rules. The Canadian test price comes from the supplied window sticker.

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Powertrain & Driving Experience — 8.5/10: Smoother Than Its Ford Roots Suggest

The Aviator’s most convincing luxury feature is its dynamic calibration. Having tested the Ford Explorer Tremor with the same basic twin-turbo V6 architecture earlier this year, I immediately noticed the Lincoln’s smoother throttle response, braking, shifts, and steering. Shared hardware still leaves plenty of room for different personalities. The accelerator delivers power progressively, disguising much of the hesitation I might otherwise associate with turbocharging. The 10-speed automatic, which can feel clumsy in some Ford applications, shifts almost seamlessly here. Together, they make it remarkably easy to appear a smoother driver than you really are.

I have spent hours being shuttled around in Aviators during press programs, including a two-hour trip from Sedona to Phoenix, and driving one myself helped explain why those journeys felt so polished. The SUV makes considerate driving feel natural, while retaining ample power for passing and the occasional spirited detour. Its Air Glide suspension system, included in the optional Dynamic Handling Package, tells a more complicated story. Wavy pavement produces an excellent ride, but sharp bumps and broken city surfaces compromise that composure. Its more valuable achievement became apparent on the Sea-to-Sky: body roll built up more progressively, lateral movement felt better managed, and passengers experienced less tossing that can make winding roads unpleasant. The system never disguises the Aviator’s substantial weight, but it does make that weight easier to manage. That comfort contribution is perhaps as important as bump cushioning.

Normal-mode steering feels vague and rather boatlike, but the sportier Excite setting provides a more reassuring sense of control. The V6’s coarse, workhorse soundtrack lacks the sweetness of my Allroad’s 2.7-liter engine, although I appreciated that it never tried to impersonate a V8 with pumped-in engine noises, as the Navigator does. My week’s roughly even city/highway mix returned 14.5 L/100 km, or about 16.2 U.S. mpg, so smoothness doesn’t make this a particularly economical SUV.

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Technology & Infotainment — 7.5/10: Great Sound, Too Many Menus

The 13.2-inch touchscreen runs Lincoln Digital Experience and supports Google apps and services. Its software is current, but the presentation feels far less ambitious than the Navigator’s sweeping dashboard display. Positioned near the dashboard’s edge and angled away from the driver, it also creates an awkward sightline. Everyday climate adjustments were straightforward, but accessing the massage seats was another matter: multiple menus led to seat settings, followed by separate controls for each front occupant. A feature intended to make life easier should be easier to activate. The Auto Hold function also requires menu navigation, although it remembered my preference between starts.

The optional 28-speaker Revel Ultima 3D system provides a much stronger argument for spending the extra dough. Its listening modes noticeably changed the presentation, shifting the perceived perspective from the audience toward the stage. Alongside the seats, it was among the cabin’s most memorable premium features. BlueCruise worked well on Highway 99, although unpredictable lane changes and heavy traffic kept me more comfortable holding the wheel. Separately, Reverse Brake Assist sometimes intervened abruptly during slow parking maneuvers. That behavior felt at odds with the otherwise polished controls.

Exterior Design — 8.0/10: Plenty Of Flash, Not Enough Identity

The Aviator’s trouble is that its styling makes plenty of gestures without establishing much identity. My tester’s illuminated details, oversized black wheels, and Jet Appearance Package added visual drama, but from a distance the whole shape felt fairly generic. At certain angles, it struck me as some sort of Range Rover minivan type thing. The reference is recognizable; the Lincoln’s own personality is harder to find. It lacks the Genesis GV80’s distinctive lighting and bodywork, and it never quite achieves the understated confidence of the Audi Allroad. My tester’s Red Carpet paint over Hot Chocolate upholstery may have amplified the problem for my tastes; the combination seemed determined to be a candy apple and a caramel apple at the same time. Others may appreciate its richness, but I wanted a specification that let the proportions speak without so much decoration.

Interior & Comfort — 7.5/10: Business Class With Ford Foundations

The available 30-way Perfect Position seats are both a highlight and a test of patience. I kept searching for the ideal setting, occasionally wondering whether so much adjustment creates as many questions as it answers. The independent thigh extenders, plus effective massage, heating, and ventilation, nevertheless make them genuinely useful. Friends and family who rode inside also found the heated, ventilated second-row captain’s chairs and full console impressive. Entry and exit were easy, and space was generous, though getting in and out of the third row can be a tricky ordeal without a central pass-through.

A closer look revealed less convincing materials and lower control points. Lincoln has dressed up the cabin nicely, but its Ford foundations remain apparent. Sitting in the back, I occasionally felt only a few sheets of leather and some armrests away from the rear of an Explorer police SUV, but the actual passenger experience was far more accommodating. The cabin feels like business class, but more United Polaris than Emirates. It offers the equipment and space, but falls short of the atmosphere and finish that make the best luxury interiors feel exceptional. The GV80 makes a stronger impression in both respects. Smaller irritations included awkward electronic door handle mechanisms that often pinched fingers, and what looked like early wear on the front-seat leather. Details like these are harder to overlook when the vehicle’s sole purpose is to elevate ordinary experiences.

Value — 7.5/10: Paying For Polish, Still Wanting Personality

A U.S. Reserve AWD starts at $70,925, including destination. My Canadian tester reached C$101,320 with Equipment Group 201A, Dynamic Handling, Jet Appearance, the rear console, and smaller additions. Those are separate markets and currencies, but the overall equipment package remains very similar. The seats, audio, and controlled driving character make that spending feel tangible, and its rear-biased architecture and twin-turbo V6 also appeal to me more than the foundations beneath the Lexus TX or Infiniti QX60, but buyers paying for a luxury SUV can reasonably expect distinctive design and exceptional materials alongside capable engineering. The Aviator’s challenge is that its strongest qualities become clearer after you drive it, while its weaker ones hit you every time you climb aboard.

How I’d Spec It: A Cooler, More Understated Combination

Trying out a new bit here, but here’s how I’d spec a 2026 Lincoln Aviator Reserve if I were configuring one for my own purchase. I would choose Whisper Blue Metallic with Light Space Gray and Onyx upholstery, and the Jet Appearance Package would suit that cooler, more understated combination better than my tester’s red-and-brown. The Perfect Position seats and Revel audio would remain priorities because they add real value, but I’d skip the second-row center console for easier third-row access. The value of the Air Glide Suspension with Dynamic Lower Entry depends on the roads you actually drive, but at C$3,750, I’d opt for the standard suspension, which will likely lead to fewer mechanical complications further down the road. In that configuration, with the Reserve (201A) package and Jet Appearance package, and without the Dynamic Handling Package and Full Rear Console with Smart Charging Ports, the 2026 Lincoln Aviator Reserve lands just under C$100,000 in Canada, including destination charges. That’s how I’d have it.

Overall Verdict — 7.8/10: Familiar Ingredients Without The Same Affection

After everything, I believe that I fell “in like” with the Aviator. Its familiar ingredients produce a strong package: abundant power, unusually smooth controls, accommodating seats, and suspension that helps a large SUV remain composed through bends. I would happily take another long journey in one, particularly from a second-row captain’s chair. But my Allroad had an identity I could recognize and forgive; it transcended the sum of its parts. Its appearance, packaging, and mechanical character expressed a coherent purpose. The Aviator’s purpose feels less personal, even though it performs many of its duties more effortlessly.

Luxury asks a vehicle to do more than execute those duties. The design, materials, and experience need to make ownership feel worthwhile and emotionally compelling beyond the spec sheet. Lincoln shows genuine skill in the Aviator’s calibration, but the cabin and exterior leave me wishing for the same persuasive sense of artistry and craftsmanship. That’s why I appreciated this Lincoln without necessarily wanting to own it myself. My Allroad made me overlook faults because I loved the whole car, but while I admired the familiar recipe in the Aviator, I still couldn’t help but notice what was missing.

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MINI Countryman Untamed Edition Gets Loads of Changes

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The new Countryman Untamed Edition stands apart from other variants with a new front grille featuring redesigned, upright elements. The grille surround also gets special treatment with an exclusive color called Dark Steel, which reappears on the MINI emblems, Countryman lettering, and other areas. Elsewhere, the side sills get a new look, and the underbody protection plates on the front and rear of the crossover have been redesigned. MINI has also added textured matte black film to the side sills, hood, and wheel arches, helping reduce damage from scratches. The same care hasn’t been taken with the Untamed Edition Spoke 19-inch alloy wheels, which, while styled after resilient steel wheels, are finished in a high-gloss black (with the center cap wordmark in Dark Steel) that will surely show blemishes after a trip or two on a gravel road. While we’re on the subject of finishes, the Untamed Edition gets special color options inspired by earthy tones: Hideaway Grey, Nomad Blue, and Frozen Nomad Blue, the first matte finish ever applied to a series-production MINI. Also available are Nanuq White and Midnight Black, while the roof can be had in either Glazed White or Jet Black. The finishing touch is an Untamed logo on the C-pillar.

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More importantly, the Untamed Edition features a 15-millimeter lift and specially developed Pirelli Scorpion All Terrain Plus tires that bring total ground clearance to 19 mm. In North America, this rubber will be standard, while Europe will get them as an option, and other regions will get access through MINI’s aftersales department. The automaker has recalibrated the anti-lock braking, dynamic stability control, and steering systems to suit the new tires, and with ALL4 all-wheel drive, the Untamed Edition should have no problems getting to a campsite. Finally, the roof can handle loads up to 165 pounds while driving and up to 661 lbs while stationary, and in the U.S., a factory trailer hitch enabling a maximum towing capacity of 3,500 lbs will be standard.

MINI Countryman Untamed Interior and Availability

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Inside, the Untamed Edition gives the Countryman Vescin Nightshade Blue sports seats with perforated fabric and knitted upholstery. Their design, including Cornflower Blue stitching and an Untamed logo, is said to be inspired by rock formations, and the knitted finish reappears on the dashboard and door panels in dark grey and blue. Interior accents are no longer Vibrant Silver, as usual, swapping the finish for more Dark Steel and Cornflower Blue, the latter appearing on a strap on the base of the steering wheel, its spokes, and other areas, including the redesigned center console storage cubby. Rubber all-weather floor mats and a cargo area mat, with more rock-inspired patterns, add to the rugged look.

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Production is expected to begin in November, with a global market launch scheduled for early 2027. In the U.S., the Untamed Edition will be based on the Countryman S ALL4 and the Countryman SE ALL4, with pricing starting at $43,900 (excluding $1,350 for destination) for the gas model. The EV will be priced later. This means that, with MINI basing the special model on the Signature Plus trim and not the entry-level Oxford Edition, the Untamed Edition’s upgrades are priced at $1,600. Worth it? Well, MINI clearly seems to think a package like this is something its customers have been missing, and with off-roading and overlanding continuing to increase in popularity, perhaps this is the perfect time to jump on the trend.

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

Toyota Corolla

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

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

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

Subaru Forester

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

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

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

Subaru Crosstrek

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

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

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

Hyundai Elantra

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

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

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

Kia K4

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

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

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

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

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

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

Promise Kept

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

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

Minimalist in the Right Places

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

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

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

Key Specs

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

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

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

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As we head towards the final months of 2026, BMW has announced a few updates for the X3, specifically the punchy M50 model. This isn’t a facelift or LCI in BMW-speak just yet, but the tweaks should interest those looking for a hot compact crossover.

Due later this year, the range-topping X3 will get a Black Package. Of course, some might not really get excited about that, but the other highlight is even more power from the 3.0-liter straight-six. Great news, then, and BMW has a couple more updates for the rest of the lineup, at least for Europe.

Bridging the Gap

It’s been a couple of years since BMW launched the fourth-generation X3, and it still remains the brand’s top-selling model worldwide. While its design has split opinions, the sales it’s been raking in show it was a good move to go bolder. That said, one model is still missing: the true X3 M version.

While we don’t know what BMW has in store, or whether Alpina will handle it, the M50 has done a decent job as the bridge between the standard and full-M model. Its boosted 3.0-liter inline-six makes 393 hp and 428 lb-ft, so it’s still not slow.

However, the 2027 model will get even more horses under the hood. By the end of this year, that same engine will get a 44 hp bump, raising output to 437 hp while retaining 428 lb-ft of torque. That means it makes exactly the same power as the M350. It’s not like the 2026 X3 M50 was tepid, but more power is always welcome.

No X3 M, but Still Rapid

While 437 hp is a welcome boost, it’s still no X3 M. For comparison, the last X3 M made 473 hp and 457 lb-ft, while the Competition version dished out 503 horsepower and 479 lb-ft. The 2027 X3 M50 is still a little bit behind, but still potent nonetheless.

BMW says it can get from 0 to 62 mph (0-100 km/h) in 4.4 seconds, which is a fairly conservative estimate. The 393 hp version did the same task in 4.6 seconds, and real-world testing saw it closer to four seconds flat. The extra 44 hp means it could possibly hit 60 mph in the upper three-second range.

Other Highlights

Circling back to the Black Package, it’s a new option exclusive to the X3 M50. The highlight here would be the 22-inch wheels that wouldn’t look out of place in an M5. There’s also black badges with silver outlines, along with gloss black brake calipers. Part of the package is Alcantara/Veganza combination interior upholstery, as well as carbon-effect trims inside.

As for the rest of the range, the bit in front of the infotainment screen will be trimmed in PVC Softskin surface, while ambient lighting has been expanded to the door handles and the area surrounding the storage bin. BMW is quite proud of the fact that the 2027 X3 will have a new glove box opener and stainless-steel edge guards in the cargo area, and that the 2.0-liter in the X3 20 is now Euro 7 compliant.

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The new C-HR is quite a different animal. It’s electric, larger and equipped with all-wheel drive as standard. It has 338 horsepower, which is a number I never imagined associating with this nameplate. Toyota offers it in two trims: the $37,000 SE and the $39,000 XSE, before delivery and other charges. Both have the same dual-motor powertrain. So, at last, buying the less expensive C-HR doesn’t mean accepting the automotive equivalent of a stern lecture about patience.

Powertrain and performance

Both versions use a 74.7-kWh battery and produce a combined 338 horsepower. Toyota estimates a 4.9-second run from zero to 60 mph. That puts the new C-HR’s acceleration in a completely different universe from the old one. It also makes the starting price interesting: you’re getting a quick, dual-motor electric crossover for less than $40,000. The original C-HR asked me to celebrate its handling while overlooking its engine. This one has enough power to let the chassis join the conversation.

I don’t want to declare it a sports car because the number on a stopwatch looks exciting. Plenty of EVs launch hard and become less interesting once the road bends. Toyota says it tuned the C-HR’s springs, dampers and anti-roll bars, while the battery sits low in the vehicle. The original showed that Toyota could make a C-HR handle; the question for this one is whether the steering and suspension make use of all that newfound power. Either way, I’m glad the accelerator finally has a meaningful relationship with the styling.

Range is where the two trims separate. The SE wears 18-inch wheels and has an EPA-estimated range of 287 miles. The XSE gets 20-inch wheels and a 273-mile rating. That’s a 14-mile penalty for the dressier version, with no additional horsepower in return. I understand wanting the larger wheels. I also understand looking at them every time you plan a longer drive and asking whether they were worth it.

Charging equipment is competitive. The C-HR has a native NACS port, an 11-kW onboard AC charger and battery preconditioning, which can prepare the pack for a DC fast-charging stop. Toyota says a 10% to 80% charge takes around 30 minutes under ideal conditions. The company also includes a dual-voltage charging cable and a NACS-to-CCS adapter. Those are useful details for a buyer who wants to charge at home and have more options on the road. Naturally, “under ideal conditions” is doing some work in that charging estimate; the weather, battery temperature and charger itself still get a vote.

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Exterior and interior design

The first C-HR looked as though its designers had been told to make absolutely sure nobody mistook it for a Corolla. The new one is more restrained. There are enough angles and curves to give it an identity, but I find it less distinctive than the original. Perhaps that’s the price of growing up. Fortunately, the familiar Toyota face and coupe-like roofline give it some presence without making it look like it escaped from a science-fiction movie set.

Related: I Drove the 2027 Chevy Bolt RS and This is Everything I Hated About It

Inside, the C-HR is attractive and appears solidly put together, but I don’t find it especially playful. The 14-inch central touchscreen dominates the dashboard, joined by a slim driver display and two wireless phone chargers. Wireless Apple CarPlay and Android Auto are included. The XSE adds synthetic suede and SofTex-trimmed seating, a power passenger seat with driver-seat memory, and an available panoramic glass roof. It also gets a panoramic-view camera, Lane Change Assist and Traffic Jam Assist, although some connected features depend on a trial or subscription. Not cool, Toyota.

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There’s a lot of equipment for the price, even if the cabin’s personality is closer to “very competent commuter” than “weekend troublemaker.” Seat comfort is quite good, and back seat space is vastly improved over the last model. That is to say, average-sized adults can fit back there.

My main complaint is Toyota’s reliance on the screen for controls I’d rather operate by feel. Climate functions are much easier to use when a button or slider is waiting exactly where you left it. Looking through a display to make a simple adjustment takes attention away from the road. At least there’s still a physical volume knob. I’m tempted to send it a thank-you card for being true to its anachronistic self.

Related: 2026 Dodge Charger SIXPACK vs. EV: Which Powertrain is Best?

The new C-HR is more useful than its predecessor. Toyota lists 25.3 cubic feet of cargo space behind the rear seats and 59.5 cubic feet when the 60/40-split rear seatbacks are folded. That gives this small crossover a legitimate argument when someone asks whether it can do more than look sharp and leave a traffic light quickly. Its overall length is 177.9 inches, so it remains manageable around town while offering considerably more everyday flexibility than I remember from the original.

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SE or XSE?

This is an unusually easy decision to frame. The SE has the same motors, 338 horsepower, all-wheel drive, battery and 14-inch touchscreen as the XSE. It also has heated front seats and a heated steering wheel, a power liftgate, rain-sensing wipers and Toyota Safety Sense 3.0. Most importantly, it starts $2,000 lower and carries the longer EPA range estimate. For someone shopping primarily on performance and value, the SE is the one I’d point to first.

The XSE makes sense if you want its 20-inch wheels, upgraded upholstery, extra seat adjustments and additional camera and assistance features. Those are real upgrades. Just be honest with yourself about whether they matter more than the SE’s lower price and 14 extra rated miles. There’s no secret performance bonus hiding behind the XSE badge. Toyota has already given the good stuff to both versions.

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Competitors

The C-HR enters a crowded part of the EV market. I’d look at the Chevrolet Equinox EV, Hyundai Kona Electric, Hyundai Ioniq 5, Kia EV6, and Nissan Leaf, depending on local pricing and how much space I need. While I like the Nissan Leaf quite a bit, it does not offer all-wheel drive.

Toyota’s own bZ deserves a look as well. These vehicles differ in size and equipment, so I wouldn’t treat them as interchangeable simply because they all plug in. The Equinox EV presents a particularly clear value challenge: its 2026 front-wheel-drive version starts at $34,995 and has an EPA-estimated 319-mile range. Plus: I’m seeing some serious deals with the Equinox EV, it’s a worthy competitor. The C-HR counters with standard all-wheel drive and considerably more power.

Final Thoughts

The original C-HR was memorable, but I spent too much time explaining away what it lacked. This electric one gives me far fewer excuses to make. It has useful cargo space, credible range, practical charging equipment and enough acceleration to make the old car seem like it belonged to a different family. Its interior could use more character, and I would happily trade some screen controls for proper buttons. The XSE also gives up range for its larger wheels.

Still, the value is hard to dismiss. The XSE is an appealing quick EV for $39,000, but the SE is my pick: same power, more rated range and a lower starting price. The new C-HR may be less eccentric than the old one, but it finally delivers the all-wheel-drive performance that the original styling promised. That seems like a trade I can live with.

Related: 2026 Hyundai Kona Limited Review: Lots of Goodies, a Little Less Aloha

UAW Reveals Bolt’s Production Timeline

News of the Bolt winding down production comes from local United Auto Workers union president Dontay Wilson, who revealed that the production facility in Kansas where the Bolt is assembled is on course to complete approximately 35,000 examples before the EV’s story is brought to a close in the first quarter of 2027. Wilson learned of the change through a memo to union workers, which also revealed that almost 1,000 employees are being put on indefinite layoff, and says the plant was formerly projected to produce in the region of 150,000 units before moving on to next year’s gas Equinox (currently built in Mexico), but GM, though still very much in the EV game, is reallocating some resources toward building more profitable gas engines.

Related: GM Emerges as Biggest Winner From U.S. Fuel Economy Rollback

The automaker didn’t provide much explanation for the change, only saying that it “continuously evaluate[s] market dynamics and customer demand,” but it appears that GM was using the Bolt as a way to get more EVs out the door to take advantage of tax credits, and now that those tax credits are gone, the juice is no longer worth the squeeze. That leaves buyers with one fewer affordable option on the market, and given how high gas prices are, that’s a pity. To be fair, GM only sold 4,224 Bolts through August, so we can understand why the automaker wants to optimize for stronger sellers.

Autoblog’s Take

If it turns out that this report is numerically accurate and just 35,000 examples of the improved-for-2027 Chevy Bolt are made ($27,600, excluding $1,395 for destination), it will become a relatively rare car. When the Bolt abdicates, the crown of the cheapest EV in the U.S. will be worn by the Nissan Leaf, which currently sells for $29,990 (plus $1,495 for destination). Meanwhile, the next cheapest EV GM makes will be the Equinox EV ($34,995 before a $1,800 destination charge). If EV momentum gains steam again, and if affordable EVs, like those from Slate and REO, for example, prove popular, GM may well decide to reenter the space.

There’s a sizable gap between the least and most expensive gas-powered Konas. The SE starts at $25,500, while the Limited starts at $32,535, both before freight and other charges. That’s still a reasonable entry point, but a Limited with all-wheel drive can move into the mid-$30,000 range quickly. At that price, I expect more than a handsome face and a large screen. Fortunately, the Kona has more than one trick up its sleeve.

Powertrain and performance

The standard 2.0-liter four-cylinder makes 147 horsepower and 132 pound-feet of torque and is paired with Hyundai’s Intelligent Variable Transmission. It’s the sensible choice if the purchase price matters most. The Limited gets a 1.6-liter turbocharged four-cylinder producing 190 hp and 195 lb-ft, along with an eight-speed automatic transmission. That is the combination I’d choose. The additional torque gives this small SUV a welcome dose of enthusiasm, and I’d rather have the conventional automatic than the variable transmission when I’m asking the engine to get moving. Front-wheel drive is standard, and Hyundai’s HTRAC all-wheel drive is available.

There is a fuel-economy trade-off for the turbo. Hyundai lists the Limited at an EPA-estimated 26 mpg city, 31 highway and 28 combined with front-wheel drive. The all-wheel-drive version returns 25 city, 28 highway and 26 combined. Those are respectable numbers, even if nobody is going to mistake this for a fuel-sipping hybrid. The reward is a Kona that feels better suited to highway merging and passing than the base model’s output suggests.

Would I call it the most engaging vehicle in the class? No. For that, I’d still point you toward the Mazda CX-30. But there’s a difference between wanting a little more driving enjoyment and demanding that every grocery run feel like a qualifying lap. The turbo Kona has enough punch to make ordinary driving more pleasant, which is exactly what I want from an everyday vehicle.

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Interior, technology and utility

The Kona makes excellent use of its size. There are 25.5 cubic feet of cargo space behind the second row and 63.7 cubic feet with the rear seats folded. That’s useful room for luggage, shopping and the miscellaneous cargo that somehow accumulates the moment you own a vehicle with a hatch. Compared with Hyundai’s smaller Venue, the Kona feels like the more practical choice for someone who regularly carries passengers and their belongings. The rear seats also recline and split 60/40, giving you a little more flexibility than the exterior dimensions might suggest.

The Limited piles on the creature comforts. It has heated and ventilated front seats, H-Tex upholstery, a power driver’s seat with lumbar adjustment, dual-zone climate control and rear air vents. The hands-free power liftgate is another feature you’ll appreciate most when both of your hands are occupied. Up front, the broad digital display arrangement gives the cabin a more expensive appearance, while wireless Apple CarPlay and Android Auto keep everyday phone use simple. Bose audio, wireless device charging and a digital key add to the impression that Hyundai was determined to fit as much equipment as possible into this trim.

Related: Before the Cars, Kia Mobilized South Korea on Bicycles

I’m also glad Hyundai kept physical climate controls. I don’t need to conduct a touchscreen treasure hunt just to turn down the fan. The Limited’s surround-view camera and blind-spot view monitor add practical value, especially in tight parking lots. Technology is wonderful when it saves time or prevents a mistake. It is less wonderful when it makes me stare at a menu while the windshield fogs up.

Final thoughts

The 2026 Kona Limited makes a strong case for itself as a well-equipped, useful small SUV. Its turbo engine and eight-speed automatic are the powertrain to get, its cargo space is genuinely helpful, and the cabin includes features I once expected to find in considerably more expensive vehicles. Hyundai’s 10-year/100,000-mile limited powertrain warranty is another persuasive point, provided you pay attention to its terms.

Still, I wouldn’t buy one without driving the Mazda CX-30. That car offers a more connected feel, while the Kona makes its pitch through room, equipment and everyday ease. Which one wins depends on what you value once you’re behind the wheel. For me, fun still counts for an awful lot, but I can’t ignore how much the Kona gives you for the money.

It’s a smart, capable little SUV. I only wish something called Kona brought a bit more aloha to the drive.

Related: 2026 Mazda CX-30 2.5 S Aire Edition Review: A Little Crossover With a Lot of Personality

I drove the top trim Calligraphy for a week and got to experience the Palisade Hybrid in all its fullness. My test vehicle was a 2026 Hyundai Palisade Calligraphy AWD, which carried a base price of $58,780. With its only option—$245 carpeted floor mats—and a $1,600 destination charge, the as-tested price came to $60,625. Here are four things about the vehicle that left the strongest impressions.

The Minimalist Monochromatic Door Card

The door card is the interior panel that covers the internal mechanics of the door. The version on the Palisade Calligraphy was the model’s most endearing design aspect to me, not because of something it did but because of what it didn’t do. It’s not overstyled or complex. It’s a single color, single texture, and wonderfully executed. I can’t think of a door card that warrants so much praise.

Rather, the leather is sculpted cleanly with just a single seam that runs along the top and punctuated by an ergonomic round door handle. The simple driver’s side seat memory buttons do barely anything to interrupt the look of things. The sloping armrest is also a thing of beauty with nothing ornate on it and no contrasting materials. You won’t find a better looking door card on any vehicle right now, and in the case of the Palisade Calligraphy, less is most definitely more.

The Front Passenger Seat Adjustment Buttons

The Palisade isn’t the only Hyundai model with these buttons. Located on the left side of the front passenger backrest, they’re accessible by both the driver and 2nd-row passenger. You can move the entire seat forward/backward and change the incline of the backrest. You can even put it in relaxation mode.

I can’t count the number of times I’ve had to reach around the right side of the front passenger seat cushion from the driver’s seat to make adjustments for the right rear passenger in row two. This makes it a cinch. I can also move it forward to make room to fold the 2nd row seats down without having to go to the front passenger’s door before I load items in the back. It’s a simple, non-high tech feature that more vehicles should have. This is how Hyundai thinks, making everyday convenience a reality.

The Driver-Focused Center Touchscreen

Just about every Hyundai model in the lineup benefits from twin 12.3″ screens for infotainment and instrumentation. The Palisade’s center screen ups Hyundai’s own game by canting it toward the driver. It’s not a dramatic angle, but it’s more noticeable from the front passenger seat, not that they can’t see it or reach it. It’s just clearly angled toward the driver’s side. This makes viewing and control much easier for the driver.

The system is already one of the best in the business with easy-to-read menus and quick response times, but its operation is enhanced by a small positional change. Hyundai avoids moving the entire center console to the same angle, and that’s a smart design choice that doesn’t alter the cohesive look of the dash.

The Capsule-Shaped Center Console

The Palisade’s center console is different from just about any other model’s in 2026. While I wouldn’t call it revolutionary, it is both practical and stunning. Its rounded capsule shape manages to look like artwork while still providing ample space for a charging deck, beverages, and other small gear items in the split-top armrest compartment. Even the front portion has a big decorative cap on it with contrast stitching.

The best view, however, might be from the rear seats. You can see the fully ovular shape of the center console, and the stitching runs all the way to the back. Finally, the armest compartment houses a UV light sanitizing feature that disinfects phones, keys, and other high-touch items when the button is pushed and the split top doors are closed. It’s a genius feature and one that other high-end vehicles should include.

Toyota, and by extension Lexus, didn’t hop on the EV race until later. Of course, we all know the company’s stance on EVs, but it’s still a vital part of the business nonetheless. Toyota revealed the bZ4X (now just called bZ) in 2022, and the luxury Lexus version followed soon after, simply dubbed the RZ.

It wasn’t exactly the smoothest of starts, as both were rather lacking in range. That has since been (somewhat) rectified with a 2025 update. It improved battery efficiency and capacity, along with a higher power output.

What About the Early Adopters?

Those who bought the initial batch probably feel a little shortchanged after all the updates. Perhaps not all of them, but some might have liked more power and range. Thus is the pace of EV development, where today’s headline figures will be yesterday’s news in a matter of hours – metaphorically speaking, of course.

But if there’s a good thing about EVs, it’s that these are surprisingly easy to upgrade in a couple of aspects. Obviously, there are over-the-air updates, but combustion-powered cars can do that too. Instead, you can add power and features by adding a new package.

The Performance Upgrade “Boost” + Interactive Manual Drive

The words you see above are the official name of the new package for early RZ owners. Admittedly, it doesn’t roll off the tongue, but it gives owners of pre-2026 model-year cars a taste of the upgrades from the newer ones.

For starters, you get an extra 40 hp, bumping power from 335 hp to 375 hp. The older RZs weren’t slow in the first place, but extra horses are always welcome. That said, it doesn’t increase range, as that requires new hardware, but Lexus claims the additional power doesn’t come at the cost of range.

Then there’s the Interactive Manual Drive. This does require a couple of physical changes to the car, namely adding a button to activate it. In essence, it adds simulated gears like Hyundai’s Ioniq 5 N, plus it’ll even pipe in sounds and throw in a shift indicator to, rather ironically, make it behave like a gas-powered car. We do have to point out that this will only be for RZ 500e models produced from 2023 onwards.

And it’s Yours For…

If there are RZ owners reading this, what we’ll put here is the package price for the Japanese market. That’s ¥220,000, including Japan’s consumption tax (¥20,000). Convert that to dollars, and that’s just a little over $1,400. We’ve seen more expensive options that do far less to improve a car.

It’s undetermined if this will be offered outside the home market. If so, it’s safe to say it might not be as ‘affordable’ an add-on as it is in Japan. Still, this shows there is a lot of tuning potential in EVs too, and it is still on the pretty mild side.

And while Genesis had substantially updated the GV70 for 2026, for its 2027 model year updates, it has concentrated on just a few small details: fewer badges, revised safety technology, Dolby Atmos, and minor exterior streamlining. I had already reviewed the 2026 GV70 2.5T Prestige and then driven all three available powertrains, and both experiences ultimately led me to an overall score of 9.4/10, convincing me that the 2.5T was the one to buy. The question this time, though, was whether changes this small could make an excellent luxury SUV better. They surely can, although not quite enough to make a 2026 owner especially jealous.

2027 Genesis GV70 2.5T Prestige specifications

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Design & Presence — 9.5/10: Less Badging, More Confidence

You may need a photo of last year’s GV70 to spot the most visible difference. Genesis has removed the GV70, 2.5T, and AWD lettering from the tailgate, leaving only the Genesis script beneath the rear window. The old badges never really bothered me, and I admittedly only noticed their absence after comparing this test car with my 2026 photos, but once I did, the improvement became difficult to ignore. The rear looks cleaner and more expensive, as though Genesis no longer feels the need to explain itself at every opportunity. It leaves passersby with more to figure out, which makes the design seem more self-assured.

Its Matterhorn White Matte helped flatter its still-striking exterior styling, which I still firmly believe is the best in the business—or at least in this segment. White is usually among the least interesting and most technically difficult colors to photograph, but the satin finish added some much-appreciated depth to the GV70’s curves and two-line lighting. It looked fantastic in changing sun, cloud, and rain. Inside, Slate Grey and Velvet Burgundy Nappa leather created the richer half of the specification. The burgundy is dark enough to appear almost brown in certain light, while the grey upper sections and suede headliner keep it from overwhelming the cabin. Genesis continues to understand that luxury should feel tactile and visually interesting, not just shiny and decadent.

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Interior & Comfort — 10/10: Still The Strongest Argument

The 2026 update brought a 27-inch OLED display, redesigned steering wheel, and cleaner center fascia, so the 2027 cabin is familiar. Its shapes, materials, and controls still create more warmth than many compact luxury SUVs with better-known badges. The two-tone interior made this test car feel special before it even moved. Real aluminum speaker grilles, quilted Nappa leather, and the jewel-like rotary shifter provide the obvious theater, but the less decorative parts matter just as much. The driving position is natural, frequently used controls are straightforward, and the technology generally disappears once configured.

My ferry-terminal pickup run also supplied the kind of real-world test that matters more than a spec sheet: could it impress my girlfriend’s father? As he stepped inside, he was met with plenty of room, remained comfortable throughout the drive thanks to the Ergo-Motion seating, and came away talking about the design and quality rather than the screen’s size. His immediate comparison with the considerably more expensive AMG GLC was subjective, but revealing. Genesis no longer needs to be graded on a curve just because it costs less or has less history. The GV70’s interior can make a stronger first impression on its own terms.

Technology & Infotainment — 9/10: Dolby Atmos Strengthens The Experience

Dolby Atmos is the model-year update owners are most likely to notice from the driver’s seat. The 2.5T Prestige’s 16-speaker Bang & Olufsen system now supports the immersive audio format, and I tested it using Spotify Lossless Audio. Without a 2026 GV70 for an A/B comparison, I can’t assign every minuscule change in depth or placement to Atmos. Source quality and mixing affect the result, but the Bang & Olufsen system remains one of the GV70’s most memorable tech features, producing a broad soundstage without letting heavy bass substitute for rich sound quality.

Genesis has also updated the GV70’s comprehensive safety technology. Most of it faded into the background, which is exactly how driver assistance should behave. Lane-keeping assistance seemed to provide more useful feedback through the steering wheel, subtly helping my hands guide the car rather than vibrating the rim or issuing a stream of beeps, though not every interaction is seamless. The flush door handles sometimes hesitated to recognize my hand with the proximity key, requiring multiple attempts before unlocking. Auto Hold could also release more abruptly than I’d like. Both flaws are minor, but they stand out in a vehicle that otherwise works so hard to make routine actions feel effortless.

Performance & Driving Experience — 8.5/10: The 2.5T Remains The One To Buy

Mechanically, the 2027 2.5T Prestige preserves the formula I liked last year. Its turbocharged 2.5-liter four-cylinder produces 300 horsepower and 311 pound-feet of torque, routed through an eight-speed automatic transmission and standard all-wheel drive. Those numbers might not seem exceptional, especially beside the 375-hp 3.5T and the much more powerful Electrified GV70, but they are perfectly sufficient for comfortable around-town driving with the occasional more spirited jaunt. The 2.5T accelerates with useful urgency, the transmission generally selects the right gear right away, and the lighter engine helps the front end rotate more naturally than the V6 model does.

The GV70’s sense of balance remains its strongest advantage. It controls its body well enough to enjoy a twisty road, yet absorbs broken pavement without trying to prove its sporting intent on every city block. Steering is accurate, braking feels progressive, and the powertrain has enough reserve for passing without making the car’s personality all about speed. My earlier comparison produced a simple conclusion: the 2.5T is the GV70 to buy, the 3.5T is the one to lust after, and the Electrified GV70 is the fullest expression of the package if budget and charging are not concerns. Another week with the 2.5T didn’t change that. This engine allows the chassis, ride, and cabin to act as the main attractions.

Value & Ownership — 9/10: Canadian Prestige, U.S. Sport Prestige

Genesis Canada lists the 2.5T Prestige at C$73,650. Matterhorn White Matte brings this specification to approximately C$75,750 before tax, registration, insurance, and licensing, assuming no accessories. American shoppers will not be able to find that exact trim name, as Genesis USA believes American buyers prefer a sporty look to match their classy SUV. The closest U.S. configuration is the 2.5T Sport Prestige AWD at $61,550 before destination and options. Equipment and visual details differ ever so slightly between markets, so the names aren’t directly interchangeable. Neither price tag makes the GV70 an inexpensive alternative in its segment, so its value comes from how completely it delivers the experience expected at that price. The cabin doesn’t feel like a consolation prize for a mainstream badge, the ride doesn’t ask for excuses, and the 2.5T doesn’t feel like a sacrifice.

Verdict — 9.4/10: The Right Way To Do A Carryover Year

The 2027 Genesis GV70 2.5T Prestige earns the same 9.4/10 overall score I gave the 2026 model. That’s not to say I’m indifferent to its updates—it simply reflects how little needed fixing. Removing badges doesn’t transform the ownership experience, and an owner could create a similar look on an older GV70 in an afternoon. Dolby Atmos doesn’t make the already excellent audio system essential if you were otherwise planning to buy a lower trim, and the revised assistance technology is most successful when you barely notice it. Together, however, these details make the GV70 feel even more closely resolved. The cleaner rear communicates confidence, the audio system deepens one of the cabin’s greatest strengths, and the safety aids assist without constantly announcing their presence. This was the best way Genesis could have executed a carryover year: not a reason for a recent owner to trade in, but evidence that Genesis is still paying attention after the major work is finished. The 2027 GV70 remains incredibly difficult to fault—and the 2.5T Prestige remains the version I would choose.

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If you’ve been paying attention to the auto industry lately or read and watch a lot of automotive media, you’ve probably heard the term “soft-roader” tossed around before. It’s a term used by industry voices and pundits like myself for the kind of top-of-the-line, off-road-inspired trims that have added a little spice to many popular family crossovers out on the road over the past few years. Toyota’s latest RAV4 is offered in what it calls the Woodland Edition. Honda has expanded its popular TrailSport sub-brand branding beyond the Pilot and Passport to the latest CR-V. Subaru, on the other hand, has been offering many of its best-selling crossovers like the Forester and Crosstrek in its top-line Wilderness trims.

Automakers have this down to a formula. Give an unassuming, grocer-getter crossover some personality by snapping on some bare plastic cladding on its fenders and bumpers. Replace the fuel-efficient rubber with some knobbier all-terrain tires, and add an inch or two of lift to the suspension, and you get vehicles that weren’t exactly built for boulders, but sure look the part. Though these SUVs get an attitude adjustment for the jungle, data showed that customers were willing to bite for a crossover that’ll make them look more equipped for the trials and tribulations of the urban jungle. 

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This formula works. According to WardsAuto, Subaru’s Wilderness trims across the Forester, Outback and Crosstrek now account for roughly one in seven sales of those models, nearly 250,000 units through 2025. As part of a full rebrand for its bZ (short for “beyond Zero”) line of electric vehicles for 2026, Toyota has introduced the bZ Woodland, a soft-roader model that perfectly accompanies the space next to the newly rebranded bZ (formerly known as bZ4X) crossover SUV. 

While the bZ Woodland is seemingly devoid of the many quirks and stand-out features that many associate with the mythos of today’s technologically-advanced electric vehicles from the likes of Tesla, Rivian or Lucid, I found comfort and bliss in something that felt like the complete antithesis of a modern EV: no-nonsense simplicity. However, one glaring flaw stops me completely from instantly recommending this vehicle to those transitioning from gas to electric for the first time; one that can only be remedied with a lifestyle change that can possibly be very expensive.

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The Almost-Overlander

Where the bZ Woodland actually separates itself from the sea of EVs clogging up parking lots around the New York Metro Area is in how it looks. From the jump, the bZ Woodland elongated shape is reminiscent of a station wagon — a shape so rare among new cars these days, that seeing one feels like an even than an occurrence. Its bare-plastic cladding, raised ride height and the all-terrain tires associated with the “soft-roader” aesthetic of contemporary crossovers further adds to its distinction. It gives the bZ Woodland a “tough guy” look that makes it stand out on the street, especially parked next to the Tesla Model Ys and Fisker Oceans out on the streets of Jersey and the City.

But if you look at it dead-on, straight in the face, you’ll come to an entirely different comparison. The Woodland’s front end wears the same angular LED “hammerhead” daytime running lights as the smaller bZ (and the outgoing bZ4x), and at a glance, that blocky, slatted face is close enough to Tesla’s Cybertruck to make some onlookers do a double take. The comparisons stop there, though. Walk around to the side and the resemblance evaporates — the Woodland’s sculpted, sportier and more aggressive lines read nothing like the Cybertruck’s slab-sided geometry.

Its platform-mate is the Subaru Trailseeker, and it shows. The bZ Woodland’s distinct silhouette gives off the same aura that made rugged wagons like the Subaru Outback part of the uniform for a certain kind of outdoorsy, alternative lifestyle. To be frank, there were times I looked at the Woodland from a distance and thought “it’s a Yakima bike rack away from looking like a proper ‘adventure vehicle’” — the kind of thing the REI and L.L.Bean set likes to imagine itself driving in out in the sticks.

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Smooth As Butter, Sharp When You Need It

On the road, the bZ Woodland drives like no different from the rest of Toyota’s crossover SUV lineup — and that’s a fair compliment. The suspension is soft enough to soak up the bumps and potholes that line the area’s roadways without breaking your spine or your soul. Its steering is fairly light for getting around parking lots and sharp mountain roads, the ride height sits at a comfortable medium between most small cars and tall full-size SUVs, and the glass around you gives you enough visibility to feel at ease threading through town. 

The bZ Woodland is powered by a dual-motor setup powered by two permanent-magnet synchronous AC motors that make 224 horsepower and 198 lb-ft of torque on their own. In this combined setup, they make a total of 375 horsepower. While it doesn’t sound like a lot of horsepower on paper, it does the job fairly well for a machine that isn’t touted as the next best performance car. To be real and frank, if it did, it’d be wearing a freaking Gazoo Racing badge for pete’s sake — for all intents and purposes, it fares very well as a well-balanced everyday machine. You can feather it around town for maximum quietness and smoothness, and if you take it on the highway, you don’t have to mash the pedal to get it to merging speed. 

Once you’re already there, cruising at highway speeds feels like absolute butter, with none of the shakes, rattles or general rawness that usually comes bundled with SUV driving. My only complaint is that the bZ Woodland Premium comes with standard roof rails and the one we tested came with optional cross bars, which made a very noticeable buffeting noise that added to the already-annoying road noise from the free-option all-terrain tires at speeds well over 70 miles per hour. No amount of bass or treble from the JBLs can defeat this noise; save some room in your budget for some noise-cancelling AirPods or Beats for your passengers.

But, if you are a spirited driver whose love language is mashing your foot down on the accelerator, you’ll realize the two-face nature of this otherwise-unassuming “family car.” To put it short and sweet: holy sh– is it quick. Push it to overtake a car, or a tractor trailer, and you’re not just clearing that truck — you’re clearing the tractor trailer in front of it, too. We previously reported that instrumented 0-60 times beat Toyota’s own estimates by half a second, going from 0-60 mph in just 3.9 seconds. It feels supercar-quick, no question. 

While it is fast in a straight line, it has some sporting characteristics through the bends. While this is not a car you’re taking to a track day, it stays surprisingly level and composed through tight switchbacks without much body roll. All in all, this tall, station wagon-shaped EV can give you a properly spirited drive in the same way your own family car can, and much, much more.

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Extremely Tactile With No Frills

If you are familiar with Toyota’s bZ lineup, the inside of the bZ Woodland will feel very familiar. The cabin is headed by a large 14-inch touchscreen, as well as a digital gauge cluster displaying vital driving information in front of the steering wheel — a commonplace standard feature in traditional gas-powered cars that seems like a novel feature among electric vehicles penned by designers chasing the Tesla-led “minimalist” design trend. This feeling is emblematic of what I see as the interior design horseshoe theory: at the extreme ends of minimalism and maximalism, you land in the same place, which is pure, tactile comfort. 

From the moment you plop yourself inside, the Woodland feels like a genuinely luxurious space for the Toyota badge, with soft, supple leather-style SofTex trim throughout. While it comes in just two trims, the Woodland comes well equipped for a “standard” model, with dual wireless charging pads, heated front and rear outboard seats, a heated steering wheel, heated and powered sideview mirrors, dual-zone automatic climate control, and eight-way power-adjustable front seats. Upgrading to the Premium trim adds more toys including ventilated front seats, a digital rearview mirror, a panoramic glass roof, and the aforementioned nine-speaker JBL sound system.

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The tech follows the same philosophy. The infotainment system and related equipment are feel as if they’re lifted from other Toyota products, and I mean that as praise. Wireless CarPlay connects instantly and integrates cleanly into the main system, with none of the lag or clunkiness you sometimes get from newer EV-specific interfaces. I have zero complaints about the JBL sound system, either; it’s punchy on the bass while staying crisp across genres, which is more than I need given that I mostly have it tuned to podcasts. While I can praise it for keeping physical controls for the temperature and volume, other climate controls like adjusting temperature and vent modes require tapping the screen, which will trigger the car’s un-disable-able hyper-sensitive driver-attention monitor.

However, practicality is where the bZ Woodland really earns its stripes. Toyota says that it has 33.8 cubic feet of cargo space behind the second row, which is deep and usable enough for a family determined to get every dollar out of their Costco membership. Fold the second row down and you’ve got enough room to haul a stack of flat-pack IKEA boxes home in one trip. In addition to heated seats, rear-seat passengers get their own USB-C charging, dedicated air vents, and enough legroom to dribble a soccer ball. Even sitting behind someone like me, who at 5’7″ still likes to push the driver’s seat back further than I probably need to, I’d bet an adult pushing six feet could comfortably sit back there without complaint.

The Elephant In The Garage

But for as much as I feel the bZ Woodland gets right, it stumbles hard on the one number that actually matters for EV adoption: range. On a summer day especially, the rate at which this thing consumes electricity can only be described as excessive. In my view, if you are not careful with the electronic gizmos and goodies around the car, including and especially, the air conditioning, the bZ can feel like the EV equivalent of a gas guzzler; which feels antithetical to the idea of switching to electric in the first place. 

The Woodland is powered by a 74.7 kWh battery, and the EPA estimates an effective range of 281 miles from 0-100% on the standard all-season tires, or 260 miles with the all-terrain rubber on my Premium AWD test example — numbers low enough to induce genuine range anxiety. Put those numbers next to the competition and the gap gets harder to ignore. The similarly-priced Tesla Model Y Premium AWD is EPA-estimated at 327 miles, while the top-line Chevrolet Equinox EV RS manages 307 miles in its all-wheel-drive form. For a vehicle intended to be someone’s one and only car, 260 miles simply isn’t enough of a cushion.

For this reason, I’d strongly recommend having a charger at home if you’re going to live with a bZ Woodland, because otherwise you’ll become a regular at your local Tesla Supercharger or Electrify America station. And that’s the real problem: plenty of households considering the jump from gas to electric don’t have a home charger, and don’t have an easy or affordable path to installing one, especially if it means significant electrical upgrades to an older house, let alone a condo, or a rental. For a vehicle so clearly built to be someone’s comfortable, everyday, do-it-all wagon-shaped crossover, that’s a major setback.

Final Thoughts

As equipped, the 2026 Toyota bZ Woodland Premium AWD I tested came out to $50,993, which included the $1,595 delivery, processing and handling fee, $350 cross bars, $105 wheel locks, $275 rear hatch cargo lights and a $1,268 adventure tow package. In nearly every way that matters day to day, the Woodland is a great vehicle. It’s extremely user-friendly, spacious, comfortable and a car that is genuinely quick enough to make you feel like you’re driving something more exotic and expensive. 

To make it much better, it’s wrapped in an exterior that stands out against the Model Ys and Fisker Oceans that crowd the streets of New York and New Jersey. It’s the kind of EV that can amke you consider switching from gas feel easy; though the range number can be a real problem for anyone who can’t simply plug in at home overnight. I want to fall in love with the dang thing, but I just couldn’t fathom something so needy.

Still, given all its strengths, failures, quirks and lemmings of personality, I keep landing on the same thought. Vehicles like the bZ Woodland feel like an “aha moment” for electric cars, the kind I haven’t felt since the Tesla Model S arrived: a step toward a “normal electric car.” It’s a giant feat, though it shouldn’t feel like it. Apart from price, what pushes a lot of people away from EVs is the idea that an electric car has to be an all-digital machine that assaults your senses with technology. 

The Woodland doesn’t ask for that. It offers a no-frills EV experience in a familiar form, and it never once feels like operating a rocket ship. It doesn’t need to conquer an actual woodland to be worth considering, since it already handles the daily grind with ease and looks good doing it too.

Disclosure: Toyota loaned James Ochoa a 2026 Toyota bZ Woodland Premium AWD for one week for this review.

Chevrolet has spent years searching for a convincing way to make electric vehicles attainable for mainstream buyers. It already had one: the Chevy Bolt. Having debuted in 2017, it took the EV world by storm, and it was genius. 238 miles of range, upgraded to 259 after a big recall. Then the more crossover-like EUV debuted in 2023 with 247 miles of range. Chevy stopped building both after 2023, but now the 2027 Bolt is here for a scant 18 months.

The Bolt was never an exciting model, except for the fact that it was fresh and affordable. The new Bolt isn’t radically different, but it offers something more valuable in today’s challenging EV market: an electric vehicle with the cheapest price of entry, useful driving range (262 miles), low operating costs, and tidy styling. For many buyers, that combination matters far more than a 300-mile range figure or a huge infotainment screen. The decision to end Bolt production—again—looks like a major strategic mistake for a brand that needs an affordable EV more than ever.

The EV Market Needs Value

The biggest problem facing the EV business is not a shortage of products. It is a shortage of products ordinary middle class households can afford. Electric vehicles have become more plentiful, but many still sit well above the price point of a comparable compact crossover or sedan. As of August 2026, the average transaction price for a new electric vehicle in the America is well over $50k.

When the first Bolt arrived for the 2017 model year, it changed expectations for affordable EVs by pairing an EPA-estimated 238 miles of range with a sub-$40,000 price. At the time, its range handily beat the Nissan Leaf, while giving mainstream shoppers a long-range electric option before the Tesla Model 3 became widely available. That part’s almost hard to remember now.

Rather than catering to affluent early EV adopters, the Bolt offered everyday buyers a practical EV capable of covering typical driving needs without premium-brand pricing or constant public charging. It also gave shoppers an electric option from a familiar mainstream name.

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The Little EV That Could

The first Bolt was everything it needed to be (shy of the battery fire risk recall), and owners understood its strengths: quick low-speed acceleration, compact exterior dimensions, excellent visibility, solid rear legroom (36.5 inches), and usable cargo space (16.9 cubic feet behind the rear seats and 56.6 cubic feet with the rear seats folded flat). For buyers who feared transitioning from gas to electric, the Bolt helped minimize those fears because it was just about everything it needed to be without a massive financial commitment.

The 2027 Bolt is better. It’s now based on the Bolt EUV body for more space and that important crossover look. It has more range, more passenger room, and more cargo space. Its in-car tech has been vastly improved, and the first-generation’s cabin quirkiness has been replaced by a more practical and usable interior. Standard features include a 11.3-inch center touchscreen, an 11-inch instrument display, Google built-in, an additional 4 cubic feet of underfloor storage. Chevrolet also equips the Bolt with more than 20 standard safety and driver-assistance features, including Rear Park Assist, IntelliBeam automatic high beams, Intersection Collision Mitigation, Rear Automatic Braking, and Rear Cross Traffic Alert with Braking.

During its original 2016–2023 production run, General Motors sold around 200,000 Chevrolet Bolt EV and Bolt EUV models worldwide. That’s no small number. Chevy brought the Bolt back at the right time, but that’s a qualified welcome because it’s a limited run of only 18 months. GM’s decision to give the revived Chevrolet Bolt this short life is due to changes at its Fairfax, Kansas, plant, which is scheduled to add U.S.-built versions of the gas-powered Chevrolet Equinox, currently assembled in Mexico, and a next-generation Buick Envision reshoring to the U.S. from China. Crossovers are higher margin vehicles, so the change makes sense.

Bigger EVs Aren’t Always the Answer

General Motors has increasingly emphasized electric trucks, large SUVs, and more expensive crossovers. Those products can generate attention and potentially stronger profit margins, but they do not replace the role of a small affordable EV. Not every buyer wants a three-row SUV. Not every household needs a full-size pickup. And not every customer can justify a vehicle payment that approaches luxury-brand territory. The good news for Chevy is that its next most affordable electric vehicle, the compact Equinox EV is selling well. The bad news is that the Blazer EV has plummeted in sales. The Equinox EV costs $7k more than the Bolt. That’s not an insignificant delta to overcome for buyers.

Chevrolet’s lineup needs an entry-level model EV for buyers and budget-conscious households looking to cut fuel and maintenance costs. The Bolt is that entry point, and it still can be. It was also an important brand statement that communicates to buyers that Chevy cares about providing cheaper EV models. Chevrolet has long positioned itself as a maker of vehicles for everyday Americans. Removing one of its most attainable EVs weakens that promise at precisely the moment consumers are waiting to see whether electric transportation can work for people outside the affluent early-adopter crowd.

Final Thoughts

The new Bolt is impressive for all the right reasons. The sub-$30k price is right, the range is spot on, and the new interior is just about perfect. The Bolt might just be a punctuation mark for GM’s affordable EVs, and that’s tragic. Ending the vehicle again risks telling consumers that Chevrolet’s affordable-EV ambitions shouldn’t be taken seriously. Chevy doesn’t need another halo EV. It needs a dependable, widely available, and affordable electric car that real people can actually buy.

Full transparency: I like Mazda. The company has spent years building vehicles that are enjoyable to drive, even when you choose an ordinary engine and stay away from the expensive end of the options list. There have been exceptions, of course, but the 2026 CX-30 2.5 S Aire Edition isn’t one of them. My tester had the naturally aspirated engine, standard all-wheel drive, and a starting price of $30,250 before destination. It’s a sensible little crossover that still remembers the driver is supposed to have some fun. That combination is becoming surprisingly difficult to find.

The Aire Edition is essentially a styling and equipment upgrade built on the CX-30 Preferred trim. Mazda adds black badges, black roof rails and mirrors, and 18-inch black metallic wheels. Inside, it gets white leatherette seats with gray cloth inserts, gray suede-like trim and light stitching. You can also buy a Turbo Aire Edition, but its $34,410 starting price is $4,160 higher. That’s a meaningful jump in a vehicle whose value is a big part of its appeal. The turbo is tempting, as turbocharged Mazdas generally are, but I’m glad I spent time with the less powerful version. It answers a more useful question: Is this CX-30 still worth buying without paying extra for the fun engine?

Powertrain and performance

The standard 2.5-liter four-cylinder makes 186 horsepower and 186 pound-feet of torque. It’s paired with a six-speed automatic and Mazda’s i-Activ all-wheel-drive system, both standard on the Aire Edition. The EPA estimates 24 mpg city, 31 highway and 27 combined. Those are respectable figures for a small crossover that sends power to all four wheels. For 2026, Mazda also added a brake-based limited-slip function, revised the dampers for ride comfort and kept G-Vectoring Control Plus and Off-Road Traction Assist as standard equipment. There’s quite a bit going on beneath this tidy little body, even if the badges don’t make a speech about it.

No, the non-turbo CX-30 isn’t a rocket. It does, however, respond willingly when you ask it to move, and the conventional six-speed automatic gives it a character I prefer to the continuously variable transmission in the Honda HR-V. The Honda makes 158 horsepower, so the Mazda has a noticeable advantage on paper, too. Around town, I found the CX-30 lively enough to make gaps in traffic without drama. On a faster road, passing sometimes means pressing the accelerator firmly and listening to the four-cylinder climb through the revs. That’s normal for this class, and the engine doesn’t sound as though it’s filing a complaint with management. If you want effortless passing power, the Turbo Aire Edition makes 227 horsepower and 310 pound-feet on regular gas, rising to 250 horsepower and 320 pound-feet on premium. It’s a substantial upgrade, though you’ll pay for it up front and at the pump.

Handling is the reason I’d keep coming back to the Mazda. The CX-30 feels alert and composed through corners in a way many small crossovers simply don’t. Steering response is satisfying, the body doesn’t flop over when you turn, and the whole vehicle feels closer in spirit to a small hatchback than a tall utility box. I can think of roomier ways to spend $30,000, but very few of them make an ordinary drive this rewarding. The CX-30 has about eight inches of ground clearance, which is useful for rough driveways, light snow and slightly rough dirt roads. Its all-season street tires are a reminder of its limits, though. Black wheel-arch cladding and an all-wheel-drive badge do not turn it into a tiny rock crawler, no matter how boldly you point it at a trail.

Exterior and interior design

I still think the CX-30 is a handsome little thing. Some people say its design is beginning to age; I disagree. The proportions work, the surfaces have Mazda’s usual attention to light and shadow, and the Aire Edition’s dark trim provides just enough contrast. I even like it in white, which isn’t something I say about every car. The generous black plastic around the wheel arches and lower body will divide opinions. I understand why Mazda used it: it protects the vulnerable areas and gives the CX-30 a more rugged look. I’d prefer a little less of it, but it hasn’t kept me from looking back at the car after parking it. That’s a fairly good test of a vehicle’s styling.

Related: Chevy May Have Just Given Us an Early Look at the Next Trailblazer

The interior makes an even stronger case. The white leatherette and gray cloth combination brightens a small cabin, while the soft-looking gray trim carries the theme onto the dash. The front seats are comfortable and supportive, and the layout has the clean, slightly old-school Mazda quality I appreciate. It doesn’t try to impress you with a wall of glowing rectangles. The Aire Edition does get the 10.25-inch center display inherited from the Preferred trim, along with wireless Apple CarPlay and Android Auto and a wireless charging pad. I’m still not completely sold on the screen’s shape and placement, but I appreciate Mazda’s rotary controller and its decision to retain useful physical controls. I can operate much of the car without turning a simple adjustment into a scavenger hunt. The moonroof, heated front seats and dual-zone climate control also help this trim feel more substantial than its price suggests.

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There are practical limits. The rear seat is tight for taller passengers, and the CX-30’s cargo area is smaller than those of some competitors. Mazda lists 20.2 cubic feet behind the second row and up to 45.2 cubic feet with the rear seats folded. That’s usable for groceries, luggage and the occasional awkward purchase, but a small family should bring its child seats and usual gear to a test drive. A bicycle may fit with a rear seat folded and its front wheel removed, depending on the bike. If maximizing interior space is your top priority, the CX-30 is going to make you negotiate with your belongings.

Final thoughts

The CX-30 2.5 S Aire Edition occupies a sweet spot in Mazda’s lineup. Its $30,250 MSRP excludes the $1,595 destination charge, so the starting figure is $31,845 before taxes, options and any premium paint. That’s still appealing for standard all-wheel drive, a well-dressed interior and a vehicle that feels genuinely good to steer. The $34,410 Turbo Aire Edition would undoubtedly be more entertaining in a straight line, but I don’t think buyers need to stretch for it to get the point of this car. The regular engine has enough power, the automatic behaves properly, and the chassis supplies the part that too many crossovers forget.

Related: Infiniti QX60 vs Infiniti QX65: Style vs Substance?

I’d recommend the Aire Edition to someone who wants the security of all-wheel drive and the slightly higher seating position of a crossover, but still misses the size and personality of a hatchback. It isn’t the roomiest choice, and its tires set firmer limits off-road than its appearance might imply. Yet it’s attractive, efficient enough, nicely equipped, and unusually enjoyable at this price. Mazda managed to make a practical purchase feel like a personal choice.

It’s almost adorable. I don’t say that lightly.

Related: 2026 Hyundai Venue vs. 2026 Chevrolet Trax: I Drove Both Affordable SUVs—Here’s My Honest Comparison Review

2026 Hyundai Venue vs. Chevrolet Trax Specifications

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The Venue Might Be Slow, But It’s Exceptionally Well Calibrated

With only 121 horsepower and 113 lb-ft of torque, the Venue requires some patience when merging onto an interstate. You have to plan the maneuver, build speed early in anticipation, and keep your foot planted when necessary. It can complete the task perfectly well, but effortless acceleration isn’t quite how I’d describe it. That didn’t mean it was unpleasant, though; you just have to be patient and alert. The Venue’s low weight and linear, naturally aspirated power delivery help it feel more energetic than its specifications suggest. Its IVT—or Intelligent Variable Transmission, Hyundai’s clever name for what is essentially a CVT—also operated pretty seamlessly during my drive. I would still rather have the six-speed manual or conventional six-speed automatic offered in certain foreign markets, but Hyundai has calibrated the North American powertrain remarkably well for the kind of driving we do.

The way the Venue handles was another pleasant surprise. It felt tight, properly weighted, and actually more communicative than the systems in either the Kia Seltos or K4 I drove at the same event. The Venue was nimble, easy to place, stable at highway speed, and far less strained or noisy than I expected. Although it was the least powerful—and probably least sporty—vehicle at Drive Revolution, it was nowhere near my least favorite to drive. Its simplicity and lightness gave it a mechanical honesty missing from several larger, more complicated crossovers.

The Trax, on the other hand, is appreciably stronger in terms of performance. Its 137-hp turbocharged three-cylinder produces 162 lb-ft of torque, giving it a substantial advantage when merging, overtaking, or climbing through hilly terrain. Once the turbo wakes up, it feels legitimately punchy, but its delivery is less polished. The Trax I tested exhibited a noticeable lull before boost arrived, followed by an abrupt swell of power once it did. Its six-speed automatic could also become indecisive at lower speeds, so compared with Hyundai’s uncomplicated response, the Chevrolet occasionally felt as if its engine and transmission were on slightly different wavelengths. For urban driving, I prefer the Venue, but for interstate travel or hilly and mountainous regions, I would gladly accept the Trax’s rougher manners in exchange for its additional muscle.

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Cheap Doesn’t Have To Mean Degrading

Although the Venue’s exterior is beginning to show its age, the SEL’s two-tone specification helps a great deal, and it’s that added sense of creative charm that underscores the Hyundai’s entire philosophy. For example, my Denim-colored tester wore a white roof and contained a visually striking blue-grey interior with textured white trim. Its design, both inside and out, appears inexpensive to some degree, sure, but it never assumes that inexpensive things must also be lifeless, nor does it assume that they should ever lack the same sense of refinement you’d expect from other models in the same lineup.

Its eight-inch infotainment system and 4.2-inch driver display look admittedly dated beside the Trax’s available 11-inch touchscreen and eight-inch digital cluster. Yet the Venue’s technology worked just as well; its physical controls were easy to understand, and the cabin felt finely assembled. The SEL also includes heated front seats, wireless Apple CarPlay and Android Auto, and a wireless phone charger, all of which make the cabin feel far more current than it actually is.

The Trax appears more contemporary inside and out. Its long, wagon-like proportions give it a mature appearance, while the 2RS’s 19-inch wheels, dark trim, and red interior accents disguise its entry-level origins remarkably well. It offers more visual theatre than the Venue and occasionally feels more premium. The Hyundai counters with better perceived material quality, a more natural driving position, better outward visibility, and seats I found more accommodating. Its interior feels refreshingly simple rather than conspicuously basic, and that was ultimately the Venue’s greatest accomplishment: driving it never felt like you were sacrificing a standard of refinement for a lower price tag. The Trax, though, counters by ensuring you don’t feel like you’re sacrificing ease of use—in terms of both power and spaciousness—which can’t be said as earnestly of the Venue.

The Trax Wins The Measuring Tape Battle By A Long Way

There’s simply no argument for creative design or marginally better materials in a budget subcompact SUV that can effectively outweigh the Trax’s enormous packaging advantage. Chevrolet provides 25.6 cubic feet of cargo room behind the rear seats and 54.1 with them folded. The Venue manages just 18.7 and 31.9 cubic feet, respectively. The Trax’s rear seat is substantially roomier, too, making it the de facto recommendation for adults carrying other adults, sports equipment, strollers, or anything else that accumulates in suburban life.

The Venue feels more vertically oriented and remains comfortable for taller occupants, but its narrower cabin and shorter body impose unavoidable limits. Its compact dimensions are wonderful in crowded cities and parking garages, but they become harder to defend when the Trax delivers so much additional room for comparatively little money. Neither offers all-wheel drive, so that limitation effectively cancels itself out. Buyers who need AWD will have to look toward something like the Chevrolet Trailblazer or Hyundai Kona instead.

Two Separate Ideas Of Value

My Venue’s sticker totaled $24,440, including its $1,600 freight charge and $240 in accessories. A Trax LT starts at $23,200, plus a $1,795 destination charge, for $24,995 before options. For roughly $555 more than this particular Venue, the Trax LT provides considerably more space and torque while returning nearly identical EPA fuel economy. That is an enormous blow to Hyundai’s objective value proposition.

At Drive Revolution, though, the Kia K4 GT-Line Turbo Hatchback ultimately won the Best Value award, while the Venue and substantially more expensive Seltos tied for second. The Venue received my vote. It earned that vote because Hyundai hasn’t responded to a price constraint by letting assembly quality, ergonomics, or driving calibration slip. The Venue isn’t trying to cram the largest possible automobile into the smallest possible monthly payment. It simply gives you less automobile, assembled with nearly as much care as Hyundai’s costlier products. Its lengthy 10-year/100,000-mile powertrain warranty further strengthens that argument.

Verdict: The Venue For Me, The Trax For Thee

For the broadest cross-section of North American subcompact-SUV buyers, the Trax is easier to recommend. Its additional space, stronger highway performance, more contemporary technology, and nearly identical official fuel economy make it the more versatile choice for comparatively little extra money. But that recommendation comes with several qualifications. The Trax’s ride can feel clunky; its turbocharged engine and six-speed automatic transmission lack the Venue’s low-speed polish, and neither vehicle offers all-wheel drive. Urban buyers who value compact dimensions, predictable responses, and a satisfying sense of mechanical simplicity may find the Hyundai more appealing.

That’s ultimately where I land: the Trax makes more sense, but the Venue makes a greater impression. The Chevrolet serves the segment better, but the Hyundai suits me better. If your affordable crossover must do a little of everything, choose the Trax. If you want a small, honest, unusually polished city car, choose the Venue.

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So, for this story, we stick to the traditional definitions of sedans and crossovers, which is to say a conventional 3-box shape with four doors, a trunk lid (not a hatchback), and a high-riding stance. That means that cars like the Polestar 2, which looks like a crossover sedan but has a hatchback, don’t qualify.

The Only Current Crossover Sedan: Toyota Crown

Only one crossover sedan is on sale in America today: the Toyota Crown. Crown is the oldest Toyota nameplate in the U.S., having first gone on sale here as the Toyopet Crown in 1958, when it was a traditional sedan. Today’s Toyota Crown arrived as a brand-new model for MY2023 after a 50-year hiatus for the Crown nameplate. At 196 inches long, it’s one of the largest midsize sedans on sale here, and it replaced the Toyota Avalon. 

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But it’s also a crossover, with a raised stance and wheel-arch cladding. The 5.8 inches of ground clearance is hardly an inch more than a typical sedan’s, but it’s immediately noticeable and gives you more confidence in winter driving and on rougher roads. To underscore the crossover aspirations, all trims have AWD. Hybrid powertrains in naturally aspirated 236-hp or turbocharged 340-hp guises provide the motivation.

The Crown Signia wagon (below) only arrived for MY2025, and it’s been more popular with Americans, being another inch or so higher off the ground and with a more traditional Subaru Outback-type wagon-crossover approach. It’s a more versatile car than the sedan. The Crown sedan sold almost 20,000 units in its launch year, but it’s fallen to about 12,000 in 2025, with cumulative sales of around 57,000 units to date. The Crown Signia sold 20,550 units in 2025, its first full year on the market, and has outsold the sedan ever since. In other markets, Toyota sells the Crown as a regular sedan and a Crown Sport crossover as well.

The Predecessors: 2016-2019 Volvo S60 Cross Country

The last time anybody tried to field a crossover sedan here was around a decade ago, when Volvo sold its compact S60 Cross Country. It was a high-riding version of the regular S60, and essentially just a V60 Cross Country wagon, but with a traditional sedan body. It had the obligatory body cladding and an impressive ground clearance of 7.9 inches.

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This oddity came with a 240-hp turbocharged 2.0-liter 4-pot with AWD and was sold for only two model years. American sales never took off, and Volvo never sold more than 563 in a single model year, with a mere 1,435 units sold in the U.S. over four model years.

The Predecessors: 1999 Subaru Legacy SUS

The Subaru Outback crossover wagon has been sold in the U.S. since 1995, when it was still a trim level in the Legacy lineup. It’s become a separate model in its own right, and the third-most popular Subaru here after the Crosstrek and Forester, with around 157,000 units sold in 2025. But back in the ’90s, when the Mk2 Legacy was on sale here, Ernie Boch Sr., a Massachusetts Subaru dealer, had the idea of the Legacy Sports Utility Sedan, which would be a raised sedan version of the Outback wagon, for Subaru fans negotiating some of the rougher Northwestern roads.

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It had 7.3 inches of ground clearance and came with a 165-hp 2.5-liter engine, a 4-speed automatic, and, of course, Subaru’s AWD system. Subaru eventually made 7,249 units of the SUS for sale in the U.S., and would continue to sell higher-riding variants of the Legacy sedan in small numbers under the Outback Sedan name until 2007.

The Original: 1980 AMC Eagle Sedan

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Long before any of these high-riding sedans hit the market, American Motor Corporation (AMC) created the world’s first crossover and put it on sale all the way back in 1979. The 1980 AMC Eagle was introduced as a high-riding AWD passenger car in the wake of the 1979 Oil Crisis, as an alternative to heavy and thirsty trucks and SUVs. It was offered in the popular wagon form (below left), but also in a sedan and even a coupe (below center). The 3-door hatch Kammback and the convertible Sundancer (below right) would arrive a year later, sold for only two model years. There was even an SX/4 2-door fastback coupe variant of the Eagle.

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The Eagle was built over nine model years until MY1988, and the wagon was, expectedly, the most popular, with 118,819 sold. The 4-door sedan eventually moved 27,501 units. Roy Lunn, AMC Jeep’s chief design engineer, essentially joined an AMC Concord body with a Jeep 4WD system to create a crossover below the larger Jeep Wagoneer SUV, but it came with refinements such as independent front suspension – a first for a mass-produced American-made 4WD vehicle – and passenger-car comfort. But ground clearance was around seven inches, giving it far better all-road ability than any sedan at the time, especially when combined with the Jeep-derived full-time 4WD system.

But Wait, There’s More…

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The Eagle, SUS, S60 CC, and Crown are the only four crossover sedans ever sold in the U.S., but they are not the only ones. A handful more have been available in select international markets as automakers try to squeeze sales out of increasingly more specialized niches. These are:

• Citroën C4 X (above left)
• Citroën C3L (above right)
• Renault/Dacia Logan Stepway (below left)
• Qoros 3 GT (below right)

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Final Thoughts

With 57,000 units and counting, the current Toyota Crown is now the most popular crossover sedan ever sold in America, but that’s still a drop in the SUV ocean, and its popularity has started to wane ever since the introduction of the higher-riding Crown Signia wagon variant. An oddity misunderstood by most people and without the interior volume and cargo flexibility of a proper wagon, the crossover sedan will forever remain a comparatively rare sight on our roads, but remains one of those motoring unicorns that we point to and smile whenever we’re lucky to see one. And it all started right here, with the first crossover ever built by an American automaker in the ’70s.

Audi may have been late to the compact luxury crossover party, but it came in at the right time. Introduced in 2008 for the 2009 model year, the Q5 quickly became one of Ingolstadt’s best-sellers. For the longest time, it was neck and neck with the A4 as the company’s breadwinner, but in 2015, the Q5 overtook the car it was based on and never looked back.

Now in its third generation, it was fully redesigned for the 2025 model year. Riding on the same platform as the car formerly known as the A4, the new Q5 is on the Premium Platform Combustion architecture. But even though it’s still a new model, Audi already gave it a bit of an update for 2026.

2026 Audi Q5 Lease Deals for September

Audi has a lease offer for the Q5 this month, although it’s worth pointing out that there is no nationwide deal, so prices will vary from area to area. That said, we did notice a common offer, namely for the Premium model. It goes for $589 for 36 months with $5,999 due at signing.

If you’d prefer a higher trim level, it might be worth contacting your nearest Audi dealer to find a deal. You may also be able to get rates lower than those listed on the website, and $589 per month would be a good baseline. We should also mention that there is a $2,500 customer bonus in participating dealers to lower those monthly payments. As usual, it’s 10,000 miles per year with a penalty of $0.25 for every mile exceeded. These offers are valid until September 30, 2026.

2026 Audi Q5 Highlights

With three trims available, the 2026 Audi Q5 starts at $52,800 and goes up to $60,700. The variants are typical Audi, meaning Premium for base, Premium Plus for mid, and Prestige for top. The S Q5 is a separate model, as well as the rakish Sportback versions.

For standard equipment, all Q5s get Quattro all-wheel drive, basic advanced driver assists, power tailgate, wireless Apple CarPlay and Android Auto, and tri-zone climate control to name a few. It also includes the Audi Signature Care scheduled maintenance plan, whether you’re leasing or buying. For 2026, it adds more physical controls on the steering wheel after criticism of the capacitive touch panels from before. The infotainment has also been upgraded and simplified, and the voice command function sees some improvements.

The U.S.-market Q5 has only one powertrain option: the familiar 2.0-liter TFSI engine. Like the A5, it makes 268 hp and 295 lb-ft of torque, and the Sportback body style is the same.

Final Thoughts

Compared to its rivals, the Audi Q5 is a bit of an underdog. Still, it has a lot to show for and makes for a compelling contender in the compact luxury crossover race. In many ways, it splits the difference between its long-time rivals, BMW and Mercedes, and does so convincingly. The 2026 update has made it easier to use, and combined with its agreeable styling and excellent ride-handling balance, the Q5 isn’t one to be ignored.

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.