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My test vehicle was the XLE FWD Plus, an important distinction because it combines the less expensive trim with the larger battery. It also attracted an unexpected admirer: an 82-year-old passenger who likes to call himself Grandpa. He isn’t my grandfather, but I wasn’t about to demand identification. Considering that he owns a 2023 Mercedes-Benz S-Class, I expected complaints about the Toyota’s comparatively modest accommodations.

I was completely wrong.

Powertrain and performance

First, let’s untangle Toyota’s configurations. The regular XLE FWD uses a 57.7-kWh battery and carries a 236-mile range rating. The XLE FWD Plus moves up to a 74.7-kWh battery and a more powerful front-mounted motor producing 221 horsepower and approximately 198 pound-feet of torque. Its EPA-estimated range is 314 miles, making it the distance champion of the bZ lineup. “Plus” buys you more than another badge to explain at the charging station.

If you want additional muscle, the dual-motor XLE AWD produces 338 horsepower, with an EPA-estimated 288-mile range. That’s a substantial power increase, but the front-drive Plus makes a convincing case for buyers who prioritize range and purchase price over acceleration.

Built on Toyota’s dedicated e-TNGA electric platform, the bZ places its battery beneath the cabin floor. A 112.2-inch wheelbase helps create useful passenger space and contributes to its settled highway character. At roughly 4,200 pounds, depending on configuration, my front-drive example wasn’t lightweight, but it didn’t feel excessively burdened by its batteries either.

Related: Toyota’s New Hybrid System Targets Over 15% Better Fuel Economy

Acceleration is entirely adequate for commuting, merging, and passing. This isn’t a sports car, but it has no difficulty getting out of its own way. Handling was better than I expected, although enthusiastically applying power through a tight corner could make the front tires chirp. There’s enough response to keep it agreeable without pretending that every grocery run is a qualifying session.

The ride is the bigger selling point. It’s composed, comfortable, and well suited to the kind of driving most owners will actually do. Steering-wheel paddles adjust regenerative braking, giving the driver some control over how strongly the vehicle slows when lifting off the accelerator.

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Range and charging

The 314-mile rating deserves attention because it makes the XLE FWD Plus considerably easier to recommend than the original bZ4X. The Limited FWD, using the same battery capacity and 221-horsepower output, is rated at 299 miles. Wheel-and-tire selection matters here: the XLE uses 18-inch wheels, while the Limited wears 20s. Equipment and weight also influence efficiency, but upholstery alone isn’t stealing those 15 miles.

Toyota fits a native NACS charging port, allowing access to compatible Tesla Superchargers. That expands charging options, although it doesn’t mean every Tesla station is available to this vehicle. Battery preconditioning helps bring the pack toward an appropriate temperature before fast charging, an important improvement when conditions are less than ideal.

Related: Is the 2027 Maserati Grancabrio too Italian? Yes, and it’s Magnificient

Toyota estimates a 10–80% DC fast charge in approximately 30 minutes under ideal conditions. The 11-kW onboard AC charger supports Level 2 charging at home or work, subject to the power available from the charging equipment. Toyota also supplies a dual-voltage charging cable.

Those are useful specifications, although the bZ isn’t setting the charging-speed benchmark. For someone who plugs in at home and starts most mornings with a replenished battery, that matters considerably less than it does to a frequent road-tripper.

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Exterior and interior design

I didn’t hate the original bZ4X’s appearance. The contrasting cladding was a little comical, but at least it had character. The current bZ looks cleaner, with Toyota’s familiar hammerhead front-end treatment and a slimmer lighting signature. The substantial update arrived for 2026, and the 2027 model largely carries it forward.

Inside, a standard 14-inch touchscreen supports wireless Apple CarPlay and Android Auto. Ahead of the driver is a separate 7-inch information display mounted high and far forward, near the windshield. It shows speed, charge status, power use, and other driving information. The arrangement takes some adjustment, particularly when finding the right relationship between your seat, steering wheel, and line of sight.

I still prefer more dedicated physical controls, but the cabin doesn’t feel stripped simply because this is an XLE. Heated front seats, a heated steering wheel, dual-zone climate control, two wireless phone chargers, and multiple USB-C ports provide plenty of everyday convenience. The standard audio system has six speakers; the nine-speaker JBL upgrade belongs to the Limited’s options list.

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The XLE’s fabric-and-SofTex seating received surprisingly enthusiastic reviews from my passengers. I found the front seats comfortable, and those seat heaters were appreciated. Rear accommodations were also agreeable in use, although the official 35.3 inches of rear legroom puts “spacious” into perspective. Front legroom measures 42.1 inches.

Cargo capacity is 27.7 cubic feet behind the rear seats, expanding to 56.9 cubic feet with them folded. That’s useful room for luggage and shopping without requiring anybody to climb into an oversized SUV.

Grandpa’s perspective

Grandpa liked that the Toyota felt approachable. He praised its ride, comfort, and apparent value, and the badge carried weight with him. Toyota’s reputation matters to buyers who want reassurance more than a lengthy explanation of software architecture.

He also wondered why he hadn’t heard more about it. That’s a fair question. The bZ’s improvements make it a much stronger proposition, but some shoppers may still associate it with the compromises of the earlier model. Grandpa simply judged the vehicle he was riding in, and liked it enough to consider one as a commuter.

Who am I to argue? The man has an S-Class and still found something to appreciate in fabric seats.

Final thoughts

The 2027 bZ starts at $34,980 for the smaller-battery XLE FWD, before destination. The XLE FWD Plus adds $3,000, bringing its base MSRP to $37,980. That distinction matters: the headline starting price and the 314-mile range belong to different configurations.

For my money, the Plus is the compelling one. It pairs useful range with comfortable accommodations and enough standard equipment to avoid feeling like a punishment for exercising financial restraint. It doesn’t thrill me, but it makes daily driving easy.

Sometimes that’s exactly the assignment. Getting Grandpa’s approval was a bonus.

Related: I Drove The 2026 Land Rover Defender 130 X, and It’s My New Dream SUV For Family and Adventure

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.

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

Winner: Tesla Model 3

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

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

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

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

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

Model 3 Pros

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

Model 3 Cons

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

Model 3 Ratings

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

Who’s It For?

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

Recommended Trim

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

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

Runner-up 1: BMW iX3

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

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

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

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

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

iX3 Pros

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

iX3 Cons

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

iX3 Ratings

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

Who’s It For?

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

Recommended Trim

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

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

Runner-up 2: Chevrolet Bolt

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

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

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

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

Bolt Pros

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

Bolt Cons

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

Bolt Ratings

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

Who’s It For?

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

Recommended Trim

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

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

Honorable Mentions

Tesla Model Y

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

Lucid Air

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

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

Nissan Leaf

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

Toyota C-HR

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

Rivian R2

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

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

Conclusion

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

Choosing the Tremor means choosing the turbocharged 2.0-liter engine, since Ford doesn’t offer a hybrid version here. In return, you get specialized suspension and traction hardware for rougher terrain, but you also trade off towing capability, road noise, handling, and fuel economy. I wanted to see whether those additions are worth it compared with a less expensive, more economical Maverick, and whether the Tremor’s steep price tag justifies itself over a larger, more capable Ranger. Ultimately, by the end of my week with this rugged little truck, my overall opinion of the Maverick remained favorable, but I’m not totally convinced the Tremor is the best way to have one.

2026 Ford Maverick Tremor Specifications

U.S. specifications. Power and torque are rated on premium fuel. Payload varies with configuration.

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Powertrain & Driving Dynamics: 7.5/10 — How Much Truck Do You Really Need?

Like the adrenaline-injected Maverick Lobo, the Tremor’s standard 2.0-liter EcoBoost four-cylinder delivers plenty of exciting turbocharged whooshes and responsive low-end torque; both variants also share that trick twin-clutch rear-drive unit and torque-vectoring capabilities. Whereas the Lobo gets a quick-shifting seven-speed gearbox, the Tremor keeps the eight-speed automatic transmission found throughout the rest of the non-electrified Maverick lineup, offering smoother, more robust shifts. In the higher end of the rev range, that little four-cylinder can produce a coarser note, but since it favors low-end power delivery and heavy boost, you’ll rarely find yourself using the latter half of the available RPMs anyway.

Unlike the Lobo, which handles surprisingly well for something with a pickup bed, the Tremor sacrifices much of its lateral control for greater off-road capability, thanks to its chunky Goodyear all-terrain rubber, raised ride height, and uniquely calibrated suspension. Handling on curvy roads and highways is noticeably worse than on other Maverick trims, and those hefty tires also produce much more road noise. These trade-offs are to be expected in a vehicle that prioritizes off-road use, but keep them in mind if you prefer the Tremor’s rugged looks more than you’ll actually make use of its enhanced all-terrain capability. It’s also thirstier than the typical Maverick, and I averaged just 19 mpg across city, highway, and off-road use.

During my brief encounter with a muddy forest access road, the Tremor showed why someone might gladly sacrifice road handling for added trail readiness. Dedicated off-road modes help manage throttle calibration and ease steering sensitivity, while its chunky tires and clever all-wheel-drive system let you trudge through mud, sand, snow, or whatever else nature throws at you, without hesitation. There’s no denying that the Tremor package adds real capability to Ford’s bite-sized pickup truck, but this all still raised one big question in my mind: for even less money, one could just as easily purchase a larger, more capable, body-on-frame Ford Ranger, and if off-road use is the overriding priority, why would anyone opt for the Maverick over one of those? More on that later.

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Technology: 8.0/10 — A New Data Plan, But Bring Your Own Charging Cable

Ford’s biggest tech addition for 2026 is a data plan. The Ford Connectivity Package includes a year of Wi-Fi hotspot data and connected navigation, with a seven-year option available. The 13.2-inch SYNC 4 touchscreen, eight-inch instrument display, and wireless Apple CarPlay and Android Auto arrived with the 2025 refresh. I found the system generally straightforward, and wireless CarPlay worked effectively throughout the week. The B&O sound system was decent, too, making for a reasonably agreeable technology package overall. The drive modes also made palpable differences to the truck’s behavior, giving me useful ways to adjust its responses as conditions changed. Oddly, though, Ford has taken something away: wireless phone charging disappears for 2026. You can connect your phone to the system wirelessly, but you still need a cable to charge it. The Tremor keeps its 360-degree camera and Trail Control with Trail 1-Pedal Drive, though neither is new this year.

Exterior Design: 9.0/10 — The Maverick Has Been Raiding Its Big Brother’s Closet

Although I personally prefer the shiny gloss-black, dinner-plate wheels and lowered stance of the Maverick Lobo, the Tremor might be the meanest-looking pick of the litter. The truck’s recent facelift adds newly shaped headlights that freshen the overall look, and the Tremor-specific orange graphics pair well with those meaty all-terrain tires for a convincingly rugged aesthetic. Parked next to a Ranger or an F-150, the Maverick looks no less aggressive, only more compact. This Maverick is certainly no city slicker, even if its proportions might suggest otherwise.

Compared with the Hyundai Santa Cruz, the Maverick’s only real rival, the Ford looks unmistakably truckish. While the Santa Cruz looks more like a Hyundai Tucson with part of the rear lobbed off, the Maverick has the boxy, upright shape American buyers tend to associate more fondly with pickup-truck authenticity; myself included. Its design makes no compromises because it shares a CUV platform, whereas the Santa Cruz seems to. Even beyond looks, the Maverick seems to be one of the few domestic models that outweigh its Korean competition, most evident in sales: Ford moves roughly 8.35 Mavericks for every Hyundai Santa Cruz sold in the U.S. Clearly, buyers prefer the boxier shape here.

Interior Design & Quality: 7.0 — Does the Cabin Know What This Truck Costs?

I will gladly accept a simple interior in an affordable pickup, but the Tremor’s price makes the inexpensive materials harder to overlook. The truck’s tall stature delivers impressive headroom, but the cabin still feels cramped, and the upright seating position can become uncomfortable on longer drives. Rear legroom is particularly tight, but the bench is still more accommodating than the sideways jump seats found in some older compact pickups, and proper rear doors make access much easier than backward-opening half-doors.

Ford has, at least, been clever with storage. The rear-seat cushion flips up to reveal useful bins and create extra room for belongings inside the cabin. That flexibility is welcome when transporting items that must be sheltered from the weather. The passenger-space compromise also leaves room for a surprisingly useful bed. Its floor measures 54.4 inches against the Hyundai Santa Cruz’s 52.1—a 2.3-inch advantage. Bed volume is 33.3 cubic feet versus 27.0 in the Hyundai, giving the Ford another 6.3 cubic feet edge. So there’s obviously a worthwhile utility advantage here, even if rear passengers might wish Ford had allocated the space differently.

Pricing & Value: 6.5/10 — This Little Truck Has Expensive Hobbies

Although the Maverick lineup generally offers solid value, that’s not necessarily true of the trim-topping Tremor. The Santa Cruz XRT costs just $610 more than the Tremor and can tow up to 5,000 pounds when properly equipped, whereas the Tremor is limited to 2,000 pounds and up to 1,140 pounds of payload. Even a Maverick Hybrid AWD can tow 4,000 pounds with the optional 4K Tow Package, so buying the rugged Maverick involves some decidedly practical sacrifices.

All figures are in U.S. dollars, excluding taxes and additional options.

That brings me back to the Ranger. The mid-range XLT 4×4 starts $1,070 below the Tremor before destination, or $870 below it with delivery included. Add the $1,195 FX4 package and $535 Trailer Tow Package, and it reaches $43,200—only $860 above the Tremor. That buys a body-on-frame truck with low-range gearing, an electronic rear locker, additional underbody protection, a longer 59.6-inch bed, and up to 7,500 pounds of towing capability.

The Tremor does include heated seats, B&O audio, and a 360-degree camera, while that Ranger has cloth seats and fewer comfort features. The Maverick’s compact size also has value in tight parking spaces and on narrow access roads. For regular trail use, though, I would probably start shopping Rangers instead. For mostly road driving, the XLT Hybrid AWD saves $7,780 before further options and makes a more economical daily driver with friendlier road manners. That leaves the Tremor serving a narrow demographic: someone who needs the extra traction hardware, specifically wants the compact footprint, and accepts its reduced work capacity. I get the appeal, but it isn’t where I’d put my own money.

The Real Verdict: 7.3/10 — I Still Want a Maverick, but I’d Spend My Money Differently

After a week with the Tremor, I remembered why I fell for the Maverick in the first place. This little pickup has plenty of character, and its useful bed, clever storage, and manageable dimensions make a convincing case for keeping your truck purchase small. The Tremor adds worthwhile traction hardware, an entertaining turbocharged engine, and enough cosmetic toughness to make me glance back after parking it. But choosing this particular Maverick requires accepting several substantial compromises. Noisier tires, less composed handling, and disappointing fuel consumption affect everyday driving, while the cabin’s inexpensive materials are harder to excuse at this price. Its reduced towing capacity also makes the toughest-looking Maverick a less useful truck for some buyers.

For my money, an all-wheel-drive Maverick Hybrid still seems like the most appealing daily companion. If regular trail use were a priority, I’d give a Ranger XLT 4×4 with the FX4 package a serious look before signing up for the Tremor. So there’s really only one reason to choose this truck: you insist upon the Maverick’s compact dimensions and will actually use its added off-road capability often. For that buyer, the Tremor has a real purpose, but otherwise, it feels a bit superficial. I’d happily recommend the Maverick to almost anyone; I’d just need to know more about their weekends before I’d recommend the Tremor.

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

Honda Pilot

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

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

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

Subaru Ascent

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

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

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

Volkswagen Atlas

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

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

Final Thoughts

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

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

It Swallows a Ton of Gear

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

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

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

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

Mighty Comfy Digs for an Off-Road Monster

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

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

Highway Speeds and Trail Management are Superb

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

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

Final Thoughts

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

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.

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

What Will Ford’s Luxury Bronco Look Like?

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

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

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

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

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

Cost And Timeline

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

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

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

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

The BMW M235 xDrive Gran Coupe

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

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

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

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

What About The Options?

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

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

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

Are There Other Affordable M Performance Models?

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

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

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

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

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

I’m a suburban dad with three kids. My wife and I both own Mazdas, a CX-9 and a Mazda6. Someday, I’ll own a rear-wheel drive, manual transmission sporty car again, but that’s probably when the kids are gone and I’m retired. My wife and I also consider buying a vehicle for overlanding, and I may have found it. The qualifier is that any vehicle chosen for this purpose must also work as a family vehicle to eventually replace our CX-9, while adding the ability to do the rough stuff when necessary.

The 2026 Land Rover Defender 130 X brings those two worlds together beautifully. It combines three-row seating with a 395-horsepower inline-six with mild hybrid assist, standard air suspension, and serious four-wheel-drive hardware. This isn’t simply a family SUV with a rugged look. It has the goods to do what most SUV owners never will.

My tester’s base price was already substantial at $105,000. With the $1,850 destination charge and options like the Cold Climate Pack, Towing Pack, and heated second row Captain’s Chairs, the total price arrived at $110,010.

Exterior & Interior Styling – 9.75/10

I’ll admit that the 130 isn’t the best-looking version of the Defender. That superlative belongs to the well-proportioned 110. The 90 looks like two-thirds of a Defender. The 130 looks a little ungainly due to the added 13.3 inches of length. It has the same wheelbase as the 110, but that extended tail section makes it seem almost hearse-like. That said, I still love the Defender’s unapologetic uprightness, boxy body, and purpose-built look. The 130 X’s Woolstone Green Paint and black trim pieces might just be the perfect combination. For my family the longer back is what could make ownership a reality.

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The cabin is even better than the exterior. It’s a wonderful combination of physical controls, rugged materials, and utilitarian design. None of it looks or feels overdone or chintzy, and it feels like the kind of luxury SUV you’d actually feel okay beating up a litle with mud, camping gear, and kids. The beefy steering wheel, chunky dashboard, integrated grab handles, and huge cubbies give the Defender the right vibe for town and country. It’s refined without pointless decoration and rugged without overkill.

I’m utterly fascinated by the powdercoated steering wheel spokes and similarly tactile center console. I don’t know any other vehicle that uses this, and it’s wonderful. Sure, there’s no wood in here, but who cares? The plastics, metal trim pieces, and leather are all handsome and high-quality. It all comes together in a cabin that matches the exterior.

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I have to confess that when the new Defender came out in 2020, I was skeptical about its newfangled interior. I thought it would be to posh and too complex, but the result is a near perfect execution of form following function. Land Rover should absolutely take some of this and slide it into the overly minimalist cabin of the top dog Range Rover, which is challenging to use quickly. The Defender’s interior is one of the best I’ve experienced, and it’s one you won’t be afraid to dirty up on occasion.

Infotainment & Technology – 8.25/10

For 2026, the Defender gets a standard 13.1-inch infotainment touchscreen running its Pivi Pro interface. The larger curved screen replaces the previous 11.4-inch display. A 12.3-inch configurable instrument display handles the driver’s information, while wireless Apple CarPlay, wireless Android Auto, and wireless phone charging cover the everyday essentials. The system works well, but the main menu takes some adjustment due to the layout and similar coloring. I didn’t score the same system as high in the Range Rover, but that’s largely because of said vehicle’s lack of accompanying physical controls.

The instrument display is one of my favorites because it looks genuinely analog. The brushed matte surfaces of the gauges appear to have texture, and the font is a nice blend of modern and classic. Other tech features include surround-view and ground-view camera functions that help with vehicle placement, and an available digital rearview mirror can maintain a useful view when passengers or cargo block the rear window.

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Comfort, Space, and Usability – 9.5/10

The interior of the 130 X is superb. The seating upholstery employs both Windsor leather on the seating surfaces and something called Kvadrat, a premium wool-blend textile, on the side trim. It has texture and can handle more rigors than leather. The seating materials are a combination of refinement and ruggedness, and the formula works.

The front seats are very supportive and the right amount of cushioning. The Captain’s chairs are similarly comfy, and both rear rows can house real adults. The massive opening between the Captain’s Chairs makes third-row access minivan-like. The third row seats have nice level cushions, and even the middle position is comfortable. 31.7 inches of legroom back there is solid. All three rows of the 130 X come with standard heated seats, while the front row also gets ventilation.

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Although the cabin is largely utilitarian, the Defender 130 X has great standard amenities like a panoramic sunroof, a power tilt/telescoping steering wheel, configurable cabin lighting, a crisp head-up display, and a booming 700W Meridian Surround Sound System.

Cargo space in the 130 is generous. With just the third row folded flat, there’s 28.4 cubic feet of space. I was able to load it up with gobs of camping gear and firewood and didn’t even need to fold row two down to do so. With the third row in place, there are 15.3 cubic feet behind it. It’s not a lot of room, but I was able to fit 7 full grocery bags across its width. Fold all rows down, and the Defender 130 provides 89 cubes.

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The Defender lineup has some of the best physical controls in the segment. I love bent nail shift knob. It has a mechanical feel, although it returns to the same position each time. The climate control knobs with digital readouts and seat heat/ventilation are excellent. Once you get used to the location of the other buttons for climate, traction control, ride height, etc., it all becomes easy to use. The rear cliamte control knobs are just like the ones for the front row. The control pads and switches on the steering wheel for adaptive cruise control and audio also work very well, making it easy to control while driving.

Driving Experience – 8.5/10

When it comes to a family SUV with solid off-road chops, I don’t require gobs of horsepower. I’d rather have comfortable and roomy accomodations instead of 500+ horsepower. The P400 powertrain feels like the sweet spot for the 130 X. Its 3.0-liter mild-hybrid inline-six produces 395 horsepower and 406 lb-ft of torque, paired with an eight-speed automatic and four-wheel drive. 0-to-60 mph happens in the low-six-second range, and it’s plenty of performance for a large SUV that weighs nearly 6,000 pounds.

The result is strong acceleration and smooth shifts, while cruising at 75+ mph highway speeds feels pretty effortless. There’s a little lag off the the line, but it’s quick once it gets going. There’s good steering effort, and its very accurate. The largest Defender is tall and hefty, so managing turns takes a little bit of planning. Standard air suspension and Adaptive Dynamics work wonders, and ride comfort is superb over broken pavement and gaps.

Some might criticize the Defender’s use of unibody (vs. body-on-frame) construction, but it’s rigid as hell without sacrificing comfort. Low-range gearing and Terrain Response 2 wiht Off-Road Modes give the X equipment that goes well beyond rugged styling. I didn’t take it on any serious trails, but dirt roads with divots and drops when I took my boys camping were dispatched with virtually no effort.

Final Verdict – 9.5/10

The Defender line is tremendously good. It manages to do utility, luxury, and style in almost equal measures, and the 130 X makes it very family-friendly. In the entire Land Rover lineup, it’s my favorite vehicle, and one of my favorite rugged SUVs. There’s not much it can’t do, although its added length diminshes the departure angle. On road, it remains surprisingly comfortable and composed. For the family, there are few competitors that can manage the toughness of the Defender 130 X. I’m putting this one on the short list for my family.

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.

Back in 2023, Infiniti talked about a “brand renaissance” that would reinvigorate sales. It started with the QX80, the company’s flagship SUV, which carries into the 2026 and 2027 model years mostly unchanged. Infiniti will likely refresh the QX80 in the next year or two, but even the current car is pretty competitive in the full-size luxury class.

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The QX80 was the first Infiniti to debut the brand’s latest “Artistry in Motion” design language, which has further evolved with models like the QX65. Infiniti knows how to design a handsome car, and after spending a week in the top QX80 Autograph trim, I learned it still knows how to compete with the class leaders.

Luxurious & Practical

The Infiniti QX80 is heavily based on the Nissan Armada, known in other parts of the world as the Patrol. This platform delivers capable off-road prowess, though it’s less spacious than American options like the Cadillac Escalade, Lincoln Navigator, and Jeep Grand Wagoneer. These vehicles also offer extended wheelbase variants that offer even more cargo volume.

The QX80 offers up to 101 cubic feet of space with the second- and third-row seats folded, but it can still deliver that practicality even in its most luxurious trim. If you opt for massaging second row seats in the Escalade or Navigator (they aren’t available in the Grand Wagoneer), you lose the ability to fold them flat, severely limiting cargo space. The QX80 is the only vehicle in this segment with rear seats that massage you, but can still fold flat to fit a flat screen TV.

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Enough Screens

Both the Escalade and Navigator have recently been facelifted with fresh interiors that feature massive screens stretching across the dashboard. Some tech-forward buyers will love the flexibility for apps and widgets in these models, while traditional customers may be overwhelmed by the number of screens.

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The QX80 gets it just right, pairing two 14.3-inch displays with a lower climate control touchscreen. If you prefer buttons, the Armada still offers them, but the QX80’s separate climate screen is useful for quickly adjusting settings like temperature without the need to leave CarPlay or other main screen tasks.

Heart Of A Sports Car

I still think the Escalade is the standard by which all vehicles in this segment should be judged for ride and handling. It’s still a body-on-frame vehicle, but GM’s excellent Magnetic Ride Control delivers the most comfortable ride in this class. The Escalade is also the last vehicle in the segment to offer a V8 engine, but it’s no longer my favorite amongst the competitive set.

• 2024 Cadillac Escalade-V: 4.76 seconds
• 2026 Lincoln Navigator Black Label: 5.65 seconds
• 2025 Lexus LX 700h Overtrail: 5.72 seconds
• 2026 Jeep Grand Wagoneer Summit: 6.17 seconds
• 2026 Infiniti QX80 Autograph: 6.24 seconds
• 2025 Cadillac Sport Platinum: 6.68 seconds

Infiniti now uses a 3.5-liter twin-turbocharged V6, which is essentially a bigger version of the 3.0-liter version in the Nissan Z sports car. It produces 450 horsepower and 516 lb-ft in the QX80, going out via a nine-speed automatic transmission. I’ve tested the zero to 60 mph times for several vehicles in this segment, and the QX80 is pretty quick. This Autograph trim hit 60 mph in 6.24 seconds, which is quicker than the last V8 Escalade I tested.

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Infiniti has teased a performance variant of the QX80 with more power, but it has been delayed to ensure it offers a substantial upgrade over the base model. While I’d like to see the QX80 get over 600 hp, it’s pretty great as-is.

Toyota Snowhunter SEMA Concepts: Ready for Deep Snow

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Toyota’s CALTY Design Research department in Ann Arbor, Michigan, led the project, with Toyota and TRD lifting parts helping complete each. Rigid Industries also contributed to each vehicle with additional lighting, but Toyota hasn’t revealed which aftermarket entity it worked with on the tracks. Nevertheless, all the concepts look ready for brutal blizzards, starting with the Tundra Snowhunter Concept. This is designed as a mobile basecamp and features billet rear control arms from TRD, Predator Step running boards, and the aforementioned lighting. It also has a CALTY-designed TrailLift Pro Rack System Concept, which turns the truck bed into a flexible platform that can accommodate bicycles, kayaks, canoes, and more.

Next up is the Tacoma Snowhunter Concept, which gets a roof rack, a full-length bed rack with MOLLE panels, an awning, recovery equipment, and bed lighting. Extra storage is also unlocked, and this less extreme concept is designed to handle tight trails with agility, while the 4Runner Snowhunter Concept adds skid plates to protect the underbody, extra cargo carrying capacity, and upgrades like Toyota rock rails, a Prinsu roof rack with accessory panels, and a Thule Pulse 2 cargo box. The Prinsu and Thule upgrades also appear on the Land Cruiser Snowhunter and the Sequoia Snowhunter, with the former adding a Thule SnowPack ski rack and the latter a TRD front skid plate and cast aluminum running boards.

Autoblog’s Insight

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Toyota’s Snowhunter concepts are too extreme to become production vehicles, and they’d cater to an extremely small niche if they did. But they do serve a purpose. The Snowhunter concepts’ snow tracks create a wow factor and grab our attention, and after the shock wears off, the other accessories and enhancements take the limelight, showcasing what a Tundra, Tacoma, 4Runner, Land Cruiser, or Sequoia could be with enough aftermarket upgrades, many of which are factory-approved. Builds like these help the pensive enthusiast envision what the most extreme version of their truck or SUV might be like, and that can be enough to warrant at least a visit to a TRD parts store. If that happens, the concepts accomplish their ultimate mission.

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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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Winner: Volkswagen Jetta

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

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

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

Volkswagen Jetta Pros

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

Volkswagen Jetta Cons

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

Jetta Ratings:

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

Who’s It For?

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

Recommended Trim

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

Runner-Up 1: Toyota Corolla

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

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

Toyota Corolla Pros

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

Toyota Corolla Cons

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

Toyota Corolla Ratings:

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

Who’s It For?

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

Recommended Trim

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

Runner-Up 2: Mazda CX-5

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

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

Mazda CX-5 Pros

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

Mazda CX-5 Cons

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

Mazda CX-5 Ratings:

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

Who’s It For?

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

Recommended Trim

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

Honorable Mentions

BMW M3

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

Kia Telluride

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

Chrysler Pacifica

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

Conclusion

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

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

The Lexus UX

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

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

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

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

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

Which Lexus UX Trim is The Best Buy?

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

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

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

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

Lexus UX Rivals

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

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

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

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

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

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

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

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

Winner: Hyundai Palisade Hybrid

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

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

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

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

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

Palisade Hybrid Pros

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

Palisade Hybrid Cons

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

Palisade Hybrid Ratings

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

Who’s It For?

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

Recommended Trim

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

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

Runner-up 1: Toyota RAV4 Hybrid

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

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

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

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

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

RAV4 Hybrid Pros

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

RAV4 Hybrid Cons

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

RAV4 Hybrid Ratings

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

Who’s It For?

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

Recommended Trim

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

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

Runner-up 2: Kia Sportage Hybrid

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

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

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

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

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

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

Sportage Hybrid Pros

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

Sportage Hybrid Cons

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

Sportage Hybrid Ratings

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

Who’s It For?

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

Recommended Trim

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

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

Honorable Mentions

Kia Telluride Hybrid

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

Hyundai Tucson Hybrid

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

Honda CR-V Hybrid

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

Hyundai Santa Fe Hybrid

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

Conclusion

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

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

General Motors may have introduced several new engines for its upcoming trucks, including a new V8 and a massive diesel mill for heavy-duty models, but the American automaker appears to have more ideas in the works. A recently published patent points to another approach to improving the way internal-combustion engines operate.

First spotted by CarMoses, the patent was filed last year and published last week. Titled “Extended Expansion Engine With Variable Compression Ratio for Longitudinal Mounting Applications,” it describes a mechanical arrangement designed to change piston movement and vary the engine’s compression ratio.

How Does GM’s Engine Design Work?

In a conventional engine, pistons move up and down inside cylinders, with connecting rods transferring that motion to the crankshaft. GM’s proposed design, which is an inline-six according to the sketches, adds a more elaborate arrangement of gears, links, and control components to change the relationship between these moving parts.

With this setup, the engine could play with how much it squeezes the air-fuel mix before lighting it up. Compression ratio is a big deal – it affects everything from efficiency to power, and even how the engine handles a heavy load.

Then there’s the extended-expansion trick. After the bang pushes the piston down, those hot gases still have some juice left. Letting them expand a bit more means you can squeeze out extra work before they head out the tailpipe.

On paper, this could mean better fuel economy – at least when the stars align. Of course, tossing in more moving parts means more complexity, higher costs, and extra friction. GM will have to prove the gains are worth the headaches.

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Could It Power Future GM Vehicles?

The patent specifically addresses longitudinal engine mounting, a layout commonly used in rear-wheel-drive vehicles and many trucks and SUVs. That makes the concept relevant to some of GM’s existing vehicle architectures, although the company has not identified a particular model for the technology.

If developed further, the design could offer another way to improve gasoline-engine efficiency without changing the basic fuel source. Still, GM has not provided production plans, performance figures, or fuel-economy estimates for the proposed arrangement.

Like most car patents, this is just a peek at what could be, not a guarantee you’ll see it at your local dealer. Most of these ideas never make it past the drawing board.

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The Audi Q7 had three rows of seats, but it was smaller than the X7 and GLS, and therefore could not match them for comfort and luxury. Nearly a decade after the X7’s debut, the engineers at Ingolstadt have finally realized that American buyers’ idea of a “large SUV” is different from Europe. The 2027 Audi Q9 (and SQ9) enter the market ready to face the competition head-on. With so many years of research and comparisons, Audi could be arriving late to the game but with the perfect playbook to attract new customers to the brand.

What Is The Audi Q9?

At 209 inches long, the Q9 arrives as the largest Audi product in the company’s history. It sits nearly 10 inches longer than the Q7 with a wheelbase that’s stretched by 5.6 inches. That space is valuable for passengers and cargo, where the Q9 is specifically crafted to give BMW and Mercedes a tough time.

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Second-row passengers get 41.6 inches of legroom, besting the X7 and falling just shy of the GLS. The third-row accommodates 29.1 inches of legroom, which is behind the BMW and Mercedes by a sizable margin. Audi appears to have prioritized cargo space, where the Q9’s 19.3 cubic feet behind the third row leads its German rivals, as does the 43.8-50 cubes behind the second row. With both rows stowed, the Q9 packs 87.7 cubes, more than the GLS but less than the X7. It’s worth noting the Q9 comes with seating for up to seven passengers, but the $450 captain’s chairs limit the seating to six. Those seats are nearly identical to the front ones, but will not have ventilation available for the 2027 model. They also lack the ability to fold flat, severely limiting the cargo capacity.

You can easily spot an SQ9 via its more conventional grille. The Q9 features vertical slots with optional illumination, giving it a very unique appearance compared to any existing Audi. I personally don’t love the Q9’s grille, and much prefer the SQ9.

Overpowering The Competition

The Q9 might be Audi’s biggest SUV ever, but it arrives sporting an engine that’s slightly smaller than the previous Q7. A 2.9-liter V6 sits under the hood in replacement of the 3.0-liter unit in the outgoing Q7, but this Porsche-derived engine gets two turbochargers instead of one. This results in a massive output  jump from the 3.0-liter’s 335 horsepower and 369 lb-ft of torque to 429 hp and 442 lb-ft. For reference, the inline-six engines X7 and GLS both only produce 375 hp. Audi claims a 4.9-second 0-60 mph time, though I only observed a 5.01-second run at altitude at the first drive event in St. George, Utah. 

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Audi will also offer an SQ9, packing a 4.0-liter twin-turbo V8. But whereas the outgoing SQ7 only produced 500 hp and 568 lb-ft, the new SQ9 delivers 591 hp and 590 lb-ft. The SQ9 outmatches the comparably-priced V8 engines in the X7 and GLS (523 hp and 530 hp, respectively), and punches much closer to the Alpina and AMG versions of those vehicles. Audi says the SQ9 can hit 60 mph in 3.8 seconds, quicker than the Alpina XB7 and GLS 63, though my quickest run was only 4.22 seconds in Utah. I’d like to retest the SQ9 at home in Florida, which sits at sea level.

Big Size, Big Luxury

To properly compete with BMW and Mercedes, the Q9 can’t just be spacious, it needs to be Audi’s most luxurious interior. That’s why this flagship SUV is treated to standard heated leather seats with nicer fine leather seats with heating, ventilation, and massage on the Prestige trim. Other standard amenities include wood inlays (carbon fiber on SQ9), four-zone climate control, a head-up display, a Bang & Olufsen Premium sound system with 3D sound, surround-view cameras, panoramic glass sunroof, surround-view camera, ambient interior lighting, and acoustic glass.

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Uppers trims add a dash camera, five-zone climate control, soft-close doors, power-operated doors, panoramic roof with lighting and variable light control, surround-view cameras with 3D view, and a 22-speaker Bang & Olufsen Premium sound system with 4D audio.

This cabin feels like a top-notch Audi product, and it comes alive more at night. The ambient lighting is vibrant without being tacky, and the sound-insulation is library quiet. My driving partner was mid-conversation with me while taking photos, and once the power door closed, his speech became completely inaudible thanks to the insulated glass.

Tech For Tech’s Sake?

Every Q9 trim includes three screens: an 11.9-inch gauge cluster display, 14.5-inch touchscreen, and a 12.3-inch passenger display. Certain functions are easy to find with visual menus that let you find what you are looking for based on where it is on the car. For example, you click on an image of the head-up display to adjust it. Other functions aren’t as self-explanatory, like adjusting the climate vents or tuning the radio. Audi says many of these tasks can be done with the ChatGPT-powered voice command, but I found it unwilling or unable to execute some of my requests (like closing the power doors). 

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The digital cockpit gauge cluster is less intuitive than previous Audi MMI systems, and there is seemingly less customizability. I also miss the separate touchscreen for climate controls in the Q7 and Q8, as the Q9 puts these functions on a ribbon that stays on the central touchscreen. You’d think the passenger screen could be used to adjust the temperature or vent positions, but instead you need to leave your current menu on the central screen to change them. The passenger screen has some useful functionality, like the ability to download apps like Disney+ to stream content, but other platforms such as Netflix are not available in the Audi store. There is no rear seat entertainment available in the Q9, so only the front passenger will be able to enjoy this content.

It’s A True Flagship

I started my day in Utah in the standard Q9, which rides on adaptive air suspension as-standard. The ride is sublime, prioritizing comfort over sporty handling. Even in Dynamic mode on 22-inch wheels, large bumps don’t upset the Q9 and rough roads are not transmitted to the driver. This is possibly the most comfortable and quiet vehicle in its class, though it’s less sporty than the X7. I wish this car had the predictive suspension from the A8/S8, but that would likely add over $7,000 to the Q9’s price.

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Compared to its body-on-frame competition from America and Japan, the Q9 feels spry. Optional rear-wheel steering makes the car feel even more stable through corners, and maneuverable at low speeds. The Q9 has light steering, as most Audi vehicles do, giving drivers a relaxing but not utterly disconnected driving experience. I love the twin-turbo V6, which has been used in several Audi vehicles like the RS5, S6, and S7 as well as Porsche vehicles like the Panamera. It’s quiet when you want it to be and it makes a nice howl when you drive spiritedly.

RS Performance At An S Price

While I fully believe the Q9 packs enough performance for most buyers, the extra grunt from the SQ9 is intoxicating. The additional power makes the car even more effortless and the rumble from the V8 sounds even more premium. Audi also grants the SQ9 an electronically controlled locking rear differential with a more rear-biased quattro all-wheel-drive system. It’s noticeable on curvy roads, sending more power rearward and nudging the car more aggressively around corners.

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The SQ9 also rides on a sport-tuned air suspension that sacrifices some of the standard Q9 cushiness in exchange for superior handling. Heavier steering, rear-wheel steering, and more aggressive tuning make the SQ9 shrink around the driver. On a back road, you can forget there are two rows of seats behind you as the SQ9 does its best impression of an RS6 wagon. Audi has done something impressive here: making an S model feel like an RS.

A Well-Priced Status Symbol

Audi’s largest SUV ever arrives priced at $89,095 (including a $1,395 destination fee) for the base Premium model. The Premium Plus trim adds $5,600 while the Prestige is a whopping $14,700, and there are still packages to add on top of those. The Q9 I drove rang in at $110,095 with the Prestige, Black Optic, and Luxury packages equipped. For only a bit more, the SQ9 starts at $119,395, though it too can add options. The ones I drove checked in at $128,045 with 23-inch wheels, B&O 4D audio, captain’s chairs, and the Luxury Package.

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Those might seem like high price tags, but the Q9 and SQ9 are well-priced for their segment. The Q9 is marginally more expensive than the X7 but significantly less than the GLS despite having more power than both. Audi priced the SQ9 about $2,000 to $3,000 above the V8-powered GLS 580 and X7 M60i, but it’s nearer to the GLS 63 and Alpina XB7 in terms of power and performance. That makes the SQ9 the best “bargain” in the segment until the updated X7 possibly dethrones it.

American customers and dealerships have been begging Audi to build something larger than the Q7 for at least a decade now. Audi may be late, but it has the right game plan to be a strong competitor, possibly the strongest in the segment. This is the most America-friendly SUV Audi has ever made. Traditional Audi buyers are going to love it, and it should attract plenty of new buyers to the brand.

This year’s SEMA Show (Nov. 3-6) marks the world debut of the 2028 Outlander Diamond Trail Edition, the most rugged variant yet of the brand’s bread-and-butter SUV. The Japanese automaker obviously wants a bigger slice of the popular off-road SUV market, and a cheap way to do that is to give the existing Outlander some off-road chops.

A New Off-Road Mode for the AWD System

The off-road model gets an array of exterior, interior and hardware upgrades that make it “the most capable and adventure-focused Outlander ever offered in North America”—Mitsubishi’s words, not ours.

For starters, the Diamond Trail Edition adds a new Rock mode to the Outlander’s standard Super-All Wheel Control System (S-AWC) for more capability off the beaten track. The setting is said to use enhanced brake control to quickly suppress wheel-slip and help secure traction. Furthermore, Rock mode is said to activate faster than other S-AWC modes.

Additionally, when Rock mode is selected, the Hill Descent Control (HDC) system is automatically activated as well to help the driver control speed in rocky or mogul terrain. HDC can also be adjusted for the speed at which it holds the vehicle.

Another new addition is a screen that can be displayed in the instrument cluster showing front-wheel steering angle, individual wheel-slip and traction-control intervention. The Multi-View Camera System can also be activated and remains on up to 18.6 mph, a 6.2 mph increase from the standard model.

More Rugged Bumpers for Increased Approach and Departure Angles

Seen from the outside, the 2028 Outlander Diamond Trail Edition looks significantly more rugged thanks to redesigned bumpers that improve approach and departure angles—from 18.3 to 20.5 degrees (approach) and from 22.2 to 23.1 degrees (departure). The bumpers match the aggressive over-fenders and the unique 18×7.5″ black alloy wheels shod with dedicated Nexen Roadian ATX all-terrain tires, contributing to a rugged, trail-ready look.

The Outlander Diamond Trail Edition also gets a new matte black grille with black Dynamic Shield, as well as a black finish for the headlights. Keeping with the off-road-capable theme, the SUV also gets two round projectors attached to the front bumper and raised roof rails that allow easy installation of roof racks. Finally, the Outlander Diamond Trail Edition debuts a new Trail Green Metallic color that can be offset with a white roof.

Moving to the cabin, there’s an all-new seating material finished in dark grey with khaki stitching. Unique to the Diamond Trail Edition, this material repels water and is easier to clean, which should come in handy for an adventure vehicle.

The interior also features unified matte and dark tones, as well as textured matte black, dark chrome and dark satin. The Diamond Trail Edition logo, which represents skilled athletes on a downhill course, is found on the seat backs, floor mats and the door trim.

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A New Generation of Off-Road-Capable Vehicles Is Coming to USA

While Mitsubishi has yet to confirm whether the all-new Montero/Pajero body-on-frame SUV is coming stateside, its Momentum 2030 long-term business plan notes that the 2028 Outlander Diamond Trail Edition will head a new generation of off-road-capable vehicles for North America.

Future models will focus on adventure and vehicle capability while building on the brand’s history of quality, dependability and reliability.

This vehicle represents the next step in our Momentum 2030 vision, combining Mitsubishi Motors' off-road heritage with the capability, technology and versatility today's customer demands. From the production model to the customized concepts on display, we're showing enthusiasts how far their adventures can go, while reinforcing our goal to helping customers truly ‘Drive their Ambition.’

Mitsubishi will showcase three Outlander Diamond Trail models at SEMA. One vehicle will be stock except some Mitsubishi Genuine Accessories and a color-matched Thule roof box, while the other two will be heavily modified.

After last week’s leak, Mazda has finally announced the 2027 CX-90’s pricing and packaging. The big news? The midsize SUV now comes with two-row configurations, which means the Mazda CX-70 is officially out and the two nameplates are merging into one.

The new seating arrangements will be available on the CX-90 3.3 Turbo Premium Sport and 3.3 Turbo S Premium Sport. Both will retain the CX-90 name while offering buyers a more cargo-focused alternative to the standard three-row SUV.

Modest Price Hike

Mazda isn’t going wild with price hikes this year. The base 3.3 Turbo Select now starts at $39,700, just $400 more than last year. The Preferred trim also climbs by $400 to $43,850, and the Premium Plus now sits at $50,670. If you want the Premium Sport, it’s $46,880 for two rows or $48,080 for three. The Turbo S Premium Sport? That’ll be $53,540 with two rows, $54,740 with three.

Compared with the 2026 CX-70, the new two-row CX-90 Premium Sport costs $46,880, just $100 more than the outgoing CX-70 3.3 Turbo Premium. The two-row Turbo S Premium Sport costs $53,540, also $100 more than its CX-70 counterpart. Of note, these are price comparisons between differently named trims, rather than exact equipment-for-equipment matches.

Mazda’s destination and handling charge remains $1,645, excluding taxes and other fees. That is unchanged even as the automaker adjusts vehicle pricing, unlike the destination-charge changes seen with the CX-5.

What’s New for 2027?

Beyond the additional seating configurations, every Mazda CX-90 for 2027 receives a revised rear suspension crossmember and updated rear suspension bushings intended to improve passenger comfort over rough pavement.

Mazda is also expanding the color palette with Navy Blue Mica, Aero Gray Metallic, Melting Copper Metallic, and Zircon Sand Metallic. Melting Copper and Zircon Sand are exclusive to two-row models.

Some trims gain additional standard equipment. The Turbo Preferred adds roof rails, while the Turbo Premium Sport and PHEV Premium Sport gain Alexa Built-In. Mazda Online Navigation becomes standard on the Turbo Premium Plus and PHEV Premium Plus.

The CX-90 PHEV also receives an electric drive motor update with external insulation material intended to make low-speed operation quieter. Its 2.5-liter plug-in hybrid powertrain continues to produce 323 horsepower and 369 lb-ft of torque, with an estimated electric range of up to 27 miles.

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Availability and Other Details

The 2027 CX-90 will continue to offer both mild-hybrid turbocharged inline-six powertrains and a plug-in hybrid option. The standard 3.3-liter turbo engine produces 280 horsepower and 332 lb-ft of torque on regular fuel, while the Turbo S version delivers up to 340 horsepower and 369 lb-ft on premium fuel.

All models feature an eight-speed automatic transmission and standard all-wheel drive. Three-row configurations offer seating for up to eight, depending on the trim and seat arrangement.

Mazda has not provided a specific dealership arrival date in its pricing announcement. The new two-row configurations are intended to simplify the brand’s US midsize SUV range, giving buyers a choice between additional passenger capacity and more flexible cargo space without moving to a different nameplate.

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Mitsubishi recently brought back the Pajero for its fifth generation, but unlike previous generations, the latest iteration so far comes only in a five-door configuration. Introducing a three-door version could broaden its appeal while also offering a potentially more affordable alternative, similar to the five-door/three-door options (known as four-door/two-door in the U.S.) offered with the Ford Bronco and Jeep Wrangler.

Russia’s Kolesa, however, decided to take matters into its own hands and rendered what a three-door version of the Pajero could look like. While the rendering retains the looks of the new fifth-gen model, it features several changes, including a shorter wheelbase and rear overhang, longer front doors, a wider B-pillar with horizontal decorative detailing, and blacked-out pillars.

Small Package With Serious Hardware

A three-door Pajero would likely retain the body-on-frame platform shared with the Triton, a midsize pickup truck primarily sold outside North America. This means the Pajero gets traditional SUV architecture, unlike current models like the Eclipse Cross and Outlander, which use unibody platforms similar to those found in sedans.

Powering the Pajero is a 2.4-liter turbodiesel inline-four engine that makes 204 horsepower and 480 Nm of torque (354 lb-ft). It is paired with an 8-speed automatic transmission and Super Select 4WD-II (SS4-II). The SUV also features Active Yaw Control, a torque-vectoring technology Mitsubishi pioneered with the Lancer Evolution.

Another benefit of a three-door version would be improved off-road capabilities. The shorter wheelbase could improve its breakover angle and maneuverability on narrow trails. However, the trade-off would be reduced rear-seat access, passenger space, and cargo capacity.

No Ticket to America Yet

Mitsubishi said the fifth-gen Pajero will be sold in about 100 countries, but it didn’t mention North America. The last time the nameplate was sold stateside was in 2006, back when it was called the Montero. Eventually, the automaker shifted its focus to mainstream crossovers, which may have helped it stay financially viable but also diminished the brand enthusiasm once ignited by models like the Eclipse and Lancer Evo.

While a three-door Pajero would be a welcome addition to the lineup, the five-door version would likely account for most sales, similar to how the five-door Ford Bronco outsells its three-door counterpart. What U.S. buyers can expect from Mitsubishi, however, is a new midsize truck developed in collaboration with Nissan. It will allow Mitsubishi to re-enter the truck segment, which it left in 2009 with the Raider.

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2028 Range Rover Prototype Could Be An SV

As a core product, it makes sense to leave the refreshed Range Rover’s styling mostly alone, and the more revealing bodywork here suggests the only significant front-end changes will be the headlights. Then again, JLR has been camouflaging parts of this vehicle that appear to be staying unchanged, and the Range Rover EV doesn’t have a new lighting signature either. What is new is the wheel design on this prototype, fitted with Pirelli P Zero tires measuring 285/45R22. Behind the wheels are Brembo brake calipers, and through the glass, we can see a roll cage inside the cabin, possibly suggesting that JLR is testing a high-performance model, possibly the Range Rover SV (the roll cage won’t be offered on any production Range Rover, but it may be a hint of how hard this prototype gets pushed around the Nürburgring Nordschleife). The tire profile matches the footprint of SV, SV Black, and SV Ultra variants, but it should be noted that the same dimensions are found on the sidewalls of Autobiography variants too, including the plug-in hybrid model. Thus, this confirms only that we’re not looking at a base SE variant, while the lack of a charge port indicates it’s a combustion-only model. Elsewhere, we see chunkier, wider side skirts, with the rear bumper swelling to match.

Autoblog’s Take

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The current Range Rover was first introduced in 2022, so it’s starting to age. However, the SUV has been consistently popular worldwide, and changing too much might turn some traditionalists away, so JLR is doing just enough to ensure that the keen-eyed can spot the styling updates while the average person instantly recognizes the SUV as a Range Rover. Inside is where we expect more obvious changes, with a new driver information display and a revised center touchscreen, possibly connected to each other under one curved panel. Under the hood, the current powertrain lineup is expected to undergo similarly mild updates, with more efficiency and power likely the only major changes. If this is an SV we’re looking at, that means a 4.4-liter BMW-derived V8 (currently producing up to 607 horsepower). Elsewhere in the range, a 3.0-liter straight-six with 395 hp and a PHEV version with 542 hp should carry over too. We’ll bring you more info as we get it, but the new Range Rover SUV is now only expected to be available for the 2028 model year, which means a reveal will happen late in 2026 or in the first half of 2027.

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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.

The CX-5 2.5 S still starts at $29,990 before destination charges, taxes, and other fees. However, buyers looking at higher trims will notice some changes to the pricing structure, with the range-topping Premium Plus now starting at $38,990.

The destination and handling fee also goes down from $1,595 to $1,495 for 2027, a $100 reduction that helps offset the higher sticker prices on the upper trims.

2027 Mazda CX-5 Highlights

Mazda isn’t making substantial hardware changes this time around, which makes sense considering the crossover’s recent redesign. Instead, the focus remains on the features introduced with the new generation, including improved rear-seat room, additional cargo capacity, and a more modern infotainment setup.

Power comes from a 2.5-liter Skyactiv-G four-cylinder engine producing 187 horsepower and 186 lb-ft of torque. It works with a six-speed automatic transmission, while Mazda’s i-Activ all-wheel-drive system comes standard across the lineup. Mi-Drive offers Normal, Sport, and Off-Road modes.

Technology is a key part of the package. The base model gets a 12.9-inch touchscreen, Google built-in, and wired Apple CarPlay and Android Auto. For 2027, Mazda also highlights Google’s Gemini AI assistant, replacing the Google Assistant featured in early 2026 models. Wireless smartphone integration becomes available on the Select trim.

Higher grades add amenities such as heated seats, a panoramic sunroof, a Bose 12-speaker sound system, and a larger 15.6-inch touchscreen. The Premium Plus also includes a 360-degree camera system and lane-change assistance.

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Mazda CX-5 Hybrid Is Still on the Way

Mazda says the 2027 model is coming to dealerships “in the coming months.” Now, if you’re holding out for better fuel economy, the hybrid is still playing hard to get. The 2027 CX-5 sticks with its familiar gas engine, and Mazda is keeping quiet on specs or pricing for anything electrified.

However, the company says it will announce additional powertrain options in 2027. That leaves room for a hybrid to join the lineup, although its exact arrival date and configuration remain unconfirmed. Hopefully soon, considering the CX-5’s rivals are all enjoying a boost in sales with their hybrid offerings.

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Then I drove the Maserati Grecale Trofeo, and my sensible comparison briefly went out the window.

With 523 horsepower, the Trofeo plays in a different performance league from the 375-horsepower GV70 3.5T. However, Maserati now offers less powerful V6 versions that bring the two vehicles closer together on paper. The new entry-level Grecale V6 and Modena V6 produce 385 horsepower, making them more relevant alternatives to a well-equipped Genesis. Maserati’s North American lineup now includes those two, the Trofeo and the fully electric Folgore.

Here’s the distinction: I drove the Trofeo, not the entry-level V6. My impressions describe that vehicle. The comparison with the less expensive Maserati is about specifications and positioning, rather than pretending I tested something I didn’t.

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Powertrain and performance

The GV70 3.5T uses a twin-turbocharged 3.5-liter V6 producing 375 horsepower and 391 pound-feet of torque. An eight-speed automatic and standard all-wheel drive complete the package. It’s strong, smooth and entirely capable of reminding you that the groceries weren’t secured properly. Genesis lists the 2027 GV70 lineup from $49,350 before destination, although that starting price buys the four-cylinder version. The 3.5T occupies considerably more expensive territory.

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Maserati’s lower-output 3.0-liter twin-turbo V6 produces 385 horsepower and 368 pound-feet. That gives it a modest horsepower advantage over the Genesis, while the GV70 counters with more torque. Maserati quotes a five-second run to 60 mph for the Modena V6. Its ZF eight-speed automatic works with an all-wheel-drive system that normally favors the rear axle and can send power forward when needed. The Modena also offers serious chassis equipment, including an electronic rear limited-slip differential and adaptive air suspension.

The Trofeo turns up the temperature with 523 horsepower and 457 pound-feet of torque. This is where the comparison stops being particularly fair to the Genesis. The Maserati’s Nettuno-derived V6 uses pre-chamber combustion technology with roots in Formula 1, although that doesn’t mean you’ve bought a Grand Prix engine with cupholders. It does mean there’s engineering behind the theatrics.

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Exterior and interior design

The GV70 remains a handsome vehicle, and the Prestige Graphite treatment adds dark exterior accents, 21-inch wheels and red brake calipers. Inside, Nappa leather with suede inserts and carbon-fiber trim give it a more athletic presentation. I appreciate that Genesis can add visual attitude without making the vehicle look like it’s auditioning for a nightclub security position.

The Grecale makes a different statement. Recently, Maserati updated its exterior design ethos with a sharper, shark-like nose design that proliferates across the fleet. It’s stunning. It’s recognizably Italian without relying entirely on the trident badge, and the cabin surprised me.

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Maserati hasn’t always been my benchmark for interior execution, but this particular vehicle felt carefully assembled, with excellent seats and attractive materials throughout. That’s a substantial improvement over merely asking buyers to forgive everything because the engine sounds magnificent.

Both provide comfortable accommodations for five, but their seating positions feel different. In the Maserati, I felt lower and more tucked into a sporting seat. The Genesis emphasizes a softer, more luxurious atmosphere. Neither approach is wrong. One encourages you to settle in; the other encourages you to investigate the drive-mode selector.

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Screens, switches and accidental seat heating

Maserati combines a 12.3-inch central touchscreen with a lower comfort-control display. It looks attractive, but the arrangement occasionally turned my large, ape-like hands into unauthorized climate technicians. Reaching toward the transmission buttons, I sometimes brushed a nearby control and changed a setting. Nothing enhances a warm Malibu afternoon quite like accidentally activating your own seat heater.

The Genesis has the easier control layout in my experience. I still prefer a conventional gear lever to its rotary selector, but it works well enough. Likewise, Maserati’s piano-key-style transmission controls look elegant, yet I’d rather have something I can grab without checking whether I’ve also ordered additional lumbar support.

Then there’s the audio. The available Sonus faber system may be the finest automotive sound system I’ve experienced. Full stop. The upper specification offers as many as 21 speakers and 1,285 watts, and the result is extraordinary. I’d happily spend considerable time evaluating it with Rush, strictly in the interest of journalism.

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Driving impressions

My Grecale drive took place around Malibu, where construction and reduced speed limits kept proceedings restrained. That limited any meaningful exploration of the Trofeo’s outright performance, but it still revealed a responsive, enjoyable vehicle. Steering weight, body control and throttle response contributed to a sense of occasion even at ordinary speeds.

What I can’t do is transfer those impressions wholesale to the entry-level Grecale. Different suspension specifications, tires and powertrain calibrations matter. Sharing a body and an engine family doesn’t make every version behave identically.

Related: Toyota vs. Honda vs. Chevy: Which Brand Comes Out Safest?

The Trofeo’s engine becomes considerably more vocal when encouraged, particularly in its sporting settings. The GV70 3.5T feels calmer and quieter, although calling it slow would be ridiculous. Both isolate occupants well, but the Maserati makes more of an event out of accelerating.

One frustration involved the Maserati’s audible speed warning. Finding the appropriate setting took longer than I wanted. A warning system has a purpose, but repeated electronic scolding can interrupt an otherwise pleasant drive. I already have people in my life qualified to question my decisions. Many.

Oh, and the turn signal makes a “bing – bong” noise that sounds like it’s from a 1980s video game.

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Pricing and value

A well-equipped GV70 3.5T in the low-$70,000 range remains a compelling luxury proposition. The entry Grecale V6 starts around $80,000 including destination, while the Modena pushes into the mid-$80,000s. The Trofeo I drove occupied roughly $116,000 territory. These figures put the less powerful Maseratis closer to the Genesis, but “closer” still involves several thousand dollars and dipping into junior’s college funds.

Equipment matters, too. An entry Maserati isn’t automatically equivalent to a heavily equipped Genesis simply because their prices approach each other.

Related: Porsche Wants to Make Fake Manual Shifting Feel Real in EVs

Maserati provides a four-year/50,000-mile new-car limited warranty, including powertrain coverage, with roadside assistance during the warranty period. Remaining factory coverage can transfer to the next owner. It’s a respectable package, although the warranty doesn’t become more generous just because the engine sings in Italian.

Genesis makes the stronger offer: five years/60,000 miles of new-vehicle limited coverage and 10 years/100,000 miles of powertrain coverage for the original owner, whichever comes first. Subsequent owners generally receive powertrain protection only within the original five-year/60,000-mile period, unless separate coverage applies. For buyers keeping their SUV long term, Genesis wins this round.

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Final thoughts

The GV70 remains my pick for balancing luxury, useful performance and value. It’s distinctive, enjoyable and impressively accommodating without requiring an exotic badge to justify itself.

The Grecale surprised me because it delivered more than an entertaining engine. Its cabin, seats and overall presentation made me reconsider a brand I’d become increasingly skeptical about. The Trofeo is an expensive indulgence, but the lower-output V6 models deserve their own test drive.

Genesis still makes the stronger argument to my sensible side. Maserati has apparently found the department responsible for my less sensible side.

Unfortunately, that department has excellent hearing and a weakness for Italian exhaust notes. Bottom line: the Grecale is my new favorite.

Related: The 2026 Volvo XC90 PHEV is a Commuting Star, But It’s Pricey

Of course you do. Who could forget that pint-sized bruiser? The Honda Fit was the king of squeezing big practicality into a tiny package, all while sipping fuel like it was rationed. It was easy to love – until America collectively fell in love with crossovers and forgot about hatchbacks.

But here’s something surprising: outside the US, the Fit is called the Jazz. And if that sounds unusual, the Jazz name was once used for something completely different – a diesel-powered SUV built for off-roading.

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Let us explain. The Fit and Jazz hatchbacks became known for their smart design, small size, and everyday practicality. But the Jazz name actually goes back further. Before the hatchback, Honda used it for a sturdy little 4WD that seemed more at home on a muddy trail than in a grocery store parking lot.

Flashback to October 16, 1993: Honda needed something to plug a gap in its lineup. But this wasn’t just a hatchback with some chunky tires bolted on. Nope, this Jazz was basically an Isuzu in Honda clothing.

The Honda Fit and Jazz Connection

The Honda Fit arrived in 2001 and quickly became known as a small car that could do a lot. In most countries outside the US, it was called the Jazz. So, depending on where you lived, you drove either a Fit or a Jazz, but they were the same smart hatchback.

What made it special was its practical interior, fuel-efficient engines, and small size that made parking easy. It was a smart alternative to larger family cars, without making you sacrifice space for your belongings or friends – and fun to drive, too. We just wish Honda finds it in their hearts to bring back the nameplate.

But here’s the twist: the Jazz name had already been used on a totally different Honda, long before the first Fit ever rolled off the line. That original Jazz was on a mission that had nothing to do with sipping fuel or city driving.

The Honda Jazz Was Actually an Isuzu Mu

Back in the early ’90s, Japan was wild about recreational vehicles. The Mitsubishi Pajero and Toyota Hilux Surf were flying off lots, but Honda? They didn’t have a true off-roader to throw into the mix.

So Honda did what any resourceful carmaker would do: it borrowed from its friends. Rover helped out with the Crossroad, and Isuzu stepped in with the Mu.

So in October 1993, the Honda Jazz hit the scene – a rebadged Isuzu Mu, right down to its compact SUV shape and part-time 4WD. The changes? Mostly skin-deep: a new grille, some different wheels, Honda badges, fresh paint, and a few tweaks inside.

Under the hood, you got a 3.1-liter turbo-diesel four-cylinder with 118 horsepower and 200 lb-ft of torque. Buyers could pick between a five-speed manual or a four-speed auto – take your pick.

The Isuzu Mu first showed up in 1989 as a compact two-seater, but it soon got more body styles. Thanks to its ladder-frame chassis and tough bones, it was a real-deal off-roader – not just a crossover playing dress-up.

Honda’s badge-engineering phase didn’t last long. Soon enough, they rolled out their own hits: Odyssey, CR-V, Step Wagon – the works. These homegrown models let Honda ride the SUV wave without leaning on anyone else’s hardware.

So next time you see a Honda Jazz zipping around town, remember: that name once belonged to a diesel-chugging, four-wheel-drive SUV. Talk about a split personality.

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The new for 2026 RAV4 has suffered a bit this year due to production and supply issues, but it is still close behind the CR-V in sales, and both offer plenty of reasons for buyers to pick them over their competitors. But which hybrid SUV is best? We compare them to find out.

Why Go Hybrid?

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While gas-powered vehicles tend to be a bit cheaper, and plug-in hybrids can be even more efficient, a regular hybrid is like the automotive equivalent of the porridge that was just right (you may need to have read Goldilocks for that reference to make sense).

Unlike gas-only cars, a regular hybrid delivers better fuel economy in both stop-and-go city traffic and on longer drives, while avoiding the steep price premiums usually associated with plug-in hybrids (PHEVs).

And while a PHEV can be extremely economical, it is best for short drives where the gas engine is rarely called in to assist, and you’ll need to plug it in regularly or you’ll just be lugging around a heavy battery pack.

Regular hybrids charge their batteries through regenerative braking and work together with the gas engine to deliver the best blend of performance and economy. In the context of compact SUVs that spend most of their days in city traffic, doing shopping and school runs as well as the odd long-distance holiday, a hybrid makes a lot of sense.

Honda CR-V Hybrid

Honda offers both a 190-hp 1.5-liter turbocharged four-cylinder and a 204-hp 2.0-liter hybrid powerplant in its CR-V SUV. The gas model is cheaper, but it averages 30 mpg in front-wheel drive (FWD) form compared to the 204-hp hybrid’s 40mpg. The biggest difference between the two is in town, where the hybrid gets 43 mpg versus the gas model’s 28 mpg.

For most drivers, opting for the hybrid over the standard gas-only CR-V is the right move. The Honda CR-V Hybrid lineup is structured across four trims: Sport Hybrid, TrailSport Hybrid, Sport-L Hybrid, and the range-topping Sport Touring Hybrid.

While the entry-level CR-V Hybrid Sport costs $4,510 more than the base gas CR-V LX, that difference is offset not just by long-term fuel savings, but by a substantial jump in standard equipment.

Stepping up from the LX to the Sport Hybrid adds 18-inch gloss-black alloy wheels), a one-touch power moonroof, heated front seats, roof rails, dual-zone automatic climate control, a leather-wrapped steering wheel, dual exhaust finishers, a 4-mode drive system, and the Blind Spot Information System (BSI) with Cross Traffic Monitor.

Toyota RAV4 Hybrid

Toyota’s redesigned RAV4 transitions to standard hybrid power for all models, which means even the base LE gets a hybrid powertrain. There is also the SE, XLE Premium, Woodland, XSE, and Limited trims to pick from. XLE Premium, and Limited), Rugged (Woodland grade), and Sport grades (SE and XSE).

While Toyota also offers a high-performance 324-hp Plug-in Hybrid (PHEV), the standard hybrid is the more practical choice for most shoppers, and it makes up the bulk of the total sales figures.

With a base price of $41,500 for the SE PHEV trim, you will need to spend a lot of time on the road in EV-only mode before this pricier variant makes financial sense.

Starting at $31,900, the RAV4 LE Hybrid is close to $10,000 les than the PHEV RAV4, and a handy $4,130 cheaper than the base Honda CR-V Hybrid. It does lack the extensive list of extra features that the CR-V offers, so a more direct comparison is the RAV4 XLE Premium, which is an almost identical $36,100 before destination charges and taxes.

The RAV4 produces 22-hp more in FWD trim, and 32-hp more than the CR-V when adding AWD, although real-world performance should be very comparable. Coming straight off a fresh redesign the RAV4 gets Toyota Safety Sense 4.0 and can be specced with an available 12.9-inch multimedia display. We will have to wait a few years to see whether the new RAV4 is as reliable as other Toyota models, but the early signs are promising.

CR-V vs RAV4: Which Is the Better Hybrid SUV?

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While both models are great options, comparing the two on a few subjective and objective points is the best way to determine which is the better buy.

The latest RAV4 is all about efficiency, from the electronic AWD and CVT systems, to the ultra-efficient 2.5-liter motor, and it shows in the bare figures. It is between 4 to 7 mpg more efficient than the equivalent CR-V model.

It also produces more power, but the CR-V is hardly embarrassed away from the lights, and it is both smoother and quieter than the slightly raucous RAV4 motor. The CR-V also delivers a more engaging drive, with better bump absorption over rough surfaces. It’s also more spacious for second row passengers, but the RAV4 matches it for front row head and leg room, and it has slightly more cargo area.

In this category, fuel efficiency and pricing is everything, and the RAV4 delivers another blow to the CR-V thanks to its far lower starting MSRP of $31,900. That’s more than $4,000 less than the base Honda CR-V Sport Hybrid, and while a fairer comparison is with the higher spec RAV4 XSE, the fact is that cash-strapped buyers have the option of a lower spec hybrid RAV4, whereas the Honda alternative is a far less efficient gas-powered model. AWD on both the RAV4 and CRV is a $1,400-$1,500 option on lower trims and standard higher up.

Standard 3-year/36,000-mile basic and 5-year/60,000-mile powertrain warranties cover both models, but Toyota covers the hybrid battery for 10 years or 150,000 miles versus Honda’s 8 years or 100,000 miles.

Both manufacturers offer factory-scheduled maintenance coverage, but Toyota is cutting its current 2 years/25,000 miles of ToyotaCare factory maintenance coverage to 1 year/10,000 miles for 2027 models. Honda retains its 1 year/12,000 miles of Honda Service Pass coverage for upcoming models.

The best choice here comes down to your priorities. Those looking for a low entry price allied with low running costs should look no further than a Toyota RAV4 Hybrid in base LE trim.

If you want a few more bells and whistles then both the RAV4 and CR-V have a few options to pick from. If you regularly carry taller passengers in the rear and want a more car-like driving experience, the CR-V is your best bet. If you want the most cargo space and spend most of your time around town, then the RAV4 is once again the savvier choice.

Winner: Toyota 4Runner

With legendary body-on-frame durability, a standard two-speed transfer case on 4WD models, a massive aftermarket community, outstanding resale values, and documented reliability, the Toyota 4Runner is the perfect halfway point between hardcore off-roader and dignified daily driver. Genuine 4×4 is complemented by up to 10.1 inches of ground clearance, and there’s a choice between a 2.4-cylinder turbocharged four-cylinder producing 278 horsepower and a hybrid version developing 328 hp. The 2025 redesign made the SUV even more handsome without going soft, and inside, the cabin feels utilitarian but not sparse; it’s fancier than a Wrangler and less luxurious than a Defender. As a midsize vehicle that can seat up to seven (on non-hybrid trims), it’s unusual, but predictably, the third row is only really suitable for children.

Leather upholstery, heated and ventilated front seats, a wireless charging pad, and dual-zone climate control are available, as are a 12.3-inch gauge cluster and a 14.0-inch touchscreen infotainment setup instead of the standard 7.0-inch driver display and 8.0-inch infotainment screen. Wireless smartphone integration comes standard with an 8-speaker sound system, but a 14-speaker JBL system is also offered. All of these features are supplementary to the 4Runner’s true calling card: even with a 2WD system, the 4Runner is tougher than most SUVs, and with 4WD it becomes the ideal zombie apocalypse survival vehicle. Even the cheapest trims (starting around $42,000) can be optioned with 4WD for an extra $2,000, and while they don’t feel opulent by any means, they still feel somewhat refined (unless you hate turbo noises).

Toyota 4Runner Pros

• Genuinely good off-road capability
• Torquey hybrid powertrain
• Good ride quality
• Diverse trim lineup for several use cases
• Complimentary maintenance included

Toyota 4Runner Cons

• Hybrids lose some cargo space
• Third row is tight for adults
• Cabin materials are not premium, though they are hardy

Scores:

Capability: 4.5/5

Daily Usability: 4.5/5

Value: 4/5

Who’s It For?

The 4Runner will appeal to the buyer seeking a no-nonsense approach to reliable off-road tenacity without losing all road manners. It’s a vehicle that will be solid after hundreds of thousands of miles and still attract good resale prices, making it a good value proposition.

Recommended Trim

We recommend the TRD Off-Road version of the Toyota 4Runner. It capitalizes on the 4Runner’s best bits – off-road confidence and reasonable pricing – without feeling spartan. You get the most important off-road hardware and decent added features without the near-$70,000 pricing of the Trailhunter and TRD Pro models.

Runner-Up 1: Subaru Outback Wilderness

The Subaru Outback’s redesign raised eyebrows, but with the addition of the Wilderness trim, previously found on the Forester, the wagon-turned crossover makes more sense. But don’t let its segment-straddling nature imply that it’s a poor alternative to a serious 4×4; the Outback Wilderness has better off-road ability than is immediately obvious, with 9.5 inches of ground clearance and a dual-function X-MODE that optimizes the engine, transmission, and brakes for low-traction scenarios. The Subaru Symmetrical All-Wheel Drive system includes Snow/Dirt and Deep Snow/Mud modes specifically tuned to those environments, and although all four wheels are permanently driven through a CVT (with an 8-speed paddle-shit mode), the Outback Wilderness is decent to drive, with the base 2.5-liter naturally aspirated boxer-four (180 hp) making way for a 2.4-liter turbocharged flat-four with 260 hp and 277 lb-ft of torque.

Inside, a 12.3-inch cluster with a touchscreen of matching size comes standard with wireless smartphone integration. The Wilderness also boasts 12-speaker Harman Kardon audio, doubling the standard speaker count, dual-zone climate control (standard on all models), heated front and rear outboard seats, and a heated steering wheel. More importantly, the cabin is trimmed in durable, water-repellent StarTex upholstery, and standard rubber liners for the floors and removable cargo tray mean you don’t need to hose off a muddy mountain bike before heading home. Keyless access, eight cup and bottle holders, and loads of safety features (like whiplash-reducing front seats and the EyeSight suite of driver aids) mean it’s not just capable off the beaten path but also secure on the sometimes wilder paved roads.

Subaru Outback Pros

• Standard AWD, ample ground clearance on all trims
• Roomy cabin and cargo area
• Physical climate control buttons
• Legitimate off-road hardware and adaptive dampers with Wilderness

Subaru Outback Cons

• Base powertrain is slow
• CVT lacks engagement
• No complimentary maintenance

Scores:

Capability: 3.5/5

Daily Usability: 4/5

Value: 4/5

Who’s It For?

Someone who likes adventuring but doesn’t want something as imposing and tall as a true SUV will appreciate the Outback’s polished all-round, all-terrain competence. The wagon-like shape makes loading cargo simpler and is arguably easier to adapt to if you’ve never driven SUVs before, which can be useful on tight trails.

Recommended Trim

Our runner-up spot is specifically for the Outback Wilderness, but if you’re less serious about proper off-roading and simply want permanent security on loose terrain, the Outback Limited dresses the cabin in leather, adds navigation, and features a power moonroof, Harman Kardon audio, and heating for the rear seats and steering wheel.

Runner-Up 2: Ford Bronco

With between 8.3 and 13.1 inches of ground clearance depending on trim, the Ford Bronco looks ready to take on anything. All trims get four-wheel drive with Ford’s Terrain Management System, but unfortunately, the Badlands trim no longer features a front stabilizer bar disconnect as standard, though it is still available as an option or in the Sasquatch Package. This features 35-inch tires and more ground clearance than base trims, while the Bronco Raptor, or Braptor, gets wider fenders, 37-inch rubber, unique bumpers, a reinforced frame, and Fox Live Valve dampers. Other off-road goodies available in the range include an electronic locking rear diff, a front locker, a 4.7:1 final drive (Sasquatch Package), and the Bronco’s famous Go Over Any Thing (G.O.A.T.) mode, which adjusts throttle, shift, and traction settings on snow, sand, rocks, and mud. Whatever Bronco you choose, you get removable doors like a Wrangler, but here, the wing mirrors stay in place.

Ford elected not to update the Bronco with a redesign because, like the Wrangler, people love it just the way it is, and the way it is is simple. Inside, the cabin reflects the usable, durable, and adventure-ready look of the exterior, with off-road trims getting marine-grade vinyl seats to resist moisture and mud, while drain plugs in the rubberized floors make hosing down the interior quick and easy. Ford also concentrated on the switchgear, with large, easy-to-use controls designed to be operated with gloves, and you can spec a MOLLE strap system to store more gear against the front seatbacks. As for tech, a 12-inch digital cluster is paired with a 12-inch SYNC 4 touchscreen display as standard, including navigation and wireless smartphone integration. Meanwhile, powertrains range from a 2.3-liter turbo-four to a 330-hp 2.7-liter twin-turbo V6 and a 418-hp 3.0-liter twin-turbo V6, with the base Bronco powering all four wheels through a rare seven-speed manual and all the others using a 10-speed auto.

Ford Bronco Pros

• Serious off-road capability on all rims
• Available seven-speed manual
• Removable doors and roof provide open-air novelty
• Better on-road behavior than a Jeep Wrangler
• Modern tech, 12-inch displays are standard
• Multiple powertrains

Ford Bronco Cons

• All engines can be thirsty
• Two-door Broncos have tight rear seating
• More expensive than comparable Wrangler trims
• Manual gearbox only available with base engine
• Noticeable wind and road noise

Scores:

Capability: 4/5

Daily Usability: 4/5

Value: 4/5

Who’s It For?

The person who wants to do serious off-roading without the cheap feel and questionable on-road manners of a Jeep Wrangler while still enjoying a retro design and a rugged cabin that wants to get dirty.

Recommended Trim

For most people, we recommend the Ford Bronco in Big Bend 4-Door guise, which starts at a little over $40,000. Sitting just above the base model, you get nice upgrades like a leather-trimmed steering wheel, better interior materials, and access to the Mid Package, which offers heated front seats, dual-zone climate control, remote start, the 2.3-liter EcoBoost engine with 300 hp, and Ford Co-Pilot 360 driver aids. For those who want to go more extreme, the Badlands costs roughly 10 grand more, but $50,000 is still “cheap” compared to the $81k Raptor.

Honorable Mentions

Kia Telluride X-Pro

The Kia Telluride builds on the rugged appearance of the X-Line package with remarkably solid off-road upgrades. Ground clearance increases to 9.1 inches, 18-inch wheels are wrapped in all-terrain tires, and there are recovery hooks on both ends. In addition, the AWD system boasts a center-locking diff and an electronic limited-slip differential. If you just want to take your family somewhere remote rather than conquer the trails of Moab, this is an excellent SUV with decent trail-crawling ability.

Honda Passport TrailSport

With 8.3 inches of ground clearance, a 285-hp V6 engine mated to a 10-speed automatic, all-terrain tires, steel skid plates, and i-VTM4 all-wheel drive, the Honda Passport TrailSport is a vehicle that may not immediately spring to mind when considering AWD SUVs, but its mechanical all-wheel system is sturdy and capable. The Pilot TrailSport is worthy of consideration if you need three rows, but the smaller Passport is more agile on rocky trails where breakover angles from a shorter wheelbase are better, and its more aggressive bumper improves approach angles, too.

Conclusion

From hardcore off-roaders like the Bronco to softer crossovers like the Outback Wilderness, and the sweet-spot Toyota 4Runner TRD Off-Road in between, there are plenty of AWD and 4×4 options on offer, several of which offer varying degrees of extremism through their trim ranges. Not mentioned above but also worthy of consideration are the Toyota Land Cruiser, Land Rover Defender, and Ineos Grenadier, but our winner, runners-up, and honorable mentions are the easiest to live with, on or off the trails.

Winner: Hyundai Ioniq 9

If you’re going to live with an electric SUV, it needs to be good every day and in every way, and the Hyundai Ioniq 9 simply lives up to expectations and then some. If the Kia EV9 makes an electric SUV look interesting and worthy of consideration, the Ioniq 9 practically puts the contract paperwork on your desk. It’s that good. Okay, the EV9 has a better frunk and arguably a marginally richer sound system, but in every other way, the Ioniq 9 makes ownership feel like a lightbulb moment, not an experiment. The third row of seats is roomy and features electronic adjustment (unlike in the EV9); you get premium functions like second-row seat massagers; the interior feels truly premium; and the exterior design is less quirky, perhaps even more elegant.

Both claim over 300 miles of all-electric range, and both sit on 800-volt architecture promising fast charging and an NACS port, but the Hyundai goes slightly further, at up to 335 miles. The Ioniq 9 and its cousin also have a sliding center console that moves forward or backward by about 7.5 inches, and therein are several clever storage cubbies. In the second row, a similar system exists, but it also offers a table. Other highlights include electronic footrests, seat heating and ventilation in the first two rows, and built-in sunshades. You can also enjoy a large panoramic roof that stretches to all three rows. Unfortunately for the startups that led the EV boom, it’s Hyundai that makes the most rounded product for real families, and the security of a badge backed by an industry-leading warranty on its entire lineup is particularly difficult to ignore if this is a first-time EV purchase. Options range from a rear-drive 215-hp single-motor S trim, on to the dual-motor AWD SE and SEL trims with 303 hp, and cresting with the dual-motor performance setup, delivering 422 hp to the Limited, Calligraphy, and Calligraphy Design trims.

Hyundai Ioniq 9 Pros

• Strong range for a three-row EV and ultra-fast charging
• Native Tesla Supercharger compatibility through NACS port
• Quiet, refined cabin with high-quality materials
• 0-60 mph in 4.8 seconds on performance trims
• Class-leading warranty coverage
• Smart storage solutions
• Electronic third row seatback adjustment

Hyundai Ioniq 9 Cons

• Base S trim feels slightly lethargic with 215 hp
• Pricing starts just under $60k before destination, but performance trims climb toward $80k fully loaded
• Heavy curb weight affects efficiency
• A slightly roomier third row wouldn’t go amiss

Scores:

Range: 4/5

Charging Ease: 4.5/5

Practicality: 4.5/5

Who’s It For?

The Hyundai Ioniq 9 seems particularly suited to the family that has lived with a Palisade and now wants to try an electric alternative. It’s practical, reliable, and powerful enough, plus its NACS port and 800-volt architecture mean it’s not a majorly inconvenient adjustment. At the same time, it seems more assured of itself than any German electric SUV, bar perhaps the new BMW iX3, which is far smaller and aimed at a different crowd.

Recommended Trim

Because the base single-motor Ioniq 9 feels a little sluggish, and for maximum all-year use, we recommend the SEL AWD, which falls well below $70k. It’s quick and capable enough without taking the price penalty that comes with the performance powertrain. But the fact that we’re talking about powertrain alone means any version is well-equipped.

Runner-Up 1: Rivian R2

We were originally going to give this award to the Rivian R1S because the R2 is only currently available in top-tier Performance guise. But since the R2’s introduction, the 270-mile versions of the R1S and R1T have been dropped, increasing range to 329 miles, but also raising the cost by $7,000. In light of those figures, the R2’s top-of-the-range 656-hp lunacy seems a little more sane. The R2 Performance Launch Edition gets a Long Range battery promising 330 miles per charge for $59,485 (so more range than an R1S for more than $20k less), with a more affordable version making less power planned to cost under $45k. In between, a Premium trim is coming at just under $54,000, but let’s focus on the option in front of us.

With the sub-$60k starting price, Rivian throws in Autonomy+ with lifetime access to hands-free driving, Launch Green paint, an anodized key fob in Rivian Green, and a towing package with a 4,400-lb capacity, beating the Tesla Model Y’s rating of 3,500 lbs. In a nutshell, the R2 offers more performance and slightly better range than the R1S in a more agile package and with comparable off-road capabilities and tech for less money. It’s a no-brainer, but we’re especially excited about more affordable trims with greater range.

Rivian R2 Pros

• Rivian R2 lineup delivers up to 345 miles of range and up to 656 hp
• 9.6 inches of ground clearance
• Standard NACS port
• Built-in Autonomy+ hardware with
• Relatively affordable pricing for a Rivian

Rivian R2 Cons

• Cheapest model not yet available
• Pricier than a base Tesla Model Y
• Maximum charging rate TBC

Scores:

Range: 4.5/5

Charging Ease: 4.5/5

Practicality: 4/5

Who’s It For?

The trendy couple looking for a fun adventure vehicle that they’ll probably never take off-road will appreciate this as much as the outdoorsy types who actually take advantage of the Rivian Adventure Network’s presence at Joshua Tree. It’s stylish, quick, and capable, but it can be pricey if all you need is to get from point A to point B.

Recommended Trim

With only the Performance trim available in Launch Edition guise, we can’t recommend anything else, but the mid-spec Premium at $53,990 may be the sweet spot when it arrives later in 2026. Until spring 2027, when the Standard fills the base of the range, the top-tier Performance still looks compelling alongside the R1S, unless you need more space.

Runner-Up 2: Hyundai Ioniq 5

The Hyundai Ioniq 5 continues to be brilliant. It’s a crossover that feels like a hatchback because, as the Ioniq 9 illustrated earlier, it understands the basics. In this segment, an EV must be practical and affordable, and for roughly $35,000, it makes the Chevrolet Equinox EV and the Volkswagen ID.4 look like the (admittedly decent) early attempts at EVs they are. The 800V architecture and 250 kW fast-charging, 10-year warranty, and clean, uncluttered interior make this extremely compelling, though if the rugged XRT trim’s all-terrain tires hurt range (down from up to 318 miles to 259 miles).

There are some drawbacks if you look at the finer details. While the Ioniq 5 looks bigger in the metal than in pictures, the 26.3-cubic-foot cargo area places it behind the Ford Mustang Mach-E (29.7) and the Tesla Model Y (30.2). In addition, the frunk in the nose barely has enough space for the charging cable, and in all these vehicles, the seats can be folded. Here, the volume expands to a respectable 59.3 cubic feet, almost matching the Mach-E exactly (59.7), though the Model Y delivers 74.8 cubic feet in total. But the Ioniq 5 feels more modern than the Mustang Mach-E, better built than the Model Y, and more interesting than an Equinox EV. Beyond all that, everything works well and is ergonomically laid out, and with as much range as some considerably bigger EVs with bigger battery packs, it’s the kind of vehicle that owners will probably end up trading in for another electric Hyundai when this one is outgrown.

Hyundai Ioniq 5 Pros

• 318-mile maximum range beats most rivals at this price
• 250-kW fast-charging is best-in-class for the segment
• Level 1/Level 2 charging cable is standard
• Funky styling outside is balanced by smart, clean design inside
• Excellent warranty coverage

Hyundai Ioniq 5 Cons

• Cargo capacity trails some rivals
• Frunk is almost useless
• XRT’s 18-inch A/T tires reduce range heavily

Scores:

Range: 4.5/5

Charging Ease: 4.5/5

Practicality: 4/5

Who’s It For?

The person who wants an EV that’s larger and more premium than a Bolt or Leaf but doesn’t want the quality inconsistencies of a Tesla or the cost of a Rivian or BMW. We think the Mustang Mach-E buyer and the Ioniq 5 buyer are the same people, just with different preferences, and this is more interesting without resorting to borrowing a pony car badge.

Recommended Trim

We think you’ll find the best value in the Hyundai Ioniq 5 SEL RWD, which retails for just under $40k. You get leatherette seating, a hands-free power liftgate, wireless device charging, and Highway Driving Assist 2, as well as a power passenger seat and heating for both front perches.

Honorable Mentions

Chevrolet Bolt

It starts under $30,000, delivers up to 262 miles of range, and looks funky enough. If you want something that truly forgoes frills without forgetting how to have fun, the Chevy Bolt is a cheap, cheerful chariot that charges quickly. Yes, some competitors will go further or be bigger, but this is just plain good value. With a native NACS port, an 11.3-inch infotainment screen, decent handling, and linear straight-line performance, the Bolt is an EV second and a good entry-level car first.

BMW iX3

The all-new BMW iX3 has beaten its own impressive range estimates, initiated a frenzy of orders, and proven to drive like a BMW should, despite being electric. Ultra-fast 400-kW charging and an EPA range estimate of up to 434 miles are high notes, as is up to 463 hp through a pair of dual motors, but what really stands out is how ergonomic the cabin feels after just a few hours behind the wheel, despite appearing almost alien at first glance. The original i3 and the i8 planted the seed of EV benefits in BMW buyers’ minds, and the iX3 gives them a delicious fruit to try. Yes, it’s different, and yes, the styling may put some off, but a polished EV that costs less than a six-cylinder combustion X3 may just be the success story Porsche wishes the electric Macan was.

Conclusion

While some new EVs have all the right things to say on paper yet still fall short in the real world, the abovementioned options prove that you don’t have to feel like the butt of a joke or the subject of an experiment when buying electric. These are the EVs that the future always promised, and while still not perfect, they’re getting closer. As we cross into the final quarter of the 2020s, maintenance and servicing costs continue to hurt pockets constrained by high gas prices, and these EVs have all the luxury, off-road capability, and tech of equivalent combustion vehicles. Sure, some will dogmatically stick with gas, but for those willing to try something different, particularly if they have access to charging infrastructure, the benefits easily outweigh the compromises.

But above all else, safety should be the most important factor in the decision-making process, and we decided to look at the passive and active safety systems in both models as well as the crash test results from both the NHTSA and the IIHS.

The benchmark for US vehicle crashworthiness, the National Highway Traffic Safety Administration (NHTSA) provides federal 5-Star Safety Ratings and rollover evaluations, while the Insurance Institute for Highway Safety (IIHS) conducts further collision assessments, such as the small overlap and updated moderate overlap front crash tests.

Honda CR-V Safety Overview

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The current generation model has been on sale since 2023, and every CR-V comes standard with the Honda Sensing suite of active safety and driver-assistive technologies. Standard systems include Collision Mitigation Braking, Forward Collision Warning, Road Departure Mitigation, Lane Departure Warning , Lane Keeping Assist System, Adaptive Cruise Control with Low-Speed Follow, Traffic Sign Recognition, and Traffic Jam Assist.

Passive protection is provided by a standard multi-angle rearview camera, and a comprehensive 10-airbag system including front knee and rear outboard side airbags.

Available safety upgrades on higher trim CR-Vs include the Blind Spot Information System with Cross Traffic Monitor, front and rear parking sensors, and Low-Speed Braking Control.

Toyota RAV4 Safety Overview

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The RAV4 is all-new for 2026, and comes standard with the upgraded Toyota Safety Sense 4.0 suite. Standard active safety features in this package include the Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, Lane Departure Alert with Steering Assist, and Lane Tracing Assist.

Additional standard TSS 4.0 technologies include Automatic High Beams, Road Sign Assist, Proactive Driving Assist, and a new Emergency Driving Stop System (EDSS) that can bring the vehicle to a halt if it determines the driver is inattentive and unresponsive.

Higher trim levels offer a variety of available advanced driver-assist systems. These available features include a Blind Spot Monitor with Rear Cross-Traffic Alert, Front and Rear Parking Assist with Automatic Braking, and a 3D Panoramic View Monitor. Other available safety upgrades for the 2026 model include Advanced Park, Front Cross-Traffic Alert, Lane Change Assist, and Traffic Jam Assist.

CR-V vs RAV4: Safety

Honda CR-V Vs. Toyota RAV4: Which is Safer?

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These two compact SUVs are both clearly designed to offer a very high level of active and passive safety features as well as top level crash protection.

When comparing the safety features fitted as standard, Honda CR-V ekes out a small victory thanks to offering Traffic Jam Assist on all trims. But both models have very similar safety features here, and the real test is in how they fare in an actual collision.

In NHTSA testing, both vehicles perform well, each earning a 5-Star Overall Safety Rating in all years tested. The rigorous IIHS crash worthiness evaluations now include updated scoring for the moderate overlap front test, which proved challenging for both. The test puts more focus on rear-seat protection and saw the CR-V receive a Poor rating, while the RAV4 secured a higher Marginal score in 2025.

The results across the other metrics were very close as well, but the RAV4 lost only in the side crash worthiness test to the CR-V, and either equaled or bettered it in the remainder of the tests. Bear in mind that the RAV4 was completely redesigned for 2026, and this newer model’s scores have not yet been released by either the NHTSA or the IIHS. While assumption has no place in an objective review, it is highly unlikely that the new RAV4 will perform worse than its predecessor in these tests.

Seeing as the outgoing 2025 Toyota model scored slightly higher than the 2026 CR-V, we are awarding the RAV4 the narrowest of wins here, for now. However, the results are so close that your choice is more likely to come down to brand loyalty, pricing, and performance, rather than overall safety.

The Stupid Wheel Is In The Way Of The Stupid Dash

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This was a problem in the previous Toyota Keyboard Smash, and it is similarly annoying here. The digital gauge cluster sits practically against the windscreen, which means that setting the height of the steering wheel is very important. Too low, and you’re driving with your knees. Too high, and the thing obscures the lower portions of the cluster, which houses information like the driving range. It also looks pretty cheap and outdated.

The Driving Position Isn’t Great

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In a somewhat connected issue, I don’t love the driving position. A lot of that is down to the bZ’s wheel-to-gauge-cluster relationship, yes, but the seat position leaves a lot to be desired, too. It feels a little too high, which obviously means that you always feel close to the bottom of the wheel, even if you’re a shorter fella. The seats are pretty flat, too.

It’s Not The Most Exciting Thing To Drive

Look, not everything needs to drive like a Lamborghini. But I would like it if I had just a little bit of fun. With 338 horsepower from dual-motor, all-wheel-drive versions, the bZ is outright fast. However, the handling doesn’t match the straight-line speed. The steering is totally numb, and the SUV leans over in corners like it’s just seen something pass by on the ground. The flat seats don’t inspire a great degree of confidence, as you’re pretty much up against the door or the center console in corners. Finally, I thought the throttle felt a little funky when the SUV’s regenerative braking was disabled, like it wasn’t meant to be driven like that.

… Or To Look At

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Despite the facelift and updated looks, the bZ is still pretty inoffensive. A front light bar and trapezoidal nose sort of mimic larger cars like the Grand Highlander, and the rakish shape somehow manages to fall entirely flat, despite the fact that manufacturers often choose it to spice up their designs. In profile, the bZ is sort of just… a shape. It does nothing for me. In fairness, I guess the rear light bar is kind of nice?

As ever, our tester is my 85-pound dog, Beorn. He’s happy to do it, and he works for cheap.

Ease of Access: Tall, But Not Too Tall

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For an SUV, access into the Pilot isn’t so bad. It’s tall, which does mean dogs will have to take a run up and a jump to get in, but it’s not so terribly tall that smaller dogs would struggle to get up into the rear passenger space. The story is much the same in the back, aided somewhat by the fact that without a seat, the floor is a little bit lower. Perhaps just as critical as height, the door opens nice and wide. Beorn didn’t struggle at all to get out, and was able to hop straight down without twisting through a narrow opening.

Interior Space: There’s Plenty Of It

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Unsurprisingly, the huge SUV has plenty of room for pets inside. Maybe even more importantly, there are lots of ways to fit your dog and other stuff. For example, the Pilot’s center seat in the second row actually folds away, which lets your dog ride on the third-row bench seat while two passengers sit in the second row. Of course, the seats also fold in a litany of ways, which makes carrying cargo and keeping it separate from your pet similarly easy. The seat bottoms in both rows are also flat, which means there’s lots of room to lie flat on the seats, too.

Materials: Mostly Pet-Proof

Materials in the Pilot vary a lot by trim, from basic cloth seats to these suede-trimmed leather ones found in upper trims like the Touring, Elite, and Black Edition. Regardless, they’re all pretty scratch-, dirt-, and vomit-proof. The Pilot, after all, is built for families, and Honda very reasonably suspects something is going to throw up, spill, or drop something in the back seats. The door cards are plastic, which might scratch easily but is better off than more delicate materials. All in all, I wouldn’t worry too much about the interior on the Pilot if you have pets.

Verdict: As Good As SUVs Get For Pet Owners

To no one’s surprise, the giant box-shaped object on wheels is pretty great at hauling around pets. The Pilot isn’t very inspired, but a few clever features do help make life easier for pet owners. The SUV’s fold-down center seat is a great way to carry pets, people, and cargo with ease, for example. It’s hard to go wrong with the Pilot.

Winner: BMW X5

For the 2027 model year, the BMW X5 has been heavily redesigned, and in the luxury space, buyers want to make their purchases stand out even further, so BMW has made 10 wheel designs available, including 23-inch wheels, a first for the X5 (standard wheels measure 21 inches in diameter, with 22-inch options also offered). There are also 11 paint colors, excluding special Individual finishes that will be available from April next year, and several interior themes are on offer.

Beyond looks, the X5 also shows its luxury focus with a two-pane panoramic sunroof, 2.5-zone climate control, and a 12-speaker sound system being included as standard. Four-zone climate control is optional, as is a rear touchscreen, a Bowers & Wilkins Surround Sound System with Dolby Atmos, automatic doors with radar sensors, and a Luxury Seating Package that allows the rear seats to recline by another two degrees. Quilted upholstery is available, and the front passenger can be entertained by an optional passenger display measuring 14.6 inches.

Another key feature is the optional Parking Assistant Plus, which can record and repeat parking maneuvers up to 600 feet. As for powertrains, the 2027 BMW X5 will be available as a gas-only, plug-in hybrid, all-electric, and hydrogen-powered SUV. To start with, America’s offering is the all-wheel-drive mild-hybrid X5 40 xDrive, with features the award-winning B58 3.0-liter turbocharged six-cylinder engine with a new turbo that increases output to 394 horsepower and 428 lb-ft of torque. 0-60 mph will take well under five seconds, and top speed arrives at 155 mph, but more importantly for this space, BMW has not only focused on improved throttle response and acceleration, but also smoothness, particularly for the stop/start system. On the chassis side, adaptive suspension is standard, with active roll stabilization, rear-wheel steering, and two-axle self-levelling air suspension also offered. Thanks to a wider track than the old X5, a double-wishbone front setup, and a five-link rear suspension configuration, the new X5 improves luxury without compromising handling, as is expected of any BMW.

BMW X5 Pros

• Agile handling in an SUV format
• Strong powertrain lineup with five distinct choices
• Excellent interior build quality and premium materials
• Impressive cargo volume
• Automatic doors, self-levelling air suspension, and passenger screen options bolster luxury credentials

BMW X5 Cons

• Split tailgate no longer present
• No third-row seating option
• PHEV sacrifices some cargo volume
• Options can easily take the price into six-figure territory

Scores:

Luxury: 4.5/5

Comfort: 4/5

Technology: 4.5/5

Who’s It For?

The 2027 BMW X5 is ideal for the successful individual who wants presence, space, status, and style in a package shot through with clever technology, without sacrificing a relatively fun-to-drive experience.

Recommended Trim

Since the X5 40 xDrive is the only trim available at the time of writing, it’s our pick. But it probably will remain so once the full lineup is rolled out. It starts at $72,100, putting it just above the base RWD X5 40 and just below the X5 50e xDrive PHEV coming later at $77,500. The Luxury Package ($3,100) adds a passenger display, automatic doors, and glass controls, but it needs to be bundled with the $1,450 Technology Package, adding a special light carpet, a Bowers and Wilkins sound system, and manual rear window shades. The $750 Parking Assistance package is also worth considering, but more than that is arguably unnecessary.

Runner-Up 1: Genesis GV80

Available as either a traditional SUV or a fastback-style coupe, the Genesis GV80 makes its impact in style first, but unlike the X5, seating configurations for five or seven are available, with the third row standard on Advanced and Prestige trims. Under the hood is a respectable 2.5-liter turbo-four with 300 hp or a 3.5-liter twin-turbo V6 making 375 hp (unless you get a GV80 Coupe, which can also be had with 48-volt assistance to make 409 hp). All of them use an eight-speed automatic transmission, feeding either the rear axle or all four wheels, and while the base four-pot is less exciting and less refined than a six-cylinder engine, all GV80s drive smoothly and with remarkable refinement for the price, which starts under $60k.

Inside, a 27-inch panoramic OLED display boasts wireless Apple CarPlay and Android Auto, and it plays through an impressive 18-speaker sound system with a whopping 1,400 watts of power. Bang & Olufsen’s system is standard on Advanced and higher trims, as is a so-called “Mood Curator,” which adjusts lighting, fragrances, music, and massage settings across our present modes. Like the X5, quad-zone climate control is available, as are genuine leather with quilting, ventilated seating, and a surround-view camera. However, the GV80 takes over five seconds to reach 60 mph and doesn’t handle nearly as well as its German rivals.

Genesis GV80 Pros

• Segment-leaing 10-year/100,000-mile powertrain warranty
• Class-leading resolution from 27-inch OLED display
• Third-row seating available
• Three years of complimentary scheduled maintenance

Genesis GV80 Cons

• Steering precision lags behind European competitors
• No hybrid option
• Some interior switchgear feels less premium than German alternatives

Scores:

Luxury: 4/5

Comfort: 4/5

Technology: 4/5

Who’s It For?

The badge-agnostic individual who wants a stylish, luxurious, and serene SUV without the price tag of a German offering. Outstanding warranty and maintenance programs make it a headache-free purchase, appealing to those who like a straightforward approach to vehicle ownership.

Recommended Trim

If you want the GV90 in regular form, our vote goes to the 2.5T Advanced AWD, adding a third row of seats, real leather, ventilated front seats, four-zone climate control, a head-up display, audio from Bang & Olufsen, and a surround-view monitor. If you’d rather have the Coupe, the 3.5T e-S/C MHEV AWD is our pick, combining the 409-hp powertrain with carbon fiber interior trim, 22-inch wheels, and a Sport+ mode with launch control.

Runner-Up 2: Cadillac Escalade

Cadillac is a symbol of American luxury, and the Escalade is the personification of that lifestyle. It’s big, it’s V8-powered, and nothing else has quite the same on-road presence. And while it may look like the same sort of SUV it’s always been, the Escalade has become far more opulent and technology-focused in the 2020s, offering 55 inches of curved OLED display area, semi-aniline leather upholstery, and even a 38-speaker sound system from AKG. Unlike the GV80 and X5, the Escalade comfortably seats adults in all three rows, and you can get second-row captain’s chairs with ventilation and massaging, as well as a center touchscreen. Don’t want to spend too much? Heated power front seats, heated outboard second-row seats, and a heated power-adjustable steering wheel are standard, with front-row ventilation included on every trim above the base model.

Despite the Escalade’s immense size, the base 420-hp V8 is good enough to get to 60 mph in under seven seconds, with the closely stacked ratios of the 10-speed automatic helping make progress smooth. Naturally, the longer ESV model will be the slowest of the bunch, but the space it offers is palatial. At the other end of the range, the 682-hp Escalade-V gets to 60 mph in under five seconds, but like the base V8, it’s thirsty. Towing capacity can exceed 8,100 lbs with the standard V8 and RWD, dropping to 7,200 lbs with the Escalade-V. Overall, the Escalade instantly conveys status and power, and its spacious cabin makes even the base models feel special. Granted, the truck-based body-on-frame architecture means European alternatives may be more polished and more refined, but the Escalade packs loads of features into its enormous frame, cruises smoothly, and is still a status symbol. And like-for-like, no German rival offers the same experience, even when they cost more.

Cadillac Escalade Pros

• Powerful standard V8 engine, with supercharged V-Series available
• 55-inch curved OLED display makes the cabin feel modern and tech-forward
• Spacious three-row cabin makes adults comfortable in any seat
• Premium materials on upper trims
• Strong towing capacity

Cadillac Escalade Cons

• Very thirsty engines
• Upper trims cost beyond $120,000
• Base trim has leatherette upholstery
• Large and unwieldy on urban roads

Scores:

Luxury: 4/5

Comfort: 4/5

Technology: 4/5

Who’s It For?

Someone who wants an American luxury SUV with space for more than five adults. The Escalade offers comfort and tech in abundance, and while other options may be more special, the Escalade remains a symbol of excess for all the right reasons.

Recommended Trim

If you’re spending six figures on an Escalade (only the base sticks to the $90k range), you may as well go for the Platinum Luxury. Yes, it costs around $120,000, but you get Magnetic Ride Control for a sumptuous ride, semi-aniline leather for an upmarket feel, and a 38-speaker AKG sound system, as well as several advanced driver aids.

Honorable Mentions

Mercedes-Benz GLE-Class

As extensively upgraded as the 2027 X5, the restyled 2027 Mercedes-Benz GLE-Class gets better powertrains, a new infotainment system, and a revamped interior. Like the GV80, the GLE is available in “coupe” form with a sloping roof, and customers can choose from several wheel, paint, and upholstery options. The base GLE 350 only has a 2.0-liter four-cylinder, so we’d go for the GLE 450, which has a 3.0-liter turbo-six making 375 hp and 413 lb-ft. NVH has been further improved; the Airmatic suspension system is smarter at achieving sublime ride quality, and the trio of 12.3-inch displays can be paired with a 3D Surround Sound system from Burmester, boasting 15 speakers with Dolby Atmos. Along with several driver aids, the GLE is a well-rounded SUV that is closer to a GLS than a GLC. In terms of luxury and features, it’s the sweet spot in the Mercedes-Benz SUV range.

Audi Q9

The 2027 Audi Q9 is a new entry and marks Audi’s entrance into the full-size SUV space. It’s a three-row with up to 591 hp from a twin-turbo V8, and it gets to 60 in as little as 3.8 seconds (in SQ9 form), making it the quickest three-row SUV in its class. Alternatively, the regular Q9 offers a 2.9-liter twin-turbo V6 with 429 hp, but both can tow up to 7,700 lbs, and both use an eight-speed Tiptronic automatic. AWD is standard, and you get adaptive air suspension. High-quality materials dominate the cabin, and there are plenty of screens: an 11.9-inch display sits behind the steering wheel, a14.5-inch touchscreen is in the middle of the dash, and the person riding shotgun gets a 12.3-inch display of their own as standard. A Bang & Olufsen sound system with 22 speakers, 4D sound tech, headrest speakers, and front-seat actuators that reproduce bass frequencies make this a magical place to become fully engrossed in your favorite song. Power automatic doors, optional heated armrests, and an illuminated glass roof with 84 LEDs are also on offer.

Conclusion

The luxury SUV has become one of the most important segments in the U.S., growing to the point that calling it a niche seems reductive. There are loads of choices out there, whether your focus is space and simplicity, technology and luxury, or performance and fun, and these selections prove that each has its own way of achieving the same result: putting their occupants at peace and making them feel special. Whichever you choose, these SUVs combine usefulness with extraordinary comfort, blurring the line between practicality and opulence.

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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The interior, meanwhile, seats eight adults easily, and some second-row captain’s chairs can be had for a bit more space in back. Honda offers the Pilot in five trims, ranging from the Sport up to the Black Edition, which makes a pass at being an entry-level luxury three-row.

New Items For 2026

The Pilot gets some new looks for this year, in addition to some new standard features. The front end is much boxier now, with new Solar Silver Metallic and Smoke Blue Pearl hues joining the lineup. More importantly, a new power tailgate and roof rails are now standard for the whole lineup.

Inside, changes are more substantive. A larger 12.3-inch infotainment touchscreen and a 10.2-inch digital dash are standard on all models, while there are new upholstery choices for the TrailSport, Touring, and Elite trims. New sound-deadening materials also help keep the volume down inside.

Powertrain and Driving

The Pilot’s big naturally-aspirated V6 feels like something from a decade ago. At the very best, that makes it feel stout, and at the worst, outdated. The big V6 makes 285 horsepower and 262 lb-ft of torque via a 10-speed automatic transmission.

While the Pilot is quiet and pleasant enough to drive, it’s certainly not very motivated. Rivals generally have more power, and they can beat the Pilot’s middling 21 MPG combined. But if you need something simple for daily transit, the Pilot will do just fine.

Interior

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The Pilot’s interior is as comfy as it is spacious. It’s not quite as nice as rivals, but it does get the job done. The upper trims, like the Touring, Elite, and Black Edition, get leather upholstery and heated seats, but they don’t quite cut it compared to rivals like the CX-90 in terms of interior luxury. The second row is plenty spacious, and the middle seat can even be removed and stored under the floor for more room. Meanwhile, in the back, even adults will fit in the SUV’s third row. Cargo space is impressive, with more than 80 cubic feet of storage available with all seats folded.

Pricing And Trims To Buy

The 2026 Honda Pilot lineup starts at $43,990 and runs all the way up to a whopping $56,790. You certainly don’t need to spend that kind of cash on a new Pilot, though. The middling EX-L is the best value in the lineup thanks to its mix of pricing and features, with the trim starting at $46,290. It comes standard with heated leather seats, a wireless charger, a newly standard power liftgate, and, if you want it, all-wheel drive.

Normally, when a new model year rolls around, you can count on prices creeping up thanks to inflation and all the usual excuses. But Subaru is bucking the trend with the 2027 Outback, slashing prices across most trims and even rolling out a fresh entry-level version.

The Subaru Outback now kicks off at $32,995 before you factor in destination and delivery, which is a cool $2,000 less than last year’s base price. You can thank the return of a base model that actually packs in more standard gear than the old entry-level trims.

And it’s not just the base model getting the discount treatment. Subaru claims most trims are now about $1,000 cheaper on average, with some versions dropping by nearly two grand.

It’s a bold move, and one that could make the Outback a lot more tempting for buyers who don’t want to give up on features just to save a buck. Subaru has pulled this trick before with the WRX, and it paid off with a nice bump in sales. Whether the Outback sees the same boost is anyone’s guess, but it’s definitely one to watch.

What’s New for the 2027 Subaru Outback?

The biggest addition is the base model, which makes the Outback more accessible without stripping away essential technology. It comes with a 12.1-inch touchscreen infotainment system, a 12.3-inch digital instrument cluster, EyeSight driver-assistance technology, DriverFocus distraction mitigation, heated front seats, and a power rear gate.

Under the hood, you’ll find a 2.5-liter Subaru Boxer four-cylinder with 180 horsepower, paired with a CVT and the brand’s signature Symmetrical All-Wheel Drive. Even the base model sits high with 8.7 inches of ground clearance, gets X-MODE with Hill Descent Control, and comes with roof rails that can handle an 800-pound static load.

As for the higher trims, the Limited XT now throws in Highway Hands-Free Assist as standard, plus Emergency Stop Assist with Safe Lane Selection and a bunch of new highway-driving aids. The Wilderness trim lets you add these features through an optional package if you want to go all-in on tech.

Subaru’s also spicing things up with three new exterior colors: Sand Dune Pearl, Daybreak Blue Pearl, and the all-new Snowfall White Silica. Because who doesn’t love a fresh paint option?

Why the Price Cuts Matter

Subaru isn’t blaming the price cuts on any secret cost-saving magic. Instead, it’s talking up affordability and value, especially for families and first-time buyers. Judging by the base model’s feature list, it’s clear Subaru wants to make the Outback easier to get into without making it feel like a rental special.

The 2027 Outback is assembled in Gunma, Japan, and is scheduled to arrive at Subaru retailers across the US later this year. All prices listed here are manufacturer’s suggested retail prices, excluding destination and delivery charges.

For what it’s worth, the new base trim is the real headline here. It makes the Outback way more attainable, and you still get a slick infotainment system, digital gauges, and all-wheel drive as standard. The price drops on the Limited, Touring, Wilderness, and turbo models just sweeten the deal. With more gear and less sticker shock, Subaru is giving everyone a solid reason to give the Outback another shot.

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The Cadillac Escalade-V is a luxurious SUV with a price tag to match. For 2027, it starts at $169,300, before taxes, destination charges, and the options its wealthy buyers might want in their posh land yacht.

But if you want something more exotic and singular, Cadillac has revealed the 2027 Escalade-V 125th Anniversary Collector Series. Created to celebrate the brand’s 125th anniversary, this limited-run model adds exclusive styling details and collector-focused touches to the already expensive performance SUV.

Unveiled ahead of the United States Grand Prix in Austin, Texas, the special edition is also the first Escalade to receive Cadillac’s Collector Series treatment. The program has previously celebrated the automaker’s performance heritage through limited editions tied to significant milestones and racing achievements.

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Exclusive Colors, Carbon Fiber, and Blue Accents

The Escalade-V 125th Anniversary Collector Series will be available in two exterior finishes: Midnight Stone Frost and Vibrant White Tricoat. Both are intended to emphasize the SUV’s size and styling, while commemorative details make the special edition easier to distinguish.

The exterior package includes unique forged 24-inch wheels, a carbon-fiber grille surround, carbon-fiber lower rear fascia, carbon-fiber mirror caps, and a carbon-fiber engine cover. Blue brake calipers and dark-finish badges add contrast, while heritage V-8 puddle lamps provide another nod to Cadillac’s performance history.

The cabin receives its own set of exclusive details. Its black and Sheer Gray two-tone treatment is paired with Santorini Blue stitching, blue seat belts, and special interior badging. Illuminated sill plates, premium floor mats designed for the Collector Series, and an exclusive blue key fob round out the package.

Santorini Blue is particularly meaningful because Cadillac associates the color with the evolution of its V-Series design, including its connection to the V-Series emblem and the Cadillac V-Series.R race car. It’s a small detail, but one that gives the anniversary edition a clearer link to the brand’s motorsport identity.

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252 Units, With Buyers Choosing Their VIN

Cadillac has not announced a new powertrain configuration for the anniversary edition. Instead, the special model retains the Escalade-V’s performance-focused identity, with its appeal centered on exclusive equipment, limited availability, and personalization.

The most unusual feature is that buyers will have the opportunity to select their vehicle identification number (VIN) and serial number. Each exterior color will also feature vehicles labeled with the years 1902–2027, commemorating Cadillac’s history.

The 2027 Escalade-V 125th Anniversary Collector Series is available to order in the US and Canada, with pricing starting at approximately $239,000, including destination freight charges but excluding taxes, title, and dealer fees. That puts it roughly $69,700 above the regular 2027 Escalade-V’s starting price, before accounting for differences in destination charges and equipment.

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If there’s one Jeep that needs no introduction, it’s the Jeep Wrangler. Boxy, rugged, and instantly recognizable, it’s the SUV that refuses to blend in with the crossover crowd. For the next model year, Jeep isn’t messing with the winning formula – just adding a few more toys and tweaking the sticker price.

You can now build your 2027 Wrangler on Jeep’s US website, but expect to pay a bit more. The base Sport starts at $39,985, up $945 from last year. Sport S and Willys see the same increase, while the Rubicon goes up by $795. If you want a higher-end or special-edition model, prices vary even more. Keep in mind, these prices don’t include destination fees, taxes, or other extras.

What’s New for 2027

The most notable changes focus on standard equipment, with several trims gaining features that make the Wrangler more convenient for daily use. Five Twelve 4 Twelve special editions also carry over into the next model year: Moab 392, Willys 392, Whitecap, Rewind, and Rockslide.

Sport, Sport S, and Willys now get a 7-inch color screen in the gauge cluster as standard. Sport S and Willys also score passive entry, so you can leave the key fob in your pocket and just hop in.

The four-door Sahara gets the biggest haul of new goodies: McKinley-trimmed seats, side steps, a nine-speaker Alpine sound system, built-in navigation, rear park assist, blind-spot monitoring, cross-path detection, an auto-dimming mirror, automatic high beams, a universal garage opener, and even a front-facing TrailCam for off-road adventures.

Rubicon buyers now get toasty front seats, a heated steering wheel, and built-in navigation as standard. Over on the two-door Willys, there’s now a vented power dome hood to match its four-door sibling.

Jeep’s also shaking up the color palette. New shades like Ghost and the limited-run Gum 31 are in, with Fathom Blue joining the party too. Gobi, Sting Gray, and Hella Yella are on the list, but you’ll have to wait a bit longer for those.

Familiar Engines and Off-Road Capability Remain

Under the hood, the same trio of gas engines. The 2.0-liter turbo-four puts out 270 horsepower and 295 lb-ft, paired with an eight-speed auto.

The 3.6-liter V6 is good for 285 hp and 260 lb-ft, and you can still get it with a six-speed manual if you’re one of the few who still wants to row your own gears off-road.

At the top, there’s the 6.4-liter V8 with a thumping 470 hp and 470 lb-ft. It’s reserved for the four-door Willys 392 and Moab 392, which still wear the biggest price tags: $70,995 and $79,995.

Of course, off-road chops are still front and center. Depending on trim, you get Command-Trac, Rock-Trac, or Selec-Trac 4WD. Jeep claims a 100:1 crawl ratio, up to 12.9 inches of ground clearance, 5,000 pounds of towing (if you spec it right), and the ability to wade through 34 inches of water.

The Wrangler still offers removable doors, a foldable windshield, and the optional Sky One-Touch powertop. These features keep it popular with buyers who want an SUV that works for both daily driving and outdoor adventures.

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The Subaru Forester and Crosstrek are among the automaker’s most important models in the US, with both vehicles competing for the top spot in its sales lineup. The Forester has been doing much of the heavy lifting for the brand this year, while the Crosstrek remains a key option for buyers looking for a smaller crossover.

But now, a fresh safety recall has put a handful of these SUVs in the spotlight. Subaru filed a report with the NHTSA on October 19, 2026, revealing that some 2026 Forester and Crosstrek models might have a loose fastener lurking in the front suspension.

It’s a small recall, numbers-wise, but Subaru isn’t taking any chances. If a suspension part fails, your steering could go haywire, so the company wants to nip this in the bud before anyone hits the road again.

Loose Castle Nut Could Cause Loss of Control

The recall is tiny – just eight vehicles in all. That’s four 2026 Crosstreks built between August 4 and 6, and four 2026 Foresters made from August 5 to 13. Subaru tracked them down using supplier records and some good old-fashioned traceability.

The problem centers on the left-hand front lower control arm ball joint castle nut, which may not have been tightened to the specified torque. According to Subaru’s investigation, some assemblies may have been placed in a finished-goods rack before the final tightening procedure was completed. Those parts were subsequently shipped to Subaru’s assembly line.

The issue came to light on September 15, when Subaru received a field report concerning a front lower control arm ball joint that had separated. The automaker began a 100% inspection of castle nut fastening conditions the following day and investigated the incident through October 9.

Subaru determined that insufficient tightening torque had allowed the ball joint to separate from the lower control arm, resulting in a loss of control while driving. Supplier records also showed that certain affected assemblies lacked a recorded inspection pass result.

Obviously, if the ball joint separates while the vehicle is moving, the driver could lose control, increasing the likelihood of a crash. Subaru also says there is no preceding warning, so drivers may not have an opportunity to react before the failure occurs.

Subaru Tells Owners to Park Their Vehicles

Subaru decided to conduct a voluntary safety recall on October 10. Dealers were notified on October 15 and instructed to contact affected owners, tell them not to drive their vehicles, and arrange towing to a dealership for inspection.

Dealers will inspect the left-hand front lower control arm ball joint assembly and replace it if necessary, at no cost to the customer. Subaru says the replacement component will have a properly tightened castle nut that meets the specified fastening requirements.

Owners should follow the no-drive advisory rather than attempting to take their vehicles to a dealership themselves. The recall report also advises owners to park their vehicles outside.

Subaru plans to coordinate directly with affected owners, with remedy notifications scheduled for December 16, 2026. The automaker has also implemented a 100% inspection of castle nut fastening conditions at its assembly plant to address the issue in production.

Every time I get to drive a Defender, whether it’s the two-door 90, the two-row 110, or the behemoth 130, I come away seriously impressed and swear I’ll own one someday. Its demeanor and cabin are a fresh departure from the more refined Land Rover models like the Range Rover and the Velar. It’s the three-row adventure vehicle that other brands can’t compete with. Here are five reasons the longest Defender deserves attention from buyers.

1. A Spacious and Comfortable Cabin

When the 130 came out, the 90 and 110 had already been on the market for a couple of years. The Defender 130 was the family SUV answer to the brand’s most rugged SUV. The 130, however, isn’t an afterthought when it comes to passenger space. Its standard eight-passenger arrangement provides three seats in the second row and three in the third. Row two provides 38.7 inches of legroom, and row three has 34.0 inches. That’s more than the BMW X7, making the 130 useful for families whose passenger requirements have outgrown the occasional-use third row.

The atmosphere is equally appealing. Rather than imitating a traditional luxury SUV cabin, the Defender mixes premium materials with an upright, purposeful layout. Materials are superb, and the dash is one of the most original I’ve ever seen. It feels substantial rather than delicate and fussy. It has a huge storage shelf on the passenger side, great seating and even available creature comforts like heated/ventilated seats, heated steering wheel, and a refrigerated center-console compartment. The result is a cabin suited to road trips, muddy weekends, and everyday errands. It isn’t quite as opulent as a BMW X7 or Mercedes-Benz GLS, but it is more purposeful and consistent with the Defender’s rugged mission.

2. Great Physical Controls

A luxury SUV shouldn’t require a touchscreen tutorial just to make basic adjustments, and the Defender abandons that route for easy physical controls. The 130’s physical dashboard controls consist of a sweet “bent-nail” shift knob protruding from the center stack, big climate controls with digital readouts, ample HVAC buttons, and an audio knob. Its substantial switches and rotary controls complement the vehicle’s functional design, and everything is straightforward, including the traditional wiper and headlight stalks.

The PIVI Pro touchscreen isn’t my favorite, but it works fine. The Defender 130’s physical controls also mean it’s better to use than the top-run Range Rover, which relies all too much on the screen. The touchscreen still handles plenty of functions, so this isn’t an entirely analog setup (that no longer exists in the industry, if you care to know). Nevertheless, the physical controls make the Defender a real world SUV that’s not painfully tech-y. It reinforces the idea that the Defender is equipment to operate, not some electronic showcase. It’s one of the best reasons to love this model.

3. Great Reliability for a Land Rover

Let’s get this out there. Land Rover is not known as reliable brand. Consumer Reports puts it near the bottom of its annual list. The Defender, however, seems to be an exception. J.D. Power gives the 2025 Defender (the current generation) an 82-out-of-100 Quality & Reliability score, placing it in its “Great” category. That offers a legitimate reason for optimism and a stronger ownership argument than the Land Rover badge’s reputation has been known for. The assessment covers owner-reported defects, malfunctions, and design flaws, including infotainment issues.

However, it is a qualified statement of reliability. The report covers the entire Defender model line, not a separately established Defender 130 reliability record. Nor does it guarantee trouble-free long-term ownership. Consumer Reports says it lacks sufficient detailed reliability data for the 2025 model, while Edmunds’ owner-review summary includes reports of software glitches and major repairs. The key takeaway here is the model’s overall reliability rating, and it is encouraging, but not bulletproof: there is positive evidence, but shoppers should still scour forums, reported service histories, and warranty coverage carefully.

4. Powerful Engine Choices

The Defender 130 offers powertrains that suit different buyers. Its P300 uses a 3.0-liter turbocharged inline-six gas with mild hybrid assist, producing 296 horsepower and 347 lb-ft. of torque. The P400 raises output to 395 horsepower and 406 lb-ft. giving the big three-row SUV a better power-to-weight ratio. Like the P300, the P400 has mild hybrid assist. Both pair with an eight-speed automatic transmission.

The P400 hits the sweet spot and gets the big Defender to 60 in just over six seconds. EPA estimates put it at 18 mpg combined. The top dog supercharged 5.0-liter V8, rated at 493 horsepower, is performance minded (and also has the associated thirst at 16 mpg combined). Whatever your preference, it’s good to know the Defender 130 has an array of powertrain choices.

5. Superb On- and Off-Road Capability

The Defender 130’s most impressive achievement is how little its off-road mission compromises everyday comfort. It’s remarkably comfortable on pavement, absorbing bumps and gaps with ease for a large SUV, with a smooth, refined ride even over the roughest pavement. Its eight-speed transmission also shifts smoothly, supporting the relaxed demeanor that matters during commuting and long-distance travel.

Away from pavement, standard electronic air suspension, intelligent all-wheel drive, and Terrain Response provide serious off-road prowess. Unlike the original Defender, the modern version uses a lightweight aluminum unibody architecture (the D7x monocoque platform) rather than a traditional body-on-frame truck chassis, but it’s been designed to be three times stiffer. The result is an off-road master than can handle just about anything you throw at it.

It can also ford water up to a depth of 35.4 inches and tow up to 8,200 pounds when properly equipped. This means the Defender 130 can handle more than most SUVs, and the same vehicle can carry the family, handle pavement duties, and tow substantial equipment. That versatility makes the Defender 130’s ruggedness go far beyond its tough (but still refined) appearance.

Final Thoughts

The Defender 130 is one of the most impressive SUVs sold today. Not only is it legendary off-road, but its interior is remarkably accommodating and user-friendly. Most of these three-row beasts of burden will never see a real trail, so it’s good to know that the space, controls, engine choices, road manners, and reliability are more than just okay. They make for a genuinely comfortable and capable SUV that can just about do it all.

The Pilot’s Biggest Sin Is Being Boring

Without a doubt, the Pilot’s biggest problem is that it doesn’t do anything terribly unique. The SUV is a toaster. It’s a tool; it does its job, and it tries its absolute hardest not to offend while doing so. To be fair, there’s nothing wrong with that, but the problem becomes clear when you realize just how crowded this segment is.

With options like the Kia Telluride, Hyundai Palisade, and more in the segment, the Honda can’t afford to get by on just being a decent box on wheels. It has to be the best box on wheels, but a combination of higher prices, an uninspiring powertrain, and a truly mind-numbing driving experience means it just doesn’t stand out.

This Engine Has Gotta Go

To be clear, there is something to be said for the long-term reliability of this overtly simple V6. That’s all it is, unlike the Pilot’s more sophisticated competitors, which use hybridization to boost power and efficiency. Unfortunately, they’re right. The 285 horsepower V6 is not particularly powerful, and it’s certainly not efficient, hitting just 21 mpg combined.

The transmission is also woeful, and I spent most of my week with the car in what passes for Sport Mode just to be in a desirable gear that gave me access to some of the V6’s 262 lb-ft of torque. Obviously, that destroys fuel economy, and the shifts are unnecessarily harsh because that must mean the car is being sporty. The powertrain feels woefully outdated compared to rivals, and it’s got to go.

The Pilot’s Interior Isn’t Particularly Special

While I love the Pilot’s dead-simple infotainment system and physical controls, the actual furnishings in the interior aren’t as upscale as rivals. This Elite trim is supposed to be the nicest of the bunch, but to me, this interior falls flat compared to a similarly priced Hyundai or Kia. The leather isn’t as nice, and as seen below, it had already begun to crease despite the SUV having less than 10,000 miles on it when I drove it. To boot, there are also a lot of hard, cheap-feeling plastics inside.

Boring Looks Can’t Fly Today

The Pilot’s looks are pretty innocuous. The front end feels like it is trying too hard to be inoffensive, and the rest of the design doesn’t really exist. It’s a boring shape in a segment where rivals have continued to become more adventurous with their styling choices, paint options, and trim levels. There’s a lot of catching up to do.

The Honda Pilot Just Has Buttons

There are just buttons in the Honda Pilot. There is a button for the heated seats. There is one for the rear seat climate controls. There is one for the engine, the windows, and (this one’s very clever; more people should do this) there’s one for the volume. So many modern cars remove buttons to cut costs, but the Honda keeps pretty much all of them, makes use of a modestly sized but functional screen, and doesn’t screw around. It’s pretty much a perfect infotainment system.

Honda’s Third Row Features Are Incredibly Thoughtful

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The Pilot’s third row is a good one, as far as SUVs in its class are concerned. For one, it’s a pretty nice place to be, and most adults should fit. There are vents in the back, which help circulate air, and two (two!) cupholders for rear occupants. Ingress and egress are easy, with one simple, clearly labeled button on both the seat base and the shoulder (to aid rear passenger access) needed to rock the seat forward. There are also some USB-C charging ports for your devices.

I Like That You Can Do This

Sometimes, it’s the little things. The rear windows can be opened independently of the rear window shades, which means you can keep passengers out of the sun and keep the windows open. Sure, it’s not a huge deal, but I like it. Sue me.

A Cavernous Trunk

The Pilot’s biggest and best asset is its size, and to that end, its trunk. The SUV’s cavernous trunk measures some 87 cubic feet of cargo space with the second row folded down, or 19 cubic feet with the third row up. It’s plenty, and the SUV’s boxy shape means that the space is more than enough to accommodate large, awkwardly shaped objects.

A Dual-Purpose Middle Seat

The Pilot also has a nice convertible middle seat option, which folds up for an added seat or down for added storage. With the seat down, it feels sort of like the Pilot has captain’s chairs in the back, which of course it doesn’t.

HRC Wheels, Exhausts, and More Coming to Honda Products

To begin with, the range of HRC Performance Parts will include lightweight forged wheels and tuned exhaust systems, but Honda has much more coming, which we’ll discuss shortly. The initial range caters to the Civic Type R (2023+) and Integra Type S (2024+), with HRC working alongside Italian outfit 2elle-engineering (wheel supplier for the race-winning 10,000-rpm Acura ARX-06 LMDh race car) to develop a forged aluminum wheel measuring 19 inches in diameter and 10 inches in width (0.5 inches wider than standard CTR/ITS wheels), finishing the thin spokes and rims in a glossy gray that matches the race car’s aesthetic. Each wheel tips the scales at just 20.8 pounds, or 5.5 lbs less than factory, saving 22 lbs of unsprung mass overall, and the offset on each has risen 5 millimeters to 55 mm. Not only does this improve track width, thus enhancing traction and grip, but the increased offset will also improve ease of fitment of larger calipers, which is not by accident…

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For the Honda Passport (2026+) and Pilot (2023+), HRC worked with Titan 7, which supplies the corporation with wheels for Pikes Peak International Hill Climb racers and other production-based racing programs. In this case, strength was the key, and the new HRC 18×8-inch wheel (ET40) is forged from aircraft-grade 6061 aluminum at 10,000 tons of pressure, increasing load capacity for each wheel by over 220 lbs compared to the standard wheel. This comes in either Machine Black or Techna Bronze, each with “Honda Racing” impressions on the wheel face. The SUVs also get access to a 304 stainless steel Borla exhaust with HRC logos on the tips. This increases flow by up to six percent without causing drone at cruising speeds, and it’s designed to take up as little space as possible while working with the factory exhaust hangers. As a result, ground clearance on the Passport and Pilot increases by an impressive 1.9 inches. All of these upgrades will be available exclusively through Honda and Acura dealers or the online Honda DreamShop, but more is coming.

More to Come From Honda and HRC

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When an automaker announces that it will offer factory-backed aftermarket upgrades, wheels and exhaust systems are the easiest place to start, but many stop there. Not so with Honda and HRC – their SEMA exhibit will also showcase “prototypes of future parts,” and these will include adjustable coilover suspension with camber plates, a big brake kit from Brembo with six-piston calipers, and a short-throw shifter. Those things are catnip to serious driving enthusiasts, and we can’t wait to see what else Honda and HRC offer next. Hopefully, pricing is as fun as the parts themselves.

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The new Torcal First Edition marks the arrival of Bentley’s electric SUV in style, as the First Edition specification also features the highest power output available in the Torcal: a monumental 876 horsepower and 996 pound-feet of torque. Thanks, Porsche Cayenne Electric!

Bentley Craftsmanship Meets Insane Performance

Based on the Torcal S model, the First Edition’s 800-volt dual-motor AWD powertrain enables blistering performance: the 0-60 mile-per-hour sprint takes just 2.8 seconds and the top speed reaches 162 mph. Power comes from a 113.3 kWh lithium-ion battery pack that enables a range of up to 373 miles on the WLTP cycle.

As far as the styling is concerned, the Bentley Torcal First Edition gets the Carbon Fibre Styling Specification, unique 22-inch First Edition wheels combined with Graphene Grey brake calipers by Mulliner, and subtle First Edition badging on the front fenders and the cabin.

The Carbon Fibre Styling Specification brings carbon fiber front bumper winglets, mirror caps, side sills and rear diffuser for a more purposeful look.

The First Edition wheels have a gloss black finish with Liquid Silver spokes and feature self-leveling Bentley badges; the Graphene Grey brake calipers by Mulliner provide a subtle contrast.

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Powered Doors Enable Access to a Lavish and Tech-Laden Cabin

Inside, the Torcal First Edition pampers its passengers with a combination of Bentley craftsmanship and technology. The electric SUV gets bespoke seat quilting featuring contrasting chevrons, Gloss Carbon Fibre technical finish that connects to the exterior’s sporting details (alternative finishes are available at no extra cost), and a Colour Specification.

The latter is said to broaden the possibilities for customization by introducing additional color splits (including two by Mulliner), eight accent colors and the ability to introduce a third interior color. Customers can also go for a full leather interior and contrast stitching.

Illuminated First Edition treadplates and deep-pile carpet floor mats are also part of the package, as are the Wellness front seats and the Rear Comfort Seat Specification, which brings ventilation and comfort headrests for both outer rear-seat occupants.

Bentley says the Torcal First Edition also packs “an exceptional suite of technology and comfort features” as standard, including powered front and rear doors, a Frosted Diamond Switchable Sunroof, and a Naim for Bentley audio system. The latter boasts 1,780 watts and 28 speakers (including in the front headrests), Dolby Atmos 7.1.4, and seat transducers for an “intensely immersive listening environment.”

Bentley did not say how much the Torcal First Edition costs, but seeing as a “regular” Torcal starts at just over £170,000 ($228,000) in the UK, this loaded-up version will probably top £200,000 ($268,000).

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.

We’ve already seen the new Hyundai Tucson strut its stuff, whether in standard form, the rugged XRT, or the sporty N Line. But let’s be honest, automakers love to show off the fanciest versions, leaving us guessing about what you actually get if you don’t want to spend big.

Luckily, Hyundai’s home-market launch in South Korea gives us a peek behind the curtain, thanks to the official configurator and its entry-level H-Pick trim.

The photos show a Tucson that ditches the glitz. Still, the squared-off body and wild lighting keep it looking sharp. Honestly, the smaller wheels might even work better with its chunky stance than the oversized rollers you see on pricier versions.

The Korean configurator spills the beans on what you actually get if you go for the cheapest Tucson. And from the looks of it, you don’t have to sacrifice the good stuff that makes the new Tucson interesting in the first place.

Smaller Wheels, a Simpler Cabin, and Plenty of Standard Equipment

The biggest difference is on the outside: the H-Pick rides on 17-inch alloy wheels instead of the larger wheels on higher-spec versions. Its thicker tires give the Tucson a more rugged look while potentially improving ride comfort over broken pavement. Replacement tires should also be less expensive than those fitted to larger wheels, although actual costs will depend on the tire brand and size.

You still get the full LED treatment – headlights, DRLs, taillights, and those signature horizontal strips. Chunky wheel-arch cladding keeps things looking outdoorsy, and the tailgate proudly shouts TUCSON in big letters. Paint options? Yep, including a shiny Shimmering Silver Metallic.

Inside, it’s black faux leather and a no-nonsense dash. The 12.9-inch Pleos Connect screen is a bit smaller than the top trims, but you still get navigation, Bluetooth, wireless phone pairing, and over-the-air updates. Old-school knobs and buttons are there too, so you won’t be hunting through menus just to change the temperature.

The standard kit is actually pretty impressive: heated front seats, surround-view camera, smart key with remote start, electronic parking brake with auto hold, rear air vents, and USB-C ports. Hyundai also throws in a laundry list of driver aids – Highway Driving Assist, lane-keeping, adaptive cruise, forward collision avoidance, and rear cross-traffic alerts.

Starts at Around $23,000

Under the hood, the Korean H-Pick gets a 1.6-liter turbo gas engine and front-wheel drive. The configurator doesn’t spill the horsepower numbers, so we’ll have to wait for the fine print.

The starting price is 31.4 million Korean won, which works out to approximately $22,800 using a rough currency conversion. That puts the redesigned Tucson’s entry-level version in an interesting position, especially considering its standard safety technology, large infotainment screen, and relatively upscale cabin equipment.

Of course, don’t take that price as gospel for the US. If Hyundai brings this spec over, the final sticker will depend on all the usual suspects – equipment, taxes, production costs, exchange rates, and how they want to position it here. The H-Pick name and features might not even make the trip.

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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.