Winner: BMW 3 Series

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

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

BMW 3 Series Pros

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

BMW 3 Series Cons

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

BMW 3 Series Scores:

Luxury: 4/5

Technology: 4/5

Performance: 4.5/5

Who’s It For?

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

Recommended Trim

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

Runner-Up 1: BMW 7 Series

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

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

BMW 7 Series Pros

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

BMW 7 Series Cons

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

BMW 7 Series Scores:

Luxury: 5/5

Technology: 5/5

Performance: 3.5/5

Who’s It For?

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

Recommended Trim

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

Runner-Up 2: Mercedes-Benz S-Class

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

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

Mercedes-Benz S-Class Pros

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

Mercedes-Benz S-Class Cons

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

Mercedes-Benz S-Class Scores:

Luxury: 5/5

Technology: 4/5

Performance: 3.5/5

Who’s It For?

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

Recommended Trim

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

Honorable Mentions

Lexus ES

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

Audi A6

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

Conclusion

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

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.

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

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

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

Exterior & Interior Styling – 9/10

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

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

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

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

Technology, Controls, User Experience – 8/10

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

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

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

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

Comfort and Space – 8.5/10

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

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

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

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

Driving Experience – 9/10

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

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

Final Verdict – 8.75/10

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

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

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

The GLB 250

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

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

Coming to America?

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

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

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It was already an older car, but those weekend drives lit a fire that has yet to go out. Decades later, the GranCabrio and its fixed-roof cousin, the GranTurismo, bring back some of that feeling. Fortunately, this isn’t simply nostalgia doing the heavy lifting. My GranCabrio Trofeo had an exceptionally persuasive argument under its hood.

Powertrain and performance

The Trofeo’s 3.0-liter twin-turbocharged Nettuno V6 produces 582 horsepower and 479 pound-feet of torque. That’s a 40-horsepower increase over the previous model year. Maserati’s patented pre-chamber combustion technology has motorsport roots, while cylinder deactivation helps manage fuel consumption when you aren’t exercising all those Italian horses. There’s no hybrid system here, just a muscular engine with a rather enthusiastic exhaust.

An eight-speed automatic sends power through a rear-biased all-wheel-drive system, with an electronically controlled limited-slip rear differential helping put it down. Maserati claims 0–60 mph in 3.4 seconds and a 196-mph maximum. The Trofeo also gets standard staggered forged wheels measuring 20 inches up front and 21 inches at the rear. This is serious performance hardware beneath a body that looks perfectly happy parked outside an expensive lunch.

The transmission isn’t a dual-clutch unit, but its quick shifts suit the engine beautifully. Acceleration feels immediate and sustained, accompanied by an exhaust note that makes the corners of your mouth rise involuntarily. Some cars need simulated sound to manufacture excitement. This one appears to have hired an angry Italian tenor.

Ride and handling

What impressed me most wasn’t simply the speed. It was the GranCabrio’s ability to settle down when I stopped asking for it. In GT mode, the ride is comfortable enough to support the grand-touring promise. Select Sport or Corsa, and the car becomes more insistent, with sharper responses and a considerably less discreet soundtrack. Standard adjustable air suspension helps reconcile those personalities.

Despite the large cabin opening, the structure feels stout through the corners. I didn’t get the impression that the front and rear were debating separate travel plans. Steering response is precise, and the weighting feels appropriate, although I would appreciate more feedback through the wheel. The car tells you where it’s going clearly enough; I simply wanted a little more conversation about the pavement.

This is still a substantial four-seat convertible, so expecting lightweight roadster behavior would be unreasonable. Nevertheless, it changes direction with confidence, and its rear-biased character keeps the experience entertaining. More importantly, it doesn’t demand that you drive aggressively to enjoy it. A relaxed coastal cruise can be just as rewarding as a winding road.

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Exterior and interior design

I haven’t loved every Maserati convertible from the past few decades. Some looked a little too bulky or overly concerned with announcing their grille. The current GranCabrio gets the proportions right: a long hood, flowing shoulders, sculpted flanks, and a neatly resolved rear incorporating four exhaust outlets. The updated nose sharpens the appearance without overwhelming the rest of the car.

Related: BMW vs. Lexus vs. Mercedes-Benz: Which Brand Has the Happiest Owners?

It looks expensive without appearing desperate to prove it. That’s an increasingly rare skill.

Inside, the material quality and overall fit impressed me. My test car’s bright contrasting stitching drew mixed reactions, but it didn’t bother me. There are plenty of ways to personalize one, and I would rather see somebody exercise a little imagination than order another six-figure vehicle in Accountant Gray.

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The back seats also deserve attention. These are usable accommodations rather than upholstered suggestions. Average-size passengers can fit, provided those up front cooperate with seat positioning. I wouldn’t put an NBA center back there, but bringing friends along is a realistic proposition. That gives the GranCabrio a useful distinction from strictly two-seat roadsters.

Luggage requires more discipline. Maserati lists approximately 6 cubic feet of trunk capacity for the combustion models, with less space available when the roof is lowered. Pack soft bags and leave the oversized suitcase at home. The fabric roof opens in approximately 14 seconds and closes in around 16, and it can operate at speeds up to 31 mph. Standard Trofeo neck warmers help extend the open-air season.

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Infotainment system conundrum

The cabin’s screen arrangement includes a 12.3-inch central touchscreen and an 8.8-inch lower comfort display, alongside a separate digital instrument cluster. The layout looks sophisticated, but looking sophisticated and being convenient are two different assignments.

My main complaint involves the relationship between the lower touchscreen and the push-button gear selector. Reaching for a gear with my ham-fisted mitts occasionally resulted in an unintended climate adjustment. I wanted Drive, not a warmer backside. The buttons are attractive, but I would happily exchange some visual drama for a conventional gear lever and dedicated climate controls.

Related: Bugatti CEO Says a Manual, 986-HP Tourbillon Is Possible

The touchscreen roof operation also feels unnecessarily fussy. Having to locate and slide an on-screen control requires more attention than I think this task deserves. A proper switch would do nicely. The Android-based operating system isn’t inherently a problem for an iPhone owner; my frustration concerns the interface and control placement.

Final thoughts

Maserati lists the 2027 GranCabrio Trofeo from $176,200, before destination and options. That’s serious money, and personalization can push the total well beyond $200,000. The broader lineup offers a 483-horsepower gasoline version, while the electric Folgore delivers 751 horsepower for buyers who want their Italian grand tourer with a charging cable.

For me, the Trofeo supplies the right combination. It’s fast, comfortable, attractive, and engaging without requiring constant effort. The screens need refinement, and nobody will mistake the trunk for a family vacation solution, but those shortcomings don’t extinguish its appeal.

My father’s Indy taught me that a car could make an ordinary weekend feel special. The GranCabrio Trofeo understands that assignment. Fortunately, it also brings 582 horsepower to class.

Related: Genesis GV70 vs. Maserati Grecale: Sensible Luxury Meets Italian Temptation

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.

Bugatti’s lineage may span over a century, but over the last 20 years, it’s been known as the purveyor of some of the most extreme hypercars the world has ever seen. From the Veyron to the Tourbillon, its cars will happily blow past 250 mph while offering a dash of luxury, all while being undaunted to drive at saner speeds.

More recently, the French automaker has been churning out exquisite one-offs for its very special (and ultra-wealthy) clients. Some fine examples include the Brouillard that just went home to its owner, the stunning Destrier, and the wonderful F.K.P Hommage. Also, it’s just started to explore more ideas and options for the Tourbillon.

The CEO Says Expect Even More

Mate Rimac, the current CEO of Bugatti, says it now has the freedom to do even more extreme projects. That’s mainly because the Rimac Group has bought the brand in its entirety from the Volkswagen Auto Group, with Porsche selling the last of its stake just a few months ago.

Rimac recently sat down with Top Gear and shared what he wants to happen to Bugatti in the coming years. Hint: There will be simpler cars and a whole lot of horsepower coming soon. “Now with the freedom, having the company independent from any car manufacturer, we can really think long-term and do bold things. And we will do lots of cool stuff,” said Rimac.

No Holding Back

That’s not to say VW had a short leash on Bugatti, but being part of a conglomerate has limitations. Now that it’s on its own, the company can let its hair down even more. When asked if sticking with a manual in a Tourbillon was possible, Rimac simply said, “Absolutely. You bet.”

Now, this doesn’t mean the project manual Tourbillon is a go, but rather that Bugatti says it has the capacity to build it. That would mean dropping the electrification bits, which would also shave off about 600 lbs. It would also mean 986 hp, 16 cylinders, and three pedals, making it a recipe for a really wild ride.

Rimac didn’t go into greater detail, but at least we know the gears are moving with that idea. As it’s now a smaller, independent automaker, Bugatti isn’t bound by strict emission rules and regulations that have forced many automakers to electrify their performance vehicles.

Back to Basics?

The Tourbillon is an amazing feat of engineering, and you don’t have to like cars to appreciate the work and attention to detail that was put into building it. That said, Rimac would also like to go back to basics with the brand. “I think the Tourbillon as it is now made a lot of sense as a successor to the Chiron. It’s an incredible car. But I wonder myself, what’s next for Bugatti and what would be interesting to do? And I think light weight and simplification of stuff,” said the CEO.

Now, this doesn’t mean the company will stop making its luxury hypercars. However, Rimac has a different kind of Bugatti in mind to complement its leather-lined top-speed missiles. The man would like something in the lines of the Type 35, one of the most successful race cars of all time. “Instead of a sledgehammer as Bugattis were the last 20 years, could you do something that’s also more engaging, more back to the roots, more Type 35? There’s so many ideas,” said Rimac.

Again, he didn’t delve deeper into that idea; it would certainly be an interesting concept. A lightweight, eight-cylinder, open-top speedster with a manual and zero electrification would be the perfect contrast and complement to what Bugatti has been building for over 20 years.

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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The Manual Makes The Difference

The Integra A-Spec represents one of the last examples of a dying breed of automobile in North America: the affordable, manual hot hatch. An important detail behind that A-Spec badge, though: in the U.S., the six-speed requires the Technology Package. The less expensive A-Spec uses a CVT. Choose the manual, and Acura also supplies a helical limited-slip differential and automatic rev matching. The 1.5-liter turbocharged four-cylinder produces 200 horsepower and 192 lb-ft of torque. Peak torque spans 1,800 to 5,000 rpm, giving the engine a useful working range before its 6,500-rpm redline. Those numbers suit a car weighing just over 3,000 pounds, though shoppers expecting dramatic acceleration should temper their expectations.

I found the engine responsive and the performance ample for an entertaining on-ramp or cloverleaf, but not especially dramatic. The gearbox was the real attraction, with clearly defined gates, tidy throws, and an accommodating clutch. It made operating an otherwise sensible car something to look forward to—an element of otherwise dull daily driving that manual transmission enthusiasts perhaps miss most. The pleasure of engaging with a machine needs to survive those otherwise boring journeys, especially when an automatic would be easier. Acura gives you a good reason to keep reaching for the lever.

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Comfortable Enough To Enjoy Every Day

The steering’s accuracy carried through the rest of the drive, and the suspension allowed some body movement without spoiling the fun. More importantly, the A-Spec rode beautifully, and Comfort mode calmed the ride tremendously when I just wanted to cruise. Adaptive dampers come with the Technology Package, alongside Comfort, Normal, Sport, and customizable Individual drive modes. Having that adjustment makes particular sense in a car whose job description includes both the commute and the occasional weekend jaunt.

I can see the appeal for someone who enjoys driving but also needs to cover the school run, a wet commute, and a weekend away. The car has to earn its place on all of those trips. For 2026, Acura has freshened the A-Spec with new wheel designs, additional aero detailing, and extended ambient lighting. Performance Red Pearl cars like the one I drove also receive a color-matched grille.

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The Hatchback Is A Major Part Of The Attraction

The liftback body deserves as much attention as the manual transmission. Acura lists 24.3 cubic feet of cargo room, and the rear seatbacks split and fold. A larger opening makes it easier to fit awkward luggage than feeding it through a conventional trunk, which is especially appealing if this will be your only car. Before signing up for a crossover, consider whether a hatchback already covers the bags, shopping, and weekend gear you actually carry. The Integra gives enthusiasts a useful answer to a familiar question: how much fun can you retain when the car also has to be sensible?

The Technology Package also includes heated microsuede-trimmed front seats, a head-up display, and a 16-speaker ELS Studio 3D audio system. A moonroof comes standard, too—something you lose when you upgrade to the Type S. Every 2026 Integra now gets a nine-inch touchscreen, wireless Apple CarPlay and Android Auto, and wireless charging. When you choose this version, you’re paying for better audio, seat trim, a head-up display, and adjustable suspension.

The Real Verdict

The manual A-Spec with Technology Package starts at $39,200 in the U.S., or $40,595 with Acura’s current $1,395 destination charge, before premium paint. That puts it $14,700 below the Type S on the same basis. The EPA rates it at 26 mpg city, 36 highway, and 30 combined. The Civic Si deserves a place on the shopping list for anyone who wants an engaging manual for even less, but the Acura’s hatchback and extra equipment help justify the added cost.

I’d still stretch for the Type S if driving excitement were the overriding priority. I explored that choice in my A-Spec versus Type S comparison, but I am admittedly a fool with my money. For someone who wants a comfortable daily driver with a rewarding manual and useful cargo space, the A-Spec deserves serious consideration. Its blend of comfort and involvement earned my vote after just half an hour, and it’s worth commending that a vehicle like this even exists in 2026, when seemingly every alternative has swapped engaging driving dynamics for huge screens and automated assists. It’s one of the last examples of a dying breed, and it’s a damned good one.

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

The Lexus UX

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

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

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

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

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

Which Lexus UX Trim is The Best Buy?

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

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

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

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

Lexus UX Rivals

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

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

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

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

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

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

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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.

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

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

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

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

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

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

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

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

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

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

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

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

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

Which Brand’s Owners Are The Most Satisfied?

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

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

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

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

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

AMG has been responsible for Mercedes-Benz’s factory high-performance cars for over 30 years now. The two companies signed a co-op agreement in 1990, with the first jointly-developed model being the W202 C36 AMG being presented in 1993. From there, the partnership became a majority stake, and eventually, a full merger.

But before all of that happened, AMG was an independent shop building fast Benzes much like how Alpina was with BMWs. Even before the co-op and merger, the company had built legendary cars such as the 560 SEC AMG Widebody, 190E 3.2 AMG, the 300 SEL 6.8 AMG race car, and the car simply known as The Hammer.

Meanwhile, at HWA

HWA has long been associated with Mercedes-Benz and AMG. Indeed, one of its co-founders is none other than Hans Werner Aufrecht, the A in AMG. It was created as a spin-off racing division of the brand, and one can say it’s close to being a works operation in several racing categories.

Established in 1998, HWA is more than a race team. It also does high-performance motorsport engineering, race car development, and low-volume sports cars. Its most recent creation is the HWA Evo, a fully reimagined and modernized version of the 190E 2.5-16 Evo II that ruled DTM and several other racing leagues.

The HWA Evo recently embarked on the 24 Hours of Nurburgring, taking second and third in class with all three entries going the distance. If anything, it proves that HWA is no mere restomodder, as the cars can talk the talk and walk the walk.

…And For its Next Trick

The company has proven that it can build truly reliable (and robust) bespoke cars with the Evo. However, HWA’s exploits in building highly specialized road cars won’t be a one-and-done deal, as shown by its most recent teaser.

HWA isn’t revealing much right now, and it won’t even give a peep of its name. That said, if anyone’s familiar with classic Benzes, the outline of the car shown in the teaser might look familiar. In our eyes at least, the silhouette resembles that of a W124, the midsize model that would eventually be called the E-Class.

But this is HWA we’re talking about here. Given that it turned the 190E into a modern track weapon that can be driven on the streets, we’re inclined to believe that it will soon build a modern-day interpretation of the AMG Hammer. Of course, it’s not official yet, and we’ll have to wait for the reveal to confirm it.

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High Expectations

If it’s the AMG Hammer reimagined, we have pretty high expectations. Besides, HWA set the bar pretty high with the Evo. The original Hammer dropped in 1986, and it was a Series 124 Mercedes that had a highly tuned 5.6-liter V8 from the 560 SEL. The result of that was 355 hp and 388 lb-ft of torque, figures previously unheard of in a midsize German car.

AMG then upped the ante in 1988 by upsizing the engine to 6.0 liters. The larger displacement meant 385 hp and 420 lb-ft, effectively setting the blueprint for future E-Class-based AMG models. Sure, those numbers don’t sound like much in today’s realm of performance sedans, but they were groundbreaking at the time and more than enough to shock supercars from the same era.

With that, we’re expecting supercar performance from the supposed modern-day Hammer by HWA. But instead of scaring Countaches and Testarossas, it should be able to chase Revueltos and 849 Testarossas.

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In the ’70s, Audi was still finding its footing and was a bit of a player compared to BMW and Mercedes-Benz. If BMW promised The Ultimate Driving Machine, Mercedes-Benz said The Best or Nothing. As for Audi? It really didn’t have anything other than being a left-field alternative to the two. That changed when Ferdinand Piëch took the helm and set out to make it a technology leader. Vorsprung durch Technik, or advancement through technology, wasn’t just a tagline anymore; it became the company’s mission and vision.

It started with five-cylinder models such as the 100 and 200, followed by the Quattro and its all-wheel-drive system. By then, Audi had established its own identity, and sales rose. But just as things were looking great, allegations of unintended acceleration hit the brand in the U.S. It didn’t help that 60 Minutes ran a damning segment showing a rigged car speeding up on its own and presenting it as the truth. Audi was eventually exonerated, but the reputational damage had been done.

60 Minutes never apologized, and the company had to pick up the pieces. Why Audi never sued is beyond us, but at its lowest point, sales plummeted to around 12,200 cars in 1991. Something had to be done, or else the brand would pack it all up and leave America for good.

Clean Slate

Audi’s lineup in the early ’90s consisted of the compact 80/90, midsize 100, and the V8, but following the unfounded unintended acceleration claims and an aging lineup, the company needed a fresh start. Audi would roll out a successor to the impressive but ultimately unsuccessful V8 first, then replace the 80 and 90.

Work on the 80/90 successor began in 1988 using the Volkswagen PL45 platform. Audi took six years to finish the project, and the result was the first-generation A4. Internally known as the B5, it made its world premiere in October 1994, mere months after the first ‘A’ Audi debuted in February that same year, the A8.

The first-generation A5 was, quite literally, a billion-dollar gamble, and the company banked on it to rake in sales in North America. It arrived at the right time, too, as BMW redesigned the 3 Series in late 1990 and Mercedes-Benz launched the successor to the 190E, the C-Class, in mid-1993.

Leaps Ahead

When the A4 was unveiled in 1994, it was a leap ahead of the 90 in technical specifications. Take the suspension, for instance: the A4 had double wishbones at the front, whereas its predecessor used struts. That said, the rear suspension design was still similar to the 90. Front-wheel drive models still came with a torsion beam axle, but the Audi A4 Quattro had a multi-link rear end.

But the design showed the world Audi was entering a new, bolder chapter that went far beyond the name change. Imre Hasanic penned it, and in many ways, it was a shrunken-down A8. Many of the styling elements from the flagship sedan made it into the compact executive. Developed under the watchful eye of Ferdinand Piëch, it prioritized quality and attention to detail.

Critical Acclaim

The motoring press eventually got behind the wheel, and the reception was very positive. It felt light years ahead of the 90, not just because of how it drove, but also because of how it was built. It was dubbed a benchmark in build quality and finish in its class. However, the U.S. would have to wait until late 1995 to get its hands on the A4 and see and feel it for itself.

Unlike the European/global versions, which offered a wide variety of four-cylinder gas and diesel engines plus a compact V6, the North American lineup was kept simple. It was either a 1.8-liter turbo with five valves per cylinder or a 2.8-liter V6. Quattro all-wheel drive was available for both engine choices.

Impressions from America reflected those in Europe, with magazines at the time saying it was more than a match for the almighty BMW 3 Series, and the only real complaint was the tight rear seats. That wasn’t something you could say about the A4’s predecessor. So, it won over the critics, but positive reviews don’t always mean huge sales. The engineers had done the work, but it was now time to convince the public.

The Start of the Turnaround

Audi’s strategy for the A4 in the U.S. sounded simple enough: offer more for less than the 3 Series and C-Class. To say it worked would be an understatement; the compact executive sedan would mark the start of the company’s rebirth and redemption in the U.S. market.

In 1995, Audi sold a total of 18,120 cars in the U.S. Come 1996, the company had sold 15,288 A4s alone, with about two-thirds equipped with all-wheel drive. The A4 had sold better in its first full year than the entire range combined in 1992, 1993, and 1994. It was the savior that the brand needed in America, and things were looking up. A4 sales rose to 20,671 in 1997, then to 26,625 in 1998, and 32,137 in 1999.

Here to Stay

In all those years, the car accounted for a good chunk of Audi USA’s sales. Enhancements and improvements over the years further boosted the car’s appeal. The 12-valve V6 gave way to a 30-valve unit, boosting output and putting it in the same ballpark as the higher-spec 3 Series and C-Class. Audi then added the Avant to the U.S. lineup, and while it was more of a niche model, it still contributed to the model’s overall success. And let’s not forget the addition of high-performance S4 models, offered in both sedan and wagon guises.

By 2000, Audi sales had returned to 1985 levels, just before unintended acceleration claims caused panic. The company had sold 80,372 cars in America, again, most of which were the A4 and its derivatives. Simply put, without the A4, Audi wouldn’t be in America today, and the U.S. wouldn’t have cars like the A8, RS 4, RS 6, R8, and more. It also would’ve relegated the brand to a bit player in the world’s luxury car market.

Five generations later, Audi rather bafflingly dropped the nameplate in favor of A5. The car that saved it in America wasn’t discontinued; it was renamed. That said, the transition hasn’t been as well-received, even if the car is genuinely good. Perhaps the next-generation should bring back the name, and it might do Audi good the second time around.

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One automaker hit hard in 2025, and 2026 is Porsche, with sales slowing over the past 2 years after record numbers in the years prior to the slump. Much has been written about why the famed German sports car maker has struggled recently, but it has also detailed how it plans to regroup and return to profitability.

Since Porsche remains a highly valuable company that produces some of the most sought-after cars, one future plan is to harness the enduring desirability of owning a very special Porsche.

Limited and Expensive

Automotive News reports that Porsche plans to pad margins by selling fewer models at much higher prices. Porsche Marketing and Sales Boss Matthias Becker said that focusing on more individual models through the brand’s exclusive bespoke departments, Exclusive Manufaktur and Sonderwunsch, enables Porsche to create additional revenue by selling cars at higher prices. During a press conference with the media this month, Becker said, “By expanding our core range of options and unlocking the full potential of Paint to Sample, we aim to increase option turnover per vehicle by around 20 percent in the midterm.”

For example, special Paint to Sample colors for a 2027 Porsche 911 Carrera cost an additional $15,050. If you want the full bespoke experience through Sonderwunsch, a paint job from their samples will cost you $32,940 for a 911. Becker also highlighted that Exclusive Manufaktur and Sonderwunsch give them 2 powerful, complementary growth paths. According to data, Porsche’s top 10,000 vehicles sold globally have an average price of around $304,000. Becker wants to increase that to nearly $400,000.

Above Sticker Sales

According to Ivan Drury, Edmunds’ director of insights, “Porsche does a lot of business by selling above starting [sticker price] in terms of higher trim levels, a la carte options and packages.” More data supports that idea, with average prices of configured or individualized Porsches at $128,663 in 2025, which is 31% up from 2019. Porsche has already begun this premium automotive drive with the introduction of the recommission program that recently finished rebuilding a Porsche Carrera GT to “back-to-zero” quality. That service alone cost the customer potentially around $500,000 to almost $800,000.

Meet the Lexus LBX, the tiniest SUV in the luxury brand’s stable – though you won’t find it on US roads. Launched in December 2023, this pint-sized hybrid crossover aims to pack all the Lexus plushness into a much smaller package.

Three years later, Lexus is giving the LBX a partial redesign, taking inspiration from the brand’s broader focus on driving refinement. Rather than introduce a major redesign, Lexus is focusing on chassis tuning, equipment, and additional exterior color choices.

Exterior and Interior Changes Keep Things Familiar

The biggest change in the exterior is a  new paint shade called Sou, with blue highlights that add a bit of depth and intrigue. Lexus is also mixing up the color palette: Relax and Elegant trims stick to single-tone looks, while Cool and Active grades get to play with two-tone combos and Black Mica.

Other than that, the LBX keeps its usual look and compact size, with only a few small changes. Inside, the updates are about convenience. All versions now come with a color head-up display, steering-wheel controls, and a drive recorder as standard. These features make daily use easier without forcing buyers to pick a pricier model.

Chassis Improvements Inspired by the RX

The more significant changes are underneath. Lexus has revised the thickness of the center crossmember to increase body rigidity and adjusted the shock absorbers’ valve characteristics to improve body control over rough roads.

The electric power steering gets a retune too, now offering lighter, more predictable feedback. Lexus even took the LBX to the Nürburgring for some serious testing, chasing that sweet spot between sharp road feel and cushy comfort.

The approach is similar to the refinement-focused work Lexus has applied to larger SUVs such as the RX, although the LBX’s mechanical revisions are specific to its own chassis.

Its hybrid powertrain remains unchanged, pairing a 1.5-liter three-cylinder engine with electric motors and an electronically controlled continuously variable transmission. Front-wheel drive is standard, with E-Four all-wheel drive available on selected grades.

No word yet on whether the LBX will make it stateside, and with Americans still loving their big SUVs, it might stay overseas for now. For now, the UX holds the small-SUV fort in the US, though its future is anyone’s guess at this point.

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.

Bugatti La Voiture Noire: $13.4 Million

A tribute to Jean Bugatti’s personal Type 57 SC Atlantic, the $13m La Voiture Noire is so disgustingly expensive that most people could live off the car’s price tag for the rest of their days pretty comfortably. It’s also the cheapest car on this list. The massive quad-turbocharged 8.0-liter W16 engine is derived from the one under the very expensive hood of the Chiron and produces a whopping 1,479 horsepower. It’s got six exhaust tips, wheels that look nothing like the ones off the Atlantic, and a longer, more rakish profile than the Chiron. It was also a one-off, so even if you had the cash, you can’t buy one.

Bugatti Brouillard: $20 Million (ish)

The Brouillard is another one-off Bugatti, though this one is so exclusive you can’t know what the car’s obscenely wealthy owner paid for it. At a guess, the car is worth some $7 million more than the already ridiculous La Voiture Noire. The Bugatti is part of its bespoke one-off service, which so many automakers at this level have also spun up. The brand’s version of the program is called Programme Solitaire. The product of it, the Brouillard, features a unique glass roof panel and is heavily based on the brand’s Mistral. A version of Bugatti’s 8-liter W16 makes 1,578 horsepower.

Bugatti FKP Hommage: $20 million (ish)

The second car in Bugatti’s Programme Solitaire, the FKP Hommage is exactly what it sounds like. We’ve reached the point where nostalgia for the early aughts is starting to emerge, and Bugatti is buying in with this tribute to the groundbreaking Veyron. Again using the brand’s W16 engine, the car’s styling elements pay tribute to the original Veyron, with rounder proportions and a unique interior intended to more closely recall the Chiron’s. Exact pricing is, again, unknown, but more than $20 million is a good guess.

Gordon Murray Automotive S1 LM: $20.6 Million

From the man who brought you the McLaren F1 comes… another McLaren F1. Gordon Murray knows what he’s good at, and the S1 LM is his own take on a modern F1 LM. Gordon Murray Automotive’s retro-ish revival uses a naturally aspirated V-12 with a six-speed manual transmission, with power estimates putting the V12 somewhere around 650 horsepower. The automaker says just five will be built, and allegedly, one hilariously greedy, mentally ill buyer has bought all five. I suppose the guy (and it could only be a guy) sold one of them at auction, where it brought in an astounding $20,630,000.

Rolls-Royce Boat Tail: $28 Million (ish)

Rolls-Royce used to be a coachbuilder, back when people literally used coaches. The Boat Tail marked a re-entry into bespoke coachbuilding and served as a successor to the brand’s 2017 Sweptail. The Boat Tail has a unique two-tone body, with its own “hosting suite.” That means a built-in umbrella and the obligatory champagne fridge. Rolls never announces pricing for these sorts of cars, but the above is a best guess.

Rolls-Royce La Rose Noire Droptail: $30 million (ish)

The Boat Tail’s successor, the La Rose Noire Droptail, is another laughably pricey coachbuilt car. The car is the first of four unique commissions, the rest of which will soon follow. This wears a totally exclusive hue – Ture Love – and could be worth as much as $35 million.

Since the ’90s, AMG has been shoving V8 engines in its C-Class, with the original C43 being the reason why we’ve always expected eight cylinders in the most potent Cs. Sure, there was the C32 AMG Kompressor, but Mercedes quickly rectified that with the C55 AMG.

Then came the W204 C-Class, and with it, the 6.2-liter V8 in the C63. The W205 had a downsized engine, but it still packed a 4.0-liter V8 with a pair of turbochargers. Then the W206 halved its displacement and cylinder count, replacing it with a plug-in hybrid system.

Yes, it made more power than the V8s, and yes, it was also faster. However, the soundtrack was clearly part of the C63’s appeal, not just outright speed. Simply put, people voted with their wallets and went to Audi and BMW instead. There’s no denying the electrified C63 stayed anchored in dealer lots, and it was put out to pasture earlier this year.

Course Correction

Mercedes-AMG has since admitted that it made a (massive) misstep turning the C63 into a four-cylinder plug-in hybrid. It has since promised to double down on V8s for the top performance models, and the new flat-plane crank motor is making amends for that. That engine debuted in the heavily updated S-Class, and it’s now in the GLE 63 and GLS 63, packing more power.

We can expect this engine to appear in the upcoming S63 as well. Also, Mercedes-AMG just unleashed the CLE Spezialanfertigung, effectively a CLE 63 with a proper V8 under the hood. It’ll be a limited-run model, though, but it marks the return of V8 power in a compact(ish) AMG.

Meanwhile, the C-Class has no V8 AMG on offer, but at least the brand is atoning for the lack of engines bigger than a four-cylinder. The C53 is coming soon, and it will use a turbo inline-six from the GLC 53, with an expected 443 hp and 443 lb-ft.

Comeback Confirmed

Mercedes-Benz chief technical officer Jorg Burzer recently spoke to Australian automotive media, and Drive noted that AMG is, indeed, working on a new C63 model. An electric C63 is already expected, but Burzer confirmed a combustion-powered version will also arrive.

That said, don’t get too excited just yet. It will be for the next-generation combustion-powered C-Class and not the current model. Still, the fact that it’s happening should be to the delight of AMG fans, but only if it will have the right engine, of course. More interestingly, the next C63 will adapt the same route as the BMW M3 with either pure electric or pure combustion versions, rather than following Audi with a middle-ground solution with the RS 5 plug-in hybrid.

Will the V8 Come Back?

Now that the C63 comeback is confirmed, it’s only natural to ask whether it will have a V8. Burzer was pressed by Australian media to answer, but the executive tried his best not to budge. He said, “I don’t want to talk about the future plans here, but there is [an] exciting future ahead of us.”

Still, the press were persistent, and when asked whether the flat-plane crank V8 will fit in the next-gen C-Class chassis, he jokingly replied, “I don’t know,” followed by, “I don’t know what these guys are doing at AMG.” It wasn’t long ago that AMG dashed hopes for an immediate return of V8 power in the C63, but recent banter between the media and the manufacturer is making us hopeful. If not the V8, a hotter version of the inline-six is possible. Anything but the plug-in hybrid four, perhaps.

That said, the new-generation C-Class is still a couple of years away, since the current model just got a facelift. Given that Mercedes model cycles last seven years, we might see what will presumably be called the W207 by 2029 at the earliest. It’s also worth pointing out that Mercedes invested heavily in making the new V8 Euro 7 compliant, so it probably won’t do any harm to offer it in more vehicles. It might even get a better return on investment after C63 fans were denied V8 power for the last couple of years.

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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Ferrari Luce: Pricing Is All But Irrelevant

Despite the controversial styling, the much-berated all-electric powertrain, and the obscene cost, throngs of speculative flippers, Icona Series hopefuls, longtime aficionados, and new customers are all sending money to Maranello to reserve a Luce; Ferrari says the EV hit its sales target in just two months, with China leading many of the orders. As the first all-electric Ferrari, the first vehicle designed by LoveFrom (through industrial designer Marc Newson and ex-Apple designer Sir Jony Ive), and the first Prancing Horse with five seats, the Luce is unique in many ways, and those revolutionary attributes contribute to the Luce’s appeal, even if a former CEO, purists, and hardcore enthusiasts renounce the car. In fact, Ferrari execs seem pleased with how much negative talk has surrounded the Luce. As they say, there’s no such thing as bad publicity.

Related: Ferrari Luce Leads The Most Controversial Car Reveals In Recent Memory

For your $560,800, the Luce offers a quartet of synchronous permanent-magnet electric motors, with output bias favoring the rear axle. Altogether, the Luce delivers up to 1,035 horsepower, which seems mildly excessive until you remember that EVs are heavy, and this one is no exception at 4,982 pounds, despite an all-aluminum body. 0-62 mph takes 2.5 seconds and 0-124 mph takes 6.8 seconds, though Ferrari could have made the EV even quicker. It chose against doing so and worked alongside NASA to help occupants retain their lunch under acceleration.

Autoblog’s Take

It’s remarkable that the U.S.-spec Luce is cheaper than the European one despite aggressive tariffs, but it’s still priced obscenely enough to make your accountant swoon. With more powerful, more expensive, and more advanced vehicles appearing at a frequency that sometimes feels impossible to keep up with, hearing that an all-electric Ferrari exists is no surprise. Hearing that it produces more power than a Bugatti Veyron barely raises an eyebrow. And hearing that it costs more than any other series-production Ferrari on sale today doesn’t even make you flinch. Whether it’s worth the money or not seems inconsequential – it’s a Ferrari, and no matter what it’s powered by or how it’s priced, that storied yellow shield seems incapable of dissuading monied buyers.

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 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).

Note: Figures based on Q2 sales 2026

Buick Enclave: 22,203 units

The Enclave isn’t *really* much of a luxury car, and it occupies a fitting spot: the tenth best-selling luxury car in the US. It’s basically a really nice Chevy Traverse, but it’s also cheaper than proper luxury rivals like the MDX and Infiniti QX60, one of which is, clearly, not doing as well (the MDX can be found further down). The Enclave is a solid starting point, but it certainly doesn’t rise to the luxurious heights of other SUVs on this list.

Volvo XC90: 22,538 units

The Volvo XC90 is pretty inside and out, and does that luxury SUV thing where it’s really nice to live with, but without being ostentatious. There’s also a lot of standard safety features, but the over-reliance on touch controls is a drag, and so is it’s ride, which isn’t quite as smooth as rivals. The bottom line? The XC90 is a solid SUV, and despite its age, it still feels relevant.

Acura MDX: 24,102 units

A segment stalwart, the MDX still stands out thanks to its fun styling, good driving dynamics, and solid interior tech, the latter of which is a much-needed change over at Acura. However, the MDX’s fuel economy is holding it back, and like the Volvo, so is its cramped third row. It also doesn’t nail luxury like pricier German alternatives, but it stands out by being one of the sportier options in its class.

Lexus TX: 28,112 units

Funny enough, for a luxury car, the TX’s biggest selling point is value. The long list of standard features is great, and so are the upscale interior touchpoints. The biggest benefit for families, though, is the generously sized third row, which is large enough for adults. Still, the TX is pretty slow, which is annoying given its size. The trade-off results in a luxury SUV that’s comfortable to drive, but certainly not fun.

Lexus NX: 30,763 units

The Lexus NX is a little smaller than the TX. Its compliant ride, Lexus-worthy interior furnishings, and, like the TX, long list of standard features help the smaller SUV stand out. Like the TX above, it is also very slow, which is not so great. The F-Sport trim is also pretty sauceless, which is frustrating given this is supposed to be the SUV’s sportiest trim. The NX isn’t the hottest SUV out there, but its smooth ride and excellent cabin do help make up for it.

Mercedes-Benz GLC-Class: 34,895 units

The GLC is another segment benchmark, with a supremely refined driving experience matched by an excellent interior. More than that, the GLC is a looker, which is something the Japanese options have struggled with in recent years. It’s got some problems, like crappy touch-sensitive haptics and some out-of-control options pricing, but the GLC is arguably the best of Mercedes-Benz at this price point.

Mercedes-Benz GLE-Class: 37,008 units

The GLE is basically a bigger GLC, and it acts like it. The GLE builds on that success with more powertrains, but it also maintains the excellent and luxurious interior found in the smaller GLC. Its ride is a bit sharper, though, which is something rivals capitalize on, plus that long list of options can add up quickly.

BMW X3: 37,761 units

The BMW X3 is the GLC’s chief rival, with tyipcally BMW benefits to it. That means a sharp, responsive chassis (for an SUV), and potent powertrains. That’s very true of the M50 version, which clears 390 horsepower. The rest of the lineup also isn’t bad on fuel. The styling leaves a lot to be desired, as does its infotainment, but it’s hard to fault the X3.

BMW X5: 41,554 units

The BMW X5 boasts some seriously excellent road manners, with a satisfying driving character to it. The big V8 feels special, while its turbocharged inline-six feels refined in a way engines from rivals don’t. While it’s not as fun as the smaller X3, the X5’s focus on luxury makes it a top seller, and one that’s due to stick around near the top of the charts for some time yet.

Lexus RX: 59,904 units

The RX is an attractive, reasonably priced SUV that prioritizes a comfy, plush cabin and ride over bells and whistles. Where others fall victim to this, the RX does not (even if its powertrains are also unfortunately slow). The premium cabin is another upshot, though, and like many of the brand’s other luxury models, the RX manages to really nail luxury without paying much attention to anything else.

2027 Bentley Continental GT Supersports Convertible Looks Menacing

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Besides the fabric roof, the GT Supersports Convertible looks nearly identical to the coupe, but that roof makes all the difference. While the coupe has a shallowly raked rear windshield that gracefully culminates just short of the rear spoiler, the fabric roof on the convertible is flatter on top and drops away more sharply, with a steeper rake and thus a smaller rear window. Where the coupe’s roof ends, the convertible has a shutline for the panel that conceals the roof-folding mechanisms, and in profile, the effect is almost longtail-like (or perhaps even pickup-like?). That brings us to the other obvious change over the coupe: the side-skirts. Although the convertible has the same cutaway front bumper with aero flics directing airflow over the front wheelhouses, the drop-top seen here is missing the carbon fiber barge boards and skirts behind the wheel arches. That said, this is the first sighting of the Supersports Convertible, and it’s quite likely that more advanced prototypes will appear with new fenders and rocker panels. In every other respect, however, from wheelbase to overhangs, the Convertible is a dead ringer for the hard-top, retaining recessed bodywork aft of the rear wheels, a very chunky trunk lid spoiler, and sharp exhaust tips in an angular diffuser panel.

Bentley Conti GT Supersports: Big Power, Regular Battery

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The Bentley Continental GT Supersports Convertible is expected to have the same powertrain figures as its hard-top sibling, which means the drivetrain sends power exclusively to the rear axle through an eight-speed dual-clutch automatic and an electronically controlled limited-slip differential. And instead of a plug-in hybrid setup generating the juice, the Supersports relies on a 4.0-liter twin-turbocharged V8 developing 657 horsepower and 590 lb-ft of torque. Since the Convertible adds extra weight in the form of an electronic folding fabric roof, it’ll likely fall slightly short of the coupe’s 0-62 mph sprint time of 3.7 seconds, though the 192-mph top speed may carry over. Carbon-ceramic brakes, 22-inch forged wheels, and a titanium exhaust system from Akrapovič will also appear in the two-seater. Bentley offered just 500 Supersports coupes, but it remains to be seen whether the automaker will increase, maintain, or decrease the level of exclusivity with the Convertible. We’ll bring you more info as we get it, but we assume production will begin before the end of 2026 for the 2027 model year, and pricing will likely exceed the coupe’s near-$500k asking price.

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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.

If you make a list of the best high-performance sedans, cars like the BMW M3 will inevitably appear, regardless of generation. The thing is, there are far more great performance four-doors out there, and we say the Giulia Quadrifoglio deserves to be there.

And what’s not to like about the Alfa Romeo? It’s got a Ferrari-derived engine wrapped in a sedan package, effectively making it a modern-day Lancia Thema 8.32. The difference is that the Giulia Quadrifoglio is rear-wheel drive, so you can get genuine tail-out action from it. It also helps that its chassis is genuinely well-balanced and the steering is wonderfully communicative.

A Solid Foundation

The Giulia Quadrifoglio is a great driver’s car, so it’s no surprise that its platform has been used in pretty special builds over the years. A recent example is the 55-SGT that turned the Giulia into a homage to the 155 DTM from the ’90s. Even Alfa Romeo had fun with the platform when it built the Giulia SWB Zagato as a one-off for a very special client.

Now, another coachbuilder wants to turn the sport sedan into something completely different. The coachbuilder’s name is Castagna Milano, and it reckons it can build a roadster out of the Giulia Quadrifoglio.

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The Plan

Castagna Milano has been around for nearly 180 years, evolving from building horse-drawn carriages to cars. It’s no stranger to bespoke vehicles, so building a roadster from a sedan is well within the company’s wheelhouse. The unique car doesn’t have a name just yet, but it should be revealed in due course.

That said, Castagna Milano needs a backer to make the project move forward. What you’re looking at isn’t the final product, but a 3D render of what it could look like if the build is allowed to proceed. But while we wait for that to happen, the coachbuilder has laid out some details of the car.

Its floorplan will be based on a Giulia, but the body on top will be completely different. The dash-to-axle distance has been stretched by nearly 13 inches, pushing the front seats back closer to the rear wheels. The design is bespoke, with a soft top for a true classic vibe. As for the engine, it’s the same Ferrari-derived 2.9-liter twin-turbo V6, so we’re expecting at least 505 hp and 443 lb-ft of torque. All it needs now is someone to fund this one-off project so it can hit the road.

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

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

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

The Other Solution

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

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

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

More than Enough

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

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

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

Market-Dependent

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

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

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

Powertrain and Performance

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

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

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

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

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

Exterior and Interior Design

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

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

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

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Technology: Lovely Hardware, Occasional Frustration

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

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

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

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Driving Through Malibu in the Rain

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

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

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

Final Thoughts

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

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

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

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

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

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

While the 1 Series hatchback has never been offered in the U.S., as it was only offered as a coupe across the Atlantic, it’s a car that’s been a hit for BMW in Europe for over 20 years. In some countries, it’s even the German automaker’s best-selling model, and understandably so. It’s much cheaper than a 3 Series and serves as an entry point into getting a BMW into one’s driveway.

The first two generations were fun little cars, mainly because those were still rear-wheel drive. However, in the company’s own research, a vast majority of owners didn’t really care, or even know, that the car was rear-wheel drive. To boost practicality and interior space, the third-gen shifted to a Mini-based front-drive chassis. While it’s sad it lost its tail-out capabilities, the added room helped further boost sales and made the car even more relevant. At least the 2 Series retained its rear-drive layout.

Nonetheless, the 1 Series serves an important role in the BMW lineup, even as the X1 has consistently outsold it in several markets.

Before the 1 Series

That said, the 1 Series isn’t BMW’s first mass-market hatchback. That title belongs to the 3 Series Compact, specifically the E36/5. Introduced in March 1994, it was intended to do exactly what the 1 Series would 10 years later: offer a more attractive and affordable entry into the brand.

Two generations of the 3 Series Compact were made, but only the first-generation made it stateside. And while the first one looked like an E36 coupe with its tail chopped off, it used a good chunk of E30 parts to keep prices down. It was successful enough to merit a second generation, although the E46/5 didn’t make it to the U.S. because its predecessor didn’t meet sales expectations.

In two generations, the 3 Series Compact was only available as a two-door. However, that didn’t stop BMW from toying with a more practical four-door version. Tucked away for decades was a prototype that, ultimately, didn’t get the board’s approval.

The Four-Door Compact

BMW Classic recently let Retro Garage Official take a look at a unique, one-off car. For the first time ever, the four-door E36/5 3 Series Compact made its public debut, showing BMW’s initial attempt to gain more share in the so-called Golf class.

Instead of just slapping on rear doors on the Compact, this one is based on the 3 Series sedan. But, like the two-door, this one has a big chunk of its rear chopped off, and there’s a tailgate instead of a trunk lid. The prototype is based on a 316i that, apparently, used to be Boston Green but has since been repainted to Hellrot (Bright Red).

The car itself is a bit of a mishmash of parts. Apart from the tailgate straight from a Compact, the dash is also from the smaller version. The doors were, quite clearly, from the sedan, and it has wind-up windows on all four corners. Oddly enough, they kept the power-window switches, along with the seat-heater button. It wasn’t fancy or any of that, but it’s a functioning car.

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Not Approved?

Obviously, the car never made it to production, but why? No exact reason was given, but cost may be the likeliest factor here. It might have been priced too close to the sedan, making the idea of a more attainable entry-level model moot.

Also, the E36 3 Series didn’t have the most generous trunk space, and while the rear seats could’ve been folded down, cargo capacity might have been microscopic with all seats up. Developing it would’ve cost BMW even more, as the structure would’ve needed more reinforcement than a two-door compact. BMW might as well build an entirely new car rather than work with the E36 platform to try and make it work.

But while BMW didn’t approve the four-door 3 Series Compact, it still liked the idea. You can think of it as the precursor to the 1 Series, and to some extent, even the 2 Series. It opened the possibility of BMW offering something smaller than a 3 Series, and it’s been a success for the brand ever since.

By the early 2000s, Lexus had two SUVs in its stable, namely the LX and RX. But by then, the luxury SUV market was growing, and there was a clear need for a third model. That became the GX, giving Lexus a second leather-lined off-roader.

It’s been over 20 years since that model debuted, and we’re now in the third generation of the midsize SUV. The current version premiered in late 2023 for the 2024 model year, adopting a boxier look like the 250 Series Toyota Land Cruiser. As it’s still a pretty fresh model, it hasn’t been facelifted yet, but it’s benefitted from a few updates.

2026 Lexus GX Lease Deals for October

Lexus doesn’t have national lease deals for the GX, so you’ll have to enter your ZIP code on the official website to find offers. After scouring around, we found that Florida has some of the more ‘affordable’ leasing rates for this model. In this case, it’s the Premium trim, and it’s $749 for 36 months, with $5,999 due at signing.

For those who live on the West Coast, there’s good news as the exact same deal is being offered in California. Do note that not all states have lease deals for the GX. As usual, mileage is limited to 10,000 per year, with a penalty of $0.25 per mile exceeded. The offer is valid until November 2, 2026.

2026 Lexus GX Highlights

The 2026 Lexus GX is offered in six trims with prices ranging from $68,335 to $84,300. The variants start with the Premium and Premium+, followed by the Overtrail and Overtrail+, and topped by the Luxury and Luxury+.

No changes are expected for the 2026 model year, but it’s worth noting some standard features. All GX trims come with four-wheel drive, Lexus Safety System+ 3.0, wireless Apple CarPlay and Android Auto, power tailgate, and LexusCare. Do be aware that the Overtrail and Overtrail+ models cannot be specified with three-row seating. For that, you’ll have to go for Premium and Premium+ or Luxury and Luxury+

You can have any engine you want in the 2026 GX, as long as it’s the 3.4-liter twin-turbo V6. It makes 349 hp and 479 lb-ft of torque, and it’s something its lesser cousin, the Land Cruiser, doesn’t have. A hybrid version is reportedly in the works.

Final Thoughts

If you’d like the Toyota Land Cruiser but bemoan the lack of a six-cylinder option, the Lexus GX is the only way to go. Yes, it’s more expensive, but the grunt from the two extra cylinders is well worth it. On top of that, you get a plusher-feeling cabin that offers a more elevated ownership experience. The GX is one of the few high-priced SUVs that will still happily play in axle-deep mud while still delivering a truly luxurious feel.

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.

The shape, the look, the feel of this thing screams classic. I’ve always had a soft spot for BMWs for some reason, and this represents a high watermark from one of the brand’s most formative eras. A luxury sports car with a big inline-six at the front, driven wheels at the back, and four seats between, the CS is emblematic of a formula the Bavarian automaker has been trying to hone for generations.

The Numbers

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Inarguably, the most critical aspect of that formula is one of the brand’s many straight-six engines. The real ball-knowers call this one the M30, an evolution of an earlier version with less displacement. This one, as the name implies, comes with a full three liters of it. No replacement, and so on. Power, as a result, is a surprisingly modern figure: 200 horsepower and 199 lb-ft if yours is fuel-injected, or 178 hp and 188 lb-ft if it’s carbed. You also got your choice of three-speed auto or four-speed manual. Thank Christ this is the latter.

Don’t Call The CS “Old”

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Depending on the vintage, these cars weighed somewhere between 3,050 pounds and 3,200 pounds. That means even by today’s standards, the old BMW has some get-up to it. There’s a surprising rush of torque, especially given this is just a four-speed. The clutch is twitchier than newer cars, but get out of it and onto the gas, and the reason for owning one of these becomes increasingly clear as the revs rise.

The strong, easy pull of the M30 is something a fella could become partial to, and that’s omitting the noise. That BMW sound is in full force here, and suffice it to say, words don’t do justice.

Tipping the car into a corner, I was surprised at how easily it set to the task, with the four-wheel independent suspension feeling shockingly modern given I’d just climbed out of a new Miata the day before. Sure, you feel like the whole thing is going to tip, but it doesn’t, and the steering is communicative despite how much play there is in a car this old.

Similarly, the brakes feel surprisingly modern. They’re damn heavy, but one ought to expect a little more work given the age of the car. With discs at all four corners, I couldn’t imagine how impressive this thing felt 50-some years ago. Hopping off the brakes and back to the gas, the 3.0 exits corners gracefully, and while it’s definitely not in a rush, you could have plenty of fun in one of these on a nice back road without feeling like you’re holding up traffic.

The 3.0 CS Is More GT Than Sports Car

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It’s worth pointing out that this is the cruiser of the BMW lineup at the time. The little 2002 was more of a sports car, but the 3.0 is still plenty fun. Chill out and start cruising around, and it’s a lovely experience. The interior is nice, even given the ’70s plastics. The seats are beautifully upholstered, plenty comfy, and while there’s basically zero bolstering, you’ll be too busy catching a big ol’ vibe with the windows down to care.

There’s a shocking amount of visibility, as in all cars from the 20th century and prior, and I’d imagine this would be an immensely fun car to take a road trip in thanks to the cushy ride, big trunk, and plush seating.

Classic Looks In And Out

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Given its 1971 vintage, it’s evident this car is more of a midcentury vibe than cars that would succeed it. The gentle curves, even the one in the windscreen, chrome accents, and thin pillars (with obligatory Hofmeister kink at the rear quarter window) all attribute themselves to the swinging ’60s. I’ll be the first to put up my hand and claim a BMW bias, but it’s hard to argue with what’s going on here even if I weren’t inclined.

The story inside is the same. The low dash and ample glass mean it feels like you’re sitting atop a car rather than in it, and the shifter feels sort of low in the car, either as a result of this or the high seats. The center console sets the precedent for BMW interiors all the way up to the E46 generation 3 Series, with window switches flanking the shifter and a litany of physical controls.

Final Thoughts: BMW’s 3.0 CS Is A Well-Loved Classic For A Reason

There’s very little to complain about here. Time does this thing to old cars, where they seem to get better the further removed they are from the constraints of their day. I have no doubt someone’s period test drive of this has some nitpicks to it, but it’s tough to point out objective flaws in something that’s become more than just transportation. I guess the shifter is pretty ropey? Truly, that’s about it. The bones are here, and you can see why BMW is still making sports cars within this format more than five decades later.

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

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

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

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New Hybrid Systems Bring More Power and Better Efficiency

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

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

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

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

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Sharper Styling, a Quieter Cabin, and More Technology

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

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

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

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

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Pricing and Availability Remain Under Wraps

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

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

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BMW is banking more on software-defined vehicles, and a lot of resources are needed to keep up with the rapid pace of development these days. With that, the company will be leaning more on AI to speed up the rollout of its next-generation models.

So, what will BMW AI cover? Early part of vehicle development, for starters, which should save a lot of time and avoid trial and error with full-size prototypes. Apart from initial technical requirements, AI will also handle virtual road tests, crash testing, and even release. The human element will be checking and monitoring before the prototypes are sent out for real-world testing.

A Leaner Operation

With AI taking on multiple roles, BMW also announced it will cut human jobs. The company aims to reduce its headcount significantly before the end of 2027. The BMW Group reached an agreement with its Works Council in July on the matter, and it will offer a voluntary severance package.

In its own words, BMW said “By the middle of next year, the BMW Group will reduce the number of divisions and associated management roles by 20%, with a comparable reduction at the organisational levels below.” It’s estimated that 8,000 jobs will be displaced by the move.

The Severance Package

Now, we often don’t know about severance packages in layoffs. That said, a report from German newspaper Handelsblatt mentioned that the offer was too good to pass up. How much, you ask? Try up to €650,000, or nearly $730,000

Perhaps unsurprisingly, many took the offer, as that would make for a pretty big parting gift from BMW. It can be paid in a lump sum or in monthly installments, and those aged 55 and up are entitled to retirement benefits. There’s also an offer to buy the company car, presumably at a depreciated price, and those in higher pay grades can buy two if they wish. For those who still want to find pastures outside BMW, the company will even provide recommendation letters to make the job hunt a little easier.

It sounds like BMW is spending loads of money, but paying for everything now should mean greater savings in the long run. On the employee side, it’s never easy facing a job loss, but the company made it temptingly easy to take the way out. Aside from layoffs, BMW is also streamlining its vehicle range, and niche models might take a while to come back, if ever at all.

It’s been a couple of weeks since the BMW G50 3 Series reveal, and there’s been no shortage of topics surrounding it. No, we’re not talking about the i3, but rather the combustion-powered version. Let’s be honest: that’s the one more people will still buy, but even if the gas and electric versions look similar, they’re totally different under the skin.

Either way, the design leap from the outgoing model has been pretty shocking. BMW wasn’t kidding when it said the Neue Klasse era would be very different, and it is. So far, opinion on it has been divided, with some calling it a handsome-looking car, and others typing the usual comments of ‘it’s ugly’ and ‘BMW has lost its way.’ Mind you, this happens nearly every generation.

This isn’t the first time a redesigned 3 Series has split opinion. For those old enough to remember, the reactions were also divided about 20 years ago when the car became Bangle-fied.

Before Neue Klasse, there was Bangle

The uproar over new BMW design is far from new. Go back to 2001, and the world was greeted by the E65 7 Series. Critics were far from pleased with the design, and fans of the brand called for the resignation of then BMW design chief Chris Bangle. It got so bad that Bangle was actually getting death threats at the time, even if it was Adrian van Hooydonk who actually penned it.

Then came the E60 5 Series, which premiered two years later. While the comments weren’t as brutal as the 7 Series, the design was initially met with, let’s be honest, hate. That said, the car has aged wonderfully, and it still surprises some people that it’s over 20 years old now. Its backstory is interesting, too, as Chris Bangle and the design team kept the design as a way to honor the person who sketched it, Davide Arcangeli. Arcangeli sadly never saw his creation come to life, as he passed away in 2000, well before the car’s unveiling.

Either way, the reception towards the new-age BMWs wasn’t the warmest. With that, people were understandably worried about how the next-gen 3 Series would pan out. If folks at the time felt BMW could do that with the 5 Series and 7 Series, what stopped the brand from doing the same with the beloved 3 Series?

An Unenviable Task

Redesigning the BMW 3 Series was, and always will be, an unenviable task. Still, it had to be done, and it also had to follow the form of its bigger brothers. The challenge was: how do you make the 3 Series revolutionary without alienating its rabid fanbase? That task fell to Joji Nagashima, and if you’re familiar with BMW lore, the man is a legend for the E39 5 Series.

With that, Nagashima took the flame-surfacing elements from the 5 Series and 7 Series and made them work in a smaller body. The result was a massive jump from its predecessor, but it still looked in tune with the rest of the range. Now, for those who say they loved it the first time they saw it, we can believe you, but there were still scathing comments.

That said, the BMW E90 3 Series probably got the least backlash in the early Bangle era, possibly because people’s eyes were starting to adjust to the designs inside and out. It wasn’t spared from criticism, especially as it came right after the much-loved E46. But, like the E60 5 Series, it got better over time.

Deja Vu

21 years after the E90 came out, the 3 Series is at a crossroads yet again. The G50 is getting the same kinds of comments its grandfather got, with some saying the car was butchered. Like the E90, the G50 replaced a design that was universally loved both inside and out, and the radical new look was bound to draw some flak. If anything, this new era of BMW is taking us back to the days of Bangle-led design, but now, there’s more noise because of the internet’s even greater reach.

Now, we’re not forcing anyone to gaslight themselves into liking the way the G50 looks. However, you can’t deny the parallels with the E90. You can love the E90 and hate the G50, and that’s a valid take, but we’re also old enough to remember how the E90 was first received.

Our take? We say give the G50 a chance the same way the E90 was allowed to let its talents shine. If people who didn’t like the E90 when it first came out eventually changed their minds, we might see the same with the G50.

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Early off-road vehicles mounted spare tires on the tailgate, and it wasn’t for aesthetics. It was mainly for accessibility, keeping departure angles high, and freeing up space in the cabin. But over the years, many automakers have moved SUV spare wheels back under the chassis, under the floor, or not give one at all.

A few holdouts still keep the spare mounted on the tailgate. One of them is the Land Rover Defender, and its spare stays there for function. It just so happens that it looks good, all while staying true to tradition.

Not Everyone is a Fan

Of course, some people wouldn’t like a tailgate-mounted spare. Some reasons for not liking that is the weight it puts on the door, the slightly obscured rearward visibility, and the higher cost of repair should the SUV be rear-ended. Still, some people like the Defender despite that. The aftermarket has offered spare delete kits.

It’s been popular enough that Land Rover is now offering the same straight from the factory. Yes, you heard that right: you can now choose the tailgate spare tire delete before you take delivery of your Defender. There’s no price for that delete kit yet, and it’s unknown whether the option will be offered outside Europe. We reckon it will be, but there’s no official word from Land Rover North America.

The Catch

For those interested, there is a bit of a catch here. Aside from the yet-to-be-determined price and stateside availability, the spare delete kit isn’t available on all Defender body styles, at least for now. According to Motor1, this is offered on the two-door 90 model, and it wasn’t mentioned whether the four-door 110 and three-row 130 will get this option down the line.

That said, dropping the spare does make the Defender 90 even more maneuverable. It wasn’t mentioned if the spare is simply relocated or thrown out altogether, but that’s something to keep in mind if you plan to hit the trails with it. Mind you, the spare delete doesn’t change the tailgate layout, so it’s still a swing-out affair like the standard 90, but at least it’s a little less bulky.

That all became especially apparent on British Columbia’s picturesque Sea-to-Sky Highway—my all-time favorite driving road—where the Genesis seemed to filter the outside world with remarkable judgment. A gentle rush of ambient wind remained audible over the wing mirrors, enough road feel still came through to my hands to keep me informed, and its suspension softened the pavement beneath me without compromising control. I enjoyed driving it smoothly enough that simply getting somewhere became an enjoyable part of the day instead of a chore. And when I turned things up a notch, the G80 handled spirited drives with as much composure and gratification as it did when driven like a chauffeur.

Of all the Genesis models I’ve driven, the G80 might offer the most convincing balance of everything the brand does so well these days. It feels more substantial than the bread-and-butter GV70, yet its luxury remains approachable in a way the more grandiose G90’s sometimes doesn’t. In other words, it’s something of a Goldilocks Genesis, and the Prestige Black spec adds yet another layer of richness. That impression may have sprouted from how satisfying it was to drive, but a luxury sedan’s appeal has to extend to the moments spent just sitting in traffic, adjusting the climate controls, or getting comfortable on a longer journey. Over my week spent with the G80, those everyday details helped explain why this particular Genesis resonated with me so strongly, while also exposing a few areas where its flagship aspirations deserved closer scrutiny.

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Powertrain And Driving: Making Every Input Count — 9.5/10

When I reviewed the Genesis GV80 Coupe 3.5T E-SC earlier this year, its calibration felt a bit jolty at lower speeds, especially compared with the G90 flagship sedan, which shares its electrically supercharged V6. I found none of that awkwardness in the G80, which, for clarification, omits the electric supercharger. Its twin-turbocharged 3.5-liter V6 feels so naturally suited to this application that it’s easy to imagine Genesis designed the engine specifically for it. Easing onto the throttle produces a progressive, satisfying build of power, with the whole experience feeling as richly indulgent as miso sablefish melting in your mouth. Lean harder on the accelerator, and dessert arrives; all 375 horsepower and 391 lb-ft of torque make their presence known quickly. Still, the G80’s appeal extends well beyond its ability to gather speed. The relationship between what you ask of it and how it responds makes even modest acceleration enjoyable, while the eight-speed automatic lets that smoothness carry through the experience at any rate of acceleration.

The suspension contributes just as much to that impression. Its Road Preview system uses a forward-facing camera and navigation information to anticipate the road ahead and adjust its damping, but from the driver’s seat, what impressed me most is how thoughtfully the outside world reaches you. Enough sensation remains to keep you involved, while the rougher edges are effectively dulled. Subtle wind noise rushes over the wing mirrors, providing ambient white noise without letting in so much that it feels unrefined, and although its suspension eats up bumps and bruises and offers cloud-like ride quality, the steering still communicates road feel clearly and, specifically in Sport mode, offers impressive feedback for an electronic steering system. I eventually settled on a custom My Mode configuration combining Sport steering, Comfort suspension, and Smart powertrain settings, and it captured what I appreciated most about the whole car: satisfying control over its movements, a supple ride, and power delivery that suited my driving style no matter what mood I was in.

Balancing comfort and performance effectively is hardly unique to the G80, and is ultimately a necessary achievement for any modern luxury automobile to be worthy of consideration. But what stuck with me was how consistently its character carried through both ideals. I never felt that it needed an exaggerated response to make a normal input seem exciting and engaging. Instead, it reminded me of the deeply satisfying interaction I associate with older German luxury cars, and sometimes miss in their modern counterparts, and that same emphasis on natural experience is perhaps best demonstrated by its cabin.

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Technology: Modern Features, Familiar Pleasures — 9.0/10

Genesis’ approach reminds me of a beautifully made hi-fi amplifier: modern electronics do the complicated work, while tactile, well-crafted dials make interacting with them feel rewarding and familiar, and in a luxury car, operating it ought to be as pleasant as looking at it. The G80’s 27-inch OLED display is sizeable, but the rotary infotainment controller and separate climate panel keep it from becoming the sole point of interaction, unlike in many of the sedan’s contemporary rivals.

Although the climate panel is touch-sensitive, its dedicated layout preserves a welcome sense of familiarity, and its rapid responsiveness and quick-serving haptic feedback leave little to criticize. The 18-speaker Bang & Olufsen system was every bit as impressive as the GV70’s, making music a memorable part of the experience. Wireless Apple CarPlay gave me some minor trouble at first, but those problems somehow disappeared after the first few hours. It worked without issue for the rest of the week, allowing the technology to settle into the background and letting me enjoy the drive.

Exterior Styling: A Luxury Sedan With Its Own Identity — 10/10

Despite wearing one of the prettiest contemporary luxury automobile design languages out there today, the G80’s proportions still do most of the talking here. Its long hood, flowing roofline, and gently sculpted flanks give it the presence I want—nay, insist upon—from a luxury sedan, while the two-line lighting establishes an identity that feels unmistakably Genesis. I also can’t help but feel the stacked headlights subtly nod to the W211 E-Class, which featured horizontally detached quad headlamps, and shares much of its spirit with the G80.

Against my tester’s white paint, the Prestige Black’s darkened grille, window surrounds, and 20-inch wheels give those softer curves a more assertive edge. The contrast highlights the shape, and the simple Genesis lettering across the rear keeps the tail clean and composed. What I appreciate most is how cohesively these details belong together. The G80 looks distinctive from almost every angle, with enough visual detail to reward a closer look. Its sense of occasion comes from the innovative, boundary-pushing artistry behind modern Genesis design, and that uniquely intriguing language bleeds into the experience of ogling the G80 from near or far, making you proud to stand next to it, and even prouder to call it your own. I couldn’t stop myself from staring whenever I had the chance, and I have no notes. To my eyes, this is one of—if not the—best-looking vehicles on sale today.

Interior And Practicality: Almost Flagship Luxury — 9.5/10

The G80’s cabin backs up my Goldilocks claims with the most substance. Black Nappa leather, patterned stitching, and black ash wood give the Prestige Black a moody, atmospheric feel rather than a dimly-lit, dull one. Variations in grain, sheen, and texture add subtle depth to the dark palette, while the controls and touchpoints reinforce the same sense of care I appreciated in its driving manners. The low driving position and outward visibility also add to the appeal, and I could enjoy the scenery along the Sea-to-Sky while feeling comfortably sheltered from the journey’s less pleasant elements. For its 2027 model year, the G80 Prestige Black also adds a heated front-center console armrest, giving its Mercedes-outdoing ambitions even more teeth than before.

As for practicality, the G80’s 42.2 inches of front legroom and 38.7 inches of rear legroom both exceed the BMW 5 Series, Mercedes-Benz E-Class, and Audi A6, giving its almost-flagship ambitions some practical substance. Luggage receives a less generous allocation of space, though: its 13.1-cubic-foot trunk is smaller than the BMW’s and Audi’s, although slightly larger than the Mercedes’. My only real disappointment inside the cabin was the driver’s Ergo Motion seat, advertised in some material as a massage seat but not quite one to full effect. Its adjustments to support and posture never delivered a substantial massage experience, and the front passenger gets no equivalent function. The G90’s more comprehensive massage features really make the omission stand out. It’s a first-world complaint, certainly, but in a top-spec luxury sedan, buyers pay for these small indulgences. At least it features soft-closing doors. Very swish.

Value: A Premium Price With Substance To Match — 9.0/10

At $80,150 before freight, or $81,695 delivered, the U.S. Prestige Black has graduated beyond the easy “cheaper than the Germans” argument, and I think that’s for the best. You no longer buy a Genesis because it offers the same for less; now you buy a Genesis because it offers more for the same. The six-cylinder Audi A6, BMW 540i xDrive, and Mercedes-Benz E 450 4MATIC start at $64,900, $67,700, and $73,700, respectively, before freight, but those numbers don’t reflect fully equipped models, whereas the G80’s figure does. Equipment makes the comparison much more interesting. The G80 includes Nappa leather, B&O audio, a head-up display, and Road Preview adaptive suspension. Mercedes charges $2,990 for Nappa, $3,400 for Pinnacle trim, and $3,200 for AIRMATIC; those options alone push the E 450 past the Genesis’ starting price, not to mention the many other add-ons you can choose. BMW’s $2,500 Driving Assistance Professional and $1,350 Luxury Seating packages also narrow the gap. Nevertheless, an A6 advertised with Executive and Driver Assistance packages at a $76,065 MSRP shows that Genesis doesn’t automatically win on price, but it’s at least upfront about offering a top-end luxury experience without cash-grabbing on the order sheet for features most people automatically expect in a vehicle of this caliber.

Running costs might temper all that enthusiasm a bit, though. The G80’s 18-mpg combined rating trails the 540i’s 28 mpg by a long way, costing approximately $1,190 more annually at 15,000 miles and an assumed $4 per gallon. And, yeah, filling it up at the end of the week made my wallet wince. On the bright side, U.S. buyers receive three years/36,000 miles of maintenance and a ten-year/100,000-mile original-owner powertrain warranty; Canadian scheduled maintenance runs five years/100,000 km. Ultimately, I still think the Prestige Black’s $1,000 premium over the 3.5T Sport Prestige feels reasonable for the added finishes I appreciated every day, and even if the four-cylinder G80 is a far more sensible money-saving alternative, I’d still opt for this V6’s richness and the Black’s presentation if I ever found myself in a Genesis showroom with an order book in my hands.

Overall Verdict: Genesis’ Goldilocks Luxury Sedan — 9.4/10

To loosely paraphrase Ryosuke Takahashi from Initial D, “The key to success isn’t power, it’s balance.” It seems Genesis’ development team has been brushing up on its anime, then. And it would have to, wouldn’t it? After all, the Genesis G80 had to pick things up from where the Lexus GS and Infiniti Q70 left off. It began as little more than an Asian-brand alternative to a European delicacy (the executive saloon, that is), but as its Japanese rivals bowed out of the longstanding segment altogether, it leaned even further into its own individuality. It stopped attempting to recreate a simulacrum of a distinctly Western experience from an Eastern perspective, and instead learned to celebrate its uniqueness through style, feel, and carefully curated nods to historical inspirations.

That keen sense of balance makes the G80 my Goldilocks Genesis: even more special than the lovable GV70, indulgent enough not to miss the exquisite G90’s added grandeur too much, and rewarding enough to make the long way home feel like time well spent. Its thirst, and perhaps its underwhelming massage function if I’m being picky, leave room for improvement, but neither overshadowed how much I enjoyed the whole experience. It all brings me back to the W211. What I cherish so much about cars like that is how satisfying they make the not-so-sexy business of simply getting around. The G80 gives me that feeling, along with a style and personality I appreciate just as much.

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The 2027 Lexus NX arrives as a “new generation,” although it doesn’t look dissimilar to the outgoing model. Like the Toyota RAV4, the NX is only available as a hybrid now, further emphasizing what made this model stand out over its competitors historically. This may not be the most drastic update in a model’s history, but thanks to its strong efficiency, the Lexus NX didn’t need a drastic overhaul to be worth your consideration.

So What’s New?

Looking at the new NX side-by-side with the previous car, it’s easy to scratch your head and ask if this is truly a “next generation” vehicle. Whether you call it a facelift or an all-new model, Lexus says only two panels carry over from the last NX. There’s a revised front fascia that looks reminiscent of the electric RZ with a deeper spindle grille and a more prominent brow that reminds me of the current RZ. At the back, double L taillights now include an illuminated Lexus logo that glows in red.

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Buyers can choose from nine exterior colors, including a new Shaded Ivy that replaces Nori Green and Incognito, an F Sport-exclusive flat gray that first appeared on the IS 500. The F Sport also gets different bodywork, 20-inch wheels, and red brake calipers. Though it doesn’t look too different on the outside, Lexus adamantly claims the 2027 NX rides on a new platform to accommodate its next-generation hybrid system.

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All-In On Hybrids

Toyota decided to sell the Camry and RAV4 exclusively as hybrids in their current forms, and Lexus has now done the same with the NX. The 2.4-liter turbocharged four-cylinder engine is gone, and I won’t miss it much; the hybrid system was the number one reason why I recommended the previous NX so strongly. The NX 350h rolls out with a similar 2.5-liter four-cylinder engine paired with an electric motor. It now delivers 244 horsepower, up from the previous 236. Front-wheel-drive is standard with available all-wheel-drive featuring a rear electric motor.

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Fuel economy in the NX 350h is class-leading, rated at 44/35/40 mpg (city/highway/combined) with FWD, and only dropping to 42/34/38 with AWD (41/34/38in F SPORT guise). The NX’s gas-only competitors typically average mid-to-high 20s, and even the plug-in hybrid competitors fail to average over 30 mpg when running on gasoline.

Speaking of PHEVs, the NX 450h+ returns, now sporting 324 hp, up from the outgoing 304. Lexus increased the battery size from 18.1 to 22.7 kWh, meaning it can now go up to 45 miles on a single charge, up from 37 miles in the outgoing model. Charging is now done via a Tesla-style NACS connector with standard DC charging capability. Owners can now recharge in as little as 35 minutes on-the-go or just 2.5 hours at home. Fuel economy is slightly lower than the 350h, but still excellent at 39/35/37 mpg (city/highway/combined) or 38/34/36 as an F Sport.

A Next-Gen Interior

This 2027 update brings the NX up-to-speed with the Toyota RAV4 and Lexus ES thanks to a standard 14-inch touchscreen powered by the latest Lexus interface. It brings in previously-seen features like a built-in dash camera and some new ones like an available Sensory Concierge, which sprays fragrances from an area on the dash. This interior layout is remarkably similar to the one in the ES, forgoing the previous NX’s knobs in favor of touch-capacitive buttons.

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While I don’t agree with every decision Lexus made inside the cabin, this update feels remarkably more modern and upmarket than the outgoing NX. Ambient lighting elevates the ambiance at night, and can combine with the fragrances to deliver a relaxing experience. I especially love the new three-spoke steering wheel, which is perfectly sized and reminds me of an old school IS 300.

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Comfortable Efficiency

Lexus made several refinements to the suspension, steering, accelerator, and braking systems. These changes all culminate in a pleasant driving experience that is comfortable and decently enjoyable. The ride is comfortable, even in the F Sport trim with its adaptive variable suspension, and the cabin remains pretty quiet even at highway speeds. Enthusiastic drivers may not love the feel of the hybrid system’s CVT-like planetary gearset, but all others will find it remarkably smooth and quiet when it isn’t asked for full-throttle acceleration.

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I recorded a 0-60 time of 6.92 seconds in the NX 350h F Sport, falling a bit shy of Lexus’ 6.7-second estimate for the AWD model but nearly matching the FWD model’s 6.9 second claim. The NX 450h+ delivered more impressive acceleration, besting its 5.7-second estimate by hitting 60 mph in just 5.32 seconds. That’s slightly quicker than the 5.43-second run I recorded in the RAV4 GR Sport and not far off the 5.22-second time set by the Genesis GV70 with its twin-turbo V6. Even in electric-only mode, the NX PHEV posted an impressive 8.66-second run to 60. That’s quicker than a BMW M5 or McLaren Atura will do the sprint in their electric modes.

Still Unmatched

Lexus won’t have any trouble keeping its second-best-selling vehicle popular. In fact, it will need all the production capability possible from its Canadian and Japanese factories to keep up with demand. The 2027 NX will arrive at dealers in late 2026, sporting four trim levels for each of the hybrid powertrains: Premium, Premium+, Luxury, and F Sport.

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No pricing is available yet, but I expect it to remain relatively close to the outgoing model. Lexus has crammed in standard features, like heated and ventilated front seats, meaning you no longer have to feel like you missed out not spending up for the higher trims. Some features like a panoramic glass roof and heated rear seats are only available if you spend a bit more, but the base Premium trim seems like it will be the best value of the bunch.

I’m excited to continue recommending the NX as the best luxury option for buyers who want to save money on gas, but aren’t quite ready to buy an EV. It still baffles me that no competitor has tried to copy the NX’s formula, delivering over 40 mpg in an affordable luxury package.

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

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

Thank You GMC

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

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

Performance SUV 2000: AMG Fires the First Shot

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

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

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

Munich Fights Back

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

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

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

Sacrilege…and Genius

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

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

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

All Within Three Years

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

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

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

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

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It’s no secret that Mercedes-Benz is expanding the G-Class family pretty soon. Like the Toyota Land Cruiser, a smaller version will soon appear, and it’s a pretty exciting prospect given the legenedary status of the big G. But whereas the Land Cruiser FJ is effectively a scaled-down FJ Cruiser on a Hilux chassis, the baby G might not follow the same trajectory.

Nonetheless, it’s coming soon, and Mercedes-Benz is already promising big things about it. As to what it’ll be like is still unknown, but expectations are high, nonetheless. After all, it still carries the name.

What Mercedes Said

Speaking to Road and Track, Mercedes-AMG CEO Stefan Weckbach had this to say about the scaled-down G-Class. “We will make sure that the little G-Class will target a different segment. It will be significantly different from the big brother or mother or father… It won’t target the real G customer.” Of course, the question is, what exactly is the real G customer? Surely though, it’s not just the kind of person who drives it up and down Beverly Hills as that would be a waste of its capabilities.

That aside, the DNA will still be there, but as to what kind of audience the downsized G will cater to is yet to be fully determined or defined by Mercedes-Benz, at least publically. Still, Mercedes-Benz CEO Ola Källenius promises “The Little G will have very good off-road capability.”

It Can’t Outshine Big Brother

The current G-Class may have become more of a statement piece and occasional tax write-off, but it stays true to its roots. It’s one of the few factory luxury SUVs out that that will happily still play in axle-deep much and offers goodies such as triple locking differentials. While not as opulent in the inside as, say, an S-Class, the G-Class offers a different kind of luxury, which is to give its owner a sense of unburstable robustness.

The baby G probably won’t have the same levels of granite-like solidity, as doing that might just end up stealing sales from its big brother and reder it redundant. It could be less luxurious and have a more utilitarian feel, but on the flipside, it could also offer a more car-like experience behind the wheel. Either way, it can’t outshine the big brother, but there’s still great expectations.

Good news comes in the form of its confirmed body on frame chassis, though, so it won’t be something like a Ford Bronco Sport. It won’t be a crossover cosplaying as an SUV, but rather, the real deal. And while it was initially supposed to be electric-only, Mercedes-Benz has since reversed that decision and will offer combustion engines for it. If this will be a more accessible version of the G-Class with less luxuries and a more hard-wearing cabin, then we can get behind this idea.

BMW was riding on a high in the ’90s with record sales, raving reviews, and further strengthened its brand’s equity. It was an era that produced some of the most iconic models such as the E31 8 Series, E36 3 Series, E38 7 Series, E39 5 Series, and the E46 3 Series. Entering the new millennium, however, things took a very different turn.

2001 saw the introduction of the E65 7 Series, a car whose launch was met with so much hate from the brand’s fanbase, there were calls for chief designer Chris Bangle to step down immediately. But what scared people more is that the upcoming models were going to get the same styling treatment, including the 5 Series.

Following up from the wonderfully-proportioned E39 5 Series designed by Joji Nagashima was always going to be a monumental task. But instead of backing down, BMW forged ahead with what eventually became the E60 model.

Drama Behind the Scenes

The design story of the E60 5 Series is actually one of rising from tragedy. While Chris Bangle was on the receiving end of the hate and death threats (no exaggeration), the car was penned by someone else. Like the E65 7 Series, the E60 was designed by a young, promising designer. His name was Davide Arcangeli, and in his 20s, drew up such cars as the Peugeot 406 Coupe and the Honda Argento Vivo concept that would later inspire the S2000.

Arcangeli started work on the car in the late ’90s, but a devastating blow hit the design team. The young Italian designer was diagnosed with leukemia, and passed away on December 16, 2000, just before he was to start treatment. In an interview with BMWBlog, Chris Bangle said his passing deeply affected the team. From there, it was decided that Arcangeli’s design was to remain mostly unaltered in order to honor their fallen friend.

The Reveal

The E60 5 Series made its world premiere in 2003, and the reaction of many of the press and public was harsh. While the reception was not as brutal as the 7 Series, there was no escaping the scathing remarks about the way it looked. From the elegant and smooth lines of its predecessor, the E60 was sharp, angular, aggressive, and bold. It was almost like the model line skipped one or even two generations, much to the shock of pretty much anyone who laid eyes upon it.

Evolutionary was not a word that described the E60. Park it beside an E39, and it was a stark contrast in design language. It almost seemed that BMW wanted to provoke a reaction from everyone, including people who aren’t into cars. For fans of the brand, it was an act of treason. Comments were divisive to say the least, much like what everyone has to say about the current design language. 

It was the same story inside, too. The integration of iDrive drew flack from consumers and reviewers alike. While it wasn’t as fussy as the one in the 7 Series from the same vintage, it totally changed the classic BMW layout.

Under the Skin

While fury was being dished out on its design, the tech and engineering behind it was great. It featured aluminum construction to keep weight down, all while boasting a stiffer chassis. It then threw in tech that felt reserved for flagship models at the time including active steering, steering responsive headlights, active anti-roll bars, and more.

The E60 broke many BMW traditions, but one thing it kept true was its ability to deliver driving joy. By the time more people started driving and reviewing it, it was undeniable that it was still a hugely dynamic car that made its predecessors proud. It also helped that the initial engines were carried over from the E39, so it was either the trusty M54 inline-sixes or the robust M57 turbodiesels.

The car impressed with its capabilities, and over time, comments about its design started to soften, and even started to gain more fans. British motoring journalist James May gave it a glowing review, and was also one of the few folks who actually liked the design from the get go. The design was controversial, but there was no questioning the car’s abilities.

“The V10 One”

But perhaps the ultimate move to make amends has to be this generation’s take on the M5. Much has been said about the E60 M5, especially its V10 engine, and while there’s not much one can do about the styling, its ten-cylinder wail silenced the haters in no time.

But the E60 M5 was defined more than just its spectacular engine. It also set the blueprint for future M models in terms of technologies and real-time settings adjustment. You can change the ferocity of the gear shifts, the pliance of the suspension, and go from 400 hp to 507 with a press of a button, among other things.

You’d have to be jaded to not appreciate the madness of this car. No one had stuck a V10 in a sport sedan before, and just to dial up the absurdity, BMW shoved that engine into the wagon as well. Sure, Audi responded with the V10-powered RS6 sedan and Avant not long after, but it was BMW that planted the flag first.

Defining a Decade

As time went on, the E60 5 Series would eventually be instrumental in defining the design language of the decade. We eventually started seeing more cars that applied some of the elements seen in the E60. The once-derided ‘Bangle Butt’ was making its way to more sedans, as well as swept-back headlights, more complex and intricate panels, and more advanced infotainment systems.

Because the E60 was so forward-looking, it barely aged throughout its production. Indeed, it still surprises some people that it’s been over 20 years since it first came out, and 16 years since the last one rolled off the production line. The car had managed to prove the naysayers wrong by first proving it was a BMW in the way it drove, then eventually showing that there was cohesion and substance in its design.

It still looks modern and contemporary, and the only thing that really dates it is the on-board technologies. Still, if you give it a more modern infotainment system with Apple CarPlay and Android Auto, one could still mistake it for a car from this decade. On second thought, an E60 with a CarPlay or Android Auto adaptor doesn’t sound like a bad idea at all.

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Looking at US-market Audi SUVs from MY2022 through the current range, our pick is the Q3, specifically the later examples of the outgoing second generation. J.D. Power gives the 2023 through 2025 cars some of the strongest quality scores among recent Audi SUVs. The Q3 won its Initial Quality Study class twice in three years and, more importantly, the 2023 model was still among the top three vehicles in its segment when J.D. Power revisited owners after three years.

The evidence isn’t unanimous. Consumer Reports is more restrained, while Audi’s electric SUVs are also considerably cheaper to maintain in CarEdge’s projections. Even so, no other Audi SUV we examined puts together quite the same combination of strong early-quality results and evidence from several years of actual ownership.

J.D. Power

The Q3’s strongest numbers come from J.D. Power. Its published Quality & Reliability score rises from 77/100 for MY2022 to 81/100 for MY2023, 82/100 for MY2024, and 86/100 for MY2025. The latter three all fall into J.D. Power’s “Great” category. By comparison, the best published score from 2022 onward for the Q5 is 75, the Q7 peaks at 78, while the Q8 received a high of 74.

These are the best published model-specific Quality & Reliability scores found within the 2022-to-current period, not scores for one common model year. J.D. Power sometimes carries previous-year data onto later model pages, so the ratings are best considered alongside its model-level awards and dependability study.

An 86/100 is a strong score, but it’s worth taking it with a grain of salt. J.D. Power’s 2025 Q3 rating relies on data from the previous model year. Still, the Q3 has a good reliability record, making it one of the most reliable Audi SUV models worth considering.

J.D. Power’s 2026 US Vehicle Dependability Study went back to original owners of 2023-model vehicles after three years. In the Small Premium SUV category, the Lexus UX ranked first, the Mercedes-Benz GLA second, and the Audi Q3 third. No other Audi SUV appears among the top three vehicles in the other SUV segments listed in the study.

The Model Year Makes A Difference

Consumer Reports’ subscriber survey data indicate that the 2024 Q8 e-tron is more reliable than other cars from the same model year. The 2024 Q3, by comparison, is rated about average, while CR expects the 2025 Q3 to deliver about-average reliability.

Consumer Reports’ numerical reliability scores sit behind its subscriber access. The table uses only the qualitative assessments visible on its model pages; it does not attempt to reconstruct those hidden scores.

The Q8 e-tron comes out well ahead of its Audi siblings, making it a strong contender for anyone asking which Audi SUV is the most reliable. Its 2024 reliability result is based on feedback from actual owners, not a prediction. There is a caveat, though: the Q8 e-tron had a short run in the US, and the strong result applies specifically to the 2024 model. Consumer Reports gives the 2025 version a more modest, about-average prediction based on 2024 data.

NHTSA Recalls

Recalls give the electric Q8 e-tron another strong result, provided we compare the same model year across the range. Using MY2025 vehicles, the Q8 e-tron family has the cleanest record. The Q8 e-tron, Q8 Sportback e-tron, SQ8 e-tron and SQ8 Sportback e-tron have no campaigns applying to their 2025 model year, while the Q3, Q4 e-tron, and Q5 families each have one. The Q6 e-tron and SQ6 e-tron have three.

The Q5 campaign concerns incorrectly manufactured front seat belts, while the Q3’s recall covers camera-control software that may stop the rearview image from appearing. The 2025 Q6/SQ6 family has a rear-seatbelt campaign and two separate rear-camera campaigns on the regular SUV variants.

While the Q8 e-tron has no recalls, the 2024 Q8 e-tron – the model Consumer Reports rates so highly – has two recalls, including one concerning a brake-line connection and another involving the connection between the brake pedal and brake booster. The 2024 Q3 also has two recalls.

Maintenance Costs Favour EVs

CarEdge’s figures estimate scheduled maintenance and expected repairs rather than measuring how often owners report faults, and the electric Audis are far cheaper than the combustion-engined models. The Q4 Sportback e-tron is the cheapest Audi SUV in CarEdge’s ten-year ranking at $5,318, followed by the regular Q4 e-tron at $7,016. The Q6 e-tron, Q8 e-tron, and SQ8 e-tron all remain below $8,000.

Among the regular gasoline SUVs, the Q3 is the least expensive at $12,641, but that advantage is tiny: the Q5 is only $278 more over ten years. The EVs, however, are in another league entirely.

It is important to remember, though, that maintenance costs don’t necessarily equate to reliability, especially when EVs are part of the conversation. Fewer oil changes, spark plugs, and other combustion-engine service items naturally help an EV’s forecast. Consumer Reports, for example, expects the current Q4 e-tron and Q6 e-tron to be less reliable than average despite their substantially lower CarEdge costs.

What About The Current Models?

Several of Audi’s newest SUVs are still too new to have a clear reliability record. The new Q3 gets an about-average prediction from Consumer Reports, but that’s based on the previous generation. The redesigned 2027 Q7 is also judged on the previous model and Audi’s overall track record.

The latest Q5 gets a below-average prediction, as does the Q6 e-tron, based on CR’s experience with other Audi EVs. The Q9 and SQ9 are newer still, with too little data available to assess their reliability.

These ratings don’t necessarily mean the new models will have problems. They simply haven’t been on the road long enough for a clear picture of their reliability to emerge.

So, What’s The Most Reliable Audi SUV?

There is no Audi SUV here that sweeps every measure. The Q8 e-tron has the stronger Consumer Reports showing, Audi EVs are the cheapest to maintain, and some newer models simply haven’t been around long enough to build much of a record.

However, the Q3 still gets our vote because the later second-generation cars have the most convincing history behind them. The 2023 model performed well when new and remained among the better SUVs in its class three years later, while the 2025 Q3 closed out the generation with another strong showing. CarEdge also projects the Q3 to be the cheapest of Audi’s conventional non-Sportback ICE SUVs to maintain over the long term, albeit by fairly small margins.

If reliability is the priority, we’d look first at a 2023-2025 Q3, with the 2023 model making the strongest case on long-term evidence and the 2025 car being the newest version to consider.

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

Serious Capability Both On and Off-Road

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

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

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

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

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

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

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

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

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

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

New Mercedes-AMG GT SUV Delivers Big Numbers

The new Mercedes-AMG GT SUV arrives in three flavors: GT 53, GT 55, and GT 63. All are built atop the 800-volt AMG.EA platform, but while the base GT 53 combines two permanently excited synchronous motors (one on each axle) to deliver 536 horsepower, the other two trims use a trio of axial flux motors, with the GT 55 producing up to 805 hp and the top-tier GT 63 offering up to 1,153 hp and 1,475 lb-ft of torque, managed with the help of torque vectoring. 0-60 mph takes as little as 2.4 seconds, 0-124 mph takes as little as 6.8 seconds (both figures calculated with a one-foot rollout), and the top speed is 168 mph. All three offer all-wheel drive, with even the base model capable of decoupling the front motor, and the rear motor featuring a two-speed transmission – both to maximize efficiency and performance. As standard, you get steel brakes for the GT 53, while the GT 55 gets access to carbon-ceramic brakes as an option and the GT 63 gets them as standard. Another difference lies in the audio experience, with the GT 53 playing recordings of AMG’s six-cylinder engines and the other two playing V8 sounds taken from the C 190 AMG GT-R. This comes from the AMGFORCE Sport+ drive program, which also allows for simulated gear changes felt in the vibrating seat and accessed via the steering paddles. In any mode, pulling both paddles gives the SUV a boost in performance for a few seconds, and the seatbelts tighten. Other highlights include an AMG Track Pace app to record and display track-specific info, including lap and sector times, a Predictive Performance Manager to optimize energy deployment around a circuit depending on RACE or SPRINT modes, and a drift function. Are these the features electric SUV buyers are asking for? I get that it’s an AMG, but come on. There’s even an active AEROKINETICS roof spoiler for the GT 55 and GT 63, while all models also get access to launch control and a drag race mode, along with individual rotary controls for throttle response, handling dynamism, and traction.

AMG ACTIVE RIDE CONTROL+ is standard on the range-topper and optional on the GT 55, providing three-stage adjustable air springs and hydraulic interconnection of the dampers, negating the need for traditional anti-roll bars. Multi-link setups front and rear combine with standard rear-axle steering to enhance maneuverability at low speed and stability at high speeds, so the SUV is almost identical in every way to the 4-Door ‘Coupe.’ All of this is wrapped in a body-in-white made of a mix of aluminum, steel, and fiber-reinforced composites. As for battery capacity, you get either a 106 kWh (GT 53) or a 128 kWh battery (GT 55, GT 63) with directly cooled cylindrical cells, enabling up to 435 miles of range combined (on the extremely conservative WLTP cycle; expect nearer 400 miles combined on the EPA’s estimates). Although it’s unlikely you’ll find many chargers capable of matching the architecture, the AMG GT SUV is capable of 710 kW DC fast charging with the bigger battery (600 kW with the smaller one), enabling 10-80 percent recharges in as little as 12 minutes. Fortunately, it’ll switch to 400-volt mode at applicable stations, with an NACS port standard on U.S.-spec models, and at a 400 kW charging station, reaching 80 percent charge from 10 percent takes just 16 minutes with the bigger battery and 14 minutes with the smaller one, which will recoup up to 236 miles of range in 10 minutes. The larger one can recoup up to 279 miles in the same time.

2028 Mercedes-AMG GT SUV: Better Suited to New Styling Language

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The AMG GT 4-Door looks very catfish-like with its concave center ‘grille’ and full-width light bar, but the SUV finds a different way to look like a marine animal. Here, the ‘grille’ is concave, but below and alongside it are two vertical inlets that look extremely gill-like, along with a third, larger inlet disguised in black. The SUV also adds a narrow duct just above the fake (!) grille – please explain yourself, AMG – and the headlights have morphed into something that adds three-pointed star-shaped graphics to what look like Maserati Ghibli headlights. Optionally, the center badge and the grille outline can also be illuminated, while the power bulges on the hood are more conventional (albeit silly in a vehicle without a big engine). At the back, the AMG GT SUV looks more like its lower sibling, with its AMG GT XX Concept-inspired triple-star clusters on each side of a gloss black fascia panel. Lower down, the fake diffuser kicks up into the rear bumper, while fake vents behind the rear wheels complete the look that, admittedly, works better in SUV form than in four-door sedan style.

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In profile, the squared wheel arches have chunky surrounds, and the front fenders get AMG badging and a vent that may or may not be practical. Overall, it’s a busy design language that is still recognizable as a Mercedes, and in darker colors, it doesn’t look too bad. But compared to a Cayenne Electric or even a Bentley Torcal, it’s a little obnoxious, and with AMG forged wheels being available with color accents for the first time, as well as more than 60 MANUFAKTUR paint options on offer, even yellow may not be its final, gaudiest form.

2028 Mercedes-AMG GT SUV Interior and Availability

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Inside, the Mercedes-AMG GT SUV again follows the lead of its Coupe stablemate, and it’s pretty good, creating a far more premium feel than any contemporary BMW SUV, including the new iX5 and the horrendous XM. Along with a 10.2-inch driver display connected to a 14-inch touchscreen infotainment setup, the center console has physical switchgear for mode selection, hazard lights, volume control, and more, with two cupholders and two wireless charging pads. Optionally, a 14-inch display can be added for the front passenger, but that’s pretty pointless, so save your money for the AMG Performance seats or for speccing a special material or color for the quilted upholstery. Better still, use it on the available Burmester High-End 4D Surround Sound System so that those fake engine noises sound as real as possible.

Also available is SKY CONTROL, a panoramic glass roof with opaque, transparent, and illuminated AMG themes, while the rear seats are a three-passenger bench with folding seatbacks and power-folding headrests. That brings us to cargo volume, which is… not great. You get 21.4 cubic feet in the back and a measly 2.8 cubic feet in front. In the latter, you’ll find a slightly cringey, signed plaque that says this EV is “Born in Affalterbach” instead of a hand-built, ‘One Man, One Engine’ V8. MSRPs have not been announced, but expect six-figure starting prices when the AMG GT SUV reaches U.S. dealerships in summer 2027, with all three models being available at launch.

So, is the AMG GT SUV even more sacrilegious than the four-door coupe? No, but that’s a low bar, and SUVs have been a part of AMG since before the turn of the millennium. Also, we should remember that, subtle as they would look in retrospect, the first AMG production cars from the early 1990s were considered relatively gaudy alongside traditional Benzes of the era, and that’s the case here. Affalterbach is trying new things, things that were set in motion years ago, when EV fever had taken hold of every automaker, and you can’t blame the company for deciding that the best way out of a bad situation is through it. Still, we wonder how many buyers a six-figure luxury electric SUV with a drift mode and wacky styling could possibly attract, excellent as the engineering undoubtedly is. Time will tell.

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