But the current Santa Cruz is worth looking at, despite the fact that it’s slow to move off dealer lots. It’s a truck that can do the everyday without guzzling gas or taking up gobs of space. With compact dimensions, a useful open bed, and crossover-style construction, it offers versatility and a driving experience that’s more like a car.

The top trim XRT is priced at $42,775. Standard equipment highlights include the upgraded 2.5-liter turbocharged four-cylinder engine, all-wheel drive, unique 18″ XRT dark alloy wheels, an XRT grille, automatic LED headlights, LED taillights, heated side mirrors, lockable under bed storage, composite bedliner, dual C-channel adjustable utility track rail and cleat system, remote release tailgate, power tilt/slide moonroof, 12.3″ touchscreen, 12.3″ digital gauge cluster, Bose premium audio, surround view monitor, dual zone automatic climate control, heated leatherette seats, and wireless Apple CarPlay/Android Auto. Including options and the $1,650 freight charge, the total price came to $45,085.

Rugged Enough For Most

The XRT trim is meant to look like a part-time weekend warrior than its more urbane trim brethren. Its blackned grille, unique 8-inch wheels, all-terrain tires, and front recovery points give it a purposeful appearance that I’ll call “rugged lite”. The textured matte black fender trim with a triangle relief pattern is pretty cool. The little details on the XRT are what make it look more rough and ready than its counterparts, and the added black bits add the right amount of aggression.

Even with the bigger all-terrain tires, the XRT’s ground clearance remains at 8.6 inches, just like the SE and the SEL Activity trim levels. At least the XRT’s 19.9-degree approach angle improves on the standard Santa Cruz’s 16.9 degrees. Not that anyone will do anything resembling serious off-roading with the XRT, but it’s nice to know that it can handle bigger divots and some trail humps without worry. This is a compact crossover-based pickup with added rough-road capability, not a rock-crawling beast.

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The Upgraded Engine Delivers

I’ve driven the Santa Cruz with both engines. The 2.5-liter naturally-aspirated four is not the one to go with. Good thing the XRT only comes with the more potent choice. The turbocharged 2.5-liter four-cylinder produces 281 horsepower and 311 lb-ft of torque, compared with 191 horsepower and 181 lb-ft from the naturally aspirated engine in the other two trim levels. It provides for quick launches and capable passing power. It actually makes the Santa Cruz responsive, smooth, and fun to drive. It’ll launch to 60 in six seconds flat.

The reason for the reponsiveness and extra grunt isn’t just the horsepower bump but the peak torque delivery from 1,700 to 4,000 rpm. The base engine hits its lower torque peak at 4,000 rpm. The upgraded engine runs on regular, not premium, gas. Another plus for the Santa Cruz XRT. I enjoyed helming it. The steering is light but accurate, and the XRT feels composed and balanced in the turns. The engine also bumps the 2.5-liter’s 3,500 towing capacity to 5,000 pounds with trailer brakes. That makes the XRT capable of pulling small campers, boats, or trailers.

The transmission is also a plus. The 2027 XRT uses an eight-speed automatic that shifts quickly and doesn’t gear hunt when pushed. Hyundai pairs it with standard HTRAC all-wheel drive and terrain-mode selection with snow, mud, and sand modes. Rather than relying on a mechanical center differential lock, the Santa Cruz XRT’s HTRAC AWD system uses an electronically controlled multi-plate clutch to automatically adjust torque distribution between the front and rear axles. It responds in real time to wheel speed, accelerator position, steering angle, and vehicle rotation measured by yaw sensors.

Fuel economy isn’t great. The Santa Cruz XRT with all-wheel drive is EPA rated at 18 mpg city, 25 highway, and 20 combined. During my drive, some of it spent in Sport mode, averaged 17.6 mpg.

The Interior Shines

When Hyundai refreshed the Santa Cruz in 2025, it not only made it look more truck-like in the front, but it also revamped the cabin to make it more user-friendly. The biggest changes took the form of a large integrated frame for infotainment and instrumentation, along with improved physical controls. Its linear dash and expansive tech give it more sedan than truck vibes.

The seating position is excellent, giving great visibility over the hood. The seats are on the firmer side but still quite comfortable. Rear legroom is 36.5 inches. It’s not cavernous inside, but adults can sit in back comfortably as long as front occupants aren’t over six feet tall.

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The dashboard pairs a 12.3-inch digital instrument cluster with a 12.3-inch navigation touchscreen. Wireless Apple CarPlay and Android Auto, Bose premium audio, wireless device charging, and front and rear USB-C ports round out a strong technology package that keep the Santa Cruz modern inside.

The XRT includes a surround-view camera system, a blind-spot camera display, adaptive cruise control with stop-and-go capability, and Highway Driving Assist. Its forward collision-avoidance system adds cyclist and junction-turning detection, supplementing the blind-spot warning and rear cross-traffic collision-avoidance assistance.

The Santa Cruz’s bed is short, but it’s still quite useful for everyday items and weekend gear. It measures 52.1 inches long at the floor and 48.4 inches at the upper edge, with 27 cubic feet of total volume. The rail and cleat system is a brilliant add-on for the XRT, providing tie down versatility to keep items secure. The XRT also gets an integrated tonneau cover and a lockable under-bed compartment. This trim level also includes sidewall storage compartments, LED bed lighting, and a 115-volt power outlet. Integrated rear bumper steps help with access.

Final Thoughts

I’m going to miss the Santa Cruz when it goes away next year. The XRT is super-appealing and should work for most folks who don’t haul or tow a lot on a regular basis. The AWD system is more than capable, and the bed works for everyday applications. The XRT is the Santa Cruz to get if you want the model at its most capable and comprehensively equipped. The turbo engine and quick steering make the XRT fun to helm. Gas mileage is medicore, and the price point is admittedly high, but the XRT is version that best delivers on the idea of a compact pickup for someone who does not want a conventional truck.

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

I was completely wrong.

Powertrain and performance

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

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

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

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

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

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

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Range and charging

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

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

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

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

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

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Exterior and interior design

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

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

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

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

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

Grandpa’s perspective

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

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

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

Final thoughts

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

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

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

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

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

2026 Ford Maverick Tremor Specifications

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Exterior & Interior Styling – 9/10

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

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

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

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

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Infotainment & Technology – 8.5/10

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

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

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

Comfort, Space, and Usability – 9/10

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

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

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

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

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

Driving Experience – 7.5/10

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

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

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

Final Verdict – 8.75/10

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

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

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

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

Exterior & Interior Styling – 9/10

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

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

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

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

Technology, Controls, User Experience – 8/10

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

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

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

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

Comfort and Space – 8.5/10

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

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

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

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

Driving Experience – 9/10

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

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

Final Verdict – 8.75/10

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

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.

My test vehicle was a top trim 2026 Golf GTI Autobahn with a starting price of $42,480. Standard feature highlights included 19″ alloy wheels with summer performance tires, LED automatic headlights, adaptive front lighting system, multi-mode DCC adaptive chassis control, power folding/heated mirrors with memory/puddle lights, panoramic sunroof, rear roof spoiler, leather seats, heated/ventilated front seats, heated rear seats, heated leather sport steering wheel, ambient lighting, head-up display, 12.9″ touchscreen, Harman Kardon premium audio w/ subwoofer, wireless charging, and wireless smartphone integration. With options and the $1,275 destination charge, the total price came to $44,210.

Exterior Styling – 9/10

The Golf GTI is one of the most recognizable vehicles in automotive history. Its two-box hatchback shape continues to look sharp, attractive, and consistent with the same essential look over generations. With ongoing changes to its front and rear fascias, lighting, body creases, etc., its essential shape has stood the test of time, and you’d have to be a car idiot to not know the GTI and the Golf on which its based. In 2025, the GTI received new headlights and taillights to keep it fresh, but the rest of the vehicle remains largely the same, meaning handsome.

VW makes occasional tweaks to the GTI, but it’s wise to have kept it from being overstyled. Flourishes like the honeycomb lower grille with its integrated fog lights and the new wheels 5-hole wheels that nod to the Mk6 GTI’s “salad shooter” style wheels. These look better and scrapes will be less noticeable due to the elimination of the original’s flat faces. The body has crisp lines, perfect overhangs, nary a hint of chrome, and the easily-recognizable C-pillar. It’s a formula that’s pretty much never wrong. VW should offer its design consulting services to the team that designed the current Subaru WRX.

Interior Style and Comfort – 8/10

Now, to the interior, which isn’t commensurate with the exterior or with the GTI’s legendary road manners. Although it has racy-looking sport seats, and a great black/grey/red colorway to match the exterior, the cabin looks and feels cheap for the $44k asking price. The modern lines on the dash and center console work well, but the overuse of hard plastics and the fingerprint-happy piano black plastic do the GTI’s cabin a disservice.

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Details like the red stitching, aluminum sport pedals, and perforated upholstery fit the bill, but the unimaginative and plasticky door cards leave much to be desired. For what is, effectively, a premium hot hatch, the touchpoints on the door armrests and the center console armrest, as well as the shifter surround, feel hard and low grade. When Hyundai, Kia, and Mazda do this better on cheaper models, it’s just wrong.

The front seats are supportive but a bit on the firm side for my liking. On the top Autobahn trim, heated leather seats are standard. The rear seats provide 35 inches of legroom, which is surprisingly roomy for a compact hatchback. Its closest competitor provides quite a bit less. The GR Corolla has 29.9 inches of rear legroom.

Infotainment, Controls, User Experience – 7.5/10

For the GTI’s 7th generation, its Achilles heels has always been its overdone infotainment system. The 12.9″ center touchscreen seems oversized for a driver-focused hot hatch. The problem isn’t just the screen size but the overdependence on it for the most basic controls. Yes, it has climate and audio sliders below it (finally backlit), but the sliders are horrendously bad to use while driving. It’s like doing an adult coloring book while on a carnival ride. Would a few knobs kill them?

In an effort to make its interiors more modern and minimalist, VW has complicated simple operations. Menu diving continues to impede a good user experience, and the lack of switchgear distracts from the GTI’s driver-focused mission. Aeast the steering wheel controls are no longer haptic feedback as of 2025. They’re far easier to use and don’t pick up smudges like the old ones. It’s a small victory but not nearly enough.

The Driving Experience – 9/10

I’m generally not a fan of front-wheel drive sporty cars, but the GTI is just so well-balanced and responsive. It’s not just the turbocharged 2.0-liter four-cylinder producing 241 horsepower and 273 lb-ft of torque that thrills, but the quick-shifting seven-speed DSG dual-clutch automatic. Although the GTI isn’t as engaging without the manual, the DSG’s responsive programming keeps the GTI connected and quick. Sport mode adopts a more aggressive shift strategy, and steering-wheel paddles let the driver take control when a winding road calls for greater involvement. That said, it’s no replacement for a three pedal setup.

The Autobahn’s handling is equally compelling, combining quick, direct steering with a balanced chassis and a limited-slip differential that helps the front tires put power down effectively when exiting corners. Standard summer tires provide substantial grip, while the adaptive dampers keep body motions tidy while maintaining composure over rough pavement. It’s more compliant than a WRX in everyday driving.

The steering’s precision makes the GTI easy to place through successive bends, although drivers who prefer more effort may find it a little light even in Sport mode. Strong braking performance and reassuring pedal response round out a driving experience that feels agile and composed but still ready for everyday driving. It’s one of those cars that makes you come up with excuses to go out and toss around, even if it’s just through the neighborhood.

Final Thoughts

It’s possible to really love the GTI, even without the manual transmission. I lament that loss like a bad breakup, but the GTI still thrills. A return to a more analog experience inside would vastly improve the user experience, but that’s unlikely to happen in this generation. I celebrate the fact that the GTI continues to exist in a world of boring crossovers.

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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.

For generations, the name Cadillac has come to be a name that is synonymous with the American luxury car. From the Coupe DeVilles and Sixty Specials of the 50s and 60s to today’s modern marvels like the full-size Escalade SUV, Cadillac has defined itself as a brand committed to cars that offer both smooth-riding comfort and bold, stylish presence. 

These days, it seems that the future of motoring is defined in large part by electrification. EVs, plug-ins and hybrid-electric vehicles have become the center of attention in today’s new-car market. In sharp contrast to its gas-guzzling image, Cadillac entered the EV arena in 2022 with the Lyriq, a boldly-styled mid-size crossover SUV that pit itself against industry rivals like the Tesla Model Y. 

Since its release, Cadillac has experienced an electric renaissance. In late 2024, the Lyriq was recognized as the German Car of the Year in the luxury category, and in May 2025, the brand surpassed more than 100,000 sales. In the interim, Cadillac slowly expanded its EV lineup with SUVs of all sizes like the smaller Optiq, the three-row Vistiq, the Escalade IQ, as well as the six-figure, ultra-limited Celestiq halo sedan. While the EV market has expanded since its debut, the 2027 model year iteration of the Cadillac Lyriq shows that it has still carved a distinct place for itself among other electric midsize luxury SUVs including the BMW iX, the Mercedes EQE and Volvo EX60.

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“What is that, an Escalade?” 

Off the bat, one of the biggest things I love about the Cadillac Lyriq is its styling. In today’s crowded EV marketplace, I feel that it is one of the biggest strengths it has against its direct competitors. Many contemporary premium EVs, including the Tesla Model Y, Mercedes EQE and EQS and even the $560,800 Ferrari have adopted this sort of smooth, formless ‘blob’-shape that some have likened to a jelly bean. You know what it looks like — mentioning those model names triggers something that enthusiasts have burned into their heads; whether on purpose or involuntarily. However, the Lyriq’s pronounced, concept car-esqe curves and chiseled lines gives it a look that can be best described as distinctly Cadillac. 

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Cadillac’s design expertise is best shown in how its designers have handled the front end of the Lyriq. While competitors like Tesla with the Model Y and Ferrari with the Luce have completely done away with traditional grilles, and Mercedes’ stylists have struggled to integrate a grille on an electric vehicle without an internal combustion engine, Cadillac has seemed to have found a balance. Although the Lyriq does not feature a practical or usable front trunk like the Escalade IQ, it still features a dramatically long hood, which makes its faux grille feel like it belongs there instead of it being there for an ornamental effect.

However, it doesn’t mean that they haven’t done away with any form of pomp and circumstance. When you get within a few feet of the Lyriq, or you press the unlock button, the LEDs illuminating the Cadillac badge and “grille,” as well as its daytime-running lights and headlights flicker on in a sequence that announces its presence and welcomes you inside. It’s a feature that gets attention. In one instance at my local mall, someone in the parking garage asked “what is that, an Escalade?”

Although it isn’t an Escalade, the rest of the car is styled like something you don’t really see out on the road, let alone, it isn’t a design that has been copied by another automaker for their EV. Cadillac officially classifies the Lyriq as an SUV, but its long, elongated and somewhat low stance (for an SUV), as well as its side and rear profile give it more of the character of a shooting brake (not a wagon, sorry) than a traditional crossover. Ideally, I’d like to think that the hatchback-esque rear end is a modern-day callback to past Cadillacs like the “bustle-back” Sevilles from the 1980s, or the CTS and CTS-V Sport Wagons of the 2010s.

Welcome to Tactile Paradise

While the Cadillac Lyriq is quick and good looking, its paramount strength is in the space of its  cabin; which is an amazing place to be if you are either the driver or a passenger. Your kids, friends or other passengers you might have in the rear will have all the space they need. According to Cadillac, rear seat passengers get 39.6 inches of legroom and 37.7 inches of headroom; an ample space to spread out or sit up, even if you are within the six foot territory. Backseaters also get controls for their own climate zone, heated seats, dual USB-C chargers and a full-size 120V outlet for charging a wide array of devices. Lots of cabin space doesn’t mean the Lyriq has a small trunk. Caddy says there is a cavernous 28 cubic feet of cargo space behind the seats and 60.8 cubic feet with the seats down — more than enough for a family’s Costco run with or without the kids.  

Though passengers in the back get first-class treatment, the driver is treated to a cabin that is driver-focused in both form and function. The top-trim Signature Sport model provided a level of technology and equipment that didn’t diminish from the driving experience, rather, it provided a tactile experience that other brands seem to be shying away from. The dashboard is highlighted by a massive 33-inch touchscreen that acts as its both gauge cluster and infotainment portal, but it isn’t the vehicle’s nexus, it isn’t the center of everything.

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Shifting from park to drive to reverse is still done using a dedicated stalk in around the same place as a traditional old-school column shifter, while the HVAC controls are still rocker switches that are at an easily touchable height level on the dashboard. In addition, resting your right arm on the center console enables use of a scroll wheel, volume controls and an easy-to-temember shortcut pad with buttons for important infotainment functions like maps/navigation and audio controls. Wireless Android Auto and Apple CarPlay are available, but I felt that the Cadillac’s Google built-in applications for services like Google Maps and Apple Music were sufficient.

Up top, a panoramic glass roof with a power shade can help bring sunlight by day and moonlight to the cabin, while ambient lighting around the cabin helps illuminate the mood. However, my favorite feature inside was the 23-speaker AKG Studio audio system, with speakers all over the cabin, including the headliner and even the front-seat headrests. I wrote about how this vehicle’s Dolby Atmos made listening to music while driving a 360-degree experience beyond words in a separate piece, but all I could say is that there is a way to use all 23 speakers and that it sounds amazing.

Related: I Thought My Car Already Sounded Great. Then I Heard Dolby Atmos

The Cadillac of EVs or The EV That Happens to be a Cadillac?

The 2027 Cadillac Lyriq I tested was the top-line Signature Sport AWD model, which has an MSRP of $67,300. Our vehicle was equipped with a $3,790 Nappa Leather Package, $3,500 AWD system, the $1,480 optional 19.2 kW AC charging module, $1,325 Radiant Red paint, $695 Black Roof, as well as NACS adapters for both CCS1 and J1172 plugs, which cost $189 and $67 respectively. In total, the out-the-door price for the Lyriq I tested, including destination, was $80,141.

After spending some time with the Lyriq, I wanted to conclude that the Lyriq is a vehicle that can be best described as the “ultimate manifestation of Cadillac.” Despite being a midsize crossover SUV, the vehicle’s design and dimensions and behind-the-wheel feel make it feel like a vehicle about one and a half to double its size. In a practical sense, its high beltline, long hood and massive turning circle made it a hoot to drive around the cramped streets of Manhattan and Brooklyn; even early in the morning when the day’s traffic slowly trickles into the madness the city is known for.

While that may be an inconvenience for most, for me, that’s what screams Cadillac. Add the fact that it’s a silent EV that rewards you with gobs of power every time you advance the accelerator pedal, the immersion and feel could only intensify. This realization and the residual feelings from this experience has only made me wonder about one question that still lingers in my head: is the Lyriq the Cadillac of EVs, or is it an EV that happens to be a Cadillac? 

While there’s enough evidence for interested parties to argue in the comments section to prove that it is both, it only proves to me that the Lyriq is its own unique creation that a brand like Cadillac can only offer. I feel that your conclusion on whether it lies on one side or the other is up to you to decide; no question. But, as we approach about a half-decade of production Cadillac has expanded its luxury EV presence, the 2027 model of the Lyriq only proves that Cadillac hasn’t forgotten about the vehicle that got them there in the first place. If it was good enough for the Germans to award it car of the year in the luxury category in 2024, it’s certainly good enough for you. 

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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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.

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

First, make sure the prices describe the trucks you want

AT4 is a trim; in the United States, TRD Off-Road is a package offered on several Tundra grades. My Canadian Toyota tester’s closest U.S. equivalent is an SR5 CrewMax 4WD with the 5.5-foot bed and TRD Off-Road Package. That SR5 starts at $51,510, and the $2,125 package brings the base-plus-package sum to $53,635. GMC advertises the AT4 at $68,300, but that includes the standard Duramax diesel. The V8 and active exhaust add $1,895, bringing that combination to about $70,195 before additional equipment.

All figures are in U.S. dollars and exclude destination, taxes, and other equipment. Totals are calculated examples, rather than U.S. prices for my Canadian test vehicles.

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The roughly $16,600 difference between the V8 GMC and SR5 Toyota therefore includes a substantial jump in cabin equipment. Moving to a Limited, Toyota adds leather, ventilated front seats, and larger displays. Its TRD package also costs more—$3,580—so the full step from SR5 TRD to Limited TRD is $7,805, not just the $6,350 separating their base prices. That narrows the illustrated GMC’s premium to about $8,800. My Sierra’s additional packages, sunroof, cover, and other options would widen it again. The Limited is a closer comfort comparison, although my firsthand Toyota impressions come from the simpler truck.

The GMC makes a stronger first impression inside

The Sierra’s lifted stance, red recovery hooks, and 20-inch wheels give it plenty of presence. The Tundra’s Mudbath paint and 18-inch TRD wheels suit its more straightforward specification. Open the doors, though, and the price difference becomes much clearer. GMC adds perforated leather and Kalahari accents, plus heated and ventilated front seats, a 13.4-inch touchscreen, and a 12.3-inch instrument display. The SR5-based Toyota has cloth, an eight-inch touchscreen, and a 4.2-inch information display between analog gauges. The off-road package hasn’t transformed the rest of its interior.

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I found Toyota’s presentation a bit simpler, for better or worse, though both trucks retain useful physical controls and wireless Apple CarPlay. The Sierra’s richer surroundings don’t automatically settle the comfort question, either: its front cushions felt firm on longer drives, while the Toyota’s seats remained supportive. This is where I would revisit the Limited. Its larger displays and better upholstery bring the Toyota much closer to what I expect at this price. Buyers should also check individual options: my GMC’s head-up display and rear camera mirror were add-on technology, and its sliding rear window was additional equipment.

A Limited TRD also moves to 20-inch wheels, so it changes more than the dashboard and upholstery. I would drive that configuration before assuming it reproduces everything I liked about the 18-inch-wheel test truck. An appealing spec sheet still needs to suit you from behind the wheel. Toyota supplies an especially good alternative to that little sliding pane. The CrewMax’s entire rear window lowers electrically, opening the cabin in a way the GMC cannot match. I’d miss it after getting used to it. Both trucks offer plenty of passenger space, with rear legroom measuring 43.4 inches in the Sierra and 41.6 in the Tundra. GMC’s extra room is another worthwhile advantage if the rear bench regularly carries adults, rather than jackets and shopping bags.

The V8 earns its appeal on the road

Toyota extracts more torque from a much smaller displacement. Its 479 lb-ft exceeds the GMC’s 460, although the delivery feels different. A hard acceleration request in the Tundra brought a pause for kickdown and boost before the shove arrived; the Sierra’s response felt more immediate. The GMC also delivered the soundtrack I wanted from a big pickup, helped by my truck’s optional exhaust. I chose the Sierra because I enjoyed driving it so much more, even though the Toyota could do the job for less.

The Toyota countered with a comfortable ride and light steering that made it feel manageable around town. Its coil-spring rear suspension handled imperfect pavement well. The Sierra felt composed through the Sea-to-Sky’s bends, but its size was harder to ignore in tight parking spaces. More engine didn’t translate into a meaningful difference in economy in these tests. I recorded about 15 U.S. mpg in the GMC and 14.7 in the Toyota, though they were driven on different routes and under different conditions. Neither result made the Tundra’s smaller engine an obvious financial consolation. Those impressions only apply to the engines driven. AT4 buyers can keep the standard diesel, while higher Tundra grades offer the 437-hp, 583-lb-ft i-FORCE MAX hybrid.

Similar ambitions, different useful hardware

Both trucks have credible equipment beneath the styling. The AT4 combines a two-inch lift, Rancho monotube shocks, skid plates, and an automatic locking rear differential. Toyota’s TRD package supplies Bilstein shocks, a selectable rear locker, terrain settings, and Crawl Control. GMC’s Autotrac transfer case also offers an Auto setting to adapt to changing traction conditions. Toyota’s part-time four-wheel drive requires the driver to select the appropriate range, and its rear locker operates in low range. The GMC’s automatic 4WD mode is a useful everyday distinction, separate from its automatically locking rear differential.

I used the Toyota’s off-road systems at Stave Lake in British Columbia, while the GMC tackled moderate terrain in Squamish Valley. Both handled their respective outings, but the different routes leave me without a fair basis for naming an ultimate trail winner. More specialized options exist when the trails demand them. The AT4X adds Multimatic dampers and front and rear electronic lockers; Toyota’s TRD Pro uses FOX shocks and hybrid power. Their prices reflect different suspension and traction hardware. Neither badge is necessary to get a rugged truck with a comfortable cabin.

Around the back, GMC’s MultiPro tailgate gives the AT4 something Toyota cannot duplicate: several opening arrangements, including a load stop and a step into the bed. On a tall, lifted pickup, easier access matters. The Sierra’s short box offers 62.9 cubic feet, and Toyota uses an aluminum-reinforced composite bed. Towing gives the less expensive Toyota another argument. GMC advertises up to 9,000 pounds for the AT4, while Toyota rates the comparable short-bed CrewMax TRD Off-Road at roughly 11,000. The Sierra range’s 13,300-pound maximum belongs to a different configuration.

Bed volume and payload also answer different questions. A larger box gives you more space, while the payload rating limits the combined weight the truck can carry. A family, their luggage, and a trailer’s tongue weight can use that allowance before the bed looks particularly full. I did not tow with either. Buyers should check the specific truck’s trailer and payload ratings, allowing for occupants, cargo, and tongue weight; choosing an off-road version can change what remains available for work.

What I would actually pay for

Between the trucks I drove, I would choose the V8 Sierra. Its engine delivered enough enjoyment to make the indulgence feel worthwhile, and the cabin gave me more to appreciate between uses. I would be more selective about the options, though. The engine, useful cameras, and practical bed equipment deserve priority over additions that mainly dress up the truck.

The Toyota becomes much harder to dismiss when I price a Limited TRD Off-Road. Around $8,800 separates the illustrated configurations before destination and further options, with the Toyota now supplying several comforts missing from my SR5-based tester. That leaves a more honest buying decision. Someone content with cloth and smaller screens can save considerably more with the SR5, while someone who wants comfort alongside trail capability should compare the Limited before deciding whether the GMC is worth the stretch.

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The Ford Bronco, not unlike its predecessors, flipped that narrative right on its head. I took one look at the Wimbledon White beauty and knew I’d love it (I did), but I had very low expectations for how it’d work for my two car seat-bound daughters. I figured, like the 4Runner or the Wrangler, rear passengers were at the very bottom of the list of priorities. But I was wrong. While it’s obviously not as family-friendly as, say, a Ford Explorer or Expedition, I was pretty thrown by how many families were brought into the equation. Here’s what else stuck out to me. 

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

Passenger and cargo space is more than reasonable

In the back, the four-door Bronco lends a respectable 36.3 inches of legroom. It’s identical to the third row in a Subaru Ascent or a Chevy Suburban, so it’s not the most accommodating, but it’s a lot more than the 2026 Toyota 4Runner (34 inches) and just a tad less than the four-door Jeep Wrangler (38.3 inches). With my daughters’ car seats, there was plenty of room.

Speaking of car seats, while the doors were ultra-lightweight (because, you know, they’re removable), they opened wide, making installing their seats delightfully easy. I had to do a bit of digging into the seat bight to find the lower LATCH points, but the top tether was simple—attached to the back of the outboard seats. Thanks to the tall hard top, I didn’t have to fold the seats to remove the headrests, either. 

Behind the rear seats, the hard top granted 35.6 cubic feet of space, which for my family and me was plenty. It would get a bit tight if we all had luggage or if I had to shove a double stroller back there, but for the everyday demands a family typically has—shopping trips, grocery runs, school drop offs/pick ups—it’s fine.

If you were using it for what it was intended to do, like camping and wheeling, that’s more than enough room for camping or recovery gear. If you need a bit more, the soft top somehow stretches the rear cargo space to 38.3 cubic feet. When the rear seats are folded, it expands to 77.6 cubic feet in the hardtop and 83 for the soft top.

Because it’s built for the open air, there are clever storage spaces. And waterproofing!

Since the doors and roof are removable, Ford had to think about things like window switches and additional storage places for things that would, you know, normally go in the door panel cubbies. So, the window switches were moved to the center console, like the switches on my 1996 Land Rover Discovery, and then additional storage was added to the center console for the rear passengers, and the strap system on the back of the rear seats is meant to keep gear secure when you take the top off, which could easily be used to keep items you don’t want to be thrown around while you’re driving, like bottles of wine, gallons of milk, or even valuables. 

There’s also something to be said about the hose-it-out, all-weather, easy-to-clean interior. Rubberized floors, all-weather floor mats, and water-resistant vinyl seats that were originally designed to repel mud, dirt, and water from ruining the interior also protect against spilled milk, juice, ice cream, and greasy French fries. Ask me how I know. Dog owners would love that, too. 

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

The onboard tech is easy, seamless, and responsive

Ford truly understands its audience when it formulated the Bronco, taking notes from Jeep and not making the Bronco too tech-forward. If anything, it has the perfect blend of physical touch points and screens. The off-road information display is in the driver’s screen behind the steering wheel, but it’s very easy to access, and equally as easy to interpret. The center screen is where you get your phone mirroring, settings, and more in-depth off-road information, like torque distribution, pitch and roll, or a tire placement predictor—which is always nice if you’re wheeling and don’t have a spotter. The central screen isn’t too big at 12 inches, and it fits perfectly in the dashboard so it doesn’t obstruct your view, either. It didn’t come with Blue Cruise, but the adaptive cruise control that comes with it is more than enough for me.

I particularly liked the driver display because it was simple. Every piece of information you needed was right there, in perfect view, and it wasn’t buried in flowery graphics or flashy colors. It was delightfully easygoing. You could change the feed to show whatever else you wanted, like tire pressure, mileage, a trailer/towing information display, and your driver assistance or cruise control functions. Both screens were responsive, fast, and easy to navigate. More than anything, other manufacturers who make off-roaders should be paying close attention.

As a parent, not having to worry about this took a lot of weight off of my shoulders. Not having to fret about changing the feed from cruise control to mileage, digging around to reset the trip meter, or returning to the main screen was very much appreciated when I had to calm a fussy toddler down. It doesn’t seem like a lot, but when you’re in the middle of a tantrum, the last thing you want to do is dig around a bunch of menus to accomplish something that should be simple.

It’s a lot quieter (and rides way nicer) than you’d expect

Granted, my tester had the removable hard top with the optional sound dampening material on the panels (a nearly $4k option) and the acoustic glass, so a lot less road noise was translated into the cabin than you’d experience in a four-door that didn’t have those add-ons. And it wasn’t a soft-top, which are notoriously noisy, especially at highway speeds. On the choppy, uneven, pothole-ridden roads of the San Francisco Bay Area, I was very shocked at how smooth and quiet it was for an off-roader. Because mine was fitted with the $6,000 Sasquatch package, it sat on 35” all-terrain tires with 17” wheels with a factory lift, making it a giant box with lots of space between the car’s underside and the road, giving way to a lot of noise. 

But it was unexpectedly quiet. In fact, my kids fell asleep every time they rode in it, and they’re incredibly hard to knock out. So, if anything, I’m here to tell you that paying extra for the sound dampening and acoustic glass is definitely worth the investment, especially if you’re planning on driving it often. Not even the Toyota 4Runner or Wrangler Rubicon was that quiet. And I know loud—my 2006 Jeep Wrangler has a soft top, a four-inch lift, and 35-inch tires. Nothing is quite as loud.

Related: I Took My 2006 Jeep Wrangler on a 12-Hour Drive. Now I Know Why People Trailer Their Rigs

My kids were the Ford Bronco’s biggest little fans

I should have seen this coming, but my four- and three-year-old daughters adored it. My oldest even nicknamed it “The Bronc.” She adored crawling in and out of it, having an excuse to climb on the running boards, grab onto all the handles, and how high she sat above the road. Both of my girls loved having tall, large windows to see out of, and the fact that the rear window switches were on the center console (which, unfortunately, they could reach with their feet…). It was fun and different for them, without sacrificing comfort by too much. They still had rear-facing A/C vents, older passengers would enjoy USB-C charging ports, and a very plush seat cushion. 

My youngest daughter said the widened fender flares, tall tires, and all the 60th anniversary badges made it look like one of her Hot Wheels toys, and I agree. It looks like something that belongs on a collector’s shelf, but that you can drive and fully enjoy. When it was time to hand the keys back to the press fleet driver, they were both very upset to see it go.

Final thoughts: it’ll work, but there’s better out there

This shouldn’t surprise anyone, but while the Ford Bronco technically checks every box as far as passenger space, cargo space, comfort, and convenience features, and mileage wasn’t even that terrible at 20.5 MPG on average with the optional 2.3-liter twin-turbo V6—it was built as an off-roader first and a family-friendly SUV second. It’ll move the kids to and fro, but it’s a huge waste of its purpose-built capabilities. Unless, of course, you’re planning on actually taking it off-road a lot. Then it’s absolutely worth it.

If you’re browsing this specifically to trade in your Honda Pilot for one of these, I encourage you to check out the Ford Explorer Tremor or Honda Passport TrailSport.

The 2026 Ford Ranger and Chevrolet Colorado give buyers plenty of room to make those decisions. I got to know them through a 2.7-liter V6 Ranger Lariat on a roughly 620-mile trip between Vancouver, B.C., and Vancouver, Washington, and a week with a Colorado Trail Boss around coastal British Columbia. City traffic and gravel backroads gave their respective talents—and irritations—somewhere to expose themselves. Those two trucks are the lenses through which I experienced both lineups, but we’ll start with what the different trims buy you, then move on to the engines, cabins, beds, and towing capabilities. Along the way, my time behind each wheel helps answer the question that gets harder as the options accumulate: which features would I actually pay for, and which truck would I rather live with?

What Your Money Buys Across The Lineups

Ford offers XL, XLT, Lariat, and Raptor variants of the Ranger. Chevrolet advertises WT, Custom, LT, Trail Boss, Z71, and ZR2 versions, with the Bison package taking the ZR2 further into specialist territory.

Prices exclude destination, options, taxes, and dealer charges. Regular Ranger starting prices cover the 2.3-liter engine and rear-wheel drive; the 2.7-liter V6 requires optional 4×4. Colorado Trail Boss, Z71, and ZR2 have standard 4WD.

Chevrolet starts $1,150 lower, but neither brand wins the value argument at every price point. XLT and LT begin around $36,000; Lariat and Z71 start within $150 of each other. A ZR2 starts $6,965 below a Raptor, before Bison or other options, but offers far less potent performance. Ford lets buyers combine its regular trims with an FX4 package, whereas Chevrolet gives its off-road models more distinct identities. The handsome, lifted Trail Boss I drove occupies one branch of that range, though we suspect a Tremor-branded Ranger will eventually arrive to directly take on Chevy’s no-frills overland-ready version.

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Two 2.7s, With Two Fewer Cylinders In The Chevy

Ford offers three engines in the Ranger: a 2.3-liter EcoBoost four-cylinder, a 2.7-liter EcoBoost V6, and a 3.0-liter EcoBoost V6. Chevrolet uses the same 2.7-liter TurboMax four-cylinder throughout the Colorado range, paired with an eight-speed automatic. Every Ranger uses a 10-speed automatic transmission, and every Colorado uses an 8-speed.

Manufacturer-rated outputs; Raptor figures are based on premium fuel.[4–6]

That gives even the least expensive Colorado 40 more horsepower and 120 more lb-ft than a standard Ranger. Comparing the two 2.7-liter engines I drove, Ford has just five more horsepower, while Chevrolet has 30 more lb-ft, meaning that opting for six cylinders doesn’t automatically get you the strongest torque figure. In fact, Chevrolet’s four-cylinder makes the same torque as the Ranger Raptor, albeit with far less horsepower.

The Chevy backed that up with eager low-speed response, a well-matched eight-speed, and an entertaining turbo whistle. The Ranger pulled hard on boost, but lag and reluctant downshifts could disrupt smooth driving. Its transmission was also less agreeable in slower traffic, where it often seemed unsure of which gear to be in. My impressions favor the TurboMax for everyday driving. Ford’s more diverse engine lineup still deserves credit: you can retain the less expensive 2.3, upgrade to the 2.7 without buying a Raptor, or spend considerably more for the Raptor’s additional 95 horsepower over any Colorado. Still, the Colorado’s powertrain offers far more for less, generally speaking.

That engine equation is likely to change for 2027, however. As Autoblog reported on October 19, the Ranger’s XLT and Lariat are expected to replace their optional 2.7-liter V6 with “a bigger, more powerful 3.0-liter EcoBoost V6.” That likely means a detuned version of the Raptor’s engine, though that report didn’t confirm final output or pricing.

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The Cabin Changes As You Climb The Range

Both trucks offer crew cabs and five seats. Chevrolet installs an 11.3-inch touchscreen and 11-inch instrument display across its range. Ranger XL and XLT start with a 10-inch touchscreen and an 11-inch cluster; XLT adds a 12-inch touchscreen, while Lariat and Raptor get two 12-inch displays. My Lariat demonstrated the appeal of spending more on the Ford: heated ActiveX seats, B&O audio, proximity entry, and a useful power-sliding rear window. Opening that glass reduced buffeting with the side windows down. The seat, though durably appointed, wasn’t the most comfortable place to spend two separate six-hour straight driving stints, and its stiff headrests and limited arm support left my neck and shoulders aching. The Colorado’s Evotex seats suited my outings better, though apart from some multi-hour highway jaunts, I didn’t take the Colorado on as extensive a road trip as I did with the Ranger, so take that with a grain of salt.

My Trail Boss lacked proximity unlocking and a telescoping steering wheel, but crucially, those aren’t shortcomings across the Colorado lineup. LT, Z71, and ZR2 have both, but even a Ranger XL supplies a telescoping wheel. Chevrolet’s trim ladder therefore requires closer scrutiny before consideration. The less expensive LT has conveniences the Trail Boss omits. Z71 combines more cabin amenities with its outdoorsy presentation, and it also offers ventilated front seats, which ZR2 includes as standard; the upper Rangers’ front seats offer heating without ventilation. I preferred the Chevy’s cabin overall, but I’d choose its equipment carefully. Paying more doesn’t always mean keeping everything from the cheaper version.

Off-Road Hardware Changes The Character

The regular Rangers provide a familiar pickup layout, with rear leaf springs. The FX4 package adds off-road-tuned shocks, skid protection, and Trail Control without requiring the Raptor’s price or thirsty engine. The Colorado Trail Boss, by contrast, takes a visibly different approach with a two-inch lift and a wider stance. My Reef Blue example’s optional 20-inch wheels and 33-inch tires looked the part, although its firm ride was obvious on rough roads. The standard setup is 18-inch wheels with 32-inch tires.

Z71 brings additional equipment without the Trail Boss’s two-inch lift. ZR2 is the more substantial mechanical departure, with a three-inch lift, Multimatic DSSV dampers, and front and rear lockers. Bison adds 35-inch mud-terrain tires, further underbody protection, and jounce-control dampers. Ford answers with the Raptor’s Fox Live Valve dampers, coil-sprung Watts-link rear suspension, front and rear lockers, and a 405-hp V6. These are meaningful reasons to shop particular versions.

Beds, Back Seats, And Trailer Numbers

Both ranges offer a single crew-cab, roughly five-foot-bed format. Ford gives you a wider bed floor; Chevrolet gives you more length.

Payload and towing are configuration-dependent maxima, not every truck’s capacity. Options, occupants, cargo, and trailer tongue weight affect usable capacity. The highest payload and towing figures need not occur together.

A tenth of an inch doesn’t make one rearward cabin substantially more desirable than the other, but the bed-width difference could matter for your regular load. I also liked the Colorado’s tailgate ruler markings, and its roughly 2 more inches of length is worth noting. For towing, Chevrolet’s headline advantage is only 200 pounds on most models. Ford’s base four-cylinder can reach its regular Ranger maximum, so the V6 upgrade doesn’t raise the ceiling. Choose Raptor or ZR2 hardware, and the towing limit drops, though the Raptor sacrifices more hauling capability than the ZR2 does. Fuel economy also depends entirely upon specification. My V6 Ranger returned 22.2 mpg on its highway-heavy trip; the Trail Boss managed roughly 17 in mixed use, but their different routes skew that comparison.

Which One I’d Rather Live With

Ford makes a persuasive case through choice: an affordable four-cylinder, an optional V6, and a Raptor with substantially more horsepower than Chevrolet offers. Its wider bed and available cabin equipment add practical reasons to consider it. That said, I’d still buy the Colorado out of these two if it came down to it. Its standard engine supplies the torque I want without an upgrade, and I preferred how its powertrain and cabin worked during my test. Plus, I’d be lying if I didn’t admit its loud, whistling turbo noises hadn’t factored into that decision. The Colorado’s appeal goes beyond the Trail Boss badge, but it’s still the one I’d go for, since I appreciated its no-frills, pure-capability direction, though I still wish it at least had a telescoping steering wheel.

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

Ease of Access: Tall, But Not Too Tall

View the 2 images of this gallery on the original article

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

Interior Space: There’s Plenty Of It

View the 3 images of this gallery on the original article

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

Materials: Mostly Pet-Proof

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

Verdict: As Good As SUVs Get For Pet Owners

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

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

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Starting Outside: Similar Footprints, Different Personalities

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

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

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

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

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

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

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

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

Move Into The Rear: Count Seats, Then Try Them

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

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

Open The Liftgates: Kia Carries More

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

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

Take A Drive: Matching Output, Different Feel

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

Compare The Prices: The Cheaper SUV Depends On The Trim

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

How I’d Spec It

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

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

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

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

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

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

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Comfort And Practicality: Passengers And Cargo Want Different Things

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

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

Adventure Hardware: Compare The Equipment You’re Actually Buying

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

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

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

Value: The Price Gap Needs A Purpose

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

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

Overall Verdict: The Bronco Sport Earns My Vote

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

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

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The 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.

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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

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.

At NWAPA’s Drive Revolution event in Vancouver, Washington, I spent about 30 minutes behind the wheel to see how that outrageous engineering translates into normal, everyday driving on ordinary roads. For all its airborne ambitions and sports-car acceleration, the TRX still needs to offer something worth enjoying between the opportunities to unleash it. With my tester wearing a $108,215 price tag, I wanted to understand how much of its appeal remains when your right foot exercises a little restraint—and all four tires stay on the ground.

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Powertrain And Driving: What 777 Horsepower Feels Like On Normal Roads

After sitting out the 2025 and 2026 model years, the TRX returns with a reworked supercharged 6.2-liter Hemi V8. A smaller pulley spins its 2.4-liter supercharger harder, while a revised intake, higher fuel pressure, and updated calibration help raise output from 702 to 777 hp. The redline climbs to 6,500 rpm, and torque reaches 680 lb-ft. The TRX stamps out its power less abruptly than other Hellcat-powered models, perhaps owing to the truck’s weight. Instead, it gathers pace progressively, then suddenly you look down, and the speedometer reads a considerably higher speed than what your senses believe to be true. The supercharger gives the powertrain a sharp, immediate sense of elasticity you can play with—via the positioning of your right heel—to either waft you around town or snap the three-tonne truck to speeds you’d be swiftly arrested for doing in some states.

The TRX’s chassis adopts second-generation Bilstein Black Hawk e2 adaptive dampers from the RHO. Electronically controlled valves regulate compression and rebound independently, while Ram Active Terrain Dynamics coordinates suspension behavior with traction and stability control. Front spring rates, jounce bumpers, and damping calibration are matched specifically to the V8 application. Hydraulic jounce control cushions extreme suspension compression, while the long-travel layout retains 13 inches of front travel and 14 at the rear. Those clever underpinnings deliver a cushy ride with surprisingly refined body control, capable of conquering a road trip as comfortably as it can hop over sand dunes.

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Interior And Technology: Luxury To Match The Muscle

With a supercharged V8 making such a spectacle of itself, the TRX’s cabin risks having its surprising sense of occasion overshadowed. Yet its material quality impressed me immediately, and the generous use of suede adds abundant visual depth. The striking headliner adds tons of drama to an experience already overflowing with it, making the interior feel appropriately indulgent for a six-figure truck. For 2027, that full suede headliner and the matching sun visors are new to the TRX, alongside a leather-wrapped airbag cover—details borrowed from the luxurious Ram 1500 Tungsten.

As specced, my tester also borrowed massaging front seats, heated and ventilated seating in both rows, and reclining rear seats from the luxurious Tungsten model. 2027’s updates also add a 14.5-inch Uconnect 5 touchscreen and standard hands-free driving assistance. Those amenities are now standard TRX equipment, which helps explain where some of that purchase price goes. Although my time with the Ram was brief, the cabin felt seriously luxurious, contributing something worth enjoying whenever the engine’s theatrics subside.

Value: Making Sense Of A Six-Figure Supertruck

There’s no doubt in my mind that, despite its six-figure price tag and downright disturbing fuel economy—EPA estimates just 10 mpg in the city and 14 mpg on the highway, for an unsettling combined total of 12 mpg—the Ram 1500 SRT TRX won’t struggle to find buyers. The TRX’s callous disregard for rationality is precisely what makes it so desirable in the first place, and though I wouldn’t go so far as to call the thirsty, expensive truck a “bargain,” its value proposition actually has a bit more substance than emotional appeal alone. Starting at $102,790 including destination, it undercuts the 2026 Ford F-150 Raptor R’s $113,725 starting price by nearly $11,000. Even my $108,215 tester costs about $5,500 less than the Ford’s starting price, while delivering 57 more horsepower and massaging seats. Within this wonderfully irrational corner of the truck market, the Ram’s pricing is surprisingly competitive.

Used examples add another intriguing element to the value equation. A 2021 TRX with 31,000 miles sold on Bring a Trailer for $69,500 in August 2026, retaining approximately 78% of its original $88,990 sticker price. A 2022 example with 14,900 miles brought $73,000 on Cars & Bids that May, roughly 80% of its original $90,985 MSRP. Keep in mind these are real auction results before fees and taxes, so they offer far more substance than optimistically priced classified ads. Two sales on platforms known to draw in high bids may not be enough to establish an average depreciation rate or predict this new model’s future value, and anyone who paid a substantial dealer markup faces different margins of return. Nevertheless, I find those results somewhat reassuring here: buyers still tend to attach considerable value to the TRX’s particular brand of excess long after they leave dealer lots.

Its 12-mpg combined rating is still an expensive appetite to satisfy, and maintenance, insurance, and tires deserve consideration, too. But desirability matters when buying a vehicle and when eventually selling it, and, truthfully, I don’t imagine the average TRX buyer really cares all that much about fuel economy. The TRX might be an expensive way to turn gasoline into laughter, but its financial case is still somewhat more defensible than its outrageous personality initially suggests.

Overall Verdict: Appeal Beyond The Numbers

The TRX’s appeal, as raucous and bodacious as it is, may actually lie mostly in how surprisingly refined and luxurious it feels as a complete package. Its elastic, brutal power delivery, cushy yet controlled ride, and indulgent cabin give you plenty to appreciate between the moments when the Hellcat engine gets to really stretch its legs. That matters, because even the most committed supertruck owner will spend more time cruising than catching air. At six figures, I expect more than a party trick or two, and the TRX’s blend of absurdity and refinement delivers an experience that feels special even on an ordinary drive. Its thirst remains difficult to defend logically, but thankfully, the enjoyment isn’t limited to the moments you’re emptying its tank fastest. Ram engineered this truck to leap over dunes, but I didn’t need to defy gravity to discover why it deserved to return from extinction.

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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.

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

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

Powertrain and performance

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

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

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

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Exterior and interior design

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

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

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

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Technology and family practicality

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

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

Driving the Pathfinder Heritage

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

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

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

Final thoughts

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

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

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

Popcorn is in hand.

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Dodge’s intention of reinventing the muscle car for the electric era has, so far, been an abysmal failure. It seems the Challenger Daytona EV was largely undesirable to V8 loyalists who actually want to hear real engine noises and feel the car’s connection to the road, despite the fact that the electric version could launch to 60 mph in as little as 3.3 seconds. Dodge has since shoehorned its twin turbo six-cylinder Hurricane engine into its redesigned Charger to temporarily appease the faithful.

I was deeply curious how satisfying the powertrain would be, as well as how convincing a completely redesigned Charger would look and feel. My tester was a 2026 Charger Scat Pack Plus with the Sixpack high-output version of the 3.0-liter twin-turbo inline-six mated to an 8-speed automatic transmission routing power to all four wheels. That equates to 550 hp and 531 lb-ft of torque. My tester’s base price was $56,995. Including options and the $1,995 destination charge, the total price came to $68,320.

Exterior and Interior Styling – 9/10

It was smart for Dodge not to completely change the look of the Charger. It’s inspired by the model from the late ’60s and early ’70s but retains the general body shape from the last generation. The exterior dimensions, however, are vastly different. The 2026 Charger has grown by over 8 inches in length, nearly 5 inches in width, and almost 2 inches in height. The full width LED lighting that joins the headlights, the creased front fenders, and the huge hood bulge give the front end menacing muscle car presence. The body crease that extends from the front door to the tail adds character.

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There’s no question that the Charger is long, and it’s hard to ignore from the profile view, but its muscular quarter panels help mitigate that length. Details like the hood bulge, tasteful decklid spoiler, stunning full-width lighting elements, and the illuminated Fratzog logos make the car look both unique and properly retro. The car has real presence without screaming, and its overall design is a bit more elegant than the last Charger.

Even more than the exterior, the redesigned Charger receives a much-needed modernized cabin. Despite the preponderance of dark plastic, most everything is very well done and appropriate for a new generation of Charger. The broad, layered dashboard incorporates two large screens, which look better separated than the typical single frame setup that’s prevalent these days. The three-spoke squircle steering wheel is sporty and not overdone. I especially love the waterfall/grid trim that wraps around the dash and door. It uses sconce-like ambient illumination that’s configurable, and it looks especially stunning at night.

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There is a lot of dark plastic inside, but it manages to be well made and doesn’t feel cheap. The almost total absence of piano black in the cabin should be applauded. The red stitching on the seats, dash, door, and steering wheel look great. There’s even some white stitching peppered in on the dash and door. The cabin is finally where it needed to be after the much bulkier and far less attractive version found in the last Charger.

Infotainment & Technology – 8.75/10

The Charger gets its tech right. It doesn’t overwhelm the cabin with a huge single frame number and doesn’t relegate climate and audio controls to the screen. The system isn’t massive like other vehicles, and it’s nice to have a setup that looks more driver focused due to the separation of the optional 16″ digital instrument cluster and the 12.3″ touchscreen. The UConnect 5’s vertical menu bar on the left is clean, but spacing is tight. It’s also easy to hit the wrong function at night because the physical audio knobs that flank the touchscreen aren’t illuminated.

The larger upgraded 16″ instrument display is vivid and configurable. It’s easy to read and tossing up the data you want is quick using the steering wheel controls. There’s also a large wireless charging deck that had no problem connecting to my iPhone, even with a very thick case over it. Not every wireless charger I’ve come across has been able to do that.

Other tech-focused features that came with the optional Customer Preferred Package included Performance Pages for track days, head-up display, surround-view camera, traffic sign information, integrated voice command. Standard safety features included Adaptive Cruise Control w/ Stop & Go, Active Driving Assist, and Full-Speed Forward Collision Warning Plus. The Line Lock feature comes with the High Output engine, allowing the Charger Scat Pack Plus to perform tire-smoking burnouts. Finally, the Charger Scat Pack Plus comes standard with a 9-speaker Alpine premium audio system with subwoofer.

Comfort, Space, and Usability – 9/10

The interior is quite comfortable, especially with the optional $1,150 Highback Performance Seat upgrade. The backrests are broad, and the cushioning and bolstering are just right. It took some time for me to get into the right seating position, but once that was achieved, visiblity was, for the most part, very good. The rearview mirror, however, is situated far too low and for someone my height (6′), the mirror was situated halfway down the windshield, (even with the cushion moved to its lowest positiong.

Touch points are properly soft, and the cabin feels airy compared to the nearly claustrophia-inducing interior of the last charger. Much of the bulk of the center console and center stack have been greatly reduced. The shift knob is interesting. Mimicking a mechanical shifter, this one is rather long and bulky. It responds well and feels good in the hand, but it also covers the phone charger when it’s in the Park position.

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The Charger’s electronic door handles take some getting used to. Lexus has done this on some of their vehicles, but they come with a pull feature located on the same surface as the button. The Charger’s fail safe physical door handle is situated lower along the front upper edge of the door pocket above the cupholder section. I’m not sure why Dodge didn’t just give it a standard door handle.

The rear outboard seats are excellent, and even the middle position isn’t terrible. 37.2 inches of rear legroom means that tall adults have space. The sloping roofline doesn’t cut in too much and provides 36.9 inches of headroom. That’s but a smidge less than the current Honda Accord. In terms of cargo space, the liftback design allows for 22.8 cubic feet of cargo space behind the rear seats and 38 cubic feet with the rear seats folded down. Even with the seats up, that number eclipses every conventional sedan out there.

Driving Experience – 8.75/10

The 2026 Dodge Charger Scat Pack Plus’s upgraded engine trades Hemi thunder for twin-turbo punch, and its high-output 3.0-liter inline-six doesn’t feel or sound like much of a compromise. It’s properly loud (even in Auto drive mode) and powerful wth 550 horsepower and 531 lb-ft of torque. Getting on the gas doesn’t deliver immediate thrust, but once it gets going, the Charger delivers smooth and authoritative acceleration via all four wheels, a boon for Windy City winter drivers.

The Charger Scat Pack Plus Sixpack will do the 0-60 sprint in just 3.9 seconds. That’s Hemi-engine quick, despite the substantial weight increase. Handling is predictable and not unwieldy, though. The transmission isn’t super-quick to downshift, making it feel less lively under spirited driving. Grip and balance are good; the steering has good effort with pleasing feedback, but the Charger handling can’t escape its heft and size. Initial brake bite is a little soft, but it’s progressive and predictable after that.

Final Verdict – 8.9/10

The important thing to remember here is that the gas Charger muscle car is back. It may be down two cylinders, but it doesn’t have to make any excuses for it. The high output Hurricane engine is muscle-car goodness, and it delivers the sound and the fury. The Charger Scat Pack Plus is properly powerful, boisterous, and entertaining to drive. We’re just glad that Stellantis/Dodge admitted its mistake in eliminating gas from its Challenger. It’s also roomier, more user-friendly, and more comfortable. The all-wheel drive traction makes this a muscle car that can do family duties in winter, and that makes it even more attactive.

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

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Powertrain and performance

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

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

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

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

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Driving a TRD Pro through Los Angeles

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

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

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

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

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Off-road hardware and the competition

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

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

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

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

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Exterior and interior design

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

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

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

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

Final thoughts

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

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

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

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

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

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Their muscular bodywork suggests an overdose of testosterone, and neither is shy about its intentions. Yet these are very different interpretations of the affordable performance car. The WRX has matured into a surprisingly accommodating sports sedan. The GR Corolla behaves like an angry little hatchback that has been told recess is canceled.

Both approaches have merit. Your preference may depend on how much excitement you want during the drive home and how much your back is willing to tolerate.

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Powertrains and performance

The WRX uses a 2.4-liter direct-injected, turbocharged flat-four engine producing 271 horsepower and 258 pound-feet of torque. Subaru’s familiar boxer layout places the cylinders horizontally opposite one another, and standard Symmetrical All-Wheel Drive supplies the traction. It’s a generous amount of performance for a sedan that starts at $32,495 before destination and fees. That price makes it the clear entry-level value leader in this comparison.

A six-speed manual is standard on most trims, while Subaru’s Performance Transmission is available on the Limited and standard on the GT. Despite the sporty name and simulated shifts, it remains a CVT. I’m not generally a fan of those transmissions, but this one does a convincing job of responding to enthusiastic driving. The manual provides more involvement, although its shift action can feel a little ropey.

Acceleration lands around the mid-five-second range to 60 mph, depending on configuration and testing conditions. Fuel economy is rated at up to 19 mpg city and 26 highway with the manual, versus 18 city and 25 highway with the CVT. Neither is a fuel-sipping economy car anymore, but those figures are manageable for an AWD performance machine.

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The GR Corolla takes a different route. Its 1.6-liter turbocharged inline-three produces 300 horsepower and 295 pound-feet of torque. That’s 29 more horsepower and 37 additional pound-feet from an engine with one fewer cylinder. It sounds slightly ridiculous on paper. In person, the angry little engine makes a persuasive argument for the arrangement.

Toyota offers a six-speed manual with automatic rev matching or an eight-speed conventional automatic. Both work with the GR-FOUR AWD system and standard front and rear Torsen limited-slip differentials. That hardware is a major part of the Toyota’s appeal, giving it more than a power advantage to justify its higher price.

Normal mode uses a 60:40 front-to-rear torque distribution, Gravel selects 50:50, and Track mode can vary distribution from 60:40 to 30:70 according to driver inputs and conditions. You aren’t simply locking it into rear-wheel drive by turning a dial, but the system provides useful flexibility when deploying the power.

The GR Corolla’s acceleration falls around the five-second neighborhood, with transmission and testing conditions affecting the result. Fuel economy favors the Toyota, with published estimates of 21 mpg city and 28 highway for the manual, or 19 city and 27 highway for the automatic.

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Driving both

I have friends who own modern manual-transmission WRXs and a cousin who had a CVT-equipped example. Both setups work well for commuting. Older WRXs could feel rough around the edges, but the current car is considerably more civilized. At an ordinary pace, it’s mild-mannered enough that you could almost forget what the hood scoop is suggesting.

Start accelerating harder, and the personality changes. The engine becomes more insistent, the chassis responds, and the car reminds you that Subaru hasn’t completely misplaced its rally interests. What impresses me is how well it balances that enthusiasm with everyday comfort. It feels more adult than earlier examples without becoming dull.

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I would like more steering feedback. It’s accurate enough, but the communication could be better. Still, the overall ride-and-handling combination is excellent. In terms of its more polished demeanor, I can understand comparing it with a Volkswagen Golf R, even though the body styles differ.

The Toyota is a different experience entirely. It’s loud, brash and constantly reminds you that it would rather be doing something interesting. You can’t fully dial out its sporting intentions, and that’s true with either transmission. It’s always tugging at the leash.

For this audience, that roughness is part of the attraction. The GR Corolla recalls what made hot hatches special: a practical shape wrapped around a car that rewards involvement. It changes direction eagerly and makes an ordinary corner feel like an opportunity. The WRX is entertaining; the Toyota seems personally offended when you aren’t entertaining yourself.

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Interior, technology and practicality

The Subaru gives passengers more room and provides the more comfortable overall environment. If you regularly carry adults in the back seat, that matters. If you have a stiff back or a bladder that has become unusually interested in road surfaces, the WRX is probably the friendlier companion.

The Toyota counters with a hatchback opening that makes loading bulky items easier. That flexibility doesn’t automatically mean more passenger comfort, though. I appreciate its utility, but I wouldn’t confuse the GR Corolla with the more relaxed commuter in this pairing.

Subaru’s 2026 lineup includes an 11.6-inch touchscreen with wireless Apple CarPlay and Android Auto. Toyota pairs an 8-inch multimedia touchscreen with a 12.3-inch digital instrument cluster and wireless smartphone connectivity. Both offer modern driver assistance, so choosing a manual doesn’t mean abandoning the conveniences buyers now expect.

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Final thoughts

The WRX’s $32,495 base MSRP is compelling, although destination takes the delivered starting price above $33,000. The performance-focused tS starts at $44,995 before destination and adds STI-tuned electronically adjustable dampers, Brembo brakes and Recaro seats. It’s a serious upgrade in chassis equipment, rather than an excuse to add another badge.

Toyota currently lists the manual GR Corolla from $40,520 before delivery, with the automatic starting at $42,520. The specialized GRMN Corolla reaches $64,360 before delivery, putting it in a very different financial conversation. That limited-production model deserves its own evaluation rather than being treated as a typical GR Corolla purchase.

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For value, comfort and everyday versatility, I would steer most buyers toward the WRX. For the person who prioritizes driving entertainment and wants something that feels special every time it starts, the GR Corolla makes a stronger emotional argument.

They are road cars with rally-inspired character, and both can turn a mundane commute into something worth anticipating. We’re lucky they’re still being built.

I’d take the little animal. My back may wish for my (much) younger self.

Related: BMW X5 Vs. Audi Q7 Sales: It’s Not Even Close

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

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

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

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

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

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

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

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

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

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Exterior Styling: Hitting The Right Note — 9.5/10

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

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

Interior And Practicality: Short But Tall — 8.5/10

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

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

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

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

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

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

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

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

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

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Both electric sedans felt most natural when driven smoothly, but the Lexus’s controls, ride, and cabin encouraged that approach more consistently. The Mercedes still seemed eager to appeal to someone younger and sportier, even though its most convincing quality was how pleasantly it settled into a relaxed cruise. My time with each vehicle was brief, and the comparison, of course, reflects that context. The models’ specifications nevertheless create a useful buying dilemma: my CLA 250+ and ES 350e Luxury were priced just $1,010 apart.

All prices include destination and are in U.S. dollars. Starting prices use published U.S. pricing; the Lexus’s as-equipped price is the event sheet’s “estimate.” Charging times are manufacturer estimates under suitable conditions; battery figures use each manufacturer’s stated basis.

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Exterior Design: Both Look Better in Person

The Mercedes’ MANUFAKTUR Patagonia Red Metallic paint, intricate AMG wheels, and contrasting black details gave it considerably more presence than I expected. Its shape looked more cohesive in person than on a screen, though some of the styling still felt a little self-conscious. The guppy-nose front end still takes some getting used to, and the overall form factor still feels a bit too reminiscent of the bulbous EQS, but my general takeaway was that it didn’t look as offensive as I had initially thought. The Lexus, though, changed my opinion much more drastically once I saw it in metal.

Perhaps I have an old soul, but the Lexus won me over differently than the CLA. While I felt less sour about the Benz after seeing it in person, I grew quite fond of the ES’s appearance on closer inspection. Wavelength paint and the large multi-spoke wheels suited its sweeping proportions brilliantly, helping the unusual details feel part of a broader design and instantly making the outgoing-generation ES look a decade older. I initially doubted both cars’ appearances, but the ES made the stronger case for changing my mind. Those wheels, though, despite how striking they look, also come with a real-world caveat. Lexus quotes 307 miles with its standard 19-inch wheels, but 292 miles with the 21-inch set fitted here. They may have improved my opinion of the design, but at the cost of a slight range drop.

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Interior: The Mercedes Aims For Younger Athleticism; The Lexus Modernizes Familiar Serenity

The CLA’s interior also appeared quite striking in person. Its layered materials, contrasting colors, and sculpted details gave it an eccentric character that made the cabin feel younger and more athletic, and its Burmester sound system stood out, delivering a sound experience that feels two classes above. However, the expanse of screens across the dashboard made the cabin feel a bit overstimulating, and it felt like a slightly lazy design choice in a cabin that’s otherwise quite intricately layered. My Pinnacle-equipped car included a passenger display, and I struggled to see how often that extra screen would improve an ordinary journey. Plenty was worth admiring, but plenty also competed for my attention.

The Lexus traded some immediate drama for a much calmer atmosphere. Its screens took up substantial space, yet they felt less like they dominated the dashboard, leaving room for more sculpted depth. Physical buttons and familiar controls cut the learning curve the CLA’s tech-heavy cabin introduces, but the difference went beyond visual restraint. Patterned bamboo accents were exquisite to look at and to the touch, while the soft-textured Mark Levinson speaker covers and subtle metal details added even more depth to the cabin’s finely-applied upholstery. Its own fantastic sound system complemented an environment that felt confidence-inspiring and prestigious.

My ES tester also came with the $3,635 Executive Package, adding rear-seat adjustments, heating, ventilation, massage, and a passenger-side ottoman, extending the emphasis on comfort into the rearward cabin. Additionally, although Mercedes’s $1,050 SKY CONTROL option lets the fixed panoramic glass switch between transparent and opaque in selectable zones, I particularly appreciated that the Lexus’s sunroof could actually be opened, and its power-operated visor blocked out the glare of sunlight more effectively than the CLA’s overly complex system.

Driving: Comfort Works Better When the Controls Agree

The Lexus leans into being what I’d affectionately call a “comfy old geezer car,” even with its edgy, contemporary look. Its priorities were clear: a comfortable ride, a quieter cabin, and controls that made smooth progress feel natural. It absorbed bumps better than the Mercedes and kept tire noise out better, despite its larger wheels. Lexus makes EV driving feel uncomplicated, and isn’t afraid to admit that comfort and ambiance take precedence over performance and tech.

The CLA’s priorities felt a bit less obvious to me. Power arrived more gradually than I expected, lacking some of the immediate response I ordinarily find in an EV. That could appeal to someone who finds abrupt electric acceleration unpleasant, yet its throttle calibration, steering response, and sensitive braking still seemed to anticipate more aggressive inputs than its relaxed driving character encouraged, and the steering also lacked the precision I wanted when trying to drive more enthusiastically. Driven gently, the CLA became more convincing, but the Lexus made that same style of driving easier to achieve.

Road noise further complicated the Mercedes’s luxury credentials. The sound its tires made was more noticeable than I expected, and even more apparent than in the Subaru Trailseeker, Toyota bZ Woodland, and Toyota C-HR I drove at the same event shortly beforehand. Even over minor bumps, this CLA’s dashboard produced a high-pitched squeak; a quirk which I don’t often associate with high-quality fit and finish. Sport mode’s synthetic acceleration sounds did little to improve matters; the noises were strange and abstract to me, without a convincing character that made the car any more enjoyable. The Mercedes does offer one-pedal driving, though, a highly valuable EV convenience the Lexus, for some reason, lacks. The ES’s familiar two-pedal approach suits its easy-to-use character, but the lack of one-pedal driving in any modern EV feels like an egregious omission that could turn away far too many potential buyers who are already familiar with the nuances of EV driving.

Range and Charging: The Mercedes Has an Edge

The Mercedes still has a much stronger technical argument than those cabin and driving criticisms might suggest. It offers more power, quicker acceleration, a larger battery, and a significantly higher maximum DC charging rate. Mercedes advertises up to 374 miles for the CLA 250+, but the official window sticker on the unit I tested claimed a 317-mile EPA-estimated range. Compared with the Lexus’s EPA-estimated 292-mile range, that gives the tested Mercedes a mere 25-mile advantage, and the Lexus also carries the higher combined MPGe rating.

Charging remains a meaningful strength for the Mercedes. Its published 10–80% estimate is 22 minutes, compared with 28 minutes for the Lexus. That may not sound like much, but imagine spending an extra six minutes at the gas station each time you fill up, and suddenly that added convenience doesn’t seem so trivial. Consider the 320-kW and 150-kW peak ratings alongside those charging-time estimates. To be clear, though, those are published figures; range and charging performance warrant a longer test than these event drives provided, and they’ll vary heavily with conditions and driving style. But for someone who regularly travels long distances, those advantages deserve serious weight.

Value and Verdict: Lexus For Ease Of Mind, Mercedes For Tech Savviness

At almost identical as-equipped prices, I admittedly preferred the Lexus. Its appeal came from the way its attributes worked together: the softer ride, quieter cabin, more natural controls, attractive materials, and calmer presentation all supported the same idea of luxury. Despite earning my vote for the Best Battery Electric Vehicle (BEV) category at Drive Revolution, more NWAPA journalists ultimately voted in favor of the Mercedes-Benz for the award, which not only took home that trophy, but also tied with the Lucid Gravity Grand Touring for second place overall at the event, with the Genesis GV60 Magma placing first, against a field of combustion-powered, hybrid-powered, and other battery-powered entrants. So even if I’d personally take the Lexus here, I can’t as easily say there’s a definitive winner between these two surprisingly compelling electric luxury sedans in terms of what I would actually recommend.

The Mercedes’ extra performance and charging capability provide strong reasons to choose it over the Lexus. Buyers who enjoy its more extravagant interior and youthful styling may also find those qualities worth the compromises I noticed. The CLA offers a unique definition of attainable luxury in the electrified modern era, but for me, a luxury sedan should make everyday driving feel easier, calmer, and more special, and the ES did that more convincingly during these drives. Both cars improved on my first impressions in person, but the Lexus followed through more consistently once I started driving and stuck with me most after I handed back the keys.

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I doubt many buyers will cross-shop them, but both cater to people who want exceptional performance, open-air luxury and a vehicle the valet will keep out front. They simply approach those goals differently.

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Powertrains and performance

Both use 4.0-liter twin-turbocharged V8s with Mercedes-AMG roots, although their tuning and drivetrains produce distinctly different experiences. The Maybach delivers 577 horsepower and 590 pound-feet of torque through a nine-speed automatic and fully variable 4MATIC+ all-wheel drive. Mercedes estimates 0–60 mph in 4.0 seconds and electronically limits top speed to 161 mph. Its published curb weight is 4,409 pounds. That’s a substantial amount of rolling indulgence.

The Vantage S Roadster produces 670 horsepower and the same 590 pound-feet of torque, but sends power to the rear wheels through a rear-mounted ZF eight-speed automatic. Aston Martin quotes 0–60 mph in 3.4 seconds and a 202-mph maximum speed. An electronic rear differential, adaptive dampers and wide Michelin Pilot Sport S 5 tires help turn that enthusiasm into something usable.

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Those mechanical differences become obvious immediately. The Maybach feels substantial, and that is part of its appeal. It wafts along the highway with the confidence of something that expects traffic to accommodate it. Call upon the AWD system in a corner, and it delivers reassuring traction, but the car’s mass remains apparent. It handles well; it simply prefers a flowing road to one that constantly changes its mind.

The Aston Martin feels more eager. Its steering, power delivery and chassis encourage involvement, and the engine sounds suitably enthusiastic about the assignment. It’s aimed at the sports-car crowd, including buyers considering Porsche and Ferrari, rather than someone whose main requirement is arriving without disturbing their hairstyle.

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Exterior and interior design

Aston Martin has been on fire with its styling, and the Vantage S Roadster is beautiful from practically every angle. The aggressive grille, sculpted body, and purposeful rear treatment match its intent. It looks fast sitting still, and it looks even better with the roof down.

Who doesn’t appreciate something beautiful that’s topless? In terms of cars, people.

Its Z-fold roof opens or closes in just 6.8 seconds and can operate at speeds up to 31 mph. That is exceptionally quick, and useful when the weather decides your open-air afternoon needs a surprise ending.

The Maybach makes a louder visual statement despite being the quieter car to drive. I like its Mercedes-Benz star hood ornament, but there is no shortage of Maybach identification elsewhere. The patterned acoustic soft top and available monogrammed hood look like they belong in the same showroom as an exceptionally expensive designer handbag.

Some people will find that endearing. Others will wonder whether the car has a sponsorship deal with itself.

The illuminated grille, rose-gold headlight accents and Crystal White Nappa leather reinforce the theme. Inside, nearly every surface seems wrapped in something lovely to touch, and the seats are magnificent. It feels indulgent because it is indulgent. The suspension’s active hydraulic roll stabilization and standard rear-wheel steering add useful engineering beneath all that ornamentation.

The Aston’s cabin is more restrained and more focused on the driver. Its interior design has finally caught up with the exterior, with attractive materials and controls that feel appropriate for the price. The seats are supportive, although they don’t deliver the Maybach’s pampering. That suits the car’s priorities, even if my large American frame occasionally appreciates a little extra cushioning.

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Technology: lovely until it needs a reboot

The Maybach’s MBUX system combines a digital instrument display with a portrait-oriented central touchscreen. I found parts of the interface clunky, but I appreciate the electrically adjustable screen angle. Reducing glare with the roof down is a practical feature in a car otherwise packed with decorative flourishes.

The Aston uses a 10.25-inch touchscreen and retains useful physical controls. Apple CarPlay Ultra extends its integration into the driver display, making it more ambitious than simply putting phone apps on the center screen.

Related: Porsche Really Doesn’t Want You to Buy a Manual 911

Unfortunately, my experience included glitches and a system issue on the highway that required me to pull over safely and restart the vehicle. It went into limp mode. I can’t determine from that incident whether the fault originated with CarPlay or the car’s software, but I can tell you it interrupted an otherwise excellent drive.

At this price, “have you tried turning it off and back on?” should not be part of the ownership fantasy.

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Pricing and personality

Neither car is remotely inexpensive. The Maybach starts in the mid-$220,000 range, while the Aston occupies roughly quarter-million-dollar territory before personalization. Options can move either substantially higher, particularly when buyers begin exploring bespoke paint, leather and trim.

Still, the prices make more sense when you consider the audience. These are emotional purchases. The Maybach is built to make its occupants feel pampered and conspicuous. The Aston is built to make the driver seek a longer route home.

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Final thoughts

I usually prefer reviewing vehicles people can realistically afford. Still, occasionally getting to drive machines like these feels like a holiday, and I’m grateful for it. Both cars are remarkably indulgent and an utter joy to drive in their own right.

Both make an entrance. Both have extraordinary engines, distinctive designs and enough presence to earn prime valet parking. The Maybach was a huge hit when I brought it to Beverly Hills, where it looked entirely comfortable among people who consider designer luggage an everyday necessity.

Related: 2028 Mercedes-Benz GLA-Class In The Metal: See The Revamped Crossover From Every Angle

My choice is the Aston Martin. Despite the software interruption, it delivered more entertainment and a style of luxury that suits me. The Maybach would be ideal for someone who values comfort and ceremony above sharper handling.

They both make you feel special. I prefer feeling special on the way to the restaurant rather than when I arrive.

Related: Lucid Air vs. Lucid Gravity: Sleek Sedan or Family Spaceship?

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The Air is a spacious electric sedan, while the Gravity offers five seats or an optional third row. The SUV also has adjustable air suspension and some capability beyond pavement, which broadens its appeal considerably. After driving both back-to-back, I understand why someone would fall for the Air. But for me, the Gravity’s combination of performance, space and everyday usefulness makes the choice surprisingly easy.

Powertrains and performance

The Air lineup begins with the Pure, priced from $70,900 before destination, taxes and options. Its single motor drives the rear wheels and produces 430 horsepower, with a manufacturer-estimated 0–60 mph time of 4.5 seconds. The $79,900 Touring adds dual-motor all-wheel drive, 620 horsepower and a 3.4-second sprint. That’s already more than enough performance for a commuter, unless your commute involves qualifying.

The Air Grand Touring starts at $114,900 and delivers 819 horsepower, AWD and a 3.0-second run to 60 mph. For the current 2027 lineup, Lucid projects maximum ranges of 420 miles for the Pure, 431 for the Touring and 512 for the Grand Touring, generally with 19-inch wheels. Those are manufacturer projections for 2027; wheel choice, weather and your right foot will influence what you actually achieve.

The Gravity starts at $79,900 for the Touring. It has two motors, standard AWD, 560 horsepower and an estimated 4.0-second run to 60 mph. The $98,900 Grand Touring raises output to 828 horsepower and trims that sprint to 3.4 seconds. Maximum EPA-estimated range is 337 miles for the Touring and 450 miles for the Grand Touring, specifically in five-seat configurations with 20-inch front and 21-inch rear wheels. Add larger wheels or change the seating configuration, and you should check the corresponding range figure.

Those numbers can overshadow how these vehicles actually drive. Both are smooth, quiet and remarkably composed. I found their steering more responsive than what I’ve experienced in several Tesla models, and the Air’s grip is impressive. It encourages you to stretch its legs and enjoy a corner without constantly reminding you that you’re moving a substantial battery pack around.

The Gravity is no slouch, either. Despite its higher stance and family duties, it feels surprisingly light on its toes. I suspect plenty of buyers will prefer it simply because climbing in and out is easier. The Air sat low enough at my house that I had to arrange my pockets and belongings before lowering myself into it.

Some valuables require careful packaging. You get my point.

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Technical information: charging is where things get interesting

The Gravity Grand Touring uses a 123-kWh battery, while the Touring has an 89-kWh pack. The Grand Touring’s 926-volt electrical architecture supports charging at up to approximately 400 kW on suitable high-voltage equipment. Lucid says it can add 200 miles of range in under 11 minutes under the specified conditions. The Touring’s corresponding claim is 200 miles in about 15 minutes. These are miles-added estimates under favorable conditions, rather than promises that every charging stop will finish before your coffee cools.

The clever part is how the Gravity works with lower-voltage chargers. Lucid uses the rear motor’s drive electronics to boost charging voltage, allowing its high-voltage battery to accept power efficiently from 500-volt equipment. The company quotes sustained charging speeds of up to 225 kW on compatible chargers using that architecture, including Tesla V3 Superchargers. The Gravity also has a native NACS charging port. This is useful engineering that can improve a trip, rather than another feature buried three menus deep.

The Air can charge rapidly at suitable CCS equipment, but its Tesla Supercharger access deserves attention. Lucid’s published NACS-to-CCS adapter arrangement allows charging at up to 50 kW. Having access to a charger and taking full advantage of its output are different things. If your regular road trip relies heavily on Tesla stations, the Gravity has a meaningful advantage.

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Exterior, interior and everyday usefulness

I like Lucid’s design restraint. The Air is elegant, while the Gravity manages to look distinctive without pretending it’s a military transport. Neither feels obligated to announce that the future has arrived by assaulting your eyeballs.

The Gravity’s packaging is especially impressive. Average-size adults can use the third row, and Lucid quotes more than 21 cubic feet of cargo space behind it. With the rear seating folded, the seven-passenger version provides more than 111 cubic feet of total usable cargo space; the five-seat version offers up to 120 cubic feet. The sliding second row adds flexibility, and the available Towing Package brings a quoted capacity of up to 6,000 pounds, subject to configuration and loading.

Its adjustable air suspension also makes it more adaptable than the sedan. The available Dynamic Handling Package adds rear-wheel steering and a three-chamber air suspension, helping the SUV maneuver and manage its considerable mass. I appreciate the ability to venture beyond pavement, although the Gravity’s strongest argument remains its combination of road manners and utility.

Related: I Drove the VW ID.7 Tourer: It Shows What America Is Missing

Both cabins are loaded with screens. The Air uses a 34-inch curved Glass Cockpit, while the Gravity has a 34-inch curved 6K OLED display and a separate, horizontally oriented Pilot Panel. An available augmented-reality head-up display puts information closer to the driver’s line of sight.

There’s a tremendous amount of technology to absorb. The current lineup includes DreamDrive 2 Premium driver assistance, with additional capabilities depending on equipment. I appreciate the assistance, but the driver still has to supply judgment. Having several hundred horsepower and an impressive computer does not automatically make you an impressive driver.

For somebody who still occasionally counts on his fingers despite being over five decades old, the experience can feel like stepping into a computer. Fortunately, it’s a soothing computer with comfortable seats and, depending on the configuration, a very persuasive massage function.

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The top trims get wonderfully ridiculous

The Air Sapphire occupies another performance universe. At $249,000, it offers three motors, 1,234 horsepower and a claimed 0–60 mph time of 1.89 seconds. Its twin rear motors provide torque vectoring, while standard carbon-ceramic brakes help contain the enthusiasm. The current 2027 projected range is still 427 miles. That’s an extraordinary combination of speed and endurance, even if the purchase price requires considerably more fingers than I possess.

The Gravity GT-S starts at $125,900 and produces 1,070 horsepower, with an estimated 3.1-second sprint to 60 mph. It includes the Dynamic Handling Package and retains seating for up to seven. Lucid projects 373 miles of range. It’s the version for someone who wants family utility but apparently feels 828 horsepower leaves too much room for personal growth.

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Final thoughts

Comparing these vehicles with Tesla is understandable, but it isn’t the whole story. Tesla now says the Model S and Model X are no longer in production, and Lucid deserves to be judged on its own engineering, luxury and driving character.

For me, the Gravity wins. I like its space, easier access, versatility and ability to explore beyond the pavement. The Air is the more elegant sedan, and its range is compelling, but the Gravity fits more of what I want from one vehicle.

Related: 2026 Toyota C-HR Review: The Small SUV Finally Gets the Power It Deserves

My admiration doesn’t make either affordable, nor does a satisfying test drive establish long-term reliability. I also want Lucid’s technology to reach more buyers. The company has announced a midsize platform with a planned starting price below $50,000, which could help address that concern if it delivers.

Lucid clearly knows how to build something fast, capable, and technically fascinating. Now I’d like more people to be able to buy one without first arranging a meeting with their banker and possibly a therapist.

Related: Towing a Pebble Flow With a Rivian R1S: The Future of Electric Towing?

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That’s frustrating because the R1S is one of my favorite electric SUVs. It has three rows, room for seven, real off-road ability and enough performance to make the family ask whether you meant to accelerate quite that hard. The Quad-Motor model I drove produces 1,025 horsepower and 1,198 pound-feet of torque. Rivian estimates 0–60 mph in 2.6 seconds under the right conditions, which is a ridiculous number for a seven-seat SUV. Its EPA-estimated range is 374 miles with the Max battery, and it’s rated to tow 7,700 pounds. Those are impressive figures, but that range number describes the SUV without a travel trailer hanging off the back.

The Rivian R1S: Before the Hitch Goes On

Even with the more attainable Dual-Motor configuration, you’re looking at 533 horsepower, so nobody needs the Quad to merge onto a freeway. The Quad is the version for people who want their practical family vehicle to have the acceleration of something deeply impractical. I also appreciate how much the R1S can do away from pavement. Its capability is more than an adventurous-looking paint color and a screen showing pictures of rocks.

Related: The ID. Tiguan is a Full Admission About Volkswagen’s Mistakes With the ID.4

Inside, the design feels modern without making a big production of it. There’s a large central touchscreen, a separate driver display and a smaller screen for second-row passengers. I would still like more physical controls, and the front seats could use a little extra padding for my large American tush. But the cabin works well, the storage is useful, and the third row gives smaller passengers a proper place to sit. The R1S feels like an SUV that happens to be electric, which is a considerable compliment coming from me.

Still, 1,025 horsepower cannot solve a charging stop that arrives earlier than expected. The R1S has enough muscle to tow a substantial trailer; towing range is the lingering issue. That’s where the 2027 Pebble Flow gets interesting.

The Pebble Flow: The Trailer With its Own Motors

The Pebble Flow is a 24-foot, 8-inch electric travel trailer with two motors that drive its wheels while it’s being towed. Its Easy Tow system adds propulsion to reduce the work demanded of the tow vehicle. Pebble says the system cuts towing drag by an estimated 50% compared with similarly sized RVs and can provide assisted towing for up to 250 miles before the trailer needs recharging. Those are Pebble’s estimates, and the result of any particular trip will depend on speed, terrain, weather and how much assistance you ask for.

The Flow weighs 5,900 pounds dry and has a 6,800-pound gross vehicle weight rating. That matters: its motors may help move the trailer, but they do not erase its weight or increase the R1S’s tow rating. You still have to account for the loaded trailer, hitch setup and tongue weight, which Pebble lists at 680 pounds. The R1S’s 7,700-pound tow rating gives this pairing room within the published limits when properly equipped.

I’ve pulled a Pebble Flow before, behind an Ineos Grenadier Quartermaster. That wasn’t my favorite towing combination, and I was curious whether the Rivian’s electric power delivery would be a better partner for a trailer that can help propel itself. On this short drive, it was. The R1S had no trouble getting the Flow moving, and with the trailer’s added assistance, the combination felt startlingly eager. I’ve used the word “uncanny” to describe it, because you expect to feel more of a nearly 6,000-pound trailer back there. Instead, it felt as though the trailer had decided to be a team player.

I watched the Rivian’s energy-use display and saw a roughly 30% penalty during my brief test. That was encouraging compared with some of my previous EV towing experiences, but it was a snapshot, not a measured long-distance result. I would love to tell you that this pairing will reliably travel 150 or 200 miles between stops. I can’t establish that from a short drive. I can say that the technology made the R1S feel less burdened, and that’s a meaningful first impression.

Related: 2026 Toyota C-HR Review: The Small SUV Finally Gets the Power It Deserves

Pebble’s forthcoming OS 2 software adds a 40-kW Boost Mode for extra trailer assistance on grades or when the driver wants to draw more heavily on the Flow’s battery. The update is slated to reach existing Flows as well as new ones. Of course, using more trailer battery for propulsion means less energy available for camping until you recharge it. Regenerative braking can put some energy back during descents and braking, but this is not a perpetual-motion RV, no matter how badly I want one.

There’s a campsite attached to all this technology

The Flow carries a 45-kWh lithium iron phosphate battery and can DC fast charge; Pebble specifies a 0–80% charge in under an hour. It can also supply power to appliances or serve as home backup power through its 12-kW inverter. An included iPad lets you maneuver the unhitched trailer remotely, and Magic Hitch can align and couple it to the tow vehicle. Those features sound like science fiction until you’re trying to position a trailer in a cramped campsite and remember how much fun backing one up usually is.

For 2027, buyers can choose the familiar Murphy queen bed and desk arrangement or, on the Founders Edition, twin beds with a cushion that joins them into a king. The twin layout also adds about 30 cubic feet of under-bed storage. It also offers a longer awning option and a new exterior solar port. The available Self-Powered Package (a partnership with Jackery) combines the 1.1-kW rooftop array with four portable 500-watt panels for up to 3.1 kW of peak input; the system can accept up to 4 kW of combined solar with additional compatible panels. Sunshine and campsite conditions will determine what you actually collect.

It’s a clever, comfortable trailer, though I still wish the bathroom were a little roomier. It needs more storage too. It’s also expensive: Pebble lists the Magic Pack from $159,000 and the Founders Edition from $189,000. Add a Quad-Motor R1S, and you have assembled a magnificent way to make your accountant stare grimly across the desk.

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Final Thoughts

I hate the cliché “a match made in heaven,” but the R1S and Pebble Flow make a persuasive case. The Rivian supplies the family space, off-road talent, and effortless power. The Pebble tackles one of EV towing’s biggest annoyances by helping move its own substantial weight.

My drive was too short to settle the long-distance range question, and I would want a loaded highway trip before declaring victory. Still, this is the first time I’ve towed an RV with an EV and felt that the trailer was helping with the problem instead of merely creating it. That’s impressive. It’s also a lot more fun than watching the range estimate fall off a cliff.

Related: Citroën’s Iconic 2CV Returns as an EV Concept Targeting $15,000

A week around Vancouver, B.C., gave me the perspective I needed. Between negotiating city parking, following the Sea-to-Sky Highway’s sweeping bends, and heading its bright red recovery hooks toward rugged terrain near Squamish, the GMC developed a considerably entertaining personality without sacrificing too much functionality in the process. While the Toyota Tundra TRD Off-Road I recently tested felt more like a sensible, adventure-capable family pickup, the Sierra felt closer to an enormous, more emotional muscle truck: still spacious and comfortable enough for everyday use, but best enjoyed when its V8 can sing at full volume. Its luxury features made that experience easier to live with, but the engine itself is what made the whole truck worth remembering.

Canadian total includes destination and the listed maximum dealer fee; U.S. MSRP excludes destination and options.

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Powertrain & Driving Experience — 9.2/10: A V8 Worth Making Excuses For, And Handling To Match

The optional 6.2-liter V8 brings the AT4 to life in a way that feels seriously unapologetic. Its 420 horsepower and 460 lb-ft produce a brutish response that makes a truck this hefty feel surprisingly eager to move, while the lack of turbochargers removes the boost lag that can intrude upon the experience in some rivals. Around town, it has ample shove without ever needing to be worked especially hard. Ask for a bit more, and the character changes dramatically. The acceleration itself is satisfying, but the combination of response and sound kept my right foot on the gas. I could hear and feel much of the same character that draws me to a Camaro or Corvette, just expressed through a much taller, heavier vehicle.

Sport mode makes this truck’s performance car connection especially clear. The active exhaust becomes more expressive, and dropping a gear really lets the engine strut its vocal tune. Every tunnel and overpass prompted an obligatory stomp on the throttle, just to hear it roar some more. My tester’s window sticker also included an additional C$575 dealer-installed “exhaust calibration,” on top of the C$455 active exhaust system, so the EcoTec3 under its hood must have really been making the most of its sizable lungs. That temptation helped me average about 15 mpg with a mix of city and highway driving. It is undoubtedly thirsty, despite the word “Eco” in its engine name, but paying for fuel felt a little less irritating when I could at least tie the expense to something I was enjoying thoroughly. Someone seeking better economy should probably approach the AT4 with different priorities, perhaps by considering the standard Duramax diesel instead.

Thankfully, and despite its pickup truck roots, the Sierra AT4 is no mere straight-line pony, and its chassis supplied another pleasant surprise. Normal mode provided a sensible everyday setting, and the ride stayed agreeable on pavement and the moderate trails I explored, but Sport mode made the overall driving experience feel more tightly controlled, especially through the Sea-to-Sky’s long curves and tighter bends, whereas Off-Road mode made the controls and steering feel more relaxed on rougher trails. The AT4’s Rancho shocks are conventional, not electronically adaptive, so the drive modes change how the truck responds through its control settings; they don’t soften or stiffen the suspension at the twist of a dial. From behind the wheel, each setting suited different environments appropriately, and the truck’s ride and handling felt incredibly controlled in every situation.

The trails around Squamish, British Columbia, were only just moderately challenging, not an attempt to push the truck to its absolute limits. Its lift, all-terrain tires, and substantial presence inspired confidence, and it felt more than capable of muscling through the terrain I encountered. Skid plates, an automatic locking rear differential, and a two-speed transfer case support its trail ambitions. Owners seeking more specialized hardware can look to the AT4X, with its Multimatic dampers and electronic locking differentials. In the city, however, the AT4’s limitations were easier to spot. On an open road, the Sierra was surprisingly straightforward and rewarding to drive, but in tight parking lots and alleyways, it felt noticeably more cumbersome than the Tundra and even the Ram 1500. On a good highway, its personality shrinks around you; on a tight city street, its mass reasserts itself.

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Technology & Infotainment — 8.7/10: Useful Buttons, Dependable CarPlay

The cabin’s technology was refreshingly straightforward. Wireless Apple CarPlay connected and functioned consistently throughout my test, without the glitches that can turn a supposedly convenient feature into yet another thing to troubleshoot. GMC pairs its 13.4-inch touchscreen with a 12.3-inch digital instrument display, but it still keeps plenty of physical buttons, which matter far more to me than screen size. The Ram 1500, for example, replaces most of these buttons with one huge vertical screen, which might look good in photos but is far less intuitive on the go. Adjusting interior features remained simple, and familiar controls stayed easy to access without scrolling through submenus for basic functions.

My truck’s Technology Package added a 15-inch head-up display, a rear camera mirror, and a bed-view camera. Its equipment also included HD Surround Vision, parking assistance, and adaptive cruise control. Together, these features created a seamless, modern experience, but for me, the Sierra’s strongest tech selling point was its dependable phone integration and straightforward controls. The drive modes also earned their place through changes I could feel, and the heated and ventilated seats also provided useful temperature adjustment. GMC has supplied plenty of equipment, but the everyday success comes from how cohesively the basics still fit into the truck.

Exterior Design — 8.4/10: Still Mean, Suddenly Made A Bit Familiar

The AT4 looks properly mean. Its lifted stance, chunky tires, red recovery hooks, and red detailing give it the rugged identity the badge promises. My Sterling Metallic tester’s 20-inch wheels and black badging complemented that look without needing an especially flamboyant paint color to draw attention. I felt like the king of the world driving it in town and out in the country, and I especially enjoyed being the target of discontented cyclist leers. The truck looks like it doesn’t care whether you like it or not, and the V8 backs up that look with real muscle and a genuine lack of concern for fuel economy.

Its age is nevertheless becoming apparent. GMC has unveiled the redesigned 2027 Sierra, and I think the new truck looks fantastic, but seeing the replacement may itself have made this one feel more familiar and dated than it otherwise would. The outgoing shape is still attractive, but buyers now have a clear picture of what comes next, creating an interesting distinction between desirability and freshness. I still enjoyed the 2026 AT4’s presence throughout my test, even though I prefer the direction GMC has taken with its successor.

Interior & Comfort — 8.2/10: Spaciously Secretive

The Sierra’s cabin was generally quite comfortable, although the front seats felt a little stiff on longer drives. Heating and ventilation helped regulate temperature, but those features couldn’t quite make the underlying cushions as soft as I would want for repeated long-distance journeys. Space, though, is a much stronger argument. The Crew Cab is incredibly roomy, with 43.4 inches of rear legroom, making it feel like a truck that can carry people as easily as equipment. The Jet Black interior, with Kalahari accents and perforated leather seating surfaces, adds a welcome upscale touch without making the AT4 feel delicate.

The rear seatbacks include discreet storage compartments that seem suspiciously well concealed, almost as if they were designed especially for smugglers. For owners with more conventional cargo, they offer another clever place to tuck away smaller items inside an already spacious cabin. I also enjoyed the power-sliding rear window, which adds another route for fresh air and reduces buffeting when the windows are down, though Toyota’s fully retractable Tundra rear glass is still preferable. Once you’ve experienced the entire window disappearing, a smaller opening feels like a compromise.

The short box provides 62.9 cubic feet of cargo volume, with a spray-on liner, cargo lighting, and a 120-volt outlet. My tester also had a folding hard tonneau cover. The clever MultiPro tailgate is a particular highlight, with a separate inner panel that turns the tailgate into a wide step for easier access to the bed, a work surface, or a load stop for long items. These functions address the difficulty of accessing and arranging cargo in a tall pickup, giving the truck useful versatility beyond simply leaving the tailgate down. With cabin storage and generous passenger space, that equipment gives the AT4 a convincing practical foundation. Its luxury streak shows in the comfort features and convenient controls, even if the seats can feel a bit stiff on longer drives, but its efficient use of space is what truly defines the cabin.

Value — 8.0/10: Paying For Size And Character

The U.S. AT4 starts at $68,300 before destination and options. My Canadian test vehicle had a C$100,383 sticker price, including the listed maximum dealer fee. Those figures reflect different markets and configurations, but regardless of where you live, this is an undoubtedly substantial purchase. My truck’s options included the V8, AT4 Premium and Technology packages, a sunroof, tonneau cover, black badging, and exhaust equipment. Some additions improve convenience; others largely enhance the ownership experience, so buyers should decide which of those benefits they will actually appreciate.

For me, the 6.2-liter engine is the most persuasive reason to choose this specification if you want a pickup truck experience that really leans into the bit, but its thirst should still factor into the calculation. The AT4 makes its strongest case when a buyer values the complete combination: substantial capability, generous space, comfort features, and a V8 that makes the journey exhilarating. Buying it primarily as a sensible transportation appliance would leave much of its appeal unused.

Overall Verdict — 8.5/10: Muscle With Some Manners

If I were to seriously recommend the Sierra AT4 to someone in the market for a pickup truck, it would have to be someone who already understands what owning a large V8 pickup involves; someone who’s lived it. They ought to think muscle cars are cool, not tacky and rudimentary. They must happily swallow the fuel bills and have enough patience to turn a three-point maneuver into a five-point one when the surroundings require. For a softer, more refined take on the full-size pickup, the Tundra, or even a Ram 1500 Hurricane, better suits more utilitarian priorities. And I would place the HEMI-powered Ram somewhere between those approaches and the GMC’s more boisterous character.

The Sierra is most compelling if you deeply believe the roar of a naturally aspirated V8, chunky all-terrain tires, and a lifted suspension are central to worthwhile pickup truck ownership. And I don’t believe there’s anything wrong with that outlook—it’s a recipe that’s worked quite well for quite a long time, and if it ain’t broke, why fix it? Its cabin is spacious enough for everyday life, its trail performance is convincing, and its road manners deliver far more enjoyment than I expected. The next-gen Sierra’s styling and even larger V8 appeal to me more, and I would welcome softer seats and easier parking, but the 2026 AT4 puts those compromises into perspective. It made the fuel bill tolerable through sheer emotional fulfillment, made long, twisty highways feel easy and fun, and is about as practical and roomy as a vehicle can get. Plus, it’s uncomplicated, robust, and easy on the eyes. Perhaps rather unsurprisingly, the GMC Sierra still feels like a winner.

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This was exactly the sort of journey that is supposed to expose an electric car’s compromises: lots of highway miles, a heavily loaded trunk and the need to recharge away from home. Instead, the Volkswagen made the whole trip feel surprisingly ordinary. Somewhere along the way I kept coming back to the same thought: why can’t Americans buy something like this?

The Wagon Is the Right ID.7

“Tourer” is Volkswagen’s name for the wagon version of the ID.7, and my UK-market Pro S Match Plus came with the larger 86-kWh usable battery, or 91 kWh gross. A single rear-mounted motor produces 282 horsepower, and Volkswagen quotes 0-62 mph in 6.7 seconds. Volkswagen rates my exact specification at 422 miles on the WLTP cycle, with DC charging at up to 200 kW and a quoted rapid-charge time of around 26 minutes to 80% under the right conditions. American readers need to put an immediate asterisk next to that range figure because WLTP and EPA testing aren’t interchangeable, and the ID.7 Tourer has never been EPA-certified. This isn’t secretly a 422-mile EPA EV that Volkswagen refuses to sell Americans.

What I can say is that during my week with it I was comfortably seeing more than 300 miles of usable range, and the 400-mile trip never became an exercise in staring nervously at the battery percentage. I also put a large amount of energy back into the car in roughly half an hour at a public fast charger. I didn’t record the starting percentage, finishing percentage or trip-computer efficiency closely enough to turn that stop into a controlled charging test, so I’m not going to manufacture numbers after the fact. From the driver’s seat, what mattered was that neither range nor charging dominated the journey.

Related: I Drove the 2026 Volkswagen ID.3 for a Week: Here’s My Honest Review of the Electric Hatchback America Will Never Get

It Did Everything I Needed an SUV to Do

The university run was also a useful reminder that practicality doesn’t automatically require extra ride height. Volkswagen gives the ID.7 Tourer about 21.4 cubic feet of cargo capacity behind the rear seats, and I tested that with something considerably less convenient than standardized luggage blocks. It swallowed an impressive amount of my son’s university belongings without making me wish I’d brought an SUV.

Rear legroom is generous, too, while the long and relatively low body gives the ID.7 proportions I find much more attractive than most family crossovers. My car’s Stonewashed Blue metallic paint helped. It’s an unusually accurate color name because it genuinely reminded me of blue denim jeans, and it suited the shape brilliantly.

I’m not suddenly anti-SUV. I recently drove the latest Volkswagen Tiguan and liked it. The ID.7 Tourer simply reminded me that an SUV doesn’t automatically become the best answer just because somebody wants space, range and family practicality.

Volkswagen Has Mostly Fixed the ID Interior

The cabin feels like Volkswagen learned quite a lot from the criticism aimed at its earlier ID models. A huge 15-inch touchscreen dominates the dashboard while the driver’s display is tiny by comparison, and the contrast looks almost comical when you first get in. I expected to miss having a larger conventional gauge cluster, but I didn’t. An augmented-reality head-up display is standard on this specification, so much of the information I wanted was already directly in my line of sight.

I had no meaningful problems with the infotainment system during the week, which is worth mentioning given the reputation some earlier Volkswagen EV software earned. Unfortunately, VW still has a habit of making simple functions unnecessarily clever. The electronically controlled air vents are the perfect example. Instead of reaching out and pointing one where you want it, you adjust its direction electronically, and I found that genuinely annoying.

I’m also unconvinced by the touch-sensitive temperature controls and capacitive steering-wheel buttons. Proper switches remain easier to operate without looking, while the glossy black surfaces around the cabin seemed capable of collecting fingerprints almost immediately. Oddly enough, the driver’s door arrangement didn’t bother me at all. There are only two main window switches, with a touch control to toggle them between the front and rear windows, and I actually thought it was a smart solution.

Related: I Lived With the Volkswagen ID.4 for a Week. Here’s the Honest Reality of VW’s Electric SUV

This Is a Car Built for Distance

My test car was particularly well equipped, with ventilated massage seats, adaptive DCC suspension, additional sound insulation, a Harman Kardon audio system and an electronically darkening panoramic roof. Those options pushed the price to £60,995 (just over $80,000) as tested, from £55,315 (around $73,000) before options, but they also played directly to the ID.7’s greatest strength: covering distance in comfort.

It is quiet at highway speeds, the ride remains supple and the adaptive suspension does a good job of keeping the body settled over rougher roads. The 282 hp is more than enough for merging and passing, but the ID.7 isn’t constantly trying to persuade you it’s a performance EV. Most of the time it simply feels smooth, relaxed and composed.

There are moments when you notice what the batteries weigh. This specification tips the scales at about 4,930 pounds, so we’re still talking about a heavy car despite its sleek appearance. Most of the time it disguises that mass impressively well, although you occasionally feel it when changing direction or asking more from the chassis.

The Audi Comparison Surprised Me

Last summer, I drove the Audi A6 Avant e-tron Performance Launch Edition, which gave me an unusually useful comparison. The Audi carries an even bigger battery pack, with 100 kWh gross and 94.9 kWh usable, compared with 91 kWh gross and 86 kWh usable in the Volkswagen.

Related: Why The 2025 Audi A6 e-tron Avant Is Exactly the Electric Wagon We Need In America

The Audi feels more premium inside, but it should. It’s an Audi, and Volkswagen isn’t pretending the ID.7 is a luxury car. What surprised me was how close the VW sometimes felt in the areas that matter on a long trip. The Audi has richer materials and more sense of occasion, but the ID.7 wasn’t miles behind when it came to seat comfort, refinement and ride quality.

The price difference makes that more impressive. The A6 Avant e-tron Performance Launch Edition had a UK list price of £86,585, compared with £60,995 for this option-loaded Volkswagen. That’s a gap of about £25,600, or 42%, although the specifications aren’t perfectly equivalent. American buyers don’t get that electric Audi wagon either: Audi’s current U.S. A6 e-tron range consists of the A6 Sportback e-tron and S6 Sportback e-tron, with no Avant listed.

Volkswagen Already Asked the America Question

This points to the broader problem facing cars like the ID.7 Tourer. Volkswagen originally planned to sell the regular ID.7 liftback in North America. It delayed that launch in May 2024 because of changing market dynamics and ultimately confirmed in January 2025 that the car wouldn’t come to the U.S. or Canada. Dealers had already expressed doubts, expecting the ID.7 to be a $50,000 to $60,000 car, and questioned whether it could be competitive. Volkswagen has never announced plans to sell the Tourer here.

The latest broad market figures don’t make the wagon argument much easier. The Alliance for Automotive Innovation says EVs represented 7.9% of new U.S. light-duty vehicle sales in Q2 2026, while light trucks accounted for 81% of EV sales. “Light truck” is a regulatory category covering SUVs, crossovers, pickups and some vans rather than a direct body-style count, but it still shows where most American EV demand is concentrated.

Even Porsche’s electric-wagon experiment is ending here. Porsche’s U.S. configurator currently shows eight 2027 Taycan variants, all Sport Sedans, with no Sport Turismo or Cross Turismo. The wagon body styles end their U.S. run after the 2026 model year, with Porsche’s American operation saying they had played a “minor role” in the market.

Verdict: America Is Missing the Choice

The ID.7 Tourer gave me practically everything I would have wanted from an electric family SUV without actually being one. It swallowed a university move, handled a 400-mile round trip without turning charging into the main event, offered plenty of rear-seat space, rode beautifully and had more performance than it really needed.

It isn’t perfect. The electronically controlled air vents irritated me, capacitive controls still feel like a solution looking for a problem, the glossy black trim becomes a fingerprint collection surprisingly quickly, and occasionally you can feel the car’s considerable weight. None of those things came close to spoiling the experience.

After a week with it, I understand why Volkswagen doesn’t want to gamble on an electric wagon in America. The ID.7 Tourer doesn’t prove American buyers would suddenly abandon their crossovers if Volkswagen put one in every showroom, and the pricing and market data give the company legitimate reasons to be cautious.

What it does show is something America’s EV market never really received in the first place: a mainstream electric wagon that can carry a family and its luggage, cover serious distances in comfort and do it all without becoming another tall crossover.

That’s what America is missing.

While Toyota has a larger lineup, and has developed a reputation for hybrid efficiency and reliability, Subaru has built a loyal following around its (almost always) standard Symmetrical All-Wheel Drive system, and the rugged versatility that its vehicles provide.

Owner satisfaction surveys are be made up of several categories, and their goal is to come up with an overall figure that shows how close the manufacturer has come to meeting owner expectations. We used real-world owner evaluation data from J.D. Power and Kelley Blue Book to see which brand has the most satisfied owners.

Toyota and Subaru: Owner Satisfaction: JD Power Stats

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J.D. Power combines four key ownership dimensions, namely Quality and Reliability, Driving Experience, Resale, and Dealership Experience, to calculate an overall Consumer Rating score out of 100. Thousands of verified owner evaluations create a standardized benchmark to show how vehicles perform in the real world.

Below are the official J.D. Power Consumer Rating scores for five popular categories across 2026 models from each brand:

Subaru outscores Toyota across nearly every segment here, delivering a higher average. It scored highest with the Crosstrek (86/100), which leads the subcompact crossover class. Owners praised the Crosstrek for its strong resale values, slippery road traction, and top-tier dealership service experience.

The worst performing Subaru was the Impreza, tying with the Toyota Corolla with an 81/100 score. The majority of Toyota’s models were in the 80s, which is considered great by J.D. Power, although the RAV4 slipped just under that to the average range with a 79/100.

Toyota and Subaru: Owner Satisfaction: Kelley Blue Book

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Kelley Blue Book (KBB) captures long-term owner satisfaction through direct consumer reviews collected over extended periods of ownership. Measured on a scale out of five stars, KBB’s scoring incorporates real-world feedback across Value, Quality, Performance, Comfort, Styling, and Reliability.

Here is how the corresponding 2026 Toyota and Subaru model lineup compares based on KBB Consumer Ratings:

This selection of Subaru models maintained an edge over the equivalent Toyota offerings, and the Outback in particular scored very well, meeting owner expectations across most fronts. It was praised for its comfortable ride, and generous cargo capacity, but higher trim levels were criticized for the big jump in pricing over the base model.  

While the Toyota Crown Signia is pricier in base trim than the Outback, both models can exceed $50,000 when fully-specced. Aside from being three-row midsize SUVS, they aren’t really direct rivals, but the owner satisfaction scores show that fewer Toyota Signia owners got what they expected from their purchase.

The RAV4 scored higher in the KBB survey, but the Toyota Corolla Cross was clearly named for the way some of its owners felt after owning it for a few months.

Which Owners Are The Most Satisfied?

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Comparing both survey sets reveals a consistent trend across both short-term and longer-term ownership, and that is that Subaru owners are more likely to be pleased with their vehicles.

Toyota maintains an excellent reputation for long-term durability and hybrid efficiency, but not all its models match up to expectations, and the J.D. Power Dealership Experience metric was consistently low across the models evaluated. This can pull down scores even if the vehicles themselves met expectations.

Subaru owners place stock in features like standard AWD (which is fitted to all but the Uncharted and BRZ as standard), a pleasant dealership experience, a comfortable ride and good visibility. The majority of Subaru’s offerings deliver on these fronts, giving them the edge in both of these surveys.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Not Kia, however, the Korean carmaker continues to offer a range of battery-powered products and is just rolling its latest offering into U.S. showrooms. The good news is that the 2027 Kia EV3, to mix metaphors, is firing on all cylinders, as we found out during a first drive on Vancouver Island in British Columbia last week.

Beauty is, of course, in the eyes of the beholder. My baby blues found the little crossover to be an attractive choice, picking up on Kia’s latest design cues. But there are other reasons to consider the 2027 EV3 if you’ve ever given thought to going all-electric. To start with, it’s one of the most affordable models in its class, starting just under $30,000 before factoring in delivery fees.

Related: The Brand New Kia EV3 Is Already Getting Big Discounts

For that money you get a reasonable well-equipped model with more than adequate range and performance. Kia is offering a variety of option and trim packages that take both numbers up, delivering up to as much as 321 miles per charge and, with the sportiest EV3 GT package, 288 horsepower and 345 pound-feet of torque.

Exterior and Interior Design

The exterior design picks up the latest take on Kia’s trademark “Tiger Face” front end, adopting features introduced on the EV9, including the “Star Map” daytime running lights and combo rear lamps. A look at the crossover in profile shows it featuring extremely short overhangs and a floating roof. It also reveals a number of details meant to enhance aerodynamics, such as the pop-out door handles. Depending upon the package, 17-inch wheels are standard, with 19-inch alloy wheels the upgrade. There’s also a Nightfall package which adds gloss black wheels, roof rails and other sporty details.

EV3’s interior is not just roomy but arguably the most attractive cabin offered in its segment, especially when compared with the two most direct competitors, the reborn Chevrolet Bolt and the latest-generation Nissan Leaf. There are some useful details, including an open center console and adjustable cupholders. The eye is certain to be drawn to the digital displays, however. There’s a 12.3-inch gauge cluster, as well as a 12.3-inch touchscreen. Add a 5-inch climate screen and an available head-up display on some trims. All versions deliver a more upscale feel to their finishes and textures than many competitors, and the GT and GT-Line models add some details including a unique steering wheel and seats. Heated and ventilated seats, along with dual climate controls are available – but as options.

The new EV3 rides on a dedicated, all-electric platform, here a 400-volt architecture that’s a modified version of what’s used for the bigger EV6 and EV9 models. It measures 169.3 inches, nose-to-tail, or 15 inches shorter than the EV6. But the numbers can be misleading. By mounting batteries and other key drivetrain components below the load floor, EV3 delivers a surprisingly roomy 99.7 cubic feet of interior space. That includes 26 cf cargo space with the rear seats up, 56.5 cf with them folded over. Add another 0.9 cf with the frunk, the EV3 being the only model in its class with that front trunk.

Technology

Those digital displays are larger and more useful than what you’ll find on even some more expensive competition. Kia has made a point of emphasizing technology with its EV family. The touchscreen is augmented by Kia’s latest voice assistant which can be cued simply by saying, “Hey, Kia.” I found it to be more responsive to a range of commands than on a number of other small vehicles, gas or electric.

The display will allow you to stream a variety of online services, including Netflix, TikTok and YouTube – when parked, of course. And you can customize your home page – for a small fee. Meanwhile, the crossover adds features like the latest Kia Smart Key system, smartphone-style over-the-air updates, a WiFi hotspot, wireless phone charging and an assortment of advanced driver assistance systems, including Highway Driving Assist 2.

Battery Pack and Charging

EV3 is offered in a surprisingly wide variety of drivetrain configurations, among other things being a rare model in its class with available front or all-wheel-drive. There are also two battery packs. The 58.3-kWh option is only offered on FWD trims and makes a maximum 221 miles per charge. The 81.4-kWh package gets up to 321 miles in front-drive models, 280 with AWD. The platform used in EV3 operates at 400 volts, lower than the EV9 and EV6, but that seems to have created few compromises, at least in terms of charging. With a fast enough DC quick charger you can go from a 10 to 80% state-of-charge in 29 minutes with the smaller pack, the bigger option adding only another two minutes. Meanwhile, you’ll get plenty of places to plug in as EV3 has migrated to the NACS charge port yielding access to the vast Tesla Supercharger network.

One particularly nice feature is the V2L, or Vehicle-to-Load function. Using a factory-supplied adaptor you can draw 110-volt current through the NACS port to supply power, say, at a work or campsite. Kia plans to later add a V2H, or Vehicle-to-Home system to tap the battery directly connecting it to your home AC circuit in the event of a blackout.

Drive Impressions

I split my day on Vancouver Island driving the all-wheel-drive GT-Line model making 261 hp and 284 lb-ft of torque and the front-wheel-drive Land putting out 201 hp and 209 lb-ft. The GT-Line lived up to its billing as a “sporty” option, providing more than enough muscle to for a confident launch, and when merging into highway traffic. But even the less bulked-up FWD option was competent and capable, keeping up with traffic whenever I pushed the pedal to the floor. Unfortunately, Kia did not have the ballsy GT package available for me to test drive in British Columbia.

Speaking of that accelerator, EV3 brings the debut of Kia’s updated i-Pedal 3.0 system. This allows you to both accelerate and slow down simply by modulating the throttle. In practical terms I found myself jumping onto the brake only about a third as often as I would have in a conventional vehicle. It takes a bit of time to learn but I admit to hating to lose i-Pedal when I return to a gas-powered model. The good news is that i-Pedal 3.0 no longer disables when you shut the car off, or shift out of drive. In fact, you can set it to function in reverse. And there are three different levels of regenerative braking using the system.

Beyond the powertrain, EV3 is easy to handle, with a nice level of boost to the steering and a confident road feel. It proved surprisingly good at sucking up road bumps, as well, which was a real blessing considering some of the logging roads I traversed on the rural Vancouver Island.

Pricing and Availability

The 2027 Kia EV3 does a good job of addressing some of the biggest complaints potential buyers have about battery-electric vehicles. And that includes pricing. Where the typical EV currently goes in the mid-$50,000 range – excluding the big discounts on many models – EV3 starts at $29,980 before factoring in $1,495 in delivery fees. That makes it one of only five all-electric models currently priced below $35,000, though we’ll be seeing more start to arrive during the 2027 model year, including the Ford Fathom and Blank Slate pickups. A well-equipped Wind trim with the bigger battery pack starts at $34,990, the GT-Line starting at $43,490 and the GT jumping to $45,890 – again before factoring in delivery fees.

As for availability, you can already find the 2027 Kia EV3 in many of the automaker’s U.S. showrooms. They’ll be adding more inventory, and a broader selection of trims in the weeks to come.

If my first experience driving the Kia EV3 is any indication it could be the sort of battery-electric vehicle many buyers have been waiting for. The 2027 crossover delivers a lot of value for the money and comes along at a particularly useful time considering current gasoline prices – which may not settle back to pre-Iran War levels for some time.

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

Powertrain and performance

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

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

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

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

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Exterior and interior design

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

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

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

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

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

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

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

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SE or XSE?

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

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

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Competitors

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

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

Final Thoughts

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

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

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

Dreaming seems to be the ultimate point of this truly unusual Mustang. Ford and Vaughn Gittin Jr.’s RTR Vehicles have turned the four-cylinder EcoBoost into one of the most overtly drift-focused production cars on the market—a “dream car” for young drifting enthusiasts by design. It has extra steering angle, a dedicated drift-brake lever, a Torsen limited-slip differential, anti-lag, and chassis hardware borrowed from the GT and Dark Horse. And somehow it’s still comfortable enough to drive to work. The biggest contradiction, however, was discovered on the window sticker. Two representative configurations supplied for the program totaled $53,440 and $55,850 delivered, respectively. For that money, the RTR still has just 315 horsepower, a 10-speed automatic, and a four-cylinder engine, whereas a base Mustang GT costs less and includes a 480-hp V8 and six-speed manual. So while Ford has created an excellent toy for younger drivers to thrash about in, I’m less convinced those younger drivers can—or will want to—pay for it.

2026 Ford Mustang RTR Specifications And Pricing

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What Makes The Mustang RTR Different?

The RTR is much more than an EcoBoost wearing luminous accents. Its $6,520 core package adds the electronic drift brake, active-valve exhaust, a 3.55:1 Torsen rear differential, 19-inch wheels with 255/40 summer tires, and the GT Performance Package’s six-piston front and four-piston rear Brembo brakes. Ford also installs the Dark Horse’s rear subframe and stabilizer bars, adjustable strut mounts, a GT steering rack with 72.5 millimeters of additional travel, an RTR-specific Track-mode stability-control calibration, and a larger cooling fan. The optional MagneRide dampers receive their own RTR tune.

The engine retains the standard EcoBoost’s 315 hp and 350 lb-ft of torque, but adds Ford-patented anti-lag technology derived from the Le Mans-winning Ford GT race car. It doesn’t spit flames, but it does keep the turbocharger ready for when the driver lifts and quickly returns to the throttle, which I noticed most during drift transitions, because I am, of course, a drifting God with a signed certificate to prove it. The result isn’t so much a power package as it is a control package for a specific use case—that is, sliding its bright green dumper around corners in excessively dramatic fashion. Ford has engineered the car around specific moments inherent to drifting, like when initiating a slide, catching it, changing direction, and repeating the process without destroying the car.

Surprisingly Civilized On The Road

Before I got to produce any tire smoke, my drive partner and I spent roughly two hours taking a dark-red RTR from our Napa Valley hotel to Thunderhill. We split the driving over highways and windy canyon roads, then repeated the trip back to the hotel after the track sessions. The RTR was far friendlier than its graphics suggested; its optional MagneRide suspension controlled the body without making broken pavement feel like a personal failure, road noise remained reasonable, and the 10-speed behaved unobtrusively in ordinary traffic. Critically, its additional steering travel didn’t make it feel awkward on the road. This is fundamentally a daily driver that can drift, and not the other way around.

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It really looks the business, too. It steals its front fascia from the GT, gets those signature illuminated RTR grille nostrils that look so good it’s as if every Mustang should have them, as well as dark-finished wheels, a raised rear spoiler, and available Hyper Lime graphics and brake calipers, which make it appear more provocative than a regular EcoBoost. Parked beside the Dark Horse SCs we would drive the following day, however, it was clearly the less beastly Mustang. So it’s proud of what it is, but it still knows its place within the family hierarchy.

The cabin tries just as hard to establish an identity distinct from other Mustangs. Hyper Lime stitching, seatbelts, screen graphics, and a matching drift-brake lever separate it from lesser EcoBoost models. At times, the effort resembles an older corporation’s interpretation of what younger enthusiasts find cool. At one point, my drive partner and I changed the ambient lighting from green to red, only to discover that someone from Ford had changed it back while we were on track—a gesture we found quite cheeky and therefore loved. Also, the virtual Mustang displayed while selecting drive modes wore a GT badge. Material quality also remains a bit of a question mark. Some panels creaked, and the sun visor would swing away from the side window during turns, striking me in the head, though it thankfully wasn’t very heavy. This kind of stuff is easier to tolerate in a Mustang with a legitimate value proposition than in one approaching $56,000.

A Lighter Nose Makes A Better Mustang

Thunderhill’s tight road-course configuration gave the EcoBoost enough room to demonstrate its abilities without exposing its power deficit. Across three independently paced laps, 315 hp felt adequate, the Brembos stayed consistent, and the chassis encouraged me to use more of the car. The real highlight was balance. Without a Coyote V8 over the front axle, the RTR changes direction with far less effort than a GT. Ford cites a 54/46 weight distribution, and that lighter nose might ultimately be the strongest reason to choose the EcoBoost foundation. The steering was direct, the MagneRide suspension kept the car disciplined, and the throttle encouraged the rear axle to rotate. It even overrotated unexpectedly once on my first hot lap—I was clearly bred for drifting—but the correction came quite naturally.

Ford Built A Drift Lesson Into The Car

After our circuit laps, one of Ford’s professional drivers took us through the upcoming drift course as passengers. Her demonstration revealed how much capability the RTR had when moving sideways, and my next exercise was a drift class led by Gittin and his team, which meant I would have to see just how much of that capability I could squeeze out of the car myself. The electronic drift brake works less like a conventional handbrake and more like a digital command that triggers hydraulic action. In Drift mode, initiation depends more on how quickly the lever is pulled than how long it is held. Pull it sharply, the rear wheels lock, and releasing the lever disengages it—no secondary button or switch required. Outside Drift mode, the same lever functions as an on/off parking brake control.

The simplicity of it all allowed me to just focus on weight transfer and steering—I could jump straight into working on my technique, rather than spending so much time feeling out the car. The car didn’t hold my hand through the process, as my repeated spins at the third corner proved, but it removed enough friction to make learning approachable. A novice could use the assists to explore the first stages, while an experienced driver can turn everything off and receive absolute freedom to shed rubber. So this is much more than just a gimmicky drive mode that produces one canned slide at a time. The extra steering angle becomes tangible as the car rotates; the lighter front end gives the driver time to work, and the automatic transmission means you don’t have to think about what to do with your left foot. The RTR makes drifting easier without making the accomplishment feel unearned.

How Does A Four-Cylinder Mustang Reach $55,850?

Although the most basic Mustang RTR can be had for $42,205 before destination, a representative Orange Fury example present at the event program carried, in addition to the RTR package, the $1,330 RTR Appearance Package, the $1,750 MagneRide suspension, the $3,000 Equipment Group 201A, a $1,160 B&O audio system, $1,995 for Recaros, $750 for Hyper-Lume calipers, and $995 for paint, bringing the total to $55,850. Meanwhile, Ford currently lists the base 2026 Mustang GT at $47,795 before the same $1,995 destination charge, and the GT Premium starts at $52,075 before destination. So the comparison practically writes itself: Do you want the most extreme version of the EcoBoost Mustang, or the most basic version of the V8 Mustang?

Personally, I would probably opt for the GT and add the drift brake, additional steering angle, and other hardware later if I really, desperately wanted that stuff. That route would surrender the RTR’s integrated calibration, full factory execution, lighter front end, Dark Horse chassis hardware, and serialized identity. It would also provide the manual gearbox and V8 that remain central to the Mustang experience for many buyers, including me. The intended audience that Ford claims it’s after here makes the price feel even more awkward. Ford acknowledged that RTR’s large following among 18- to 35-year-olds was part of the partnership’s appeal, yet the finished product can, at times, feel like older executives assuming young enthusiasts will gladly accept a long-term finance contract for a heavily optioned, automatic four-cylinder Mustang. The actual buyer for the RTR may care less about the Mustang mythology than the mechanical proposition: a turbocharged, rear-wheel-drive coupe that can commute all week and destroy its rear tires on the weekend. Alternatively, it may be an EcoBoost buyer who is unusually easy to upsell.

Verdict: An Excellent Toy With A Difficult Audience

The 2026 Ford Mustang RTR succeeds at the difficult part. It feels distinct from the regular EcoBoost I previously reviewed, behaves naturally on the road, remains balanced on a circuit, and makes genuine drift technique easier to access. It’s fun, useful, and engineered far beyond its graphics. My experience with it actually made me appreciate the regular EcoBoost more—mainly because of its price. The RTR’s engineering is most persuasive while the car is sideways, but its window sticker follows it everywhere. Once the total passes a base GT and approaches a GT Premium, the absence of both a V8 and a manual can no longer be treated as a mere footnote. The Mustang RTR is ultimately an expensive toy designed for kids to thrash about in, and while it is very good at being that toy, the difficult question is how many of those kids can responsibly justify buying it.

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At an as-tested $85,990 (including destination, Polar White Tricoat paint, and a Duramax diesel that actually knocks $1,500 off the sticker), it isn’t cheap. Yet in a market crowded with fragile luxury three-rows, the Suburban makes a compelling case as one of the few full-size SUVs that effortlessly blends workhorse utility, road-trip luxury, and surprising value. Let me explain.

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

The Chevy Suburban was—and still is—a land yacht

Chevy will happily remind anyone who asks that the Suburban is the longest-running nameplate in automotive history, and it has never once tried to fly under the radar. Measuring 226.3 inches stem-to-stern, 81.1 inches wide, and over six feet tall, this isn’t an SUV that slips into a parking structure unnoticed. But with massive exterior proportions comes uncompromising cabin volume—a currency any growing family will gladly trade curb appeal for. Though you do get both with the High Country.

What set my tester apart from the sea of Disneyland sticker-clad Suburbans crawling the Bay Area was what lived under the hood: the 3.0-liter Duramax turbo-diesel. Sure, seeing diesel prices tick north of $8 per gallon, local unleaded can give California drivers pause, but on the road, the powertrain just makes sense. Capable of towing well over 8,000 pounds without breaking a sweat, the Suburban succeeds because it never suffers an identity crisis. It’s an unpretentious, heavy-duty road trip weapon, and it knows it.

Let’s talk about interior space and amenities

The High Country proves luxury and family practicality don’t have to fight for dominance. Rather than treating top-tier trim as a badge with softer leather, Chevy bundles the exact conveniences that keep multi-generational road trips quite civilized.

Up front, heated and ventilated perforated leather seats set a premium tone, but the real parent-friendly wins are in back. Tri-zone climate control ends backseat thermostat diplomacy before it starts, and heated second-row captain’s chairs keep tiny passengers with big opinions from complaining about the cold. Better yet, access is effortless: power-release second-row seats make loading car seats, kids, and backpacks past the middle row painless, while power-folding third-row seats eliminate wrestling with heavy bench hardware when cargo needs suddenly expand.

Up on the dash, the centerpiece is an intuitive 17.7-inch infotainment touchscreen with Google built-in and wireless smartphone projection, paired with a massive 15-inch head-up display and a crystal-clear rear camera mirror. Standard safety is equally comprehensive, wrapping active lane-keeping, blind-zone steering assist, surround-view parking cameras, and cross-traffic braking straight into the base MSRP.

At this price point, that all-inclusive packaging matters. You aren’t starting with an empty shell and nickel-and-diming your way to usability through five-figure option packages—the High Country delivers a fully realized, luxury family hauler right out of the box.

Related: Chevrolet Suburban Vs. Ford Expedition: Which One Has More Cargo Space?

The numbers are definitely in the Suburban’s favor (dimension-wise, I mean)

Second-row passengers enjoy a limo-like 42.0 inches of legroom, leaving plenty of breathing room even behind bulky rear-facing infant seats. But the third row is the real triumph: with 36.7 inches of legroom, a flat floor, and a properly elevated seat cushion, adults and growing teenagers can ride back there for hours without their knees crammed into their chins.

The biggest game-changer for traveling families, however, is what happens behind that third row. Most 3-row SUVs force an impossible choice between carrying people or carrying luggage, but the Suburban provides a cavernous 41.5 cubic feet of dedicated cargo space with every single seat in use—beating out the extended Ford Expedition MAX’s 37.4 cubic feet and utterly embarrassing standard three-row crossovers that hover around 16 to 20 cubes. That means double strollers, hard-sided suitcases, coolers, and backpacks swallow into the back without blocking the rear-view mirror or requiring an overhead roof box. 

And when you drop the power-folding second and third rows, you unleash a respectable 144.5 cubic feet of maximum volume, essentially turning this luxury cruiser into a weather-tight cargo van ready for furniture runs, camping gear, or whole sheets of plywood.

Now for the loud elephant in the room: the diesel engine

On paper, the 3.0-liter Duramax turbo-diesel might look like an underdog with 305 horsepower next to the 6.2-liter V8’s 420 hp, but those in the know understand horsepower isn’t what matters. The Duramax cranks out an impressive 495 lb-ft of torque at just 1,500 RPM, out-pulling the big 6.2L V8 (460 lb-ft at 4,100 RPM) and thoroughly dusting the base 5.3L V8 (383 lb-ft at 4,100 RPM). While max tow ratings are virtually neck-and-neck across the board, topping out around 7,800 to 8,100 pounds depending on drivetrain, the experience of towing with the diesel is in a league of its own. 

For families who regularly hitch up a horse trailer, a 26-foot camper, or a car hauler, that instant off-idle torque provides silky-smooth acceleration that won’t jostle livestock or wake sleeping kids when something’s on the hitch. On the highway, the diesel holds taller gears up steep grades without the transmission hunting and screaming revs typical of gas V8s, while an integrated exhaust brake effortlessly manages downhill speeds to prevent brake fade. 

Add in significantly better fuel range that spares you from maneuvering a long trailer through cramped gas stations, plus the shocking fact that selecting the Duramax actually knocks $1,500 off the High Country’s sticker price compared to the standard 6.2L V8, and it becomes a no-brainer powertrain for anyone serious about towing for the long haul (see what I did there?).

Compared to its competitors, it’s an all-inclusive unicorn

When sizing up full-size, three-row heavyweights, the Suburban High Country Diesel stands alone as a unicorn: it is one of the only full-sized SUVs left on the market that you can buy with a diesel engine.

The Ford Expedition MAX is its closest rival, but matching the Suburban’s standard equipment and capabilities means climbing into King Ranch or Platinum territory that easily blows past $88,000 to over $100,000. Even on lower trims, Ford traps you in an expensive option-package maze—forcing you to pay extra for a Heavy-Duty Trailer Tow Package just to unlock full towing capacity. The Jeep Grand Wagoneer L quickly catapults into six-figure pricing with a gas-hungry twin-turbo six, while the Toyota Sequoia lacks an extended wheelbase altogether, offering a cramped third row and minimal cargo space. Neither Ford, Jeep, nor Toyota offers a high-torque, long-range diesel at any price.

That is where the Suburban’s real value shines. You don’t have to pay a luxury tax or check five different option boxes just to get integrated towing hardware, 360-degree cameras, and power-folding third-row seats. You get a fully loaded family hauler with 495 lb-ft of diesel pulling power, exceptional range, and sprawling space—all bundled straight out of the box for less money than the competition.

Related: Chevrolet Tahoe And Suburban Diesel Owners Get A 150,000-Mile Repair Lifeline

I ended up feeling convinced I needed one

Watching Jingle All the Way as a kid, every time Schwarzenegger’s Suburban appeared, my mom would nudge my dad: “Can you buy me one of those? I want one so bad.” I was hooked, too—the massive stance, the sightlines, the sheer road presence. Decades later, the Suburban is still the It Girl. It delivers on every promise. When my husband recently started shopping for a truck to haul our Wrangler to the trail, I didn’t suggest a pickup. I asked, “What about a Suburban?”

Very few vehicles on the road today have stayed this true to their original blueprint for nearly a century. With the Duramax diesel giving it heavy-duty towing muscle and an interior that comfortably sat three generations and all their gear, the 2026 Suburban proves that Chevy didn’t just fill a historic gap, it built an institution that rivals still struggle to match.

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

Powertrain and performance

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

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

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

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Interior, technology and utility

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

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

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

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

Final thoughts

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

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

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

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

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The silk curtain was drawn back from the first all-electric Dodge Charger just one year later, and naturally, it came with mixed reactions. Mostly bad ones, even though it came with all-wheel drive, up to 630 horsepower as the Scat Pack variant (469 as the R/T), and four- or two-door configurations. Dodge was careful to maintain the classic Charger looks; it’s bigger than previous generations, and it came with some seriously impressive track-ready software. The gas-only Hurricane-powered version came shortly after, thanks to some heated demands from Mopar lovers. Now that I’ve driven both, I can say one is most certainly better than the other. But it’s not the one you’re probably thinking of. 

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

First, let’s break down the EV details

The all-electric Dodge Charger gets so much more hate than I think is deserved. If anything, it suffers from the same criticism the Mustang Mach-E did. While the Dodge Charger EV isn’t an EV SUV that borrows the name of an iconic pony car, it does disconnect incredibly far from the moniker’s legacy in terms of propulsion. The Charger saw a few V6s throughout the years, but the Charger was well-known for its ridiculously high-output HEMI V8s. So, taking out the guzzling, loud and proud V8 and replacing it with two electric motors felt sacrilegious to many. 

With that in mind, I do feel like, once you look past the heritage of the Charger name, the EV version has a hell of a lot to offer. I reviewed the Daytona Scat Pack model, which is the highest tier you can go. For $70,345, here’s what you get over the gas-only model: 

• Horsepower Aplenty: The standard EV charger, the R/T, makes 496 horsepower and 404 lb-ft of torque, while the Daytona Scat Pack makes 630 horsepower and 627 lb-ft of torque. If you use the PowerShot button, you get a temporary boost of 40 horsepower, bringing the total to 670. But only for a short period.
• Track-Ready Drive Modes: The all-electric Daytona Scat Pack comes with two noteworthy modes: Donut and Drift Mode. They do exactly what you think they do. Either mode moves the motors’ torque where it needs to be in order to achieve either driving stunt. I didn’t test these modes, but I’ve seen videos, and it looks amazing. The gas-only version doesn’t have these modes, but you can essentially disable the front axle to make it RWD if you wanted to. 
• Usable Driving Range: The Daytona Scat Pack I reviewed had a maximum range of 241 miles. Notably less if you fit it with the factory summer tires.
• Fast Charging: It’s optimized for DC fast charging up to 183 kW, going from 20% to 80% in about 27 minutes. It comes with a CCS port, but you can get an NACS adapter from Dodge if needed.
• Frunk Space (For a Price): The Charger is already built with impressive cargo figures, but the EV comes with a frunk instead of an engine. It adds 1.5 cubic feet of space, but you need the Plus Group package to get it, which costs $4,995.
• Smoother Driving: The gas-only model has an automatic 8-speed transmission, which I found to be incredibly harsh when shifting, and it felt very clumsy. The EV’s one-speed “transmission” was smooth and effortless, no matter how you drive it.
• It’s Cheaper to Refuel: Only if you can charge from home, but it’s still worth mentioning. Study after study shows that charging at home only costs about $0.04 to $0.06 per mile (or $35 to $61 per month), while gas cars cost between $0.10 to $0.15 per mile (or $120 to $180 per month). If you have to rely on public charging, that cost per mile for EVs jumps significantly, making it just as expensive or more than gas, depending on the EV, which charging company you’re using, how often you’re charging, and even when you’re charging. 

What’s so different about the gas-only model?

The Dodge Charger, regardless of what it’s powered by, shares the same looks, the same touchscreen, the same software, the same rear legroom dimensions, and the same interior amenities. They’re even similarly priced. But there are a few notable differences between the SIXPACK and the Daytona Scat Pack EV. 

For $67,160 (just $3,185 less than the top-tier EV), this is what you can expect over the electrified version:

• Pony Variation: Like the EV version, there are two ways to slice the Hurricane twin-turbo inline 6: The SO, which stands for “Standard Output,” offers 420 horsepower and 468 lb-ft of torque. The HO, or “High Output” option, boosts the horsepower to 550 horsepower and 531 lb-ft of torque.
• You Can Go Farther: Dodge’s website claims that the gas-only maximum range on a full tank is close to 500 miles if you’re doing mostly highway driving, as the average MPGs in that case are around 26. I’m not sure I believe that, as most of my driving was on the highway, and the range I saw was 322 miles. Which is still further than the EV.
• Natural Sound: The Daytona Scat Pack EV has a fake exhaust that you can hear looping if you listen close enough. It’s a fun feature that adds personality, and you can adjust the loudness (or even turn it off completely) if you want to, but you can’t beat the natural roar from a thirsty, roarin’ gas-only engine. 
• Better Track Behavior: I’ve seen a few reviewers drive both on the track, and while the EV has a faster, smoother transition from zero to sixty, the added weight of the battery certainly changes the dynamics. The gas-only version is lighter, so it’s more maneuverable and easier to control. 
• The Gas-Only Version is Cheaper: There are a lot of trims to choose from, because you can opt for either two- or four-door configurations. The two-door R/T version starts at $49,995 and tops out at $59,990 for the Scat Pack. That’s a lot less than the EV, which starts at $59,995 and maxes out at $64,990. Though, as we’ve seen, the price can be over $70,000 depending on packages and add-ons. 

Related: 2026 Dodge Charger EV: Is it More Than Just a Gimmick?

What do they have in common?

I’ve said it a few times by now, but they share literally everything save for the propulsion method and price. Both are roomy, large, and surprisingly practical. The trunk of the EV version surprised me and my mother-in-law, when both of us were able to fit our Costco hauls in the trunk. Because the wheelbase is long and it has a rear hatch door, there’s tons of space at your disposal. The rear seats are comfortable; it was easy to get my daughters’ car seats into either model, and there was plenty of legroom for adults with rear-facing A/C vents, USB-C charging ports, and cupholders for everyone. Both my husband and I were shocked by how much practicality was packed into a muscle car’s body.

And they’re both so much fun. My daughters enjoyed both, though I’d say the gas-only version was their favorite because it came in the Redeye color instead of the Bludicrous color. They also liked how loud the gas-only version was compared to the EV. Both have very easy-to-use software and interior controls. They’re essentially dummy-proof. I enjoyed both thoroughly.

With that, I’d pick the EV—because it’s more reliable

Listen—I was just as shocked to learn that I’d pick the EV over the gas-only version, but I have a few reasons. First being the fact that EVs are more reliable. Their systems are relatively simple compared to today’s gas engines, and I have a personal beef with whoever decided to not put an engine oil dipstick in the new Charger. Here’s why:

The day after it was delivered to me, I decided to drive it to the gym. As it rumbled to a start, I got an alert on the dashboard that read, “ENGINE OIL LOW. ADD 1 QT SOON.” I had to dismiss the message, and then a light was permanently illuminated on the dash. I decided not to drive it to the gym, for fear I’d do harm to the engine. I asked my husband, who’s an ASE Certified Advanced Level Specialist and a Subaru Certified Master Technician, and asked him about it. His first words were, “It probably doesn’t have a dipstick. I’d call the fleet company.” So, I did. They sent someone out, who verified there wasn’t a dipstick to check and had to go through the computer. The computer said it was indeed a quart low—at only 3,000 miles—and left a quart with me. While I was driving to the gym later, the car alerted me that it was “CRITICALLY LOW” and showed one bar below empty. It didn’t update to its previous reading of 1 quart low until I parked it at the gym, which told me that it freaked out from being parked on an inclined driveway. You wouldn’t have to worry about that with the EV. 

At the end of my week with it, it’s still reading low. And because there’s no dipstick, I have to rely on the computer (which has already proven to not be reliable, since it can’t tell the difference between being parked on an incline or not) to check on the level.

Also, the transmission in the gas-only version felt… Funky. At slow speeds, even in Eco mode, it would rev high and then shift into the lower gears, but it would do it very aggressively. If you wanted to, say, put the pedal to the metal before you get onto the freeway, the engine would make a ton of noise before the transmission seemed to engage. And when it did, it did very aggressively. It didn’t feel right at all. And, to be fair, given its name and category, drivers before me likely drove it harder than Dodge would probably want people to, but… Still. If I bought it brand new and it drove like that, I’d be very concerned about the Charger’s longevity as a gas-only version. I wouldn’t have those fears with an EV. 

Related: I Drove The Gas Dodge Charger Sixpack And Electric Charger Daytona: Here’s Which Muscle Car Makes More Sense

And yet, as the highway opened up, the A-Spec mostly made me miss the Integra Type S—a feeling I found rather curious, since driving the Dodge Charger Scat Pack at the very same event made me feel as though its less expensive and less potent sibling, the R/T, was a perfectly adequate, money-saving substitute. The A-Spec with Technology Package is a friendlier, more economical, and arguably more complete daily driver than the Type S, which is substantially more expensive, thirstier, and less accommodating. But the Type S is still the one I would buy in a heartbeat.

Same Family, Different Priorities

I drove the A-Spec for roughly 30 minutes during the same speed-dating-style event rotation as the other cars at Drive Revolution. By then, however, I had recently spent a full week and about 500 kilometers with the Type S around Vancouver, British Columbia, on the Sea-to-Sky Highway, and along Squamish Valley Road—a particular local favorite of mine. The Type S was still fresh in my memory—which might have made the contrast unusually apparent, but the same can also be said of the Dodge Charger duo. Both cars preserve the fundamentals that make the Integra special. They are front-wheel-drive liftbacks with six-speed manual transmissions, limited-slip differentials, adaptive dampers, and plenty of space for daily transportation. Both feel light on their feet, communicate clearly, and remind you that an engaging car doesn’t require rear-wheel drive or absurd power to be excellent.

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The scale of the mechanical difference is quite substantial, though, especially given the car’s relatively low weight. The A-Spec’s turbocharged 1.5-liter four-cylinder produces 200 horsepower and 192 pound-feet of torque. The Type S gets a 2.0-liter turbo four with 320 hp and 310 lb-ft, plus a dual-axis front suspension, larger brakes, a wider track, much more tire, and a louder active exhaust. The A-Spec with Technology Package starts at $39,200. My Performance Red Pearl test car carried an $800 paint charge and a $1,195 destination fee for a $41,195 total. The Type S starts at $53,900 before destination. However you normalize the additional charges, this is a five-figure decision—no small upgrade.

The A-Spec Earned Its Award

Two hundred horsepower sounds modest in 2026, but the A-Spec is still plenty quick. Its 1.5-liter engine is responsive enough to make on-ramps enjoyable and yet flexible enough to suit commuting, errands, and long highway drives. More importantly, it feels multidimensional—more so than the Type S. You can work the engine and gearbox in Sport mode when the road gets interesting, and Comfort mode quiets things down immensely for calmer daily cruising. The six-speed also retains the fundamental precision I loved in the Type S. Its throws are clean, its gates well defined, and its clutch easy to use. Still, the gearbox feels more naturally matched to the Type S’s powertrain. In that car, every shift becomes part of a symbiotic rhythm shared among the engine, exhaust, front axle, and driver. In the A-Spec, shifting is an enjoyable way to operate a very good daily powertrain. Its chassis follows a similar pattern—the steering carries the same underlying accuracy, but the A-Spec is not as tight or immediate. There is more body roll, and its responses are less intense, but that extra movement is a large part of what makes it ride so well.

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The Type S rides superbly for something so sporty, but the A-Spec simply rides superbly. It blends body control and compliance without requiring that added qualifier, absorbing imperfect pavement while still retaining enough composure to make more spirited drives worthwhile. Its narrower body is easier to place, the cabin is quieter, and it keeps the moonroof that Acura deletes from the Type S in the name of rigidity and weight savings. Fuel economy strengthens the A-Spec’s more sensible appeal: the manual A-Spec is rated at 26 mpg in the city, 36 on the highway, and 30 combined, whereas the Type S manages just 21/28/24 mpg. Add the A-Spec’s lower tire, brake, and likely insurance costs, and the fiscal separation extends well beyond the showroom floor.

The Type S Creates A Sense Of Occasion

None of that changes what happened when I accelerated away from the cloverleaf. The A-Spec was doing everything well, but I remembered how the Type S pulled itself toward an apex under power, how its 2.0-liter engine charged toward 7,000 rpm and how the triple exhaust erupted in pops and crackles when I lifted in Sport+. The A-Spec is one of the most engaging new cars you can buy, but the Type S may be the single most engaging one of all. Its upgrades don’t feel like a collection of impressive numbers and parts merely pasted onto the same car. The extra power suits the chassis, the tighter body control suits the steering, and the wider front end, large Brembo brakes, and serious tires give the six-speed a powertrain worthy of its exceptional shift action. The entire package feels naturally calibrated around one purpose, while remaining comfortable and useful enough to drive every day.

The distinction continues inside. The A-Spec with Technology Package is hardly sparse: it includes heated microsuede-trimmed seats, a head-up display, wireless phone integration, and that excellent 16-speaker ELS Studio 3D audio system. As a consumer product, it gives up remarkably little. As a driving tool and, admittedly, something of a toy, it gives up more, and the red upholstery in my Type S and its more focused environment made it feel special before I even pressed the start button. The Type S doesn’t merely perform better; its cabin, widened bodywork, and triple exhaust continually remind you why you paid more for it.

Is The Integra Type S Worth The Upgrade?

For most buyers, the A-Spec with Technology Package is the smarter Integra. It preserves the manual transmission, precise controls, practical liftback, and fundamental playfulness while riding better, consuming less fuel, and costing substantially less. It was an entirely deserving award winner, and I stand by both of my votes. But “smarter” and “more desirable” aren’t synonyms.

The A-Spec feels like a purposeful, appropriate compromise. Ordinarily, that would be the end of the story, but after living with the Type S, I knew exactly what had been compromised: the engine’s urgency, the front axle’s astonishing focus, the exhaust’s character, and the sense that you’re driving something truly special. So, yes, the Type S is worth the upgrade—if those qualities are what made you want an Integra in the first place. It’s not five figures better as fun, premium transportation, but it is a markedly better experience for those who are addicted to the act of driving, and that’s often what matters most to an enthusiast. The A-Spec may have won the logical argument and earned my vote, but the Type S captured my heart.

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

Ease Of Access: Too Tall For Some

Accessing the Defender, and how easy your pet finds it, all comes down to vertical. If they’re spry and they’ve got some hops, this is a non-issue. The Defender’s rear doors are very wide, and so is the path to entry. Beorn had no trouble getting inside, but he’s also pretty tall, very young, and would rather die than be left somewhere alone for 10 seconds. If your dog is smaller or more independent, the Defender might be a tough sell.

If you prefer to put your pet in the trunk, though, I have good news. All Defenders equipped with air suspension can be lowered at the trunk, providing better access not only to the rear of the vehicle, but to the second row, too. After all, the whole rear of the SUV lowers a few inches when you press the button, which is located on the left side of the trunk.

Interior Space: Plush And Spacious

It’s good to be a dog, but it’s probably better to be one in a Defender. The OCTA’s ride is noticably more firm than the more pedestrian versions, but even so, it’s a comfortable place to spend some time. The rear seats are plenty wide enough for even big dogs like Beorn to sit like a sapien, and with headroom to spare. I caught him staring out the safari windows and the passenger windows, which also provide some excellent ventilation in the back. Speaking of which, there’s an independently controlled fan in the back that can help provide some added airflow to pets in the trunk space.

The seats also fold totally flat independently, which makes the simulatneous carrying of pets and cargo much easier. You could, for example, have a pet occupy two rear seats, while leaving the third folded to accomodate larger items like skis inside the car. It’s a pretty sweet setup, and I don’t have much to complain about.

Materials: Tough-Feeling, But Too Nice For Pets

Still, this is billed as a high-dollar luxury SUV. While the materials no doubt feel luxurious and of high quality, they’re also way too nice for dogs. Maybe skip the white interior. The Defender OCTA in particular makes use of some high-quality leathers, which you’ll find on the seats, armrests, and even the seat backs. While these materials are great for people, I’d certainly want to avoid letting pets on them.

Verdict: A Nearly Perfect SUV For Dog Owners

In summary, the Defender’s biggest weaknesses for pets are the things people love about it: the off-road ride height and premium materials. These two things can present some obstacles for dog owners, but they’re also easily mitigated. What you’re left with is an excellent SUV for hauling pets and conquering trails.

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

2027 Genesis GV70 2.5T Prestige specifications

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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The Almost-Overlander

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

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

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

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Smooth As Butter, Sharp When You Need It

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

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

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

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

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

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Extremely Tactile With No Frills

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

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

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

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

The Elephant In The Garage

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

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

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

Final Thoughts

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

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

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

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

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

The Tacoma TRD Pro comes only with Toyota’s i-FORCE MAX hybrid powertrain. A turbocharged 2.4-liter four-cylinder works with an electric motor and eight-speed automatic to produce 326 horsepower and 465 pound-feet of torque. Those aren’t Ranger Raptor numbers, but the torque is the figure that gets my attention. Strong response at low speeds is useful when you’re easing over an obstacle, climbing a loose grade or trying to keep momentum without launching yourself into the next county. Toyota estimates 22 mpg in the city and 24 on the highway. That’s respectable for a truck like this, but make no mistake: this hybrid is primarily here for muscle.

Toyota has given the TRD Pro hardware worthy of its name. It gets 2.5-inch Fox QS3 internal-bypass shocks with rear reservoirs, an electronic locking rear differential and a front stabilizer disconnect. Multi-Terrain Select and Crawl Control can help manage traction and speed when a trail gets tricky, while the high-clearance front bumper improves the approach angle.

Related: Toyota Tacoma vs Ford Ranger 5-Year Depreciation: It’s Not Even Close

Toyota quotes up to 35.7 degrees of approach angle and 11.5 inches of ground clearance. Those figures don’t make every line on a trail a good idea, but they do tell you this truck was designed to leave the pavement. I would still get out and look before putting a nearly $70,000 pickup on top of a pointy rock. Pride heals faster than a rocker panel.

One of the TRD Pro’s strangest features is also one of its most interesting: the IsoDynamic front seats. They have their own damping system intended to reduce the punishment occupants take when the truck is bouncing across rough terrain. It’s the sort of equipment you expect to see in a specialized off-road machine, not something added merely to justify a badge. The trade-off is that the seatbacks are bulky, and rear-seat space in the Double Cab was never generous to begin with. If you regularly carry tall adults in back, invite them to sit there before you buy. Better to hear their complaints in the showroom than three hours into a highway trip.

That highway trip matters because even an enthusiastic off-road owner will spend plenty of time getting to the trail. The Tacoma’s hybrid torque gives it useful passing power, and the eight-speed automatic helps it behave like a normal pickup when there isn’t a boulder in sight. Still, the TRD Pro’s tires and suspension are chosen for rough ground, so shoppers seeking a plush, quiet commuter should try one of the less specialized Tacomas. This is a truck whose best equipment becomes most valuable once the road turns ugly. On the way home, the 14-inch touchscreen and 12.3-inch digital instrument display provide modern conveniences, although I appreciate that Toyota also gives the driver actual controls for important off-road functions.

It can do truck work, too. The TRD Pro is rated to tow up to 6,000 pounds when properly equipped, which is enough for a modest trailer or a collection of expensive toys to drag into the wilderness. As always, check the specific truck’s payload and towing labels before loading it with passengers, gear and a trailer. The Double Cab gives you a usable back seat and a pickup bed, even if neither is the most spacious answer in the truck world. The appeal is that you can commute, haul, tow and go exploring without keeping a dedicated trail rig in the driveway.

Final thoughts

Here’s where I become less cheerful. Toyota lists the 2026 Tacoma TRD Pro at $64,750 before options and other charges, and a well-equipped example can pass $68,000. That is an incredible amount of money for what used to be considered an affordable midsize pickup. The Ranger Raptor, Colorado ZR2 and Canyon AT4X also ask buyers to open their wallets wide, so Toyota isn’t alone in this madness. It just happens to have joined in enthusiastically.

I still think the TRD Pro makes a compelling case. The Ford is the more obvious choice for fast desert driving, and the Colorado’s front locker gives serious rock crawlers something Toyota does not. The Tacoma counters with a strong hybrid powertrain, a thoughtful collection of trail equipment and enough everyday usefulness to justify driving it the other six days of the week. I’m not over the moon about the price, but I can see why someone who actually uses its capability would pay it.

That has to mean something.

Related: I Drove the 2027 Kia Telluride X-Pro SX-Prestige: $58,335 Buys a Lot of SUV

If you knew nothing about the legendary Range Rover’s off-road prowess, you’d be convinced by the affluent suburban moms behind the wheel that this SUV was strictly for cruising and shopping. It wears its capability with the nonchalance of someone arriving at a muddy trailhead in the finest athleisure wear the world has to offer. Clad it in Batumi Gold paint ($1,950) and big 23″ turbine-style wheels, and and the bling-factor levels up. My tester’s base price was $134,100 with the twin-turbo V8 enging choice. With options and the $2,150 destination fee, the total price came to $155,535.

A SIinky Range Rover? Yes and Yes.

For some, it would be hard to tell the difference between the last Range Rover and the current (5th) generation. While the current Range Rover, which debuted in 2022, retains the model’s iconic shape, it smooths out the doors with flush handles and simplifies the vertical door appliques. The grille is slightly smaller with a new mesh patter, and the headlight clusters have been reshaped. The Range Rover’s lower fascia now has full-width aperture that incorporates vents and LED foglights.

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The biggest change between the generations is the rear fascia. The result is a more refined and more cohesive look. The back end has no resemblance to the last Range Rover. It loses the blocky taillights and the unifying metallic silver bar. The 5th-gen’s slim vertical taillights are simple but very attractive, helping frame the liftgate with the two black horizontal bars. Since the tailights no longer wrap around on the rear quarter panel, that section looks more refined and more muscular, at the same time. There isn’t a cleaner, more refined look on any luxury SUV.

Power and Smoothness Behind the Wheel

The Range Rover’s road manners are impeccable. No, it’s not a sporty SUV, but it’s seriously potent with the twin-turbo V8. The level of on-demand thrust is significant (0 to 60 mph in the low fours). The 523 horsepower P530 engine is silky but authoritative. What’s even more noticeable is the sublime ride. nd the ride. Its adaptive air suspension has an uncanny ability to take the sharpness out of bad pavement without even trying. Even big bumps are dispatched with ease. The larger 23″ wheels don’t do it a disservice, either, and the Range Rover behaves without feeling isolated and spongy.

The steering is light but accurate, and it’s not hard to place the big Range Rover where you want. There’s ample body roll, but the balance and control are predictable. It’s not sharp like a BMW X5, but the Range Rover isn’t meant to be driven like a sporty SUV. Take it off road, and it’ll display its goods better than just about any other luxury SUV. It comes with Electronic Air Suspension with up to 11.6 inches of ground clearance, Terrain Response 2 with selectable drive modes (Mud/Ruts, Sand, Rock Crawl, and Grass/Gravel/Snow), an Electronic Active Rear Locking Differential, and Wade Sensing for water fording up to 35.4 inches.

One major plus for the Range Rover is its four-wheel steering, one of the best I’ve used. It significantly reduces its turning radius, and on some streets it makes the three-point turn obsolete. Getting into tight parking spots is made similarly easy, and the system provides remarkable nimbleness for such a big vehicle.

Fuel economy is less enchanting. The EPA fuel economy rating for the Range Rover P530 with the 4.4-liter twin-turbo V8 engine is 16 MPG city, 21–22 MPG highway, and 18 MPG combined. During my week behind the wheel, the Range Rover V8 did just over 13 mpg, and I hardly used Dynamic mode.

Luxury Digs With Some Odd Decisions

The cabin is a mixed bag. While beautiful and rich, it’s not especially accommodating. Despite the high-end leather upholstery, the front and rear seats make you feel like you’re sitting on them rather than in them. The lumbar feels uncomfortable even in the tamest of settings. The middle position in row two is especially punishing with overly dramatic bulges in the cushion and backrest. My tester did not have the optional third row.

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The interior design is restrained rather than in-your-face like the current BMW or Mercedes ethos, with broad two-tone horizontal surfaces, thick and soft leather, and a lack of visual clutter. Even the modestly sized infotainment screen, as well as its placement, contribute to the simplified look. It’s lounge-like with some compromises like the optional piano black plastic on the center console and on the doors (way too much on the doors).

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The curved central touchscreen is crisp and dramatic, but Land Rover’s pursuit of minimalism occasionally goes too far. Aside from the painful absence of switchgear, the Pivi Pro screen is obfuscating, and the inconsistently responsive haptic feedback is annoying. You have to menu dive to make seat support adjustments, get heated/cooled seats, adjust vent aperture, etc. Speaking of menus, they’re not intuitive, and I found myself constantly scanning to find the function I needed.

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It’s difficult to full capture how bad the climate controls are. There’s a haptic temperature slider, but sliding it or tapping it doesn’t bring up the climate menu. That’s a separate icon, and then you can start making changes on the screen. To make things worse, you can move the HVAC vents on the dash by moving the adjustment tab, but you have to adjust the aperture on the touchscreen, which makes no sense. Changing ambient lighting is also an exercise in frustration. At least the angled instrument cluster is crisp and data is easy to configure in the center display.

Final Thoughts

The Range Rover SE is powerful, rugged, sexy, and occasionally impractical in ways that become more conspicuous at this price. As it was meant to be, however, the Range Rover is hard to ignore even with the sketchy reliability. Few vehicles combine this level of comfort, visual appeal, off-road credibility, and on-road power. It is a mountain goat with a personal tailor—and, somehow, it still makes the combination work. You have to get past some usability and comfort issues to do so, but what a show it is.

The car idles differently. It sits differently. The details, those start to emerge too. That little button on the steering wheel isn’t there in the standard ones. The bolsters feel tighter on the seat, and the idea snaps into focus. This is supposed to be the ultimate Defender, and after a closer look around the cabin, it starts to feel it.

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Powertrain And Driving Experience: 10/10

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The Defender OCTA, as the name implies, is all about that V8. It’s a twin-turbo unit, mated to a four-wheel drive system with two locking differentials (one center and one rear). It makes an astonishing 626 horsepower and 553 lb-ft of torque, and you feel every bit of it. A special OCTA drive mode, accessed through that wheel-mounted button, transforms the experience.

The V8 goes from quiet background noise to obnoxiously loud in an instant; the shifts tighten, and the traction control backs off. Pick up the throttle early on a corner exit (both on and off-road), and the OCTA will ease into a slide. It’s hilarious, but I wish the V8 were a bit more aural in the cabin. Those cheesy pops and bangs sound like distant fireworks, not the tiny explosions they do from the exterior.

Of course, all the off-road capability you’d expect is there. The standard Defender’s software-driven approach to off-roading is still in full effect, with custom drive modes and all the sensors and cameras you could ever want. With huge all-terrain tires backing it up, it’s really just a matter of how long you’ll need to get over an obstacle or up a trail, not whether the OCTA can or not.

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Interior And Technology: 9/10

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There’s a lot of carryover from the standard Defenders inside, but a few things do stand out, first and foremost, that OCTA button on the wheel. The seats, too, are different. These should be in every Defender, and the lateral support they provide is something the rest of the lineup sorely lacks. The suede headliner is a nice touch, too.

The rest of this stuff is standard Defender, which is to say, solid. I love the variation in materials, and the Meridian sound system is pretty strong for what is billed as an off-roader. There’s a lot of features buried in the new 13.1-inch screen, and I’d like Land Rover to further lean into the physical switchgear. That aside, the Defender’s interior is seriously good, and doubly so with those great OCTA-specific buckets.

Exterior Design: 10/10

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I’m an unabashed Defender apologist, at least from an aesthetics point of view. Very, very few cars get the whole “modern-retro-callback” look right, and I think only the Z does a better job of it than the Defender.

Of course, OCTA models get all their own special touches on top. That OCTA badge seen on the steering wheel drive mode button is scattered throughout, as are the bronze accents. I think they go great with this matte blue paint. OCTAs also get their own unique front and rear fascias with amber accents up front. It’s a meaner look than the standard Defenders, and one that lends itself to the more purposeful nature of the SUV.

Cargo, Towing And Hauling: 9/10

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For an SUV of its size, the 110 delivers impressive performance in towing and hauling. The SUV can pull up to 8,200 pounds, and its huge trunk makes it ideal for long trips off-road. I particularly enjoy the fold-flat seats, which greatly enhance the usability of the cargo area. There are also some more thoughtful touches in the back, like a dedicated independently controlled air vent and a strap on the C pillar that can be used to hold smaller items like water bottles or tethers.

Pricing And Value: 6/10

There’s no way around this: the OCTA is absurdly expensive. The lineup starts at $160,250, while the Black starts at $170k. The only true alternative in this segment is the inline-six-powered Mercedes G-Class, which starts at $155,250. While both can easily skyrocket in price, we do have to concede that the Defender at least offers more power and a V8, though the Mercedes’ luxurious interior is still impossible to beat.

Verdict: 9/10

If you’ve got the cash, the Defender OCTA is maybe the most extreme SUV you can buy outside true exotics like the Urus or Bentley Bentayga. The giant BMW-sourced V8 is relentless, and hitting a sub-4 0-60 time in a car that is coming up on 6,000 pounds is truly impressive. The off-road capability is matched by the SUV’s outstanding performance. Put simply, there may not be a cooler, more lavish way to climb rocks.