Last year, I tested the Cadillac Optiq and I came away with the impression it was simply a baby Lyriq — mainly for how it copies its commanding style, but in a smaller footprint. This time around I’m putting the 2026 Cadillac Optiq V-Series to the test, equipped with a high-output dual-motor all-wheel-drive powertrain that delivers a blistering 519 horsepower.

While the base trim of the Optiq has an attractive $50,697 starting cost, the V-Series packs a sport-tuned suspension, larger 21-inch Satin Graphite alloy wheels, carbon fiber trim accents, and more. This brings the cost up to $79,270, putting this compact luxury crossover in the same price bracket as the premium midsize BMW iX and Audi Q6 e-tron models I’ve tested.

In my 2026 Cadillac Optiq V-Series review, I’ll show you what makes this performance-tuned EV worth it.

2026 Cadillac Optiq review: Specifications

2026 Cadillac Optiq review: Testing summary

I drove a total of 239.1 miles during my week of testing the Cadillac Optiq V-Series, accumulating an average efficiency of 2.9 mi/kWh. That’s a smidge less than what I got out of the standard Optiq last year, but it's understandable given this model's sporty performance. At the very least, it pulls ahead of the 2.6 mi/kWh average I recorded with the larger, Cadillac Lyriq-V.

Clearly, the trade-off here is a less efficient package in exchange for a more powerful drive. When it comes to longer distances, I clocked an impressive 3.2 mi/kWh over a 30-plus-mile stretch on mostly highways. It’s still quite good with city driving, too, achieving 3 mi/kWh in one of my local road tests. Needless to say, it’s not the most efficient EV out there, but it certainly isn't the worst.

Oddly, its Level 1 charging speed at home through a standard 120V outlet is lower than what I recorded with last year’s model. Charging at a rate of 1.98 mi/hr, it added back just 19 miles of range overnight in about 9.6 hours.

2026 Cadillac Optiq review: What I like

Sporty, luxury design

While the standard Optiq relies on clean lines to project a modern luxury aesthetic, the V-Series injects an aggressive attitude that gives off a completely different demeanor. Up front, Cadillac’s signature black crystal shield grille is swapped for a deeper sport mesh design that ditches chrome in favor of darkened trim accents.

Inside, the story changes from pure comfort to high-end performance tailoring. There’s a clear desire to show off its performance side, highlighted by heavily bolstered sport seats, racing-inspired carbon fiber accents, and striking options like the Santorini Blue interior colorway. It’s not often you find a design language that satisfies both a sporty and luxury aesthetic so seamlessly, but the Optiq V-Series hits the sweet spot.

Personalized performance at your fingertips

I know how much of a hassle it can be trying to tune a vehicle’s performance settings through endless touchscreen menus, but the Optiq V-Series makes it a breeze. That’s because there’s a dedicated V-button integrated directly into the steering wheel, which when activated, acts as a shortcut that instantly transforms the SUV’s driving characteristics.

Luxury vehicles tend to have just one driving performance: whatever comes stock from the manufacturer. But the Optiq V-Series lets me adjust many of the driving parameters, like the steering weight, tightness of the brake pedal’s response, suspension stiffness, motor response, and much more — all through the touchscreen display. Once that button is activated, it turns the normally quiet drive into a performance tuned vehicle that can almost make it feel like a sports car.

Large head-up display

As much as the 33-inch dashboard display is a visual feast, it can be a bit distracting while driving — which is why I love that the Optiq V-Series features one of the largest head-up displays around. Like any good HUD, it projects essential driving telemetry, such as current speed and turn-by-turn navigation, directly onto the windshield so your eyes stay focused on the road ahead.

It’s not just expansive. It's also bright enough that daytime visibility is never an issue, making it exceptionally easy on the eyes in direct sunlight.

Hands-free highway driving

Even though I’ve used it countless times on other GM electric vehicles, Super Cruise continues to set the standard for driver-assistance technology. Its implementation in the Optiq V-Series is as seamless as ever, allowing me to travel hands-free on highways while the vehicle manages steering, acceleration, and braking.

Unlike typical adaptive cruise control systems I’ve tested, Super Cruise adds a genuine layer of autonomy with its automated lane-change feature. When it detects a slower vehicle ahead, the system automatically checks the adjacent lane for traffic, signals, and executes a smooth pass — all on its own. Once it safely clears the slower car, it even initiates a signal to return to the original lane without any intervention on my part.

Not-So-Compact Size

Don't let the compact crossover label fool you: the 2026 Cadillac Optiq V-Series has a footprint that makes it surprisingly spacious. By stretching the wheelbase and pushing the wheels out to the far corners, Cadillac managed to create a cabin that feels remarkably expansive.

There’s plenty of legroom everywhere, including in the rear seats, which makes for a comfortable ride no matter where you sit. Honestly, it feels much closer to a midsize SUV than a compact one. Throw in a deep rear cargo bay that easily accommodated my JackRabbit OG2 Pro micro ebike without needing to fold down the rear seats, and the Optiq V-Series proves it’s compact in classification only.

Low starting price

While luxury electric SUVs often come with staggering price tags, the base trim of the 2026 Cadillac Optiq has a far more accessible starting price of $52,695. What makes that baseline cost so impressive is that Cadillac didn't gut the entry-level model to achieve it.

You’re still getting a standard dual-motor rear-wheel-drive setup delivering 315 horsepower, an estimated 317 miles of range, and the same breathtaking 33-inch continuous display found in higher trims.

It also comes packed with premium extras like a fixed panoramic glass roof and standard Super Cruise hands-free driving. When you stack it up against comparably sized SUVs I’ve tested, like the BMW iX and Audi Q6 e-tron, the base Optiq stands out as one of the strongest value propositions in the entire luxury EV segment.

2026 Cadillac Optiq review: What I don't like

Notorious driver's side blind spot

Just as before, there’s a frustrating driver's side blind spot. The combination of the wide driver's seat position and the sweeping slope of the side roofline creates a significant dark zone over my left shoulder.

That’s why I’m always leaning on the blind-spot indicator light on the side mirror to tell me if the lane is clear, alongside the option to activate the blind-spot camera monitor — which projects a live camera feed of the blind spot directly onto the main display. It's a classic case of aggressive exterior styling taking precedence over raw visibility.

2026 Cadillac Optiq review: Bottom line

At $79,270, the 2026 Cadillac Optiq V-Series demands a serious financial investment, representing a significant leap over the $52,695 base trim. However, it backs up that price tag with genuine muscle and an unmistakable road presence. It particularly suits car enthusiasts who crave the ability to fine-tune driving dynamics on the fly, while proving it doesn't skimp on high-end luxury features.

It isn't without its quirks, though. The driver's side blind spot requires real adjustment, and its high-output dual-motor setup inevitably trades off some range efficiency. Regardless, it easily satisfies drivers who want an engaging ride while exuding a commanding presence on the road. The Optiq V-Series proves that a compact luxury crossover can look, feel, and drive like a true heavyweight.

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Toyota’s Prius has long been hailed as the king of hybrid cars, offering exceptional fuel economy at a modest price point. When I tested the plug-in hybrid version last year, it gave this highly esteemed vehicle a taste of pure electric power.

Today, there are more hybrid cars than ever before — which is great, given the recent volatility in gas prices. With more competition, there’s added pressure to prove the value of choosing a hybrid over the alternatives.

That’s why I drove the 2026 Toyota Prius and 2026 Hyundai Elantra Hybrid each for a week to get a better idea of how they perform and what features they offer. You might be surprised by which one I ultimately recommend.

Toyota Prius vs. Hyundai Elantra Hybrid: Specifications

Toyota Prius vs. Hyundai Elantra Hybrid: Design

Both designs are carried over from their predecessors, but I have a clear favorite. Without a doubt, it’s the Toyota Prius, thanks to the way this hatchback fuses modern and futuristic aesthetics to stand out on the road. There’s a charming minimalism to the design, especially the continuous, sweeping curved profile that gives off the look of a low-slung sports coupe. I also love how the continuous rear light bar stretches across the trunk lid, giving the illusion of a built-in spoiler.

The 2026 Hyundai Elantra Hybrid is a bit too conventional for my taste. While the front exudes a sporty look with its low-profile grille, Hyundai’s geometric design language adds odd, triangular creases chiseled into the side panels. That same angular, edgy theme continues in the back, but I just find the overall package far less striking.

Winner: Toyota Prius

Toyota Prius vs. Hyundai Elantra Hybrid: Fuel economy

Looking at their specs, they offer relatively similar numbers — 49 mpg combined for the Prius and 50 mpg combined for the Elantra Hybrid. I’m honestly shocked because it proves that Toyota’s hybrids are no longer untouchable in this category. Between the two, the Hyundai Elantra Hybrid emerges as the clear winner, hitting a spot-on 50 mpg average during my week of testing.

Now, I’m pretty gentle with acceleration and braking whenever I test hybrids because I’m always chasing the best possible efficiency. There’s an art to driving them because with the Elantra Hybrid, I have to carefully monitor my throttle and speed for when the “EV” indicator kicks on. It pays off: in one of my short-range tests, I achieved an astounding 72.9 mpg over a 17.5-mile trek on mostly local roads.

Meanwhile, the Prius certainly doesn’t disappoint, but it falls short of the Elantra with the 46.2 mpg I averaged. Still, you can’t count it out just yet. The 2026 Toyota Prius Limited AWD hit 57 mpg during one of my long-distance test with mostly highway driving. Just like with the Elantra, you simply have to be mindful of your acceleration and speed to keep its “EV” mode sustained for as long as possible.

Winner: Hyundai Elantra Hybrid

Toyota Prius vs. Hyundai Elantra Hybrid: Driving performance

Hybrids aren’t particularly known for their driving performance, but the Prius gets my vote here for a couple of reasons. First of all, it is much punchier when accelerating from a complete stop, thanks in part to its more powerful 2.0-liter engine. Even in ECO mode, it feels quicker off the line than the Elantra, and that gap becomes even more noticeable when switching into Sport mode to overtake slower cars.

In contrast, the 2026 Hyundai Elantra Hybrid Limited offers a much more relaxed experience. Don’t get me wrong — it is perfectly fine for commuters who just need to get to work and back, but its 1.6-liter hybrid engine delivers a modest 139 horsepower that simply isn't as responsive.

Winner: Toyota Prius

Toyota Prius vs. Hyundai Elantra Hybrid: Comfort

The 2026 Hyundai Elantra Hybrid Limited takes the crown when it comes to interior comfort and passenger space. Not only does the cabin look more modern thanks to the lighter tone of the seats, but it also offers far more rear legroom, allowing taller adults to stretch out on longer commutes.

On top of that, I really love Hyundai's Highway Driving Assist for making the drive even more relaxing. The dedicated lane-centering button right on the steering wheel keeps the vehicle perfectly centered, whether cruise control is activated or not. Finally, this trim also comes with a sunroof for when I want fresh air without opening the windows.

Thanks to its hatchback design, the Prius offers a much larger trunk that makes it easier to stow oversized packages — which can be expanded even further by folding down the rear seats. However, while it does offer the more spacious cargo area, rear legroom is heavily compromised, leaving the backseat feeling cramped. And while the Prius features its own suite of driver assists, I still find the Elantra’s package to be much more helpful on long highway drives.

Winner: Hyundai Elantra

Toyota Prius vs. Hyundai Elantra Hybrid: Value

In my experience, Hyundai tends to be incredibly generous with adding extra features to its higher trims — but that isn't quite the case with the Elantra Hybrid. Sure, it still gets conveniences like a Bose premium sound system, adaptive cruise control, a sunroof, and ventilated seats, but you won’t find high-tech extras like blind-spot camera monitors, a 360-degree camera system, or automatic lane-change assist.

Despite this, I can’t overlook the 2026 Hyundai Elantra Hybrid Limited’s lower $31,285 as-tested price. Compared to the Prius’ much higher $40,270 tested cost, it’s the kind of upfront price cut that offers instant and long-term savings.

Then again, the Prius strikes back by leveraging Toyota's legendary reputation for reliability and bulletproof resale value. While you will absolutely pay an $8,985 premium for it initially, history proves that Toyota hybrids retain their value remarkably well, allowing you to potentially recoup a significant chunk of that investment down the road.

Combined with a time-tested powertrain renowned for running trouble-free for hundreds of thousands of miles, the Prius promises incredibly low ownership costs over the long haul.

Winner: tie

Toyota Prius vs. Hyundai Elantra Hybrid: Verdict

After tallying up the numbers, this comparison ends in a tie — proving that you can’t go wrong with either vehicle if you crave savings at the pump. Not surprisingly, the Prius continues its heritage of being a reliable hybrid, but it pairs that legendary efficiency with a vastly sportier aesthetic that makes it a genuinely fun drive. However, you're still paying a steep premium to get this top-rated hybrid.

That’s where the Hyundai Elantra Hybrid Limited takes a completely different approach, prioritizing maximum comfort, commuter-friendly tech, and incredible value. Its traditional sedan layout gives passengers plenty of physical breathing room, and it is genuinely shocking how thoroughly it beats the Prius when it comes down to real-world efficiency. Paired with its much lower price tag, the Elantra is the hybrid I would gladly spend my own money on.

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BMW just revealed the all-new X5 and it’s the most significant addition to the lineup in the model's 27-year history: the iX5, the first battery-electric X5 ever made.

Ahead of today's announcement, I got an early look behind the scenes at BMW's Spartanburg plant in Greer, South Carolina — the world's largest BMW Group factory — and there's a lot to unpack with this ‘Neue Klasse’ leap forward for the automaker's flagship SUV.

A sportier X5 that hides its size

The redesign looks noticeably sportier than the outgoing X5 model and does a surprisingly good job of hiding just how large this car actually is. A lot of that comes down to the new front end, which BMW has reshaped with what it calls Iconic Glow kidney grilles.

They’re now slimmed down and vertical, flanked by new double-X light icons that consolidate the low beams, daytime running lights, side lights, and turn signals into one unified element. They stay lit day and night, and the effect is aggressive and futuristic without crossing into the overdone territory some recent BMWs have drifted toward.

The back is just as strong. Slim rear lights span nearly the full width of the car, echoing the double-X theme from the front. Together, the whole design reads as a cohesive package rather than a collection of individual styling choices.

BMW has also made the switch to flush-mounted Winglet door handles, which do a lot to clean up the side profile. With the optional Luxury Package, a light touch opens or closes the doors automatically, and you’ll also be able to control them using the digital screen inside.

435 miles and an 800V backbone

The iX5 60 xDrive launches on BMW's new Gen6 platform, an 800V architecture first introduced in the new iX3. It brings a massive 144 kWh cell-to-pack battery using new cylindrical cells that BMW says deliver about 20 percent more energy density than the previous generation. Combined output is 570 hp and 593 lb-ft of torque, with an estimated 0–60 mph sprint in 4.4 seconds.

BMW is estimating 435 miles of range. That puts the iX5 just shy of current class giants like the Cadillac Escalade IQ (465 miles) and the Lucid Gravity (450 miles). Crucially, both of those start well north of $100K, while the iX5 delivers comparable real-world usability starting just under $80K. It’s also worth noting that BMW has a history of conservatively underreporting their performance numbers, so it’s quite possible the production iX5 ends up matching or beating its EPA estimates.

On charging, the Gen6 system supports up to 460 kW DC fast charging, meaning a 10-to-80 percent top-off takes just 22 minutes, or an estimated 170 miles of range in as fast as 10 minutes. A standard NACS charging port is included, and the iX5 supports full bidirectional capability, including Vehicle-to-Home power during a grid outage.

The cabin: Familiar ground, significantly upgraded

Having spent time in previous X5s, stepping inside the new cockpit felt familiar, but the new multi-screen layout is a big step up and an interesting approach we haven’t really seen in this segment.

Instead of one continuous, blocky wide display running straight across the dashboard like most luxury brands have recently opted for, the main interface is an asymmetric, 17.9-inch touch display angled ergonomically toward the driver.

Above it, and what I found most interesting, is the shorter Panoramic Vision display, which runs across the full base of the windshield. Speed and navigation stay anchored on the driver's left, directly within your natural sightline, while the center and right sections are fully customizable.

You can seamlessly drag and drop widgets directly from the Central Display over to the windshield line for whatever you want at a quick glance, such as weather or real-time driving stats.

Almost no physical buttons, and why that's (mostly) fine

That said, the new X5 lineup makes one interior pivot I know some traditionalists won’t love. Outside of the steering wheel controls and the center console gear selector area, physical buttons have essentially been eliminated.

Testing it out, I didn’t have any major usability issues. The quick-control touch shortcuts at the bottom of the main screen for climate control, media, maps, and phone functions are highly responsive and easy to muscle-memorize. However, adjusting the direction of the physical climate vents is now buried behind a digital menu screen, which takes a few extra taps to adjust.

While this creates an incredibly clean, uncluttered cockpit, it does place a massive bet on system reliability. If software gets buggy or a screen freezes, you could potentially lose snappy access to key interior functions.

Two screens instead of one, and why that makes sense

Maybe the biggest inside surprise is the optional Passenger Screen package. This adds a separate 14.6-inch full HD display for the front passenger, giving them isolated access to streaming apps like Disney+ or YouTube, gaming via AirConsole, and independent video conferencing on the move.

While a lot of automakers are chasing a single, giant glass dashboard, splitting the screen real estate makes sense here. It gives the passenger a true, uninterrupted entertainment setup without crowding or distracting from the driver’s primary layout.

Naturally, safety is a concern, so BMW built in parameters to prevent driver distraction: Video content will only play if a passenger is actively buckled into the seat, and an interior camera continuously monitors the driver's gaze. If the camera catches the driver glancing over at the movie for more than a second or two, the screen dims automatically.

This Passenger Screen tech isn't exclusive to the X5, either. It recently debuted as standard equipment on the facelifted 7 Series and i7 luxury sedans, and the upcoming next-gen X7 is widely expected to receive it next. If you spec the package on the X5, BMW bundles four years of its Digital Premium data plan at no extra charge to handle all the streaming bandwidth.

M Sport package and air suspension

The model I spent time with was fitted with the optional M Sport Package, which sharpens the look with an aggressive M Aerodynamics package, high-gloss Shadowline trim, unique 21-inch wheels, and robust M Sport brakes clamped by Dark Blue metallic calipers.

Underneath, the car featured the optional adaptive two-axle air suspension. It includes a self-leveling system that can raise the chassis by 20mm for rough road clearance, or drop it down by 40mm when parked to make loading gear and stepping inside easier.

Pricing and availability

The all-electric iX5 60 xDrive starts at $79,800, plus a $1,450 destination charge. For buyers looking at the broader lineup, options start at $69,800 for the rear-wheel-drive gas X5 40, $72,100 for the 40 xDrive, and $77,500 for the plug-in hybrid 50e xDrive.

The rollout begins this October 2026 with the initial launch of the X5 40 xDrive. The iX5 60 xDrive and plug-in hybrids are all scheduled to follow in the first quarter of 2027.

Going EV is now an upgrade, not a compromise

For its initial unveil, I didn’t have the opportunity to drive this yet, but I’m very curious to see how well this all-electric full-size SUV performs. The real test will be seeing if it successfully carries over the sharp, confident driving characteristics the X5 has been known for since 1999, all while putting that massive 435-mile range estimate through its paces.

Ultimately, the biggest takeaway here is BMW giving buyers more choice than ever. By embedding next-generation ‘Neue Klasse’ digital tech and a powerhouse EV drivetrain directly into their most-iconic existing nameplate, BMW is making electrification feel like an upgrade rather than a compromise which should hopefully speed up EV adoption and push innovation further.

Over the past few years, the automotive industry has made a lot of promises about making affordable electric vehicles. Through it all, budget-conscious drivers looking for a true entry-level price point have found themselves stranded. But the ending may be in sight, thanks to increased competition.

When the Jeff Bezos-backed Slate came out of nowhere last year to announce its $20,000 all-electric truck, it really struck a chord. It has since gone up slightly to a starting price of $24,950, but it's firmly on track for release this year to challenge the status quo of what an EV can cost.

Honestly, it has a lot to prove because its low price tag on paper comes with compromises. As much as I’m thrilled by the level of customization it offers, I can’t forget that it’s as spartan as they come — it has manual seats and windows, which is an oddity in today’s market. Here’s how Slate’s highly anticipated EV truck stacks up against the most affordable EVs I've tested.

Blank Slate: What you need to know

If you go to the company's site and build a model, you’ll find three EV options: the Blank Slate, Squareback SUV, and Fastback SUV. They all target the entry-level market, but the Blank Slate is the cheapest among them with a starting price of $24,950 — which is what I'm focusing on.

To keep costs low, it embraces an ultra-minimalist design that cuts standard tech amenities like a touchscreen display, relying instead on the driver's smartphone. Additionally, the cabin is completely bare-bones, featuring manual windows and seats. You also won’t find convenience features I've come to rely on, like adaptive cruise control.

Mechanically, the truck is built for utility, featuring a rear-wheel-drive motor pushing 181 horsepower and a 65 kWh battery pack that delivers an estimated 205 miles of range. Thankfully, it features an integrated NACS port for broader charging access to Tesla’s Supercharger network.

Chevrolet Bolt vs. Blank Slate

The closest vehicle to the Blank Slate in terms of price is none other than the Chevrolet Bolt. This all-electric subcompact crossover SUV is the cheapest EV I’ve tested in the last year, with an as-tested cost of $29,990. While its design is rather boring in my opinion, it certainly beats the Blank Slate with its 210-horsepower performance and vastly superior range.

Drawing from its own 65 kWh battery pack, the Bolt yields an estimated 262 miles of range, easily beating the Slate's 205-mile estimate by over 50 miles. Even though my actual weeklong average with the Bolt came out to 3.7 mi/kWh, that sustained rate would still eclipse the Blank Slate.

On top of that, the Bolt at this price point has everything I expect in an EV — like power windows, a large 11.3-inch center touchscreen, sporty seats, ample rear legroom, and adaptive cruise control.

Read our full review: Chevrolet Bolt

Fiat 500e vs. Blank Slate

Next up is the Fiat 500e with a $35,500 as-tested price. This tiny Italian EV hatchback is a different kind of commuter car; it certainly compromises on usable space compared to the Blank Slate, but it makes up for it by being a more agile option for city drivers.

It’s noticeably down on power compared to the Slate, with its single electric motor pushing out just 117 horsepower. Obviously, being the smallest EV sold in the U.S. has its limitations — like its 42 kWh battery giving it an estimated range of 149 miles. However, numbers on paper don’t tell the whole story. It proved to be one of the most efficient models I've tested, achieving a real-world average efficiency of 4.28 mi/kWh during my weeklong evaluation.

The biggest contrast is in the presentation. While the Fiat shares the Slate’s annoying omission of adaptive cruise control and sticks you with manual seats, its cabin doesn't feel like a punishment. You still get a bright 10.3-inch touchscreen with wireless Apple CarPlay and Android Auto, full power windows, and a premium, zippy feel that makes it an absolute breeze to park in tight city spaces.

Read our full review: Fiat 500e

Toyota bZ vs. Blank Slate

On the higher end of the affordable spectrum sits the 2026 Toyota bZ. Starting at $37,900, this electric crossover commands a much steeper premium over the Blank Slate, but it’s one of the most improved models I’ve put through its paces.

The price increases to $40,468 for the exact trim I tested, but its biggest selling point is the astonishing 5.4 mi/kWh efficiency I averaged. In fact, it’s the most efficient EV I’ve ever tested, which would effectively give it a range of 403 miles based on my real-world average. When people talk about range anxiety with EVs, I simply need to point them to the bZ to show how it dispels that fear.

Inside the cabin, the two vehicles couldn't be further apart. Toyota treats the bZ to a massive, ultra-sharp 14-inch center touchscreen, a spacious interior with plenty of rear legroom, and an exceptionally smooth adaptive cruise control system that excels in stop-and-go highway traffic.

While the Toyota bZ costs over $15,500 more than the Blank Slate, that steep premium means you're also paying for Toyota's legendary reliability and excellent resale value.

Read our full review: Toyota bZ

Honorable mentions

If the ultra-minimalist Blank Slate feels too risky, several established automakers offer excellent alternatives that bridge the gap between affordability and daily drivability.

First up is the Nissan Leaf, which hits a highly compelling $29,990 base MSRP. That balloons to $41,930 for the top trim I tested, but it comes with premium features like an electronic glass roof, a head-up display, a 10-speaker Bose audio system, an auto-dimming rearview mirror, a power liftgate, heated seats, and more. You could scale back on many of them by choosing the base trim, but you would still get the futuristic design that makes it charming on the road.

Another standout is the Subaru Uncharted, which arrives at a competitive $35,000 price point. That jumps to $43,795 for the sporty GT trim, bringing aggressive, two-tone styling and a dual-motor configuration that pushes a thrilling 338 horsepower. You get a native NACS port for adapter-free Tesla Supercharger access and an exceptionally smooth adaptive cruise control system. When you add in tech-forward conveniences like dual wireless chargers and a digital rearview mirror, it quickly justifies its price premium over the Slate.

Finally, the Hyundai Kona Electric remains one of the smartest budget-friendly entries on the market with a starting MSRP of $32,975. This subcompact crossover is an absolute breeze to drive and park, yet its small footprint still offers a decent-sized trunk capable of hauling micro-mobility gear like an e-bike or scooter. The $39,880 N Line trim I tested shattered my expectations by averaging an impressive 4.3 mi/kWh efficiency, effectively extending its real-world range to about 278 miles.

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One of the matchups I’ve been waiting to tackle this year is the EV vs. PHEV argument. Now that I’ve tested the 2026 BMW i5 and 2026 BMW 550e for a week each, I have a better understanding of how each one performs and the unique value they bring to the table.

They’re both mid-size luxury sedans in BMW’s current 5 Series lineup. While they look virtually identical on the outside, they represent the best of their respective powertrains. On one hand, you have the all-electric BMW i5, which looks mighty tempting with current gas prices. On the other, there’s the plug-in hybrid BMW 550e, which still relies on gas power but offers a dedicated battery for up to 33 miles of electric-only range.

Ultimately, this matchup forces buyers to make a fundamental choice: do you go fully electric, or do you keep a foot in both worlds? After testing them out, I'll tell you which one is actually worth your money.

BMW i5 vs. BMW 550e: Specifications

BMW i5 vs. BMW 550e: Design

These two couldn’t look more identical, which shouldn’t be surprising considering they’re built on the exact same Cluster Architecture platform. What always catches my attention with both mid-size sedans is the slightly larger kidney grille up front, which really comes to life at night when it glows and lights up. The overall aesthetics make them look incredibly aggressive, especially when complemented by the swept-back headlights.

Around back, it’s no different. Both the i5 and the 550e share the exact same sheet metal styling, highlighted by a set of ultra-slim, completely flat horizontal LED taillights divided by a chrome bar. The only real distinction is down along the lower bumpers: the i5 offers a completely solid apron with no exhaust cutouts or tips. Ultimately, both designs look fantastic.

Winner: tie

BMW i5 vs. BMW 550e: Fuel economy

This is where these two premium sedans diverge down completely different paths. I put serious real-world miles on both luxury vehicles, logging 219.7 miles in the i5 and 155.2 miles in the 550e.

Comparing an EV and a PHEV can be a bit tricky because the 550e has the unique flexibility of driving on pure gasoline, pure electricity, or a combination of both. When I tested it out, I managed an average efficiency of 2.9 mi/kWh running on all-electric power during one long distance test with mostly highway driving. However, by consistently plugging it in and leveraging both power sources, my combined fuel economy at the end of the week came out to an impressive 55.7 mpg.

Right away, it’s pretty telling that the i5 is the more efficient commuter, delivering a superior 3.7 mi/kWh average. Because the i5 is able to get more miles out of every kilowatt-hour, you would actually end up paying more to charge and drive the 550e even if you managed to use its electric mode exclusively. Once you factor in the added cost of refueling the 550e with premium gasoline, the total cost to keep it running climbs even higher.

Winner: BMW i5

BMW i5 vs. BMW 550e: Driving performance

There’s just something special about driving an EV, and the all-electric BMW i5 proves my point. Believe me, numbers on a spec sheet simply don’t tell the whole story.

Despite having less horsepower than its hybrid sibling, the i5 delivers a level of driving refinement that makes acceleration instantaneous, whisper-quiet, and perfectly linear. There are no gears to shift, no lag to wait for, and absolutely no friction to interrupt its response. Frankly, I’m still impressed by how effortlessly it glides and maneuvers through my daily commutes.

In contrast, the plug-in hybrid BMW 550e is an absolute powerhouse designed for those who crave raw muscle. By pairing a 3.0-liter turbocharged inline-six engine with an electric motor, it unleashes a massive wave of power that easily pushes me back into my seat the moment I press down on the accelerator.

However, its hybrid powertrain lacks the seamless performance of the i5. I occasionally feel the transition as the gas engine fires up to assist the battery the moment I begin to accelerate from a complete stop.

Winner: BMW i5

BMW i5 vs. BMW 550e: Comfort

When it comes to cabin comfort, the BMW i5 makes any daily commute a relaxing experience. Both the front and rear seating areas offer plush, supportive cushioning with plenty of adjustments to help you dial in the perfect seating position. Rear passengers are treated to a generous amount of legroom, making it incredibly easy for even the tallest adults to stretch out.

If you need extra privacy or simply want to block out the sun, the rear windows feature integrated manual sunshades complemented by an automatic one for the rear windshield that does an excellent job of lowering cabin temperatures on bright days.

Step into the BMW 550e, and you’ll find an identical, top-tier level of comfort. Because it shares the exact same interior dimensions as its fully electric sibling, it treats passengers to the same spacious layout and high-quality materials throughout the cabin. Rear legroom remains a standout feature here as well, providing more than enough space for passengers to ride without ever feeling cramped.

I’m also a huge fan of their adaptive cruise control systems. The optional Driving Assistance Professional Package practically drives the car for you, but it’s truly unique in how it handles automatic lane changes. Both vehicles track your eye movements, so once a tone plays indicating a lane change is available, the only thing you need to do is look directly at the left or right side mirror to confirm the maneuver.

Winner: tie

BMW i5 vs. BMW 550e: Value

Looking strictly at their as-tested prices, the BMW i5 is compelling — especially with the potential for greater long-term savings. Yet, beyond the inherent savings of electric power, its $82,700 price tag delivers all the premium trimmings expected from a luxury vehicle of this caliber.

I'm talking about the customizable, dazzling ambient interior lighting, the crystal-clear heads-up display that projects driving and navigation data directly onto the windshield, and a razor-sharp 360-degree camera system that makes parking in tight spaces an absolute breeze.

The BMW 550e xDrive offers an identical, tech-forward value proposition that matches its fully electric sibling feature for feature — but at a higher $87,050 as-tested cost. Despite the different powertrain layout, BMW doesn’t compromise on executive-level amenities. This hybrid is equipped with the exact same high-resolution heads-up display, the same 360-degree camera system, and the same brilliant backup assistant that remembers exactly how I steered into a tight parking space to automatically guide itself back out.

While the i5 offers the upfront pricing advantage, both vehicles deliver an identical, top-tier tech experience for the money — but I’m still giving it to the i5.

Winner: BMW i5

BMW i5 vs. BMW 550e: Verdict

When the dust settles, the BMW i5 xDrive40 emerges as the overall winner of this electrified showdown, taking the crown across performance, efficiency, and value. Thanks to its all-electric powertrain, it delivers the more relaxing luxury driving experience that defines a modern 5 Series while proving that there are serious long-term savings to be had with pure electric power. When you couple that superior efficiency with its lower upfront as-tested price, the i5 simply stands out as the smarter daily driver for luxury car buyers.

That said, the BMW 550e xDrive remains an absolute beast. It matches the i5 feature-for-feature in cabin comfort and tech value. For those still hesitant about going fully electric, I can't stress enough the broader utility it offers for everyday drivers who crave the quick convenience of a gas fill-up while saving their electric power for local trips. This plug-in hybrid is as good as it gets, even if it commands a higher price tag both at the dealership and the pump.

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iOS 27 is introducing five significant upgrades to Apple CarPlay that fundamentally change how you interact with your vehicle's infotainment system. From more reliable wireless connectivity to native video support, these improvements address long-standing complaints from daily drivers.

If you've ever experienced CarPlay connectivity issues or struggled to control media without losing navigation, these features are designed specifically for you.

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When I tested the Audi A6 Sportback e-tron last fall, I said that it was the pinnacle of what a luxury EV should be — supplanting other models I’ve tested like the Lucid Air Touring, Mercedes-Benz EQS 450, and BMW i4 M50 Gran Coupe. I didn’t think anything else could top it.

And then I got into the 2026 Audi RS e-tron GT.

If you’ve watched Robert Downey Jr. play Tony Stark in the Iron Man and Avengers movies, you probably know he (or more precisely, the producers) has a fondness for Audi. In the first Iron Man, he was mostly driving the Audi R8, which has since been discontinued. However, the Audi RS e-tron GT is often hailed as its spiritual successor — blending sports car performance with opulent luxury.

After driving it for a week, I now know why Tony Stark has such an affinity for Audi.

2026 Audi RS e-tron RT review: Specifications

2026 Audi RS e-tron RT review: Testing summary

For an EV that bridges the gap between an exotic supercar and a premium luxury sedan, the Audi RS e-tron GT certainly lives up to that billing. I drove a total of 182.7 miles in my week’s worth of testing, reaching an average efficiency of 3.1 mi/kWh. That beats both of its closest rivals, the Porsche Taycan 4 and BMW i4 M50 Gran Coupe, but to be fair, the Porsche would’ve gotten better results under warmer conditions.

Nevertheless, I still can’t believe that one of the most powerful EVs I’ve ever tested somehow manages to be efficient. Based on my real-world efficiency and its 105 kWh battery, the Audi RS e-tron GT would be capable of achieving a range of 325 miles — which easily would eclipse the 278 miles for which it’s rated.

Similar to other Audi EVs, like the Q6 Sportback, there are two charging ports on this vehicle. The J1772 port is located on the driver's side for Level 1 and Level 2 charging at home, while a CCS1 port on the passenger side unlocks faster 320 kW DC fast charging. Through a standard 120V outlet at home, I was able to reach an average rate of 3.08 miles of range per hour.

2026 Audi RS e-tron RT: review: What I like

Instant raising and lowering

When you’re a billionaire like Tony Stark, you expect unique quirks that make your car stand out — and believe me, this one surprised me. Almost immediately after opening the door, the entire vehicle rose up. This isn’t a entirely new concept, as I’ve seen adjustable suspension systems in vehicles like the Rivian R1T and Chevrolet Corvette E-Ray, but the Audi is different because it happens incredibly fast.

The car utilizes its adaptive suspension system to raise the entire body of the vehicle, offering a much more accessible entry height to offset its otherwise low-slung stance. Once you slide into the seat and shut the door, the system immediately lowers the chassis back down into its aggressive, road-hugging position. It's an incredibly fast, automated sequence that makes every single entry and exit feel special.

Stealth fighter aesthetic

Beyond its theatrical suspension tricks, the Audi RS e-tron GT looks every bit the part of a billionaire’s daily driver. The exterior lines are incredibly sharp; I’m particularly drawn to the front grille. It features a signature inverted Singleframe Grille packed with deeply sculpted honeycomb panels that stretch from side to side, giving the EV an aggressive, sporty face that commands presence on the road.

If that’s not enough to turn heads, Audi also generously scattered lightweight carbon fiber trim across the body, stretching from the front bumper intakes ,to the side mirrors, and wrapping around the rear. It’s a gorgeous blend of lightweight racing materials and high-end automotive design that makes this EV look like a stealth fighter on wheels.

Instant thruster burn

The 2026 Audi RS e-tron GT is the most fun I’ve had behind the wheel all year, easily capturing the crown from the Porsche Taycan 4. What makes it even more of a thrill is the dedicated "Boost" button positioned on the left side of the steering wheel.

When activated, this instantly injects an extra 94 horsepower into the dual electric motors, rocketing the car forward like Iron Man initiating a thruster burn. Seriously, it's the absolute perfect tool for merging seamlessly up to cruising speed, or for when I just need an immediate surge of speed to overtake highway traffic.

Impossible to miss blind-spot indicators

It always annoys me how the blind-spot indicator lights on most cars tend to be minuscule, often to the point where I have a tough time making them out. That isn't the case with the Audi RS e-tron GT. Instead of etching a tiny graphic onto the mirror glass, Audi mounts a large, dedicated LED light panel onto the inside of the actual side mirror housing.

When a vehicle enters my blind spot, these panels glow with a bright amber light that is impossible to miss from my peripheral vision. While cars on the highway can easily sneak into your blind spots unnoticed, these high-intensity indicator lights ensure I am always fully aware of exactly what is around me.

Impressive sound system

In order to match its futuristic-meets-sporty aesthetic, the interior of the RS e-tron GT packs a spectacular Bang & Olufsen 3D sound system that acts like a private concert studio on wheels.

More than just bombarding me with heavy bass, this setup cleanly separates the tracks to make you feel completely enveloped by the audio. Turning the volume up truly mimics the immersive depth of standing at an actual live concert, especially when you get a bit of reverb from the speakers.

2026 Audi RS e-tron RT: review: What I don't like

It’s bonkers expensive

With a price tag well north of six figures, this car is clearly built for the Tony Starks of the world. At an eye-watering $191,190 as tested, the 2026 Audi RS e-tron GT is obviously not a practical financial decision for most people. This particular trim comes loaded with high-end extras — including ceramic brakes with Anthracite calipers, fine Nappa leather seats, 21-inch RS design wheels, and forged carbon inlays scattered everywhere. While these premium additions elevate the vehicle, they also immediately push this EV far out of reach for the average consumer.

When you factor in its blistering, track-ready performance and lightning-fast DC charging speeds, it becomes clear that you aren't just paying for a commuter vehicle — you’re paying for an exclusive piece of high-tech engineering that oozes style. It's exactly the kind of machine Tony Stark would have parked in his garage.

2026 Audi RS e-tron RT review: Bottom line

The 2026 Audi RS e-tron GT perfectly proves that an ultra-powerful electric vehicle can seamlessly blend race-car-ready speed with daily efficiency. I’m especially impressed by how it commands an unforgettable presence on the pavement thanks to a supercar-inspired silhouette that’s meticulously detailed with lightweight carbon fiber accents. It’s without question the most thrilling car I’ve driven all year, balancing tech-forward features with bleeding-edge automotive performance.

However, rolling out of the garage looking like a fictional billionaire demands an eye-watering financial investment. The staggering price tag immediately pushes this exclusive flagship out of reach for the vast majority of consumer budgets. But if you have the capital to spare, it’s an incredible piece of high-tech engineering that perfectly delivers the definitive Tony Stark experience.

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The Chevrolet Bolt is back after a few years away, complete with a refreshed design, faster charging capabilities, greater range, and a tech-forward cockpit layout. What’s even better is that it remains an attractive EV with a starting price of $28,595, making it an affordable option for those who want the long-term savings of driving electric with the lowest possible initial investment.

Now more than ever, though, budget-conscious consumers have more models to choose from — forcing the new Bolt to work harder to prove it’s the superior choice and a serious best electric car contender. After driving the 2027 Chevrolet Bolt LT for a week, I can attest that it’s a much tougher decision with so many other options out there. Here’s why.

2027 Chevrolet Bolt: Specifications

2027 Chevrolet Bolt: Testing summary

Luckily, the new Bolt proves it’s efficient on the road, averaging 3.7 mi/kWh over the 164 miles I logged during my week with it. That beats its main rival, the Nissan Leaf, but still trails the impressive efficiency I got out of the Hyundai Kona Electric and Toyota bZ.

Most people will appreciate its 210 hp performance, which is right there with other subcompact crossover SUVs I’ve tested. While it makes for an easy drive, especially considering its smaller footprint, it’s nowhere near as responsive or fun to drive as something like the Volvo EX30 — but that EV costs an extra $15,000.

Unfortunately, I couldn’t test out Level 1 charging at home because I didn’t have a mobile charging cable with a native NACS connector. However, the fact that it finally gets upgraded to faster 150 kW DC fast charging brings it up to modern standards. And since it utilizes a native NACS port, it opens up access to more EV charging stations than ever before.

2027 Chevrolet Bolt: What I like

Attractive starting price

I can’t stress its affordable price enough, especially considering the $29,990 as-tested cost of my LT model. It’s one of the cheapest EVs out there that’ll allow you to lock in even greater savings in the long run by driving electric — which remains the biggest incentive to buy an EV over traditional ICE (internal combustion engine) vehicles.

Where I live, charging its 65 kWh battery at home comes out to around $15 to $17 based on a local residential electricity rate of $0.23 to $0.26 per kWh. That’s a massive upgrade over paying roughly $4.25 per gallon for regular gasoline at the pump.

Generous Legroom Throughout

I’m shocked by the amount of interior legroom the Bolt offers, especially after being disappointed by the lack of rear space in the Hyundai Kona Electric. Even in my normal driving position, there is ample legroom directly behind me for passengers to sit comfortably.

For a subcompact crossover SUV, this layout is a delightful surprise that makes any seat in the cabin an enjoyable place to be.

Comfortable, sporty-looking seats

Even though it’s more conventional-looking on the outside, I’m pleased that Chevy gave the interior space some eye-catching aesthetics. Specifically, I’m drawn to the sporty-looking, bucket-style front seats. They aren’t just plush to sit on — they also feature a neat, geometric zig-zag pattern that makes the cabin feel slightly elevated.

Storage spaces everywhere

Despite its diminutive size, I have to again give Chevrolet credit for adding all sorts of clever storage solutions throughout the cabin. There is a handy shelf embedded into the dashboard right in front of the passenger seat to store phones and small items, plus a massive open trough beneath the center console.

Even though the base LT trim lacks a folding center armrest for rear passengers, Chevy compensated by building deep cup holders directly into every single door panel — in addition to the standard oversized ones between the front seats.

Angled center display

Smack in the middle of the dashboard sits a standard 11.3-inch touchscreen. Unlike most modern EVs that feature completely vertical, tablet-style displays, the Bolt’s screen is positioned slightly lower and mounted at a distinct upward angle.

I found this layout significantly less distracting while driving, as it stays well below your primary line of sight. Furthermore, when you do need to interact with the menus, that slight tilt makes the glass much easier to reach and use.

2027 Chevrolet Bolt: What I don't like

Tight trunk space

While the cabin itself feels remarkably roomy, the tradeoff for prioritizing all that passenger space is a much tighter trunk than what many rivals offer. Thankfully, I'm still able to stow my electric scooter back there, but I'm unable to fit my larger Jackrabbit OG2 Pro micro ebike without folding the rear seats flat.

No lane centering

My LT test car comes equipped with standard adaptive cruise control, which smoothly maintains your set speed by automatically applying acceleration and braking. However, it lacks the ability to keep the vehicle locked into the center of the lane while engaged — meaning you are still manually in control of the steering wheel the entire time.

To get true hands-free lane centering, you have to upgrade to GM's Super Cruise system. In order to get lane centering assist, you’d have to upgrade to the Super Cruise Control package — which tacks on an additional $4,870 to the bottom line.

2027 Chevrolet Bolt: Bottom line

At the end of the day, the 2027 Chevrolet Bolt LT is the upgrade the series has long deserved. By directly addressing the slow DC fast charging speeds of past models and swapping in a native Tesla NACS port, Chevrolet has finally delivered an affordable EV that works. Add in a remarkably roomy cabin, great tech, and a highly accessible sub-$30,000 starting cost, and the Bolt cements itself as a smart financial choice for most people.

However, you have to accept that you're paying for the hardware, not the aesthetics. While the Bolt’s body style maximizes interior headroom and rear passenger legroom, its overall exterior leans conventional. It lacks the edgier styling of the Nissan Leaf and Hyundai Kona Electric. I’d go so far as to say that the Bolt looks incredibly pedestrian by comparison.

But when I look past the uninspiring design, the actual substance of the vehicle is undeniable. If you want a reliable, ultra-efficient daily driver that offers one of the lowest entry prices for an EV, the new Bolt is an absolute home run.

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Subaru has already impressed me in more ways than I could imagine — first with the much-improved Solterra, and followed up by the compact but mighty Uncharted. While both EVs are phenomenal in their own right, a true all-electric Outback alternative has remained elusive.

Well, look no further, because the Subaru Trailseeker is essentially the all-electric version of the Outback, complete with the familiar profile that has long made it so distinguishable on the road. This all-electric SUV is built to tackle family adventures, whether that means off-road excursions or simply trekking through a busy Costco parking lot on a Sunday.

After driving the 2026 Subaru Trailseeker Touring for a week, I can say it doesn’t disappoint. Better yet, this midsize crossover SUV offers incredible value with an as-tested price of $48,400.

2026 Subaru Trailseeker: Specifications

2026 Subaru Trailseeker: Testing summary

I drove a total of 226.9 miles in my week’s worth of testing the 2026 Subaru Trailseeker Touring, averaging an impressive 3.7 mi/kWh. For a midsize crossover SUV, that efficiency is outstanding — especially considering the generous amount of cargo space inside — easily beating the numbers I recorded with the Cadillac Optiq and Hyundai Ioniq 5.

While the Kia EV6 manages an identical 3.7 mi/kWh average, it’s a much smaller crossover with significantly less trunk space. The Trailseeker easily outclasses its rivals when it comes to efficiency across both long- and short-range driving tests. My only real complaint is the battery size, which at 74.7 kWh, falls just short of delivering a true 300 miles of range.

With Level 1 charging at home via a standard 120V outlet, the Trailseeker Touring averaged a speed of 3.01 miles per hour through its NACS port. While that isn't terrible for a household plug, I've tested other EVs with faster Level 1 recovery rates. If you have a long daily commute, you'll definitely want to look into installing a Level 2 charger.

2026 Subaru Trailseeker: What I Like

It looks practically identical to the Outback

When I think of Subaru, the Outback is the first vehicle that comes to mind thanks to its distinctive design — and the Trailseeker clearly takes inspiration from it, especially when rocking the Daybreak Blue Pearl paint job. By leaning heavily into those classic station wagon proportions, it beautifully embodies the iconic profile of the Outback’s heritage.

There’s a ruggedness to the Trailseeker's design that I really like because it looks like a proper all-electric SUV without being overly flashy or too futuristic. However, there are still enough modern touches to enhance its contemporary look, such as the sharp, hard-lined edge of the rear taillights and the clean two-tone finish.

Spacious interior

Utility is a fundamental pillar of the Trailseeker’s packaging, so it’s rewarding to see that it delivers one of the most spacious interiors in its class. I thought the Solterra was well-equipped for moving people around, but the Trailseeker highlights a massive disparity between the two models with its plush seats, ample legroom, and sizable trunk.

The cargo bay easily accommodated my electric scooter alongside my JackRabbit OG2 Pro micro ebike — all without me needing to fold either of them down. If you need extra room to carry larger packages, dropping the rear seats is effortless, and the elongated, flat wagon roofline ensures you have plenty of vertical stacking height to work with.

Outstanding efficiency

I have to give Subaru credit here again because, just like the Solterra, the Trailseeker prioritizes efficiency — and it does so despite being a larger vehicle. The 3.7 mi/kWh average I recorded is a cut above its rivals, maximizing every bit of energy to get the absolute most out of its 74.7-kWh battery.

At a time when gasoline prices are obscenely high, the Trailseeker’s outstanding efficiency ensures massive savings in the long run. For example, if your utility provider charges a residential rate of 22.7 cents per kWh, you end up paying roughly $18.66 for a full home charge that delivers a real-world range of 274 miles.

To cover that same distance in a gas-powered Outback, you’d end up paying $40.01 at the pump (based on an average gas price of $3.95 per gallon and the Outback’s EPA-estimated 27 mpg combined). When you break down the numbers to a strict cost-per-mile metric, it comes out to an incredibly cheap 6.8 cents per mile for the Trailseeker versus 14.6 cents per mile for the Outback.

Agile driving for its size

Generally speaking, larger EVs like this don’t typically scream adventurous or thrilling — but the Trailseeker proved me wrong with how agile it feels behind the wheel. Even riding on its large 20-inch wheels, it pulls through tight curves with impressive confidence. And thanks to the 375 horsepower pumping out of its dual motors, it punches off the starting line with surprising urgency.

While it doesn’t quite match the razor-sharp dynamics of dedicated electric sports sedans like the Porsche Taycan or BMW i4 M50 Gran Coupe, the Trailseeker's athletic performance easily elevates everyday commutes and weekend road trips alike.

2026 Subaru Trailseeker: What I don't like

Noisy roof

As much as I love a sprawling panoramic roof, the Trailseeker’s opening and closing mechanism is surprisingly loud. Normally I wouldn’t be bothered by a minor cabin quirk such as this, but the obnoxious mechanical noise from the motor moving the shade definitely struck a nerve.

At the same time, I found the cabin to be unexpectedly loud when driving the Trailseeker at highway speeds. While I don’t expect the soundproofing of a high-end luxury vehicle, the wind howling around the upper glass at cruising speed is hard to ignore. I can’t definitively say whether the leakage is directly attributable to the panoramic roof's seals or the heavy-duty roof rails, but it certainly makes me wonder.

Outdated software

Much like its siblings and the Toyota bZ, the Trailseeker is in desperate need of a software overhaul. Because it shares a platform with Toyota’s EVs, the native infotainment experience feels like a clunky airplane entertainment system from the 1990s — a far cry from the clean, minimalist aesthetics found in EVs like the Rivian R1S, Volvo EX30, and Polestar 4.

The main issue is that the user interface relies far too heavily on a menu-driven system, forcing you to dig through endless submenus just to access basic vehicle features. The system is begging for a modern visual makeover. Fortunately, its saving grace is full support for Apple CarPlay and Android Auto, which allows you to completely bypass Subaru's native interface for daily driving.

2026 Subaru Trailseeker: Verdict

The 2026 Subaru Trailseeker is the exact electric vehicle Subaru purists have been waiting for. Instead of trying to reinvent the wheel with an overly futuristic flare, Subaru nailed it by sticking to a tried-and-true wagon design that is impressively efficient for its size. Thanks to its agile driving dynamics and immense utility, I would absolutely recommend it as a family car.

Furthermore, it’s hard to overlook the $48,400 as-tested price of this Touring trim, especially given the premium features it packs in — including dual wireless phone chargers, a digital rearview mirror, ventilated seats, and adaptive cruise control. Competing midsize crossover EVs like the Chevrolet Blazer EV, Cadillac Optiq, and Kia EV6 can easily push well past the $50,000 mark when similarly equipped, making the Trailseeker an outstanding value that gives you much more for less.

Ultimately, Subaru has delivered a vehicle that feels immediately familiar, yet thoroughly progressive.

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When the Mercedes-Benz CLA 250+ was revealed last year, I was intrigued on so many levels — but primarily by its shocking $47,250 starting cost. When you test as many of the best electric cars as I do, that price point sounds almost too good to be true.

But after driving the 2027 Mercedes-Benz CLA 250+ for a week, it's completely shattered my expectations of what an affordable luxury EV can be. I thought the Lucid Air Touring and Audi A6 Sportback e-tron were the top contenders in this segment, but I’ve since had a change of heart.

Now, to be fair, the as-tested price goes up to $60,055 — but it comes with extra packages like the DX2 Pinnacle Line, Burmester 3D Surround Sound System, and more. Here’s why the Mercedes-Benz CLA 250+ is the best affordable luxury EV around.

2027 Mercedes-Benz CLA 250+: Specifications

2027 Mercedes-Benz CLA 250+: Testing summary

I drove a total of 239 miles during my week of testing the 2027 Mercedes-Benz CLA 250+, achieving an impressive average efficiency of 4.24 mi/kWh. This surprisingly beats the efficiencies I recorded from the Lucid Air Touring (4 mi/kWh) and Audi A6 Sportback e-tron (3.7 mi/kWh).

Then again, the CLA 250+ is powered by a single 200kW permanently synchronous electric motor that delivers a peak 268 hp. While it’s nowhere near as powerful as those other two luxury sedans, it is vastly more efficient. Normally, I expect efficiency to plummet during highway driving, but the 4.7 mi/kWh average I recorded on one of my long-distance tests proved that isn't the case here.

The CLA 250+ also maximizes slower Level 1 charging at home through a standard 120V outlet. The 4.64 miles of range per hour it averaged beat the Lucid and Audi by a wide margin.

Furthermore, the inclusion of dual native charging ports makes it incredibly convenient to plug in anywhere. Just keep in mind that while the J1772 port covers your Level 1 and Level 2 AC home charging, you'll need to use the NACS port to unlock Level 3 DC fast-charging speeds.

2027 Mercedes-Benz CLA 250+: What I Like

Most efficient luxury EV

When you can afford top dollar for a luxury EV, efficiency is often the least of your worries. Yet, I’m delighted that the Mercedes-Benz CLA 250+ doesn’t overlook this metric, boasting a class-leading efficiency of 4.24 mi/kWh. The only other EVs with better efficiency I've tested in the last year are the Toyota bZ and Hyundai Kona Electric.

Not only does this incredible efficiency get you much farther on a single charge, but it also means you won't need to stop as frequently to replenish the 85 kWh battery.

Considering how range anxiety continues to be a major concern for electric car buyers, it’s refreshing to know it isn’t an issue here. And when you look at the skyrocketing cost of gasoline, you’ll also save way more in the long run with an EV this efficient.

Impressive auto park assist

One of the more astounding features of the Mercedes-Benz CLA 250+ is the intuitiveness of its MB.DRIVE Parking Assist package. While other parking tools can feel static, this system utilizes the vehicle's ultrasonic sensors and 360-degree surround-view cameras to make it a breeze to not only visualize a parking spot — but to select it as well.

Once I made a selection, the car automatically took control of the steering wheel and effortlessly guided itself into the spot. I tried it out in a busy parking lot — a scenario that typically makes me nervous — but the parking assist executed the maneuver flawlessly.

Sharp screens

For an “affordable” luxury EV, I was pleasantly surprised by the high-quality MBUX Superscreen that dominates the dashboard. The entire housing is constructed from a single, continuous sheet of glass — consisting of a 10.25-inch driver’s display, a 14-inch center infotainment touchscreen, and a 14-inch passenger display.

It really is an awe-inspiring view whether you’re the driver or passenger because these screens are sharp, vivid, and offer outstanding viewing angles. You simply don’t get displays of this caliber in an EV at a sub-$50,000 entry point.

Hypnotic lights everywhere

There’s something mesmerizing about the way the CLA 250+ garners attention at night. It’s not just how the cabin dazzles with the vibrant glow of its interior ambient lighting, but also in the way Mercedes handles the small details.

For example, I love how the front of the car comes to life whenever it's unlocked. The LEDs wrapping around the front bumper illuminate the logo in a way that few other EVs can match, while the dancing startup sequence performed by the headlights is equally hypnotic. Either way, it’s luxury in every sense.

Adaptive cruise control works well

While the sub-$50,000 starting price might suggest standard cruise control, Mercedes-Benz instead uses the CLA 250+ to debut its next-generation MB.DRIVE ASSIST suite. Its adaptive cruise control utilizes radar-based technology to constantly respond to changing road conditions. For instance, when a car suddenly cuts into my lane, the system seamlessly applies the brakes to maintain a safe following distance.

I tested it out during rush hour commutes on the New Jersey Turnpike, and I've got to say that it works confidently. The system is also remarkably gentle when accelerating back up to cruising speed after traffic slows down, making the stop-and-go grind far less stressful. And yes, it can switch lanes automatically as well after activating the turn signal.

2027 Mercedes-Benz CLA 250+: What I don't like

Tight rear legroom

Even though I found the front seats to be spacious and comfortable, there isn’t nearly as much room in the back for passengers. For taller individuals, legroom will likely be a tight squeeze if the front seats are pushed all the way back.

Smaller trunk space

The trade-off for the CLA 250+’s sleek profile and aerodynamic efficiency comes down to utility. While the rear trunk is perfectly adequate for grocery runs and a couple of carry-ons, it’s nowhere near as generous in the amount of space it offers — especially given its lower opening clearance.

In contrast, the Audi A6 Sportback e-tron utilizes a wide-opening hatchback design that completely eclipses the CLA 250+’s cargo capacity. Meanwhile, the Lucid Air Touring takes a traditional sedan approach, but its packaging yields a much deeper trunk space that is far easier to load.

2027 Mercedes-Benz CLA 250+: Verdict

The 2027 Mercedes-Benz CLA 250+ changes everything I thought I knew about luxury EVs. While most competitors easily cross the $70,000 threshold, I’m genuinely shocked by how the CLA 250+ undercuts its rivals without drowning in compromises. By delivering a staggering 4.24 mi/kWh efficiency, superb adaptive cruise control, and a jaw-dropping MBUX Superscreen cockpit, Mercedes successfully sets the bar for what an all-electric luxury sedan can achieve at far less.

Of course, that entry-level price tag means you will have to accept a few trade-offs — like how it’s not as powerful as pricier models, and how it suffers from tighter rear seat legroom and a smaller trunk. However, if your daily routine values an intuitive software experience, hassle-free automated parking, and incredible highway range over pure muscle and cargo room, the CLA 250+ is easily the most compelling and complete affordable luxury EV on the market today.

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When I first heard Ford was working on a $30,000 electric truck in the wake of F-150 Lightning production coming to an end, my first question was simple: how?

How do you go from a truck that most people are looking at in the $70,000–$80,000 range and bring it down by nearly half? How do you do so without compromising EV performance? And how do you do it fast enough for people to care?

To find out, I went inside Ford’s EV Development Center in Long Beach, CA, where a specialized team of engineers are rethinking vehicle construction from the ground up.

It starts with the development of Ford’s all-new “Universal EV” (“UEV”) platform intended to support a high-volume family of affordable vehicles. The first is a midsize truck, about the size of a Maverick, slated for a 2027 release.

At no point did I get to see a complete product, nor was I allowed to capture photographs inside the facility, but nearly every demonstration featured different elements with fairly obvious respect to the confirmed form factor.

“The best part is no part”

The UEV engineers spoke about reducing parts, reducing complexity and in some cases eliminating components entirely. One phrase that kept coming up on the tour: “the best part is no part.”

Instead of traditional layered assembly where workers build step-by-step inside a partially completed frame, they’re experimenting with more modular, unicasting construction at the EVDC. The idea, production-wise, is for major components to be built separately and then brought together towards the end of the assembly process.

The company is also redesigning its tooling and prototyping pipeline to move faster. In one area, I saw foam and clay models being rapidly cut, reshaped and iterated in-house. In this facility, teams can test ideas in real time, adjust and immediately feed those changes back into design and manufacturing.

That efficiency extends into testing as well. Ford has built out environmental chambers capable of simulating extreme conditions, from subzero cold to desert heat. Vehicles (or in many cases, individual components) are pushed through stress cycles that replicate years of use in a fraction of the time. Even towing, charging and thermal load scenarios can be recreated back-to-back in the same space.

Rewiring a Ford EV

Perhaps the biggest technical leap is the shift to a 48-volt zonal wiring system. By moving away from the industry-standard 12-volt system, Ford shortened the wiring harness by over 4,000 feet and reduced vehicle weight by 22 pounds of copper alone. Fewer wires can mean lower cost, easier assembly and potentially easier repairs down the line.

There’s also a major focus on in-house battery development in further pursuit of lowering costs. Instead of relying entirely on external suppliers for key pieces like cell design, pack integration and early validation, Ford brought more of that development inside its own labs.

That includes everything from designing battery cells tailored to its new EV platform, to assembling packs and running early-stage testing under the same roof.

What Ford’s EVDC *actually* tells us

So what does this all actually mean for people waiting for the cheaper electric truck?

Lower complexity usually means lower repair costs, fewer production delays and more predictable pricing. It also means iteration and improvement can be executed at a faster pace.

There is still a long road to 2027, but inside the labs at Long Beach, the path to the $30,000 EV finally looks clear.

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I didn’t know what I was getting myself into when I tried out the Volvo EX30 last year. Almost immediately after stepping into the driver’s seat, I knew I was in store for some serious thrills. In fact, I was so blown away that it proved to me that it's the best electric car out there — and one I’d be willing to buy with my own money.

The bar has been raised, so the 2026 Volvo EX30 needs to somehow capture the same momentum if it has any chance of staying at the top spot. Thankfully, Volvo was able to lower the price of the EX30 this year thanks to the addition of a single-motor, rear-wheel-drive configuration. This gives it an even more attractive starting cost of $40,345.

That goes up to a $48,445 as-tested price for the 2026 Volvo EX30 Ultra trim I drove for a week with the more powerful dual-motor configuration, but it’s still something worthy of purchase. Here’s why.

2026 Volvo EX30: Specifications

2026 Volvo EX30: Testing summary

I drove a total of 131.5 miles during my week testing the 2026 Volvo EX30 Ultra, achieving an average efficiency of 3.61 mi/kWh. This performance beats other similarly sized subcompact crossover EVs I’ve tested, including the Nissan Leaf, Polestar 4, and Subaru Uncharted.

Even better is that it improves upon the 3.4 mi/kWh average efficiency I got from last year’s model. However, I suspect it would be significantly higher with the single-motor version. Still, it’s impressive to see this kind of efficiency paired with driving performance that feels more like a sports car. As the chart shows above, it remains just as efficient with city driving.

With Level 1 charging at home through a standard 120V outlet, it achieves an average rate of 3.06 mi/hr, which is standard for the category. It managed to add back 25 miles of range in 8.1 hours of charging. If that isn't enough to cover your daily commute, I suggest installing a Level 2 charger.

2026 Volvo EX30: What I Like

Fun to drive and very punchy

This subcompact crossover EV might look small on the outside, but it’s incredibly fun to drive, thanks in part to its zippy acceleration and tight steering. Frankly, it feels more like I’m driving a sports car than a crossover.

I drove it mostly in Standard mode throughout my week of testing. While there’s a Performance mode that prioritizes power, I found the response and handling in Standard mode to be more than sufficient. Not only is it significantly more responsive than the Nissan Leaf, but it also beats the Subaru Uncharted’s handling.

Minimalist design

Retaining the same Scandinavian-inspired design that made last year’s EX30 stand out from everything else I drove, I’m yet again stunned by the minimalist interior. For example, Volvo doesn’t just stick to conventional aesthetics — and the wing-shaped door levers and frame-less side mirrors are perfect examples.

However, it’s the dashboard that truly epitomizes this minimalist design language. There’s only a single, vertical 12.3-inch display in the middle of the dash, with nothing else competing for your attention.

If Apple ever designed a car, I imagine it would look a lot like the EX30.

Smart cupholder design

That same fundamental minimalist philosophy extends to how Volvo ingeniously designed the center armrest. While it functions like any other armrest, the cupholders are hidden in a retractable compartment.

You have the option to slide out just one or extend it all the way to reveal both. It’s this kind of clever thinking that makes the EX30 special.

Sharp cameras

Backing up the EX30 is a breeze, whether it’s during the day or at night, because of the sharp cameras all around the car. Not only do they provide a 3D bird’s-eye view through the center display, but the rear camera itself is exceptionally clear.

In other EVs, the image quality tends to get muddy when it’s dark out—but not in the EX30, thanks to its outstanding dynamic range.

Sound Pilot Assist performance

When I’m on the highway, I always try to enable the EX30’s Pilot Assist, which is an upgrade over the standard adaptive cruise control. This practically drives the vehicle for me, handling lane centering, distance control, and speed maintenance.

There’s also Lane Change Assist, which I can trigger by using the turn signal. The system checks if the lane is clear and completes the maneuver on its own. It’s a reliable system that reaches cruising speed smoothly and brakes gently whenever vehicles suddenly enter my lane.

Performance without the efficiency penalty

Finally, I can’t overlook the fact that this year’s model is slightly more efficient than the previous one. With the 3.61 mi/kWh average I achieved, it’s reassuring to know that a vehicle with this kind of driving performance can still deliver good results. In other words, it doesn’t sacrifice performance for efficiency.

Sure, it’s not quite at the 4+ mi/kWh averages I’ve seen from EVs like the Toyota bZ or Hyundai Kona Electric, but neither of those comes close to matching the EX30’s raw power.

2026 Volvo EX30: What I don't like

No relief from the sun

As much as I adore the panoramic glass roof that comes standard with the Ultra trim, I find it frustrating that there’s no physical or electronic sunshade to provide shade from the grueling sun. Although the glass is treated with an infrared coating to reflect solar heat away from the car instead of absorbing it, there’s little relief from the constant glare.

There’s an optional roof shade available for $235, but it’s a manual insert that requires you to manually install and remove it.

2026 Volvo EX30: Verdict

If I had to buy a vehicle right now, the 2026 Volvo EX30 Ultra would be at the top of my list, largely due to how it balances performance and efficiency. The price of this trim is practically the same as last year’s model, yet it still somehow manages to be more efficient. Clearly, Volvo didn't want to compromise on anything, and that’s exactly what I love about it.

Indeed, I could spend less on something like the Nissan Leaf or Hyundai Kona Electric, but neither can match the EX30’s extraordinary power or minimalist design. Compared to the more expensive Polestar 4, the EX30 offers more value at a much lower cost. Plus, it helps that Volvo’s infotainment software is one of the best around, offering an intuitive approach along with support for Apple CarPlay and Android Auto.

And if you're willing to sacrifice a bit of power, the single motor powertrain version will shave more off the sticker price, all while still offering the same minimalist aesthetics.

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The all-new 2027 BMW 7 Series was just unwrapped during a special unveiling event in New York City, including the all-electric i7 flagship models that highlight the luxury carmaker’s Neue Klasse technology. I got to sit inside the BMW 740 xDrive, which is powered by an inline 6-cylinder combustion engine that delivers a 394-hp peak performance — while the i7 50 xDrive and i7 60 xDrive will pack all the same luxury trimmings, but in EV form with over 350 miles of range.

What’s really apparent sitting inside the new 7 Series is that there’s no more driver’s display above the steering wheel. It’s completely gone in favor of a more seamless look using what BMW calls Panoramic Vision: an ultra-slim display panel that runs along the edge of the dashboard from one side to the other.

Honestly, it’s a bold move on BMW’s part to distinguish the look and driving experience from everything else — but that’s not the only thing that caught my attention.

New edge-to-edge panoramic panel

Gone are the days of looking down at a traditional driver’s display to check your speed because the 2027 BMW 7 Series ditches it in favor of a seamless, edge-to-edge panel that stretches from one pillar to the other. It’s referred to as BMW Panoramic Vision, a slim strip that reinforces the brand’s push for a more seamless look, both inside and out.

It'll obviously take some getting used to, but I already like how much less cluttered it looks from the driver’s seat. Considering the 7 Series has a notoriously long hood, less clutter around the dashboard is a plus. Not only does the Panoramic Vision show the car’s speed, but it also displays other details — like driving mode, range, music, weather conditions, and of course, the time.

If that’s not enough, there’s also a new 3D Head-Up Display that projects additional content, like driving directions directly onto the windshield so that nothing interferes with your line of sight.

Home theater experience with a massive 31-inch display

Similar to the 2026 BMW i7 M70 I drove for a week, sitting in the back seats offers a serious home theater experience thanks to the 31.3-inch 8K touchscreen that folds down from the glass roof.

When Theater Mode is activated using the touchscreen panels on the door panels, the sunshades on the side and rear windows automatically rise to block out sunlight, creating a perfect environment for watching movies and shows on the road. I also love that it retains the same Panoramic Skylounge LED roof as before, as the etched glass comes to life at night with vibrant light patterns running through it.

Reclining rear seat

It wouldn’t be a true home theater experience if you couldn’t sprawl out, and the optional Executive Lounge package allows you to do exactly that. With the touch of a button, the front passenger seat slides forward while the rear seat reclines and extends a built-in leg rest from the underside.

This allows you to ride in total comfort without obstructing the driver’s view of the passenger-side mirror — a clever design detail that ensures safety isn't sacrificed for luxury.

Automatic doors with soft-close technology

This wouldn’t be a tech-filled vehicle if it didn't come with conveniences rarely seen in other cars. In addition to doors that open at the press of a button, the 2027 BMW 7 Series features soft-close doors that gently pull shut on their own.

Taking it a step further is the motion-activated opening mechanism: when you press the button on the door handle, the door pops open slightly and then proceeds to open completely once you step aside. It's a neat trick to show off to people, but it's even cooler when you tap on the brakes and all the doors immediately close.

Front-passenger display

Another significant change over last year’s models is the introduction of a standard front passenger display. Designed to keep passengers entertained, the screen provides access to an assortment of features, including video streaming and gaming.

In order to prevent driver distraction, the 7 Series utilizes a camera-based system that precisely monitors the driver’s gaze. If you glance at the passenger screen for more than a few seconds, the system automatically disables the image and sound to ensure your focus remains on the road.

While a passenger display is typically an expensive add-on, BMW is making this a standard feature across the entire new 7 Series lineup.

Improved range for i7 models

While BMW’s EVs haven't always led the pack in efficiency, the company is introducing a new high-voltage battery that significantly increases both range and performance. For example, the 2026 BMW i7 M70 I tested has an EPA-estimated range of 285 miles — but the 2027 BMW i7 60 xDrive receives a major boost to over 350 miles.

This is a tremendous leap that improves the car’s efficiency without sacrificing power. These gains are driven by sixth-generation BMW eDrive cylindrical cells, which feature a volumetric energy density 20 percent higher than previous versions. Furthermore, a new architecture reduces the vehicle's complexity by stripping away uncessary wiring, making these new EVs considerably more efficient

Outlook

BMW is reimagining the driving experience by making comfort and convenience the central pillars of the 7 Series’ foundation. By replacing the traditional driver’s display with the Panoramic Vision panel, the company has reduced cabin clutter and created a significantly more seamless dashboard.

At the same time, the Neue Klasse architecture — which BMW continues to roll out across its lineup — introduces new digital experiences that make these vehicles feel more like sophisticated mobile lounges than mere utilitarian transport.

Of course, all of this comes at a premium: the 2027 BMW 740i starts at $101,350, while the all-electric i7 50 xDrive begins at $106,200. Then again, these are high-end, immersive experiences that few other luxury sedans can match.

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Spring is in full swing, bringing rising temperatures and unseasonable heatwaves. While the warm weather is welcomed by most, if you're an EV owner who charges at home, there are specific precautions you need to take.

I've owned an EV for nearly seven years now. My journey started with a Tesla Model 3, followed by a Rivian R1S for the family, and most recently, I traded the Tesla for a Ford F-150 Lightning.

Charging at home is incredibly convenient and cost-effective, but I’ve learned plenty of hard lessons over the years — the biggest being how to handle charging at home during extreme heat, much like what’s going on with the east coast right now.

The very real headache of overheating chargers

Three years ago, we began having problems charging my Tesla Model 3 and my wife's Rivian R1S during the summer. Temperatures were routinely reaching over 100°F during the day, but the last thing on my mind was that the ambient heat in our garage was causing issues with our EV charging setup.

After several days of troubleshooting random alerts — ranging from the Rivian's charging rate being reduced to 5 kW to the Tesla's charging stopping and restarting entirely — I contacted Tesla support.

The answer? My 98°F garage was causing the unit to overheat and throttle its charging speed to prevent damage to the car, the wall connector, or both. For the Tesla Wall Connector specifically, an ambient temperature over 95°F can be problematic.

The same is true for all EV chargers. When ambient temperatures lead to operating levels outside a charger's specified range, the hardware or the vehicle will take measures to protect itself.

Complicating matters is the use of adapters, some of which come from questionable brands on Amazon. We were using an adapter from what I thought was a reputable manufacturer, yet it would get too hot to touch even on mild days. At one point, my infrared thermometer clocked it at over 135°F.

Eventually, I upgraded our home setup to a Tesla Universal Wall Connector. While this fixed the issues with the overheating adapter, we still have to account for those high ambient temperatures.

How to Charge Your EV Safely and Cheaply This Summer

When the summer heat officially arrives, we take a few precautions at home to avoid hardware issues. The first thing we do is lower the charging rate from the full 48 amps supported by the Tesla Wall Connector down to 32 amps. We do this directly in the Tesla and Rivian app settings rather than diving into the Wall Connector’s internal configuration.

By lowering the amperage, we significantly reduce the amount of heat produced. You can adjust your own charge rates to better suit your specific setup, but keep in mind that it will take longer to reach a full charge — so adjust your expectations accordingly.

Because of that longer lead time, we set our schedules for the coolest part of the day, typically between 10 p.m. and 7 a.m. That nine-hour window is almost always sufficient to top off either of our vehicles. On the rare occasions we've used more battery than can be replenished overnight, we simply start the session manually earlier in the evening.

It might sound silly, but we also place a cheap fan near the car and point it directly at the charge port and adapter. I've tested the results with an infrared thermometer, and the airflow almost instantly drops the handle temperature by 20 to 30 degrees.

This year, I'm taking it a step further by setting up a simple home automation to trigger the fan when the garage reaches 90°F. I’m using an Eve Weather monitor to trigger a Shelly Plug Gen4 connected to the fan.

Another quick tip: don't leave the charging cable coiled up. The cable naturally produces heat during a session, so if it’s bunched up on the ground or wrapped tightly around the charger, that heat stays trapped — inevitably increasing the temperature of the entire system.

Bottom line

Charging your EV at home and waking up to a full battery is one of the primary benefits of the EV lifestyle. However, it does require some planning to do so safely. It only takes a few minutes to adjust your charging habits during a heatwave to protect your hardware, your vehicle, and your home.

By lowering your charge rate, allowing for more time, and scheduling sessions for the cooler overnight hours, you can ensure your setup stays efficient even when temperatures get high.

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Subaru has already proven to me that it’s on the right track with building out its EV portfolio in the U.S. I’ve already noted that the Solterra is one of the most underrated EVs around. For 2026, though, Subaru is giving car shoppers new options, and the Uncharted is one of them.

You could call it a smaller version of the Solterra, as it looks practically the same inside and out — but it’s perfectly suited for the challenges of the inner city. In my 2026 Subaru Uncharted review, I’ll tell you exactly how this subcompact crossover SUV compares against others I’ve tested, like the Hyundai Kona Electric and Nissan Leaf.

While the FWD base trim starts at $34,995, the GT trim I drove for a week drives the cost up to $43,795 as tested. That might seem like a huge stretch, but it benefits from a more powerful AWD powertrain, premium Harman Kardon audio, a panoramic glass roof, a 360-degree camera system, and much more.

2026 Subaru Uncharted: Specifications

2026 Subaru Uncharted: Testing summary

I drove a total of 150.8 miles during my week of testing the 2026 Subaru Uncharted GT, reaching an average efficiency of 3.4 mi/kWh. That’s respectable, but I was hoping for a bit more from a subcompact SUV — especially when the similarly sized Kona Electric GT-Line averaged 4.3 mi/kWh.

Despite that, the Uncharted is clearly optimized for city driving, as it was significantly more efficient in town than during long-distance highway drives. In fact, I recorded an astounding 7 mi/kWh efficiency in one test consisting mostly of slower speeds.

Likewise, I was hoping for faster Level 1 charging at home because its 2.96 mi/hr rate still trails the Nissan Leaf and Hyundai Kona Electric. Although, I was using an adapter to connect my existing SAE J1772 charger to the Uncharted's NACS (North American Charging Standard) charging port. To compensate, I’d strongly suggest installing a Level 2 charger at home to ensure you can reach a full charge overnight.

2026 Subaru Uncharted: What I Like

Sporty design

I really dig the sporty, tech-forward aesthetic of the Uncharted — and it's made even better by the fact that it's more compact than the Solterra.

From the front, it features an aggressive stance that makes the Leaf’s design look tame, while the profile shows off its striking two-tone styling. The GT trim, in particular, benefits from upgraded 20-inch alloy wheels.

The Uncharted isn’t shy about making its presence known, and its curb appeal perfectly matches its tough demeanor.

Small, but mighty

Thanks to its compact footprint, the Subaru Uncharted is a total joy to drive — an experience amplified by dual motors that deliver a combined 338 hp. Part of the reason its efficiency trailed that of its rivals could be attributed to the fact that I drove it mostly in Sport mode, but that’s exactly what makes it so thrilling.

The driving dynamics are so intuitive that anyone could get behind the wheel and immediately adapt to its tight, responsive handling.

Excellent adaptive cruise control

The Uncharted’s adaptive cruise control system works much like the one Toyota uses in its EVs, such as the bZ — which comes as no surprise given that Toyota and Subaru share the same electric platforms.

I tested it on a stretch of highway and it performed smoothly, adjusting its speed by applying the necessary acceleration and braking while remaining perfectly centered in the lane.

Dual wireless chargers

Nearly all cars nowadays offer wireless charging for your phone, but there are still some that don't — like the base model of the Chevrolet Equinox EV.

The Uncharted, however, doesn't just come with one, but two wireless chargers for extra convenience. Although it’s rare for both the driver and passenger to need a charge at the same time, it's nice knowing I don't have to fight for one.

Helpful digital rearview mirror

Since the Uncharted has a tiny rear windshield, it can be challenging to see what’s behind me using only the traditional glass — which is why the digital rearview mirror is so helpful.

With a quick flip of the switch on the underside of the mirror, I can instantly activate the camera feed to get a wide-angle, unobstructed view of what's behind the vehicle. This feature also comes in handy on the highway, especially at night, because it eliminates the blinding glare typically caused by the headlights of following cars.

Expansive charging support with NACS

Just like the 2026 Solterra, the Uncharted is equipped with a native NACS charging port, making it more future-proof than EVs that still rely solely on CCS Type 1 for DC fast charging.

By featuring a native NACS port, the Uncharted allows you to plug directly into Tesla Supercharger locations across the country. Furthermore, you can still access other networks like ChargePoint, EVgo, and Electrify America by using the included CCS adapter.

Tight handling with a squircle steering wheel

The steering wheel in the Uncharted GT uses a distinct "squircle" shape that provides more responsive feedback while driving. Since the top and bottom are flat, I feel as though I’m not working as hard to steer, which helps in making tight maneuvers feel much easier than with a traditional steering wheel design.

2026 Subaru Uncharted: What I don't like

Tight legroom in the rear

Subcompact SUVs aren’t typically known for their generous legroom, and the Uncharted is no exception. While the front seats offer plenty of space, the rear can be a bit tight for taller passengers.

However, the experience here feels less cramped than in the Hyundai Kona Electric because my knees were practically brushing against the front seatbacks — whereas the Uncharted still offers a small but noticeable amount of breathing room.

Raised driver's display is distracting

Hopefully Subaru and Toyota ends up changing this design choice with future models, but the elevated driver’s display is more of a distraction because it’s way too high from the rest of the surrounding area. When I’m seated back, it appears as though the display is above the hood — rather than being positioned lower like on other cars.

2026 Subaru Uncharted: Verdict

The 2026 Subaru Uncharted is a fascinating look at how the carmaker is expanding its EV lineup. Personally, I find the Solterra’s size more agreeable for most people, but the Uncharted is best reserved as a city vehicle for its smaller footprint, punchy driving performance, and impressive short-distance efficiency.

I also love its price; at $34,995 for the base trim, it’s a budget-friendly model that won’t break the bank. However, I don’t mind the increased cost of the GT trim because it tacks on all the premium features I’ve come to expect when driving a modern EV.

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If you haven’t noticed, gas prices are at their highest levels in a year — and they show no signs of receding. According to AAA, the average price of regular unleaded in the U.S. is $4.12 per gallon, which is a staggering increase over the $3.18 average this time last year. This trend will only hit consumers harder as we head into the summer driving season.

That’s why I suggest considering an electric vehicle for the long-term savings. While EVs still have higher upfront costs, prices have dropped over the last year as more affordable models hit the market. However, price shouldn't be your only metric because efficiency is just as critical to an EV's true value.

After testing more than 30 EVs in the last year, these are the most efficient models you can buy for under $40,000 right now.

What you need to know

For a long time, the average price of an EV hovered around $50,000. That’s still a stretch for many, which is why anything under $40,000 is currently considered budget. You'll likely still face a higher upfront cost compared to gas-powered equivalents, but the true savings come from charging at home, where electricity costs are significantly lower than the pump.

While there are still some EVs with MSRPs starting under $30,000, these base trims often lack the convenience features I typically see at the $40,000 mark. This is a crucial distinction because while you could pay less upfront, you might regret not stepping up to the next trim level for essentials like adaptive cruise control or 360-degree cameras.

Finally, it’s important to understand how efficiency plays a role in your total cost of ownership. The more efficient an EV is, the less you’ll pay for every recharge. Even if two EVs have identical battery sizes, the more efficient model will go farther on a single charge and cost you less over the life of the vehicle. For each vehicle, I’ll also tell you how much it costs to charge them at a residential location based on a rate of $0.18 per kilowatt-hour (kWh).

Toyota bZ

• MSRP: $37,900
• Price tested: $40,468
• Average efficiency tested: 5.4 mi/kWh
• Cost to charge: $13.45

The Toyota bZ is one of the most improved EVs I’ve tested all year, representing a massive step forward from its predecessor, the bZ4X. It’s rare to see a manufacturer actually lower the MSRP year-over-year, but what’s truly staggering is the efficiency. This all-electric crossover averaged 5.4 mi/kWh during my time with it, making it the most efficient EV I’ve ever tested.

That efficiency is even more impressive considering the bZ offers a spacious cabin and a sizable trunk. While Toyota officially estimates a 314-mile range, my real-world testing suggests it could go significantly farther on a single charge.

Read our full review: Toyota bZ

Nissan Leaf EV

• MSRP: $29,990
• Price tested: $41,930
• Average efficiency tested: 3.6 mi/kWh
• Cost to charge: $13.50

Who says EVs can’t be edgy? The redesigned Nissan Leaf proves they can, finally receiving a long-overdue makeover that trades its dated look for a modern, sharp aesthetic — all while maintaining an eye-catching starting MSRP of $29,990.

That price climbs to $41,930 for the Platinum+ trim I drove for a week. While that's a significant jump, the added features make a compelling case for the upgrade — like it stacked rectangular taillights, electronic glass roof, power liftgate, head-up display, and adaptive cruise control all add a premium feel. Most importantly, it remains a practical daily driver, averaging 3.4 mi/kWh in my real-world testing.

Read our full review: Nissan Leaf EV

Chevrolet Equinox EV

• MSRP: $35,995
• Price tested: $35,995
• Average efficiency tested: 3.5 mi/kWh
• Cost to charge: $15.30

The Chevrolet Equinox EV was one of the first budget-friendly models to prove that you don’t have to sacrifice range or efficiency to hit a low price point. In my testing, even the $35,995 base trim delivered a respectable 3.5 mi/kWh — an impressive feat for a compact SUV of this size.

While the entry-level model lacks some of the premium amenities found in other EVs on this list, it doesn't compromise on interior space. If you're working with a tight budget and don't mind trade-offs, like manual seats and the lack of a wireless phone charger, the Equinox EV is a highly capable choice. Additionally, its styling is more approachable and contemporary — perfect for drivers who aren't fans of the ultra-futuristic spaceship look.

Read our full review: Chevrolet Equinox EV

Fiat 500e

• MSRP: $30,500
• Price tested: $35,500
• Average efficiency tested: 4.28 mi/kWh
• Cost to charge: $7.56

City dwellers will find the Fiat 500e perfectly suited to their needs for several reasons, most notably a compact footprint that makes it a breeze to park. As the smallest EV currently available in the U.S., it's uniquely equipped to handle the stop-and-go nature of urban traffic, where it averaged an impressive 4.28 mi/kWh in my testing.

While you certainly sacrifice interior and cargo space, don’t be fooled by this EV's small stature. Beneath its compact exterior is a punchy electric motor that delivers a surprisingly sporty and responsive driving performance.

Read our full review: Fiat 500e

Hyundai Kona Electric

• MSRP: $32,975
• Price tested: $39,880
• Average efficiency tested: 43 mi/kWh
• Cost to charge: $11.66

Finally, we have the Hyundai Kona Electric. This all-electric subcompact SUV offers an engaging driving experience with deceptively quick acceleration. While it starts at a lower price point, the N Line trim I tested for a week — which features a more aggressive front grill and a performance-tuned feel — comes in at $39,880.

I will say that the rear seats are a bit cramped, but the sporty interior aesthetics, including the bucket seats, are a nice touch. Even with its pep and power, the Kona Electric N Line still averaged an impressive 4.3 mi/kWh. I expected its efficiency to suffer due to its sportier nature, but the results completely caught me by surprise.

Read our full review: Hyundai Kona Electric

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I had high expectations for Toyota’s first all-electric vehicle in the U.S., but the Toyota bZ4X came up a little short, falling flat with its short range and modest power. It’s no wonder it didn’t captivate me in the same way as other compact crossover EVs I was testing at the time, like the Ford Mustang Mach-E and Hyundai Ioniq 5.

Toyota appears to have learned from the errors of its past effort because the 2026 Toyota bZ is a resounding upgrade that turned out to be one of the most underrated EVs people don’t know much about. I spent a week driving the 2026 Toyota bZ XLE FWD Plus trim, and while I was skeptical at first, it turned out to smash records I didn’t think were possible.

Not only does it have a new name, but nearly everything about it is also improved. From its more charming design to its increased EPA-estimated range of 314 miles, the bZ finally puts Toyota into the EV conversation.

2026 Toyota bZ: Specifications

2026 Toyota bZ: Testing summary

I drove a total of 118 miles in my week’s worth of testing the 2026 Toyota bZ XLE FWD Plus, reaching an average efficiency of 5.4 mi/kWh. That sets a new record for all EVs I’ve tested to date, besting the previous record of 4.5 mi/kWh achieved by the Hyundai Kona Electric. What’s even more impressive is that the bZ has a slightly larger 74.7 kWh battery, up from the bZ4X’s 71.4 kWh pack.

That’s a small difference in capacity, yet a significant improvement in efficiency, especially considering I averaged 3.1 mi/kWh with the bZ4X. This matters because it means the car can go much farther than its EPA-estimated range of 314 miles. To be fair, I drove the bZ mainly in ECO mode to preserve as much power as possible — but if it were to sustain that 5.4 mi/kWh average, it would effectively have 403 miles of range.

Additionally, its Level 1 charging speed has improved to an average of 3.23 mi/hr. While that still trails the speeds I got out of comparable crossover EVs like the Subaru Solterra and Nissan Leaf, it’s better than most EVs. Of course, I still recommend installing a Level 2 charger at home to ensure the car is sufficiently charged overnight.

2026 Toyota bZ: What I Like

Class-leading efficiency

Efficiency matters a lot, especially when there’s such volatility with gas prices nowadays. That 5.4 mi/kWh efficiency with the Toyota bZ means it’s getting the most out of its battery, using every bit of juice to get it to last longer and go farther — much like how hybrids can get around 50 mpg nowadays compared to comparable ICE vehicles at 25 to 30 mpg.

Another point worth making is the long-term savings you get here. Based on the 18.05 cents per kWh cost of electricity in the average residential home in the U.S., it would end up costing $13.48 to charge the bZ’s battery. Over a span of five years driving it for 1,000 miles a month, it ends up costing you $2,005.56.

Better-than-expected starting price

Pricing remains a hot topic for EVs, especially as average costs continue to rise. Shockingly, the 2026 Toyota bZ arrives with a much lower starting price of $37,900 — a significant drop from the $43,070 sticker price of the 2024 Toyota bZ4X.

By bringing the price under $40,000, Toyota now has a compelling entry in the budget-friendly category. It’s honestly one of the most affordable models I’ve tested this year, and when I factor in its impressive efficiency, it becomes an even more attractive value for drivers looking to maximize every dollar spent at the charger.

Spacious interior

Sitting in the driver’s seat, it feels less claustrophobic than the bZ4X’s more cockpit style design. You wouldn’t think that the bZ is a compact crossover SUV based on the amount of spacious room on the inside, including the backseats and the decent amount of legroom there — which is way more than other compact crossover SUVs like the Hyundai Kona Electric.

Smooth adaptive cruise control

Just as before, the adaptive cruise control works very well on highways — even in slow-moving traffic. The sensors and cameras around the vehicle work in tandem to proactively react to road conditions, applying all necessary braking and acceleration to maintain cruising speed.

Thankfully, it’s responsive enough to handle abrupt changes, such as merges. It reacts quickly to vehicles entering my lane by applying a gentle brake. Conversely, it accelerates smoothly to return to cruising speed once the path is clear.

Larger, much sharper display

For the price of the base trim, I really appreciate that Toyota upgraded the main dashboard screen to a 14-inch display, which is a nice step up from the previous 12.3-inch unit. Not only is it larger, but it also appears much sharper — especially because I always found the previous one a bit dull. Colors are certainly richer this time around, too.

2026 Toyota bZ: What I Don't Like

Raised driver’s display

Similar to other Toyotas, such as the Prius Plug-In Hybrid, the 7-inch digital gauge cluster is positioned much higher than most other driver displays.

While it’s raised to provide better visibility and prevent the steering wheel from blocking your view, I found it to be a bit distracting in its current position. It’s a helpful design in theory, but I personally wish it were lowered just slightly.

Dated software interface

Toyota needs a lesson in software design because its user interface looks and feels incredibly outdated. It’s fairly generic—reminiscent of the interface you'd find on an in-flight entertainment system. Even though it isn't as cumbersome as the software Mazda or Honda uses in their vehicles, it doesn't win any awards for its visual flair or intuitive navigation. At least it offers CarPlay and Android Auto.

2026 Toyota bZ: Verdict

If value and reliability are what you’re looking for, then the 2026 Toyota bZ is just your thing. I still can’t believe how much it has improved since the bZ4X, with just about everything having been upgraded — including its price.

Speaking of that, it’s such a relief that a budget-friendly daily driver such as this gets such outstanding range. There are certainly alternatives that are cheaper, like the Nissan Leaf, Chevrolet Equinox EV, and Fiat 500e, but the bZ’s class-leading efficiency, slick design, and spacious interior make it a diamond in the rough I didn't expect to shine this brightly.

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I’ve been covering the New York Auto Show for the past couple of years now, but this year’s event uncovered a trend I haven’t seen previously. What stood out the most to me was the staggering amount of electric cars on the showroom floor, which is surprising given how many argued that the EV revolution has stalled.

For example, Ford’s decision to discontinue the F-150 Lightning showed how car shoppers aren’t interested in an electric version of the car maker’s popular pickup truck. Part of the reason why EV sales have stalled are two fold: they’re way more expensive than the average ICE (Internal Combustible Engine) vehicle and that the federal EV tax credit expired late last year.

Despite these unfortunate circumstances, the New York Auto Show 2026 proves why all-electric cars are here to stay. I’m just not referring to the coolest EVs I saw at the show recently, but also the many budget EVs on show that make them way more attractive — especially in light of how gas prices are at an all-time high.

The range for budget EVs has changed

If you had asked me a year ago how much you’d likely have to spend to get an affordable EV, I would’ve said somewhere around $35,000 to $40,000. At that price point, you could probably get the equivalent of a fully loaded gas-powered car—instead of settling for a bare-bones electric model.

One of the best examples was the 2025 Chevrolet Equinox EV LT I drove for a week, which came in at an as-tested price of $34,995. As much as I loved the car, it was a base trim with minimal features. For instance, it had manual seats and lacked a wireless charger. Despite those shortcomings, you're still getting a compact SUV with surprisingly good efficiency.

At the New York Auto Show 2026, I saw more than a handful of EVs with starting prices lower than that. For example, the 2027 Chevrolet Bolt makes its return after a four-year hiatus with an impressive $27,600 starting price and 262 miles of range. If you need more, the 2026 Nissan Leaf also returns with a slightly higher $29,990 price tag, but it offers an estimated 303 miles of range.

What I’m getting at is that the definition of a "budget EV" has shifted, making it easier than ever to invest in one without crushing your wallet.

More car makers are offering budget options

While the Chevrolet Bolt and Nissan Leaf were the pioneers in this space, another surprising revelation from the New York Auto Show 2026 is how many other automakers are now offering affordable EVs. This is a massive win for consumers, as the pool of accessible options is finally expanding.

A couple of weeks ago, I tested the 2026 Toyota bZ, and the redesigned compact crossover turned out to be significantly cheaper than the previous bZ4X. With a $34,900 starting price, the bZ isn’t just charming on the outside. It also offers a solid EPA-estimated 314 miles of range.

Subaru also had a strong showing, including the upcoming 2027 Subaru Getaway, which hauls up to seven passengers with its three-row seating. While that flagship all-electric SUV is expected to land in the mid-$55,000 range, Subaru has two other options that cost far less. I’ve previously called the Solterra the most improved EV I’ve tested, but the 2026 Subaru Uncharted shouldn't be overlooked either, especially with its $34,995 price tag.

Luxury brands are joining the trend too. The 2026 Mercedes-Benz CLA Sedan caught my eye on the showroom floor. While its $47,250 MSRP is a step up from the other budget picks, it’s a luxury EV with a style that’s a cut above the standard fare, all while delivering an impressive 374 miles of range.

Volatile gas prices

In just the past month, gasoline prices have jumped dramatically nearly everywhere. At my local station in New Jersey, the cost of regular unleaded had hovered steadily around $3 per gallon for the past year, but it has since rocketed above $4 for the first time in years. These rising costs are fueling an EV resurgence as drivers eye the long-term savings of charging at home.

Last month, I pitted the Hyundai Kona Electric against the Hyundai Kona Limited in a classic EV-versus-gas debate. While the all-electric Kona commands a higher $39,880 sticker price, it saves significantly more money in the long run than its internal combustion sibling. At $4 per gallon, a full tank for the gas Kona costs roughly $49.60, whereas a full home recharge for the Kona Electric costs just $14.26.

These savings add up quickly. Over five years, driving 1,000 miles per month, you would save $5,657.50 by choosing the Kona Electric and charging at home. While this doesn't account for the higher cost of public DC fast charging, it highlights a powerful incentive for EVs now that gas prices are nearing historic highs.

If you’re still not convinced by all-electric power, you should at least consider a standard hybrid. You’ll still pay for pricey gasoline, but you’ll refuel far less often. I’m particularly impressed by the latest PHEVs ( Plug-In Hybrids ), like the 2026 Toyota RAV4 Plug-In Hybrid, which now boasts 52 miles of dedicated electric range. That's a marked improvement over the 30 to 40 miles offered by most PHEVs just a year ago.

For years, choosing electric meant paying a massive premium for a vehicle with less range than its gas-powered equivalents. But the New York Auto Show 2026 proves that EVs are more valuable than ever, with affordable models that make it significantly easier to go all-electric. When you factor in $4-per-gallon gas and the increasing efficiency of home charging, the question is no longer whether you can afford to go electric — it’s whether you can afford not to.

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The 2026 New York Auto Show is a showcase for carmakers to tease and hype up their lineups, but this year’s show proves why EVs aren't going anywhere, anytime soon.

Electric vehicles don’t just have fancy new tech that makes them feel like the future is here, they actually present a practical solution for the current volatility of global gas prices.

Believe me, the $4+ per gallon of regular unleaded gasoline I’m seeing now is a gut punch over the $3 I’ve been seeing for the past year. That’s important because just about every manufacturer at the show had some kind of electric vehicle at their booth, including hybrid cars that I think car buyers should, at the very least, consider.

From budget EVs with attractive entry points to luxury EVs that boast three-row seating, here are the coolest cars I saw at NYIAS 2026.

Kia EV3

I’ve tested the Kia EV6 and EV9, but the 2026 New York Auto Show finally saw the debut of the one EV I’ve been excited about for a long time: the Kia EV3. Why this and not the other two? Well, it's largely because the EV3 is expected to be a truly affordable all-electric SUV, with a starting price reportedly around $35,000.

Stepping inside, the layout immediately reminded me of the Kia Sportage Hybrid I tested earlier this year. For most people, it offers the utility to comfortably seat five while providing a spacious trunk for hauling gear. Another impressive stat is its range, which is reportedly going to deliver up to 320 miles with the Wind FWD trim. That should definitely give other budget-friendly options, like the next-gen Nissan Leaf, a run for their money

That’s saying a lot, especially since EVs have a notorious reputation for being ultra-expensive — one of the primary reasons critics argue the EV revolution has stalled. By starting at under $40,000, the Kia EV3 gains a massive advantage; when you factor in the lower cost of recharging, it’s clear this SUV will save owners significantly more money in the long term.

Hyundai 'Boulder'

When Hyundai announced it was discontinuing my favorite pickup truck, the Santa Cruz, I was heartbroken. Having just driven it for a week, I was convinced it could have been the perfect foundation for an electric pickup. Instead, the company has shifted gears, focusing its efforts on a larger, body-on-frame midsize platform.

That’s why the reveal of the Hyundai Boulder at the 2026 New York Auto Show took me by complete surprise. While still a concept, the Boulder clearly takes a page out of the Ford Bronco’s playbook with its boxy, commanding stance — but it adds a high-tech twist.

This concept serves as the foundation for the automaker’s first body-on-frame midsize pickup, arriving by 2030. Its rugged construction makes it look more like a space-age off-roader than anything else on the floor.

First, I couldn’t help but notice the polished metal exterior: it reminds me of the premium aluminum-bodied phones I’ve reviewed over the years. Second, those massive 37-inch all-terrain tires make it clear this beast is suited for the trail, not just the open road.

Although technical details remain scarce, I’m as eager as everyone else to see exactly how this concept evolves into a production reality.

Subaru Getaway

Subaru has been busy building out its lineup of EVs, and the Subaru Getaway is a massive addition to that list. This three-row, all-electric SUV gives Subaru a robust selection that complements the Solterra, Uncharted, and Trailseeker already in the stable. Just like its siblings, the Getaway features a sporty-meets-aggressive design that I really dig.

You can expect around 300 miles of range here, backed by a dual-motor setup that delivers 420 horsepower. This makes it the most powerful electric vehicle Subaru has produced to date, capable of a 0 to 60 mph sprint in under five seconds. Inside, I’m a huge fan of the second-row seats because of how they recline much like the captain’s chairs I’ve tested in other three-row SUVs, like the Hyundai Ioniq 9.

However, I’m curious to see how efficient it actually is. The previous Subaru Solterra I tested for a week earned my vote for most improved EV because it reached an efficiency of 4.2 mi/kWh — falling just short of the smaller Hyundai Kona Electric in becoming the most efficient EV I've tested. Naturally, I don’t anticipate the Getaway being quite as efficient given the payload it’s carrying, but I’d be thoroughly impressed if it comes close.

Pricing for the 2027 Subaru Getaway is expected to land in the mid-$50,000 range when it arrives later this year.

Volvo EX90

If you love minimalism, you’ll want to check out the 2026 Volvo EX90. It carries over the charming Scandinavian-cool aesthetics of the smaller EX30 I tested last year, but scales them up into a proper three-row SUV. I personally think of it as silent luxury —it’s a vehicle that doesn’t scream for attention but makes its quality felt through meticulous attention to detail.

Beyond comfortably seating seven, the real highlight for the 2026 model is the upgraded 800-volt architecture. This allows for significantly faster DC charging, going from 10% to 80% in just 22 minutes. Better yet, the move to a native NACS charging port means you can pull right into a Tesla Supercharger without an adapter, making road trips a lot less stressful.

I'm also noticing a trend of improved range in this year's three-row SUVs, and the EX90 is no exception with an EPA-estimated 305 miles. It’s also packing serious firepower, as the twin electric motors in the Performance trim now crank out a massive 670 horsepower.

While the Scandinavian aesthetic permeates the cabin, I couldn’t help but stare at the view above. The electrochromic panoramic roof is a standout feature. With the touch of a button, you can turn the glass opaque to block out the sun. You get all of this in a luxury EV that starts at $78,090, though the fully-loaded Twin Motor Performance Ultra I've been eyeing sits closer to $86,390.

Toyota RAV4 Plug-In Hybrid

Toyota’s most popular SUV has received a full redesign for 2026, arriving just in time to alleviate the stress of volatile gas prices. The 2026 Toyota RAV4 Plug-In Hybrid features a more aggressive exterior defined by a hammerhead front grille, sharp body lines, and significantly improved interior aesthetics.

As a PHEV, it offers the best of both worlds by combining gasoline and all-electric power. Since it’s fundamentally a hybrid, its estimated 40 mpg combined fuel economy means you won’t have to fill up nearly as often as you would in a gas-only SUV. At the same time, it now boasts a dedicated 52 miles of all-electric range — which is staggering for a PHEV. That means most drivers could go weeks between gas station visits.

If the Kia EV3 is the affordable newcomer and the Subaru Getaway is the powerhouse of the show, the 2026 RAV4 Plug-In Hybrid is the refined veteran. It’s a major glow-up that proves you don’t have to choose between efficiency and reliability.

Compared to other Toyotas I tested last year, like the Corolla Cross Hybrid and Prius Plug-In Hybrid, the new RAV4 feels much more premium. Toyota has finally ditched the claustrophobic cockpit feel of the previous generation. By lowering the driver’s display and integrating the new 12.9-inch touchscreen more seamlessly, they’ve made the cabin feel much airier and more spacious.

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Following the age-old logic of 'photos or it didn't happen' and making relationships 'Facebook official' (remember that?), I believe the news that Google Maps just added a major EV charging update means that electric and hybrid cars have officially gone mainstream.

As Engagement Editor here at Tom's Guide, I keep track of our poll results and comments from Tom's Club members, and I've noticed that a lot of you enjoy talking about our EV reviews and features such as are hybrids and PHEVs worth the extra cost? So it's only fair that I offer you knowledgeable pit crew your very own quiz, all about electric and hybrid vehicles and tech. (And if you have a friend who can’t spot a Toyota Prius from a Chevy Chase, teach them some electric car facts by sharing this quiz with them.) Engines at the ready!

How did you do? Too hard? Too easy? Let us know what you think in the comments below. And don't forget to register to save your score, reveal hints for any clues you're not sure of and secure your spot on the competitive Tom's Guide leaderboard.

I hope that, whether you're already the proud owner of one of the best electric cars or considering making the switch, you've learned something new today. Or else, you've cemented your understanding of hybrid and electric tech.

And as US gasoline prices reportedly passing the $4 per gallon mark, we could all do with making informed driving choices.

And if you enjoyed this quiz, then please bookmark our Quiz of the Day section, where a new quiz or puzzle appears every weekday. And visit our Polls page to have your say on all manner of topics, from garden pests to the RAM crisis (don't worry, if you hold no strong opinions about slugs then you can filter by the topics that interest you).

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Mercedes isn’t shy about being over the top, but the 2026 Mercedes-AMG E53 Hybrid Wagon stands apart from the crowd. Not only does it offer the best of both worlds as a PHEV (Plug-In Hybrid Electric Vehicle) — making it less prone to volatile gas prices — but it also features some of the coolest tech I’ve seen.

With a starting price of $93,350, the cost climbs to a whopping $117,630 for the as-tested model I drove for a week. Outfitted with extra packages and conveniences, it made me feel like I was inside an Iron Man suit.

From its dazzling animated headlights to its impeccable adaptive cruise control, the E53 Hybrid Wagon feels far more futuristic than many of the best electric cars I’ve tested. Here are my pros and cons.

2026 Mercedes-AMG E53 Hybrid Wagon: Specifications

2026 Mercedes-AMG E53 Hybrid Wagon: Testing summary

I drove a total of 212 miles during my week of testing the 2026 Mercedes-AMG E53 Hybrid Wagon, achieving an average combined fuel economy of 29.9 mpg. That figure includes driving with and without all-electric power, which makes PHEVs notoriously difficult to gauge compared to traditional hybrids.

When leaning on its all-electric power (rated for 41 miles of range), I averaged about 2 mi/kWh. That’s actually not too shabby for a performance PHEV, but the 29.9 mpg combined average trails even the sporty BMW M5 Sedan I tested — and it doesn’t come close to the efficiency of the Toyota Prius Plug-In Hybrid.

Given the current volatility of gas prices, the E53 Hybrid Wagon is less vulnerable than traditional ICE (Internal Combustion Engine) vehicles because of its electric fallback. However, I strongly suggest installing a Level 2 charger at home. Using a standard 120V Level 1 outlet, I averaged a charging rate of only 1.71 miles of range per hour, which returned just 17 miles after nearly 10 hours of charging.

2026 Mercedes-AMG E53 Hybrid Wagon: What I Like

3D driver’s display

Without question, the reason I felt like I was inside an Iron Man suit while driving the 2026 Mercedes-AMG E53 Hybrid Wagon is the 12.3-inch 3D Instrument Cluster directly in front of me. Not only is the display sharp and vivid, but I could activate a specialized 3D mode — which uses an autostereoscopic screen and a driver-facing camera to create real-time depth effects.

Looking down at the display, there is a genuine sense of dimension as different layers of the gauges appear to float closer or farther away. It’s a brilliant technical trick that makes the cockpit feel far more futuristic than a standard your standard 2D dashboard. Although the photo above doesn't do justice in showing this off, believe me when I tell you it's impressive.

4D sound experience

Even Iron Man needs a thumping sound system inside his suit, and the Mercedes-AMG E53 Hybrid Wagon delivers with its Burmester 4D Surround Sound System. What makes this specific system noteworthy is that I don’t just hear the audio — I feel it.

That’s because it feels as if a subwoofer is integrated directly into the seats, delivering heart-pounding bass similar to high-end gaming chairs. The experience is unlike any other vehicle I’ve tested. With the surround sound engaged, it truly feels like being in the middle of a concert.

VIP treatment massaging seats

I can’t even imagine how much these front seats cost. Not only do they house the specialized components for the Burmester 4D Surround Sound System, but they also provide front passengers with a true VIP massaging experience. To achieve this, Mercedes avoids simple vibrating motors in favor of a much more sophisticated system.

The E53 employs integrated air chambers within the seat cushions and backrests to deliver a genuine massage. It can even simulate a spa-like hot stone massage by syncing the seat's heating elements. I have a feeling even Tony Stark wouldn't mind this level of comfort stuck on a long flight in his suit.

Customizable ambient lights

I previously thought the 2026 BMW i7 M70 offered one of the most dynamic ambient lighting systems around, but the Mercedes-AMG E53 Hybrid Wagon puts it to shame. Just about every edge inside this PHEV houses LED light strips that can be customized to display a staggering multitude of colors.

What truly makes the cabin come to life is the granular level of customization. I can designate different colors for specific sections — setting some strips to cycle through a spectrum, while others remain static. This level of personalization, combined with the way the light wraps around the dash, makes the E53 incredibly inviting for a night drive.

Super sharp displays everywhere

I’ve already mentioned the slick-looking 3D Instrument Cluster, but the E53’s dashboard features more screen real estate than almost any other vehicle on the road.

In addition to the centrally aligned 14.4-inch MBUX Superscreen, there’s an optional 12.3-inch passenger display. This secondary screen features a clever privacy function, which dims the content to prevent driver distraction while the vehicle is in motion.

Sporty drive

Despite its longer footprint and the fact that it reminds me of a modern station wagon, the E53’s sporty driving dynamics make it surprisingly fun. Its 3.0L inline-6 turbo engine delivers a combined 577 hp — and much like Tony Stark’s arc reactor — it serves as the high-tech centerpiece that propels this heavy wagon forward. The resulting acceleration is an impressive feat that few PHEVs on the market can currently match.

2026 Mercedes-AMG E53 Hybrid Wagon: What I Don't Like

Distracting HUD

As much as I love the utility of relying on a head-up display (HUD) for speed and navigation, the E53's projection is surprisingly dim — even at its maximum brightness setting. While it's easier to see at night, it struggles against direct sunlight during the day.

I also found myself refraining from using the Standard layout because at certain times, it projects a large map of your next turn directly into your field of vision. I found this somewhat distracting, which is why I eventually switched to the minimalist option to keep my focus on the road.

Tight legroom in the back

For a wagon, I was expecting a little more room for rear passengers. While the front seats offer plenty of space, the limited legroom in the back makes it difficult for taller passengers to stretch out comfortably.

Mercedes-AMG E53 Hybrid Wagon: Verdict

I personally don’t have a desire for a wagon, but the 2026 Mercedes-AMG E53 Hybrid Wagon gives me cause to reconsider. From its sporty, tuned driving performance to the outlandish premium features Tony Stark would approve of, this isn't just an ordinary station wagon — it’s a tech-obsessed machine that provides a true VIP experience for long drives.

While the price tag will certainly strain most budgets, the fact that it’s a PHEV means you can still cut down on gas consumption by tapping into its all-electric performance.

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I thought I knew what it took to be a luxury vehicle, but I was mistaken. While there is no shortage of luxury EVs on the market right now, if you’re looking for the one that makes a serious statement, you need to check out the BMW i7 M70.

After driving the 2026 BMW i7 M70 for a week, I've realized it makes many of the best electric cars look and feel ordinary. I say this with confidence as the automaker's high-performance flagship, this top-of-the-line trim indulges in features that put it a cut above the rest, making it feel years ahead of its time.

Naturally, its $192,075 as-tested price is like a mini-mortgage for most people — but if you have the disposable income to indulge, you’ll be driving something unlike anything else on the road. It really is the limousine of EVs. Here’s why.

BMW i7 M70: Specifications

BMW i7 M70: Testing summary

I drove a total of 290.9 miles during my week of testing the 2026 BMW i7 M70 xDrive, averaging an efficiency of 2.3 mi/kWh — which, by industry standards, is quite poor. That is lower than the 2.56 mi/kWh average I recorded with the Porsche Taycan, and nowhere near the Lucid Air Touring’s class-leading average of 4 mi/kWh.

Then again, buyers eyeing the i7 M70 aren’t likely prioritizing efficiency. Based on this average, the car would yield a total range of roughly 233 miles on a full charge—significantly lower than its 285-mile estimate. However, I attribute this drop to the frigid conditions brought on by the Blizzard of 2026.

Furthermore, home charging is slow on Level 1 charging at home. I recorded a rate of just 2.31 miles per hour. While the i7 managed to recoup 29 miles of range over 12.5 hours of charging, I highly recommend installing a Level 2 charger to ensure the battery is sufficiently topped off during overnight charges.

2026 BMW i7 M70 : What I Like

Stunning Panoramic Sky Lounge LED Roof

Nothing makes me feel more like an executive inside the BMW i7 M70 than looking up at the Panoramic Sky Lounge LED Roof. The all-glass rooftop appears unassuming at first glance, but it dazzles at night when the intricate, etched light patterns glow throughout the glass. Depending on which ambient lighting mode I select, the roof changes color to match the rest of the cabin’s interior aesthetic.

Over-the-top ambient lighting system

Speaking of ambient lighting, the i7 M70 isn’t shy about being flashy. Everywhere you look, you’re immersed in light emanating from the BMW Interaction Bar. While some might find it gaudy, the faceted, crystalline structure — which spans the entire width of the dashboard and bleeds into the door panels — certainly commands attention. When these ambient lights are active, they transform the cabin into an entirely different world.

Clean aesthetics meets luxury cues

One of the reasons this i7 M70 costs a fortune is the inclusion of premium packages that drive up the total, with the Frozen Deep Grey paint adding $5,000 alone to the bottom line. Yet, the matte finish gives the traditionally sporty design a stealthy look that perfectly complements its aggressive lines — and I find myself particularly drawn to the iconic glow of the blacked-out front grille.

Self closing doors

Another feature that defines this as a luxury EV is the inclusion of Automatic Doors. While they certainly scream luxury, what sets them apart from other self-closing systems I’ve tested — like on the Cadillac Escalade IQ — is that I immediately close all the doors by stepping on the brake.

If you’re worried about accidental damage when it’s swinging open or close, like the door slamming against another car or a foot getting in the way, the system uses ultrasonic sensors to detect obstructions. I actually tested this with my own foot, and true to its promise, the door stopped immediately when it sensed an obstruction.

Rear seat lounge experience

I thought the driver’s seat was where all the action happened, but I was mistaken. Stepping into the back feels like entering an immersive, lounge-like sanctuary, complete with 5.5-inch touchscreen panels built into the door handles that allow you to customize the ambient lighting and control the media.

The experience is further elevated by the outstanding Bowers & Wilkins Diamond Surround Sound system and the near-total blackout effect created when the power sunshades cover the side and rear windows. And if that's not enough, you can relax in style with the massaging function of the seats.

Adaptive cruise control is very responsive

BMW’s $2,000 Driving Assistance Professional Package adds a significant layer of confidence with its superb adaptive cruise control. In practice, the i7 M70 essentially drives itself, utilizing smooth automatic braking and acceleration to maintain cruising speeds while responding flawlessly to changing road conditions.

Much like the BMW M5 and the iX xDrive45 I previously tested, I can initiate a lane change simply by glancing at the corresponding side-view mirror. Additionally, I still have the option to manually trigger a maneuver just by activating the turn signal.

A fun drive for a full-size sedan

For a full-size sedan, I have to say the 2026 BMW i7 M70 offers a surprisingly fun, sporty drive. Its dual motors deliver a peak performance of 650 hp, allowing it to rocket instantly from a complete stop. Overtaking is effortless thanks to the instant torque, while tight curves pose no challenge for this flagship.

2026 BMW i7 M70 : What I Don't Like

It’s obscenely expensive

As I mentioned, the BMW i7 M70 is obscenely expensive — positioning it more as a status symbol than anything else. I can’t deny that its unique features are atypical for most luxury EVs, but that extra premium still feels like a stretch.

Personally, I find that the Porsche Taycan offers a much more engaging driving experience, while those seeking a more reasonably priced luxury EV should look at the Audi A6 Sportback e-tron, which came with a $75,240 as-tested price.

Long hood makes for a challenging drive

With such a long hood, the BMW i7 M70 can be challenging and somewhat intimidating to maneuver. I’m rarely apprehensive about driving a sedan, but I have to admit this one took some time to get used to.

Thankfully, the front sensors and 360-degree cameras notify me when I’m getting close to an object, ensuring I’m not relying solely on my own visual perception of where that front bumper ends.

2026 BMW i7 M70 : Verdict

There were a lot of firsts for me with the 2026 BMW i7 M70, and they collectively show how this flagship stands apart from every other luxury EV I’ve tested. The convenience features are on an entirely different level, which is precisely why I’ve insisted that driving it feels like a true executive experience.

Ultimately, while its efficiency and eye-watering price tag might not make it the most practical choice for everyone, the i7 M70 is a prime example of how infusing futuristic tech into a vehicle can set it apart. It isn't just a car, it’s a $192,000 luxury lounge on wheels. If you have the means to indulge, you’ll find that standard luxury just won’t cut it anymore — it needs to be a step above, and that is exactly what’s presented here.

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If you haven’t noticed, gas prices have skyrocketed over the past week, reaching levels that might compel you to think twice about your driving. While many assumed the EV revolution had stalled, rising prices are now — more than ever — refocusing the conversation on gas versus electric.

That’s why I spent a week with both the gas and all-electric versions of the Hyundai Kona. As a subcompact crossover with an accessible price point, the Kona is an attractive option for budget-conscious buyers. I tested both models to see exactly what value they bring to the table — not just in terms of short-term refueling and recharging costs, but also what you can expect to pay in the long run.

Interestingly, very few vehicles are available with both powertrain options. My findings might shock you, as going EV could very well be the best decision for your wallet. Here’s why.

Hyundai Kona Limited vs. Hyundai Kona Electric: Specifications

Driving Summary

I spent a week testing both the 2026 Hyundai Kona Limited AWD and the 2025 Hyundai Kona Electric N Line. These two trims are remarkably similar in terms of features and driving performance, with as-tested prices of $35,885 and $39,880, respectively. This means the price gap is less than $4,000 — a notable figure, as the difference between gas and electric versions of the same model typically hovers around $10,000.

In terms of raw performance, I much prefer the Kona Electric for its stronger acceleration and zippy feel. Since it’s part of Hyundai’s N Line, it delivers the sporty driving experience I crave, bolstered by tight, responsive steering.

While the Kona Limited AWD is also a peppy ride, it simply cannot match the fluid acceleration of its all-electric counterpart and its instant torque. However, for an ICE (Internal Combustion Engine) vehicle, the Kona Limited remains surprisingly easy and fun to drive, much like its electric sibling.

The range anxiety debate

Aside from pricing concerns, the other major point of contention regarding EVs is that they lack the range of all-gas vehicles. If you take a peek at the specs I’ve listed for both models above, you’ll see that the Kona Electric N Line has an EPA-estimated range of 230 miles. In comparison, using the 28 mpg combined fuel economy of the all-gas Kona Limited, you effectively get a range of 396 miles.

For anyone looking to reach their destination without making a pit stop, the Kona Limited clearly has the upper hand here. I can’t overlook this because it’s a convenience that many drivers value. However, that convenience comes at a premium when you consider how much you’ll end up paying for each refill.

Real-world testing meets long-term savings

When I look at the data from my testing — the 27.5 mpg average I achieved with the Kona Limited and the 4.3 mi/kWh efficiency of the Kona Electric — the long-term savings of going electric are staggering. The chart below breaks down the cost for each vehicle.

After five years of driving 1,000 miles per month, the difference in fuel costs comes to $4,762.96. This savings alone more than covers the initial gap in their sticker prices. Perhaps the most striking apples-to-apples comparison, however, is the cost per mile: 13.1 cents for the gas-powered Kona, versus a mere 5.1 cents for the Kona Electric.

To put that into perspective: for the cost of driving the gas Kona just one mile, you can drive the electric Kona 2.5 miles. While I recognize that efficiency for both vehicles may fluctuate over their lifetimes, the value proposition is clear. As gas prices continue to climb, it is hard to overestimate the financial benefit of going all-electric — and this matchup proves it.

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So, you have a big family to haul around and you want to go electric to avoid rising gas prices? Well, you can have your cake and eat it too. Three-row electric SUVs are a thing, and have been for a while now. Today, you have several options, including the Cadillac Vistiq and Escalade IQ, Volvo EX90, Rivian R1S, Kia EV9, and Hyundai IONIQ 9. Even Tesla’s Model Y is available with a third row, though it’s tiny and best suited for small kids.

In this comparison, I'm taking a look at the Kia EV9 ($54,900+) and Hyundai IONIQ 9 ($58,955+), two three-row electric SUVs built on Hyundai Motor Group’s E-GMP (Electric Global Modular Platform). This EV platform, which is also used in popular EVs like the Kia EV6 and Hyundai IONIQ 5, uses a fast-charging 800V architecture and typically offers a range of 250 to 300 miles. E-GMP vehicles also share ADAS (Advanced Driver Assistance System) and infotainment tech.

But while the EV9 and IONIQ 9 have a lot in common, they each have their own unique interior and exterior design, driving character, and personality. I’ve spent a few days with the top-range EV9 GT-Line ($71,900), performance-oriented EV9 GT ($85,295 CAD, only available in Canada and the UK), and luxury-focused IONIQ 9 Calligraphy ($74,990). Here’s the one I’d recommend based on my experience.

Kia EV9 vs Hyundai IONIQ 9: Specifications

Kia EV9 vs Hyundai IONIQ 9: Design

The Kia EV9 looks like a concept that somehow made it to production. I really like this design, with its sharp, angular exterior and modern, futuristic interior. The proportions are excellent, and give the EV9 a lot of presence on the road. Yet there’s no mistaking this EV for an SUV. The shape of the LED headlights and taillights is particularly unique and really stands out. Ditto the wheels, which have a square-ish design that’s quite striking.

Meanwhile, the Hyundai IONIQ 9’s design is slightly more restrained. The exterior is rounder and sleeker, and the interior is more conventional and familiar. While both electric SUVs have physical controls for the climate system, the IONIQ 9’s use of round dials is more accessible. Overall, the IONIQ 9 looks more like a lifted minivan than an SUV, but the retro-modern pixel motif in the headlights and taillights keeps things fresh.

Winner: Kia EV9

Kia EV9 vs Hyundai IONIQ 9: Efficiency

As you can see in the table above, the Kia EV9 and Hyundai IONIQ 9 aren’t the most efficient EVs out there. On the plus side, these average efficiency numbers are conservative as both electric SUVs usually exceed their EPA range in normal day-to-day driving.

It’s worth noting that the IONIQ 9 is more efficient despite having a larger capacity battery and weighing more. As a bonus, it also supports higher peak DC charging rates.

Winner: Hyundai IONIQ 9

Kia EV9 vs Hyundai IONIQ 9: Drive performance

When it comes to smiles per mile, the EV9 is a winner. Performance is impressive considering this is a large, heavy electric SUV. Between the confident handling and the compliant ride, it manages to be sporty without sacrificing comfort. And if you really want to have fun, the EV9 GT cranks things up to eleven. Imagine a Hyundai IONIQ 5 N — complete with simulated gear shifts and fake engine noises — but with an entire extra row of seats.

You’ll have to visit Canada or the U.K. to experience this grin-inducing performance model, however. The EV9 GT was supposed to come to the U.S. (it even comes with a NACS port) but that was put on hold, unfortunately. Since the EV9 GT is manufactured in South Korea (other EV9s are made in the U.S.) and considering the current economic landscape and negative EV sentiment in the US, I understand why Kia made this decision.

Regardless which EV it’s underpinning, E-GMP EVs have been wowing consumers and reviewers alike. As such, both electric SUVs are built on a solid foundation, and are quite similar on paper. But the IONIQ 9 is definitely softer and more chill than the EV9 in its driving temperament. The ride and handling lean more towards comfort and luxury, and while there’s just as much performance on tap, that’s not what the IONIQ 9 is about.

Winner: Kia EV9

Kia EV9 vs Hyundai IONIQ 9: Comfort

The Kia EV9 and Hyundai IONIQ 9 are both extremely quiet and comfortable, and deliver tons of interior space. How much interior space? The second row provides a whopping 42.8-inches of legroom. For the record, that’s more legroom than the Cadillac Escalade. Both electric SUVs are available in 7-seat and 6-seat configurations. The latter features two power-adjustable, heated and ventilated captain’s chairs with legrests and full recline.

Massaging seats are also an option, but unfortunately, those are only available for the driver on EV9s and IONIQ 9s sold in North America. Other markets get massaging seats for the front passenger and second row. Regardless, you’re getting premium amenities bordering on luxury with both electric SUVs. But the IONIQ 9 has the EV9 beat on cargo capacity with up to 86.9 vs 81.7 cu.ft available with the second and third rows folded.

Winner: Hyundai IONIQ 9

Kia EV9 vs Hyundai IONIQ 9: Value

The Kia EV9 and Hyundai IONIQ 9 are basically twins within Hyundai Motor Group, so there’s very little difference between them in terms of features and specs. No matter which trim you pick, the EV9 always costs $3,000 to $4,000 less than the IONIQ 9, making it the value champ. And if you live in Canada, at $85,295 CAD (approx. $62,400 USD) the Kia EV9 GT is an absolute steal, especially since it’s better equipped than the top-range EV9 GT-Line.

Winner: Kia EV9

Kia EV9 vs Hyundai IONIQ 9: Verdict

In all, the Kia EV9 and Hyundai IONIQ 9 are both outstanding three-row electric SUVs. Regardless of model and trim, you’re getting decent range, fast charging, great performance, high equipment levels, quality materials, plus solid infotainment and ADAS tech. So you can’t go wrong either way. Your choice really boils down to which design you prefer inside and out, whether you lean more towards performance or luxury, and what your budget is.

Personally, I'd pick the EV9 GT-Line (or better yet, the EV9 GT in Canada or the U.K.) because I like its bold design and driving dynamics better than the IONIQ 9’s. Not to mention, the EV9 is universally praised by everyone who's driven it. It’s also the closest you can get to driving a Rivian R1S without breaking the bank. And for the record, many (myself included) consider the R1S to be the ultimate electric SUV, and one of the best electric cars available today.

Winner: Kia EV9

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If you're not ready or unable to switch to a fully electric car, then a hybrid is a great stepping stone, often giving you the sensation of driving an EV without the range anxiety.

Hybrids are better for the environment than traditional gas or diesel-powered vehicles because they have lower CO2 emissions and are often significantly more fuel efficient.

Just to complicate matters, there are different types of hybrid systems. Each one combines an engine, battery and electric motor to help the car run, but each type does so in different ways.

So, read on before deciding whether a hybrid makes sense for you, and if it will save you cash.

Different types of hybrids

Mild hybrid

Also known as an MHEV, this is the most basic type of hybrid system, utilising a small electric motor (typically 48v) and battery to assist a petrol or diesel engine, but not enough to power the car completely. Mild hybrids harvest power normally lost during deceleration and braking to charge the battery (known as brake regeneration or brake regen), which has the effect of reducing fuel consumption and emissions, and boosting engine performance. In effect, mild hybrid technology allows you to drive as you would in a normal ICE (Internal Combustion Engine) car but with slightly better efficiency, and there's no need to plug in to recharge the battery.

Mild hybrid examples: Volvo XC60 B5, Mercedes-Benz CLA, BMW M440i

Pros and cons of mild hybrids

Pros:

• Offer small fuel economy improvements and deliver slightly lower emissions
• Recapture otherwise wasted energy via regenerative braking
• They are often more powerful than an equivalent gas-only engine

Cons:

• Smaller fuel economy and environmental gains than a full or plug-in hybrid can offer
• Inability to be driven on electric power alone
• More complex mechanically than pure gasoline drivetrain vehicles

Full hybrids

This is the most common type and is also called a 'parallel hybrid', because its power is split between an electric motor and a gas-powered engine, which run parallel to each other. The engine or the battery/electric motor can run the car on its own, but they usually work together. Full hybrid cars often use the electric motor to power the car at lower speeds and then the engine kicks in at higher speeds to give them an additional boost. Like an MHEV, the battery is charged during deceleration and braking.

Full hybrid examples: Honda Civic Sedan Hybrid, Toyota Prius, Hyundai Tucson Hybrid

Pros and cons of full hybrids

Pros:

• Smooth, quiet, fast and relaxing when they are running in pure electric mode
• PHEVs create no harmful tailpipe emissions when they are in EV mode
• If you drive short distances and have access to a charger at home or public chargers, PHEVs can be very cheap to run because you're rarely out of electric mode
• You won't suffer from range anxiety like many EV drivers, because you have the back-up of a gas engine

Cons:

• PHEVs are most efficient when the battery is kept topped up. When the charge has been used up on longer journeys, fuel economy can drop dramatically
• Charging speeds for PHEVs are usually slower than EVs - 2-4 hours to fully charge, compared to 30 minutes
• They tend to cost more upfront (and to lease) than their ICE alternatives.
• Two powertrains mean more complex systems that can lead to higher, more specialized servicing costs.

Cost comparison

Many cars now are available with various powertrain options, so that you can choose which one fits your lifestyle.

For instance, the Kia Sportage can be bought as a regular gasoline SUV, as well as a full hybrid, or plug-in hybrid.

Using US Environmental Protection Agency (EPA) data, we’ve calculated the average running costs of three versions of the Kia Sportage – the regular gas full hybrid and plug-in hybrid), assuming 15,000 miles annually with 45% highway and 55% city driving.

Data from U.S. Department of Energy (https://www.fueleconomy.gov/) based on "current fuel prices" averaged nationwide. For a more granular result, we recommend using this "Personalized" tool to tailor fuel per gallon and electricity per kWh rates to your local area.

Verdict

Broadly speaking, hybrids are better for the planet because they reduce the impact of ICE cars on air pollution and greenhouse gases, plus they are more fuel efficient than traditional gas engines.

Depending on how many miles you drive, and whether that’s mainly highway or city driving, a hybrid could also save you money.

However, it’s fair to say that the difference a mild hybrid makes is minimal, though it makes complete sense to harvest energy otherwise lost via brake regeneration.

Full hybrids are rightly popular, and can be very economical to run. And because the battery (larger than a mild hybrid’s) is charged on the move via brake regen, there’s no need to plug it in to charge. So, a full hybrid makes complete sense for drivers without their own charger or on-street charging facilities.

Plug-in hybrids have a bigger battery still and are somewhere between a full hybrid and 100% electric vehicle.

PHEVs are most efficient when the battery pack is kept charged up and they are running in full electric mode.

In other words, it’s possible for drivers with short commutes of around 30 miles, to complete their journey without using any gas.

Once the battery has run out of charge and the PHEV is using its combustion engine, fuel economy will drop because the engine has to work harder to carry the heavy battery around.

Ultimately, your decision will depend on many factors, such as the distances you regularly travel, whether you have access to an EV charger, and if your budget can stretch to a more expensive hybrid.

If you want lower exhaust pipe emissions, better fuel economy, and an easier transition to the electrified future, switching to a hybrid could be the smartest move you’ll make.

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One of the best parts of driving an EV is that it can accelerate in one continuous motion, thanks in part to instant torque. That’s essentially what makes them feel better than traditional ICE (Internal Combustion Engine) vehicles that need to switch gears. I thought all EVs drove like sports cars because of this, but I was dead wrong.

I didn’t realize this until I finally got into the driver’s seat of the Porsche Taycan 4. It's a true sports car designed not just for thrills — but to prove how a combination of factors contributes to delivering the best-in-class driving performance I’ve come across this year. Frankly, it’s the most fun drive I’ve had all year and easily one of the best electric cars I've tested. Here’s why.

Testing Summary

I drove a total of 250.5 miles during my week of testing the Porsche Taycan 4, reaching an average efficiency of 2.56 mi/kWh. Given that it’s a performance-oriented luxury EV, that’s actually well in line with other similar vehicles I’ve tested. Then again, most people looking to buy the Taycan aren’t prioritizing efficiency.

Best-in-class driving performance

When I think back to some of the EVs I’ve tested that astounded me with their driving performance — like the BMW i4 M50 Gran Coupe, Lucid Air Touring, and Hyundai Ioniq 5 N — I realized I was jaded because I was focused mostly on their instant acceleration and zippy speeds. To reiterate, most EVs behave like this because of their powerful electric motors and instant torque.

What makes the Porsche Taycan best-in-class when it comes to driving performance is an assortment of factors. At the heart of it all are dual motors that deliver 402 hp, a performance that pushes me deep into the driver’s seat from a standstill to cruising speed. Yet, it’s not just the raw power that contributes to its superb handling.

It also has to do with how its 105 kWh battery sits in the underbody, resulting in a low center of gravity to keep the tires firmly on the road — even when I’m cutting corners. Then there’s the aerodynamic body design, featuring a sleek roofline that defines its curvy look. All of these factors make the Taycan a truly thrilling EV to drive.

Aerodynamic wheel design

Generally speaking, I don’t tend to think much about wheels — but the Porsche Taycan is an exception. Just like the aesthetics of the vehicle, the wheel design plays a critical part in how it drives. The 21-inch Aero Wheels feature a five-spoke design that reduces turbulence thanks to a covered surface, which helps the Taycan achieve an industry-leading 0.22 drag coefficient.

This explains why the Taycan feels like it’s maintaining its momentum long after I let go of the accelerator. While most cars would instantly begin to slow down due to drag, the Taycan feels as though it’s being pushed forward by its own weight. It’s most apparent when I drive downhill on the highway, seeing that the EV feels like it's in a controlled glide, gaining speed effortlessly as time passes.

Surprising interior space

For a sports car, I’m surprised there’s actually room inside to sit in any of the seats comfortably. While it comes up short in matching the sprawling room found with the Lucid Air Touring, there’s still decent spacing between the front and back seats so that passengers in the rear aren’t smashing their knees against the seat in front of them.

The leather-free seats are actually made out of this Race-Tex microfiber material that doesn’t just add to its sporty vibes, but it intentionally keeps me seated in place because of how it has a high-grip feel — so I’m not sloshing around as much.

At night, I also love how the glow of the ambient lights makes it look and feel futuristic. Considering it’s a fast-paced EV, the lighting certainly adds to its appeal. Of course, you can customize the colors, but purple suits it well.

Seamless Adaptive Cruise Control

Although I prefer keeping full control of the wheel, I find myself switching to the Taycan’s adaptive cruise control on clear stretches of highway — especially during long-distance drives. Once activated, the car handles much of the heavy lifting while I keep my hands on the steering wheel.

Not only does it manage the steering, but it also handles all the necessary braking and acceleration. In one busier stretch of the highway, the Taycan responded beautifully whenever cars merged in front of me by applying just enough gentle pressure to maintain a safe gap. While other Advanced Driver Assistance Systems (ADAS) can be oversensitive and jarring, the Porsche Taycan’s intervention feels just right.

Bottom Line

Whether your driving habits lean conservative or aggressive, an unmistakable force takes over the moment you slide into the Porsche Taycan. If you think your current car handles well, you simply have no idea until you put the Taycan to the pavement and experience what it truly means to be a driver-focused machine.

Of course, the $138,005 as-tested price of the model I drove makes it impractical for most people. But let me be clear: you aren't just paying for a battery and four wheels, you're paying for a benchmark.

The Taycan proves that as more drivers transition into the electric era, they can still experience everything they love about gas-powered sports cars — but with a significantly quieter ride and instant torque. It is, quite simply, the most complete driving experience I’ve had all year.

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The Chinese electric vehicle-maker BYD has a luxury sub-brand, Denza, in partnership with Mercedes-Benz, and its latest vehicle, the new Z9 GT could be the longest-lasting EV to date.

According to Electric Cars Report, BYD released a preview of the Denza Z9 GT with a range of up to 1,036 km (or 644 miles) CLTC range on a single charge. If true, that would make the Z9 GT the longest-range production EV available to date. This apparently would be a significant 64% increase over the current Z9 GT, which offers up to 630 km.

For a driving challenge, at that range, you could drive from New York City to Boston (214 miles) three times with a little bit of juice leftover.

Unfortunately, you might not be able to purchase one in the United States anytime soon, thanks to ongoing bans against Chinese EVs. Too bad, it could be one of our picks for the best electric vehicles with that range. However, Canada recently agreed to allow a limited number of Chinese EVs into the country, so maybe you just need a northern vacation.

How it compares

Looking at testing from Car and Driver, the EV with the longest range available in the United States is the Lucid Air, with a massive range of 410 miles based on the stricter EPA standard. However, even as a luxury car, the current Z9 GT only costs around $50,000 while the Lucid Air will set you back closer to $100,000.

To get something closer to the price of the Denza, we recently tested the 2025 Polestar 4 that starts around $56,000 but only has a range of 310 miles.

We are using different standards between CLCT and EPA, but either way, Denza is a massive improvement.

What the standards mean

Regulatory filings show that Denza will offer two battery options: a 102.3 kWh and a 122.5 kWh option. The smaller version still has an amazing 820 km CLTC rating.

To be clear, this is based on China's CLTC (or China Light-Duty Vehicle Test Cycle) standard. Based on reporting from Xmotors, the CLTC is supposed reflect driving patterns in densely populated areas.

CLTC testing appears to be more optimistic compared to the more conservative EPA standards in the U.S., which tend to involve more aggressive driving, higher speeds, and higher consumption of energy.

Americans face more highway and rural driving conditions, so we'd be highly interested in seeing how the Denza compares using the EPA standard.

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As much as I love PHEVs (plug-in hybrid electric vehicles) for their dual gas and electric powertrains, they can cost nearly as much as a full EV. Don’t get me wrong, I can’t tell you enough about how they represent the perfect middle ground — but it’s hard to convince the average buyer to invest in one when traditional hybrids remain strong options.

The 2026 Kia Sportage Hybrid is a prime example, starting at $30,490 for the base LX trim. That's a $10,000 savings over the Sportage PHEV’s $40,490 entry price, which is hard to ignore when the Sportage Hybrid still delivers an EPA-estimated 42 mpg combined fuel economy.

In today’s market, that price gap is significant enough to convince most people to skip the plug. While the SX-Prestige trim I tested pushes the price to $40,590, it adds premium features that give this compact SUV a surprisingly luxurious feel.

2026 Kia Sportage Hybrid: Specifications

2026 Kia Sportage Hybrid: Testing summary

Even with fluctuating gas prices, the 2026 Kia Sportage Hybrid SX-Prestige offers substantial long-term savings over conventional ICE (Internal Combustion Engine) vehicles. In my week’s worth of testing, I achieved a combined average of 30.1 mpg — falling a bit short of the EPA’s 35 mpg estimate, though I attribute much of that to the frigid winter weather. I bet it could reach that under warmer weather conditions.

Despite the cold, I was impressed by the 34.5 mpg I averaged during a long-distance highway test. Similar to other hybrids I’ve reviewed, like the Toyota Corolla Cross Hybrid and Mazda CX-50 Hybrid, driving efficiently can yield significantly better results.

For example, I managed an astounding 76.8 mpg during a short, 3-mile trip to the grocery store. There’s an art to driving the Sportage Hybrid for maximum efficiency. In my experience, you have to be mindful about the throttle to keep the "EV" indicator active on the driver’s display for as long as possible. In this mode, the vehicle relies entirely on electric power, which rapidly boosts the overall fuel economy.

2026 Kia Sportage Hybrid: What I Like

Great value

I can’t say enough about the 2026 Kia Sportage Hybrid’s approachable starting price. If you don’t need the high-end tech that comes with the SX-Prestige trim — such as the head-up display, panoramic sunroof, and premium Harman Kardon audio system — the base LX trim will significantly lower your out-of-pocket costs. And that's good enough for most people.

But does the $10,000 premium justify the upgrade to the SX-Prestige? If you crave convenience and safety, the answer is yes. Beyond the aesthetics, like the projector LED headlights or the sprawling views from the panoramic sunroof, the added functional tech is hard to overlook.

You gain essential features like an enhanced auto-emergency braking system, the Blind-Spot View Monitor cameras, and assisted smart cruise control functions that can automatically slow the vehicle down for upcoming curves and switch lanes.

Futuristic design, generous space

Another reason the Sportage Hybrid avoids being boring is its design, which adopts the sharp, hard-lined aesthetics of the Kia EV9. Compared to more traditional compact SUVs like the Toyota Corolla Cross Hybrid or the Mazda CX-50, I love how Kia blends futuristic elements into the Sportage’s overall look.

It helps, too, that the cabin is remarkably spacious, easily accommodating taller passengers in the rear with enough legroom to stretch out comfortably. When the sun goes down, I really appreciate the "just right" amount of ambient lighting throughout the interior, which makes the Sportage Hybrid feel significantly more upscale and attractive.

Blind spot camera monitors

I honestly don’t know why more vehicles don’t have them, but the blind spot cameras on the 2026 Kia Sportage Hybrid SX-Prestige are invaluable. I can’t emphasize enough how much this simple addition improves the driving experience — it provides a live video feed of my blind spots directly in the driver's display, allowing me to see nearby cars without taking my attention away from the road ahead.

Lane centering whenever I want it

While fully autonomous driving is still years away from the mainstream, the closest we have right now are the various adaptive cruise control systems found in modern vehicles. The Kia Sportage Hybrid is a standout in this area, particularly because of a feature I rarely see in other models: a dedicated button on the steering wheel to activate Lane Following Assist.

This feature keeps the vehicle perfectly centered in its lane, regardless of whether you’re on a major highway or a local backroad. I’ve come to rely on this assistive tech countless times, but what makes Kia’s system special is its flexibility. Unlike many other car makers that restrict lane-centering to highways, Kia allows you to activate it on almost any road with visible markings.

2026 Kia Sportage Hybrid: What I Don't Like

Wintertime challenges

While the Sportage Hybrid avoids some of the common pitfalls I find in other hybrids, like sluggish acceleration, it isn’t without its quirks. During my week of testing, I noticed that whiteout highway conditions and winter road treatments challenged the adaptive cruise control and lane-centering systems.

I suspect the front-facing cameras struggled to distinguish lane markings due to the heavy salt residue blanketing the road. On the digital driver’s display, I could visibly see the system struggling to lock onto the lanes, occasionally losing sight of the road's path and requiring me to manually control it to stay centered.

2026 Kia Sportage Hybrid: Verdict

The 2026 Kia Sportage Hybrid SX-Prestige stands out as a compelling alternative to costly EVs, without sacrificing heavily with the convenience features. By adopting the sharp stunning aesthetics of the EV9, Kia gives its compact SUV a sophisticated, premium look that makes it attractive.

Its greatest strength lies in its convenience features, like the blind spot camera monitors, dedicated steering wheel button for Lane Following Assist, and head-up display. Really, they’re genuinely useful tools that elevate the daily commute. Hybrids in general have this reputation of being boring, but not this.

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Chinese carmaker Changan Automotive is set to offer the world's first, mass-produced passenger EV equipped with a sodium-ion battery. According to the company, the upcoming Changan Nevo A06 will have a capacity of 45KWh and a range of over 400km (250 miles) but will ditch traditional lithium for CATL's new Naxtra sodium-ion battery pack.

CATL is possibly the world's largest manufacturer of EV batteries and claims switching to sodium-ion will outperform traditional lithium-ion batteries when it comes to cold weather performance.

As per a report in Gizmochina (H/T TechRadar), real-world testing has just wrapped up in Mongolia with the Nevo A06 able to charge normally at -30°C (-22°F) and continue to operate in temperatures as low as -50°C (-58°F).

In fact, CATL says that the battery pack was able to retain more than 90% of its original capacity at temperatures of -40°C (-40°F). I doubt even the best EVs would be able to achieve something comparable. And if sodium-ion alternatives could deliver sustained performance in cold-weather regions without sacrificing range, it could be a game changer for EV uptake in certain parts of the world.

Alongside the improved cold-weather performance, sodium-ion batteries may gain favor with automakers because sodium is abundant and less prone to supply chain geopolitics that can disrupt lithium distribution. It's cheaper, too.

According to the report, CATL is now beginning a new phase for its EV battery packs where sodium-ion will coexist alongside lithium-ion, depending on things like cost and use-case. The Changan Nevo A06 is expected to hit the Chinese market in mid-2026 with the company adding sodium-ion to its wider lineup in the future.

At present, this will remain a China-only product, but I'd be very surprised if U.S. and European carmakers weren't eyeing up adding sodium-based batteries to their R&D plans in the very near future.

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Hybrid vehicles are known for their impressive fuel economy, but they often sacrifice power in the process. The 2026 Mazda CX-70 is one of the few that breaks that tradition, blending outstanding efficiency and muscle.

This mid-size SUV starts at $42,250 for the base trim, jumping up to $56,135 for the Turbo S Premium trim I drove for a week — with both earning an EPA-estimated combined fuel economy of 25 mpg.

While many of the best electric cars offer better long-term savings with their all-electric powertrains, I still believe hybrid cars are the best way to go for the majority of people. The 2026 Mazda CX-70 Turbo S Premium proves it’s the perfect middle ground for skeptics. Here’s why.

2026 Mazda CX-70: Specifications

2026 Mazda CX-70: Testing summary

I drove a total of 208.8 miles during my week testing the CX-70, averaging 24.5 mpg. That's right on target with the manufacturer's claims, but it is lower than the efficiency I got from testing other hybrid SUVs like the Mazda CX-50, Toyota Corolla Cross Hybrid, and Lexus UX 300h.

To be fair, though, those SUVs are smaller with less powerful engines — whereas the CX-70 is a midsize SUV with a 3.3L Turbo Inline-6 that delivers 340 hp. I was actually most impressed by the 30.1 mpg I averaged during a long-distance highway test, which I think is an impressive feat for a vehicle of this size and weight.

Don’t let the numbers fool you into thinking it isn’t efficient because the all-gas Genesis GV80 I tested recently averaged a dismal 19.4 mpg. While that is also a midsize SUV, albeit with three rows, it really highlights the CX-70’s efficiency advantage.

2026 Mazda CX-70: What I Like

Impressive power for a hybrid

I’ve driven my share of hybrids, and while I usually prioritize fuel economy, these vehicles are often underpowered. However, the 2026 Mazda CX-70 Turbo S Premium is one of the few hybrids that commands serious power.

Accelerating and overtaking slower traffic is effortless thanks to that 3.3L Turbo Inline-6 engine. There's an immense amount of torque behind it, which came as a genuine surprise the first time I pulled away from a stop sign and felt the car's immediate response.

Spacious Interior

I’m a fan of the red and black trimmed seats, which give the cabin a distinctively sporty vibe, but I was even more impressed by the sheer amount of room. The interior is remarkably spacious, from the generous legroom in the rear — enough to comfortably accommodate the tallest of passengers — to the massive trunk. In fact, it's large enough to fit my JackRabbit OG2 Pro ebike with ease.

Adaptive Front-Lighting System

One feature that truly elevates the "premium" feel of this trim is the Adaptive Front Lighting System. It allows the headlights to pivot in the same direction as the steering wheel, which is incredibly helpful on winding roads at night. By pivoting up to 15 degrees, the headlights illuminate the path exactly where I’m steering, rather than just pointing straight ahead into the darkness.

Smooth adaptive cruise control

I’m the type of driver who relies heavily on adaptive cruise control during long road trips, and the 2026 Mazda CX-70 doesn't disappoint.

The system keeps a watchful eye on traffic conditions, smoothly applying acceleration and braking to maintain a safe following distance. I felt confident letting the lane-centering assistance guide the steering, since it was quick to identify vehicles merging into my lane and reacted with gentle braking. It's exactly the convenience I love using constantly to make the drive as comfortable as possible, while keeping guard over the vehicle should my reaction time unexpectedly lapse.

2026 Mazda CX-70: What I Don't Like

No touchscreen display

Mazda is one of the few car makers that still insists on having a non-touchscreen main display. This becomes a point of frustration when I’m constantly rotating the command knob next to the shifter to navigate the interface.

What would normally take a couple of taps ends up becoming a labored process where I occasionally miss a selection because I’m trying to move through the menus quickly.

Update: Apparently, it does offer touch support by enabling the option for it, which is an annoyance in itself — but it now makes sense given the Mazda CX-50 offered it.

Antiquated interface

I’m also frustrated by the antiquated interface, which is made worse by its cumbersome, menu-driven system. While Apple CarPlay and Android Auto support make me less reliant on the stock software, the system would benefit from a modern makeover to match the intuitiveness found in vehicles like the Polestar 4 and Rivian R1S.

2026 Mazda CX-70: Verdict

The 2026 Mazda CX-70 Turbo S Premium is a rare breed in the hybrid world. Just like other hybrid vehicles, it prioritizes fuel economy to cover long ranges — without sacrificing on power. It’s honestly the perfect middle ground for the driver who isn't ready to shell out the extra for a comparably sized EV, but who is also tired of the dismal fuel economies of ICE (Internal Combustion Engine) vehicles.

With a starting price of $42,250, the CX-70 has the room and utility to be an ideal family car. By moving up to the $56,135 Turbo S Premium trim I tested, you're paying for a top-tier experience complete with a head-up display, stronger engine performance, 360-degree camera views, heated seats, auto-dimming side mirrors, and more.

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When I first came across it a couple of years back at the 2024 New York Auto Show, I didn’t know what to think of the Polestar 4. That’s because this all-electric luxury crossover lacks a traditional glass rear window. Instead, the rear is completely blacked out, with a rear-mounted camera that feeds a live video stream directly to the digital rearview mirror inside.

Honestly, it’s unlike any other EV I’ve tested to date. In fact, Polestar calls it an “SUV coupe” due to its ultra-sleek design. And you know what? I absolutely agree. While the base trim starts at $56,400, the Long Range Dual Motor model I drove for a week pushes the price to $80,800 — but it included upgrades that pack in some seriously impressive tech that make it a serious best electric car contender.

If there’s one thing I can tell you about driving the Polestar 4, it’s this: it is going to change the way you drive. Here’s why.

2026 Polestar 4: Specifications

2026 Polestar 4: Testing summary

I drove a total of 202.9 miles with the 2026 Polestar 4, averaging an efficiency of 2.55 mi/kWh. While that falls short of the 3 mi/kWh mark I generally look for, the performance was likely impacted by the cold winter weather and the incredibly powerful dual motors, which produce 544 hp.

The Polestar 4 truly drives like a coupe, with swift acceleration and tight, responsive steering — but its efficiency lags behind other luxury crossovers I’ve tested. Both the Cadillac Lyriq-V and the Audi Q6 e-tron Prestige delivered better efficiency.

This discrepancy is significant because if I take the 2.55 mi/kWh average and the EV's 100 kWh battery, the real-world range calculates to just 255 miles — which is notably lower than its 280-mile EPA rating. It’s puzzling because the Polestar 4’s sleek, aerodynamic lines suggest it should be a leader in efficiency, yet my testing suggests otherwise.

Additionally, Level 1 charging at home through a standard 120V outlet is frustratingly slow. Its 1.99 mi/hr charging rate is quite low, especially compared to the Lyriq-V, which consistently added over 3 miles of range per hour.

2026 Polestar 4: What I Like

Stunning design, neat headlights

Carrying over the same futuristic meets aerodynamic aesthetic of the Polestar 3, I can’t tell you enough how amazing the Polestar 4 looks. Polestar’s description of it being an SUV coupe is accurate. Its lower roofline, slick front end, and rounded back give off major Porsche Taycan vibes.

Similar to the 'Thor’s Hammer' headlights seen on many Volvo EVs, like the EX30 and EX40, the Polestar 4 features a dual blade design that splits the headlights into top and bottom sections. Since the Polestar 4 I tested is equipped with the optional Plus Pack, the unlocking sequence includes an illuminated logo on the hood.

Sharp cameras

Since there isn’t a rear windshield to look out of, my visibility depends entirely on the quality of the camera system. Luckily, it doesn’t disappoint. There are actually two distinct cameras at the back: one tucked into the roof-mounted shark fin spoiler to replace the rear window, and another positioned lower near the license plate to handle traditional backup duties.

Through the digital rearview mirror, the video feed is crisp and impressively detailed. What makes it even more valuable, in my opinion, is the wider field of view — it's so expansive that I can actually make out my blind spots.

Intuitive software

One of the underappreciated areas of most EVs is the software — and the Polestar 4 doesn’t disappoint. I’m often annoyed by the antiquated look and unresponsiveness of other EV interfaces, but the Polestar 4 proves how software can directly impact the overall driving experience.

Not only is the interface laid out logically on the 15.4-inch display, but small touches like the solar system-themed ambient lighting modes set the tone of the interior by matching the accent lights to their corresponding planets. What makes the software feel truly intuitive is how fluid the touch gestures are. You also get CarPlay support, but Android Auto is noticeably absent. Instead, you can log into your Google account through the Android Automotive infotainment system.

Electrochromic glass roof

Another hallmark feature of the Polestar 4 is its panoramic glass roof, which offers sprawling views of the sky. I’d say it’s one of the most expansive I’ve seen in any EV, extending much further back thanks to the lack of a traditional rear windshield.

With the Plus Pack upgrade, the roof features electrochromic smart glass that can shift from transparent to opaque. The animation is a sweet touch, but it also helps to better shade the interior — providing an extra layer of privacy for whatever I’m carrying inside.

Fun drive, outstanding ADAS

In true sports car fashion, the dual-motor AWD powertrain of the Polestar 4 makes for a fun and exciting drive, complete with zippy acceleration and tight steering. I personally prefer driving with the regenerative braking enabled, but it’s nice that Polestar lets you customize the level so that you can get a better feel for it.

On the highway, I find the adaptive cruise control responsive to changing traffic conditions. With Pilot Assist activated, it practically drives for me by keeping the vehicle centered in the lane and responding to cars moving in and out of my path. During one particular drive, a vehicle abruptly pulled in front of me, and the ADAS (Advanced Driver-Assistance System) seamlessly applied the brakes to maintain a safe gap.

2026 Polestar 4: What I Don't Like

Digital rearview mirror takes some getting used to

After the first day, I felt fairly confident driving the Polestar 4, but I still found myself challenged at times. One of the biggest hurdles is getting my eyes adjusted to the digital rearview mirror. My eyes have a tougher time switching focus from the road ahead to the digital screen just inches away. That sudden distance shift may be too straining for my eyes, so much so that it takes a couple of seconds for me to adjust.

At the same time, the display's brightness isn't quite as high as I’d like. Even at the maximum setting, I find it a bit dim in certain lighting conditions, which makes that focus shift even more noticeable.

Could be more efficient

While not dismal, the 2.55 mi/kWh average efficiency I recorded with the 2026 Polestar 4 trails its rivals. You could chalk it up to the weather and its sporty performance, but I tend to be conservative with my driving. Given its size, I also expected it to be more efficient than the larger Polestar 3 — which, surprisingly, averaged 3.13 mi/kWh in my testing.

2026 Polestar 4: Bottom Line

The Polestar 4 is a truly remarkable EV that blends the utility of a crossover SUV with the speed of a sports sedan. As much of a thrill as it was driving it for a week, I still come back to how it fundamentally changes the driving experience — specifically by requiring total reliance on a digital rearview mirror.

However, there are other areas where the Polestar 4 truly makes its presence known, ranging from the minimalist aesthetic of its Scandinavian-inspired interior to the software’s intuitive interface.

For the $80,800 as-tested price, the additional features are impressive. Perks like the electrochromic glass roof and exceptional ADAS give the Polestar 4 significant standing against other luxury EVs. You could pay less for better efficiency with the Audi Q6 e-tron, or more for the traditional luxury look of the Cadillac Lyriq-V, but the 2026 Polestar 4 offers a unique and compelling balance.

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The biggest problem with the best electric cars is that they are quite expensive when you buy them new. A lot of non-electric cars are, too, but the amount of tech car makers stuff into their EVs means the price tag does creep up. Especially if you're looking for something with a big battery and long range.

There are some alternatives here. The first is to get your car on a lease, though that only swaps out the large payment for a fixed-term monthly fee — which is hardly a good cost-saver in the long term. The other option is to pick up a used model, either a former lease or a car someone decided they didn't need anymore. This is where the savings lie, and according to a new report, it's actually the cheapest kind of car you can own.

Some people will have concerns about buying a used EV, especially if they've heard too many rumors about long-term battery health. But I've been driving a used EV for the past five years, and I have zero regrets about the whole thing.

Why are used EVs cheaper to own?

The report in question looked into all the ownership costs of different kinds of cars, including EVs, hybrids and traditional internal combustion engines, while also looking at the actual cost of ownership. That includes purchase price, charger installation costs, fuel, insurance, maintenance and the final value of the car when it hits its 10th birthday.

The report found that while EVs depreciate quite heavily in their first 3 years, the loss of value tapers off after that time. The trends were similar to those of gas-powered cars, but the obvious difference is that electric cars incur significantly less maintenance costs during those final seven years.

We're talking thousands of dollars of difference from maintenance alone, with some vehicle types offering as much as $3,700 savings in favor of EVs. Plus, depending on where you charge your car, the cost of topping up the battery could come out noticeably cheaper than a visit to the gas station. Even more so if you charge at home, rather than using a commercial charging station.

Used EVs themselves have been priced increasingly cheaply in recent years. Suspiciously cheaply, at first glance, but it's all down to the fact that these models are often former leases that were returned at the end of their three-year contract.

Speaking to Gizmodo, Tyson Jominy, senior vice president of data and analytics at J.D. Power, predicts that there will be a surge of lease returns hitting the used market by the second half of this year. Without the used EV incentives that were previously available in the U.S., dealers are going to resort to competitive pricing to get used EVs off their lots.

In other words, used EVs will be sold for a fraction of their original value. Which makes the cost of an EV entry significantly cheaper than it would have been just a few years ago. You just have to be willing to buy a used electric vehicle first.

Trust me, I've had a used EV for 5 years

There are going to be people reading this who are skeptical of buying a used EV for one reason or another. The amount of doom and gloom about battery longevity that has circulated for the past several years is enough to make anyone pause. That goes double for anyone who has had experience with the original Nissan Leaf, which has an infamously poor battery and serious issues with long term degradation.

But not every EV is the Gen 1 Nissan Leaf. Some EVs have been on the road for over a decade, notably early Tesla models, which have racked up hundreds of thousands of miles with few ill effects. Even the Gen 2 Nissan Leaf, the car I currently own, is a stark improvement over its predecessor.

I purchased a two-year-old Leaf five years ago and have been driving it around ever since. I'm not going to pretend that it's all been smooth sailing, though. I have many gripes with the way Nissan built this car, and it's not aged well compared to other EVs of that era. Particularly when you look at the car's charging system and driving range.

But the battery and driving system? That's all operating the same as it ever did. The car's internal battery health gauge is full, which apparently means it's retained above 85% of its total capacity. I could use one of the best OBD-II scanners to dive deeper and get a more exact figure, but I haven't ever felt the need. Not when my range estimates have stayed pretty consistent in the last half-decade.

I have had to make some repairs, though, and they were not cheap fixes. EVs may have fewer moving parts that can break down or wear out, but things can still break, and the cost of fixing them can be expensive. My infotainment screen completely died on me a few years back, and sourcing a brand new replacement through Nissan would have cost a couple thousand dollars.

Generally, this is more indicative of the tech automakers have pushed into cars, and the lack of self-repair options, than an EV-exclusive issue. I'm thankful that these issues were relatively minor and wouldn't pull the car off the road. Plus, I had the foresight to buy an extended warranty, which turned out to be money well spent.

Random parts breakages aside, I don't have any real issues driving or maintaining my Leaf. It goes in for service once a year and passes with flying colors. They have been telling me I'm on the verge of needing my brake pads replaced for at least three years, but thankfully the car's regenerative braking system means I don't really use them that often. It's one less thing to have to worry about.

Bottom line: A used EV could be a great investment

Maybe if I could do things differently, I would have purchased a different car, or at least a Leaf with a larger battery, but I have absolutely zero regrets about buying a used model. Not only did I get the car for a generous discount (around $15k less than new), I've had very few issues with it.

The fact is, I plan on swapping my Leaf for something bigger in the near future, and I'm definitely going to pick up another used EV. I just need to decide which one. If you're going to be looking for a new car at some point in the near future, then it may be worth checking out which used EV models are actually available — and how much you might save.

Considering the low prices that can be found, and the potential savings you can make throughout the rest of its lifespan, you could score yourself a bargain.

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The Tesla Model S has earned a place in the long and impressive history of the car industry. Introduced in 2012, the electric car went toe-to-toe with luxury sedans from the legacy automakers and proved that electric cars were viable in the United States.

Now, 14 years later, Tesla has confirmed it will stop production of the car, as well as the Model X. The latter, with its famous falcon-wing doors, was the company's first approach to a family SUV. Like the Model S, it was a massive hit across the country.

But times move on, and in Tesla's earnings call this week, the company confirmed it needed to change gears. When combined, the Model S and Model X only accounted for 2.8% of Tesla's total revenue in 2025. But beyond that, by stopping production, Tesla can utilize the space at its Fremont factory to build robots.

“S and X will always continue to exist in the fleet, just not in production, but it’s still a little sad,” Elon Musk wrote in a post on X.

The pivot into robotics comes at an interesting time for Tesla. In the earnings call, the company reported $3.8 billion in annual GAAP net income on $94.8 billion in revenue — which comes out to a year-over-year decline of 3%. It's the first time annual revenue has fallen for the car company. Moreover, deliveries were down 9% to 1.64 million vehicles compared to 2024.

The future is robots

In the earnings call, Musk confirmed plans to reallocate resources saved from the Model X and Model Y towards its autonomous robot development.

“We are going to convert that production space to an Optimus factory. It’s part of our overall shift to an autonomous future,” Musk said on the call.

Tesla is doubling down on its autonomy efforts, operating under the belief that general transportation will be better served by autonomous platforms than traditional human-driven ones. So expect to hear more about the company's $30,000 Cybercab in the coming years.

But as well as cars, humanoid robots will dictate the future of Tesla. The company's Optimus product has been around since 2022 and the third generation could be unveiled in the next few months. The Optimus 3 is apparently able to learn by observing human behavior, instead of having to program it to perform certain tasks.

"It's going to be a very capable robot," Musk said on the earnings call.

Whether or not the Optimus robot will achieve a place in the history books alongside the Model S remains to be seen.

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Tesla is expected to hold its Q4 earnings call later today at 5:30 p.m. ET (2:30 p.m. PT), but the company has gone ahead and released its report. Even though revenue fell 3% year-over-year to $24.7 billion, it exceeded Wall Street expectations with GAAP gross margin improved significantly to 20.1%, up from 16.3% a year ago.

This comes is good news considering how the dwindling demand for EVs in the last year. For Tesla, this comes after Tesla's announcement last week that it’s no longer going to be offering its AutoPilot feature with new vehicles sold in the U.S. and Canada — choosing instead to put one key aspect of this feature behind a subscription paywall.

Things have drastically changed since the federal EV tax credit expired last October, which enticed prospective EV shoppers with a $7,500 credit for new EVs. Tesla delivered 418,227 vehicles in Q4, bringing the full-year 2025 total to 1.636 million — which is 9% decline from 2024.

There's also other streams that Tesla focused on to combat the EV downturn, including things like its Powerwall rechargeable battery backup system for homes, autonomous Robotaxi service expansion, and more. Here's everything Tesla announced with its Q4 2025 report.

Tesla Q4 2025 earnings: At a glance

• Tesla reported $3.8B in annual GAAP net income on $94.8B in revenue, which comes out to a year-over-year decline of 3%.
• GAAP gross margin improved significantly to 20.1%, up from 16.3% a year ago.
• Deliveries totaled 1.64 million vehicles, a 9% decrease compared to 2024.
• Energy storage deployments generated $1.1B in quarterly profit, up 49% year-over-year.

Tesla Q4 2025 earnings: How to listen live

We’ll be live-blogging all the key announcements to come from Tesla’s Q4 2025 earnings call, but you can catch up with everything by listening to the livecast in real time. Once the Q&A session is over, an archive of the entire thing will be available online.

Tesla Q4 2025 earnings live webcast

Revenue growth last quarter

Interestingly, Tesla reported revenue growth with its Q3 2025 earnings report, recording a 12% year-over-year increase — but it came at a cost with dwindling margins from its electric vehicles. Despite this, the company did manage to deliver a record 497,099 vehicles for the third quarter alone. That's actually the highest quarterly total in the company's history.

Expired federal tax credit is a huge headache

Tesla's grasp on the EV market is fundamentally linked to the federal EV tax credit, which served as a primary incentive for shoppers to choose electric over traditional gas-powered vehicles. Now that it has expired, prospective buyers may be reluctant to pull the trigger on even the most affordable models, such as the Tesla Model 3.

Purchasing one today would cost you $36,990. For many, the $7,500 federal tax credit would have helped alleviate the financial burden of that price tag — but that safety net is gone.

Subscription models could be the future

One of the biggest incentives of buying a Tesla EV is Autopilot, a feature that offers Level 2 partial automation when it comes to driving. This essentially acts to provide the necessary braking and acceleration while in cruise control, but it also keeps the vehicle centered in a lane.

Tesla announced last week that future Tesla electric cars won't have all of Autopilot by default. They'll come with the usual cruise control functions of braking and accelerating automatically, but getting the lane centering feature will now require them to pay $99 a month.

It does beg the question about profitability, as this could be seen as a new revenue stream for the EV maker.

Heated competition, including affordable EVs

In just the last year alone, there's been a lot of competition around affordable EVs. For the longest time, the Tesla Model 3 has been heralded as the benchmark for its tech-forward features and low price point, but the landscape has shifted tremendously.

We've been able to test out a handful of the most affordable electric vehicles, including the 2026 Nissan Leaf that starts at $29,900. That puts the Tesla Model 3 at a disadvantage for those looking to spend as little possible to reap the long term savings of EVs. There's also the Chevrolet Equinox EV, a compact SUV that gets 315 miles of range and costs $35,995.

Possible expansion of Robotaxi to other markets

You might not know it, but Tesla recently reached a major milestone by launching its unsupervised Robotaxi service in Austin, Texas. Passengers can now hail a Tesla Model Y through the app for a ride without a safety monitor behind the wheel. This shift to a truly driverless experience marks a turning point for the company, moving from human-supervised testing to fully autonomous trips.

Tesla is expected to use tonight's Q4 2025 earnings call to discuss expanding this unsupervised service to other major markets, which could further showcase the scale of its AI-driven ride-sharing network.

Tesla Optimus bot could play a critical roll in the company's future

Tesla’s assembly lines could change dramatically in the coming years as the company's humanoid Optimus bot begins performing real-world factory tasks. Just last week, Elon Musk alluded to a future where "work is optional" and jobs are merely a hobby, driven by the rapid advancement of AI and robotics.

While the public has only seen the v2.5 prototypes, the upcoming Optimus V3 is already being hailed by insiders as a game-changer that could eventually eclipse Tesla's EV business entirely. The company could use its Q4 2025 earnings call today to shed more light on the production timeline for this next-generation bot.

EV slump is forcing other car makers to look elsewhere

It doesn't help that EV prices remain prohibitively expensive for most shoppers to even consider. The current market slump is forcing automakers to radically rethink their strategies — and Ford is leading the retreat.

The Michigan-based company recently announced it would discontinue manufacturing the all-electric F-150 Lightning, pivoting instead to EREVs (Extended Range Electric Vehicles). This next-generation Lightning will utilize a gas engine as an onboard generator to power the electric motors, extending the vehicle's range to a staggering 700 miles.

While Ford pivots to this middle-ground technology, Tesla remains all-in on pure battery power, setting up a massive showdown for consumer preference in 2026.

Forget EVs! Tesla wants to become a power company

While Tesla's established itself as a global automaker that specializes in making EVs, the company's actions in the last few years show bigger ambitions in becoming a power company. Its Powerwall rechargeable home battery system allows homeowners to take the power acquired by solar panels and store it for later use.

Through Virtual Power Plants (VPPs), Tesla's has a revenue stream where it could sell energy back to the grid during peak demand. Through these networks, Tesla has created a high-margin revenue stream by selling stored energy back to the grid during peak demand.

Car subscriptions are nothing new, but Tesla’s latest price hike is a genuine shock

I've already explained the outrage some people have about Tesla's move to charge $99/month to acquire the full power Autopilot in its EVs — something that was previously available for free. However, this switch to a subscription model isn't anything new. In fact, other car makers have been doing it.

The difference, though, boils down to the cost for this feature. I've tested General Motors' equivalent feature called Super Cruise Control. It works really well in EVs like the Cadillac Lyriq-V and Chevrolet Tahoe, allowing vehicles equipped with it to overpass slower cars all on their own. This feature is free to use for 3 years, which then costs $39.99 per month.

Tesla's asking $99 for its equivalent service and that's the bigger shock in all of the news.

More EVs embrace Tesla's NACS charging port —  and it's a big deal

One of the most common concerns I hear from prospective EV buyers revolves around 'range anxiety' and where they will charge on the road. While I always recommend charging at home via Level 1 or Level 2, the fear of being stranded during a trip remains a significant barrier.

Interestingly, that barrier is vanishing as more EVs than ever now come equipped with native access to the Tesla Supercharger network. This isn't just about using bulky adapters. I'm referring to many new models that now ship with a factory-installed NACS (North American Charging Standard) port.

With vehicles like the Rivian R1S, Subaru Solterra, and Hyundai Ioniq 9 adopting this port natively, drivers gain seamless access to thousands of reliable chargers nationwide — a move that fundamentally changes the math for anyone on the fence about going electric.

Will the slate be cleaned later this year?

Affordable EVs aren't known to be high-margin drivers, yet they are the ones with the most mass appeal. Even though Tesla's Model 3 has reigned supreme in this category for years, the slate may finally be cleaned later this year.

I'm closely watching the Jeff Bezos-backed Slate Auto as it prepares to ramp production of the Slate Truck, a radically spartan, two-passenger EV with a 150-mile range at a price around the mid-$20,000 range. To achieve this, the company strips away nearly every modern convenience, featuring manual windows and a dashboard lacks a touchscreen entirely.

While these seem like major compromises, the attraction of a mid-$20,000 sticker price is undeniable. It will be interesting to see how Tesla responds to this disruption.

Rivian R2 could be the bigger threat for the Model Y — and Tesla should be worried

The Model Y sits at the heart of Tesla's lineup, offering a practical crossover SUV that's ideal for families thanks to its sleek tech, zippy performance, and competitive sub-$40,000 starting price. However, the road ahead looks increasingly difficult with the arrival of the Rivian R2 later this year.

Rivian’s mid-size SUV appears to inherit the best features of the larger R1S, including an advanced autonomy suite. This system has already proven its capability in reacting to dynamic traffic conditions, and with the R2’s new sensor stack, it may finally offer the 'hands-free' consistency that Tesla owners have been craving.

Tesla says it will wind down Model S and X production in the next quarter

Elon Musk announced that the company will be winding down production of its Model S and Model X vehicles next quarter, choosing instead to focus on autonomous platforms like its new Robotaxi service.

Musk says that Optimus 3 is "going to be a very capable robot"

Tesla's humanoid robot, the Optimus 3, is said to be unveiled in the next few months. It can learn by observing human behavior, instead of having to program it to perform certain tasks. "It's going to be a very capable robot," explains Elon Musk during Tesla's Q4 2025 earnings call.

The future is autonomous, not more consumer EVs

Tesla is doubling down on its autonomy efforts, operating under the belief that general transportation will be better served by autonomous platforms than traditional human-driven ones. This strategic pivot explains why the company is winding down production of legacy vehicles like the Model S and X in favor of the Cybercab.

As a purpose-built, driverless vehicle, the Cybercab is intended to play a central role in Tesla's vision of a high-margin, autonomous future.

Musk says that the Roadster will debut this April

Ironically, Elon Musk announced that Tesla plans to debut the next-generation Roadster in April. "It’s going to be something out of this world," Musk remarked.

It's a bold claim, especially considering the irony of Tesla’s primary narrative throughout its Q4 2025 earnings call by prioritizing autonomous driving and the Robotaxi.

"We will transition the Cybertruck line to just a fully autonomous line"

Tesla intends to pivot the Cybertruck from a personal vehicle into a primary autonomous platform, integrating it into the same operational ecosystem as its Robotaxi network. "We will transition the Cybertruck line to just a fully autonomous line," explained Musk while answering an investor question.

By transitioning its production lines to a fully autonomous focus, the company aims to transform the truck into an autonomous transport and logistics service. This shift reflects Tesla's broader strategy to leverage its AI software for future monetization opportunities across its entire fleet.

Margins stabilize, thanks to growth in Energy Generation and Storage

Tesla's gross margin climbed to 20.1%. That's important because it shows a nearly four-percentage-point increase year-over-year. Much of this is due to its Energy Generation and Storage division, which reached record profitability with a record $1.1 billion in quarterly gross profit — marking its fifth consecutive record quarter.

Aside from Tesla, the only other EVs I consistently see on the road are those from Rivian. I don’t think that’s a coincidence at all, especially after testing the R1T and R1S last year.

The 2026 Rivian R1S introduces a Quad trim that delivers an insane 1,025-hp performance from its four electric motors. If that’s not enough, it also gains a more future-proof NACS charging port that opens up access to Tesla Supercharger locations across the country, while an included CCS1 DC adapter lets you charge at other stations.

There’s still so much more to the 2026 Rivian R1S Quad that convinces me it’s the most tech-forward electric SUV out there. Obviously, I can’t overlook its staggering $121,990 MSRP ($124,890 as tested), but you can save significantly and still get the same three-row seating by opting for the Dual Standard that starts at $76,990.