When I first started testing EVs a few years ago, I fell in love with the value offered by the Lucid Air Pure without having to fork over a six-figure investment. Last year, I was even more impressed by the 2025 Lucid Air Touring, with its sharp driving performance and class-leading efficiency.

But the landscape has changed dramatically in the year since I drove that luxury sedan. Stronger competition has narrowed the gap, meaning the 2026 Lucid Air Touring can’t afford to come up short — especially after I’ve tested marquee rivals like the BMW i7, Porsche Taycan, and Audi A6 Sportback e-tron.

What remains compelling about this sports-tuned EV is its striking design. It bridges the exotic aesthetics of a supercar with one of the most spacious cabins of any electric sedan. Carrying an as-tested price of $102,100, the 2026 Lucid Air Touring has to overdeliver if it wants to stand out as one of the best electric cars I’ve driven this year.

2026 Lucid Air Touring review: Specifications

2026 Lucid Air Touring review: Testing summary

I drove a total of 266.9 miles during my week of testing with the Lucid Air Touring, achieving a real-world average efficiency of 3.63 mi/kWh. While that falls a bit short of the impressive 4 mi/kWh average I logged with the 2025 model, the 2026 Air Touring remains remarkably efficient — especially when stacked against its flagship rivals.

For context, it easily outclasses heavyweights like the BMW i7 M70 and Porsche Taycan 4, both of which struggle to clear the golden 3 mi/kWh mark. On long-distance trips spent mostly on the highway, the Air Touring is a standout, reaching 4.21 mi/kWh on one of my test runs. However, I still recognize the Audi A6 Sportback e-tron as the overall efficiency leader in the luxury segment with its slightly higher 3.7 mi/kWh average.

Thankfully, the Lucid Air Touring continues to charge noticeably faster at home via Level 1 charging through a standard 120V outlet. In fact, charging overnight yielded 41 miles of range in under 12 hours. While that might not sound like much on paper, its 3.49 mi/hr replenishment rate leads the pack among luxury EVs for Level 1 charging.

2026 Lucid Air Touring review: What I like

Sleek design

Beyond its class-leading efficiency, the 2026 Lucid Air Touring remains a total gem on the road. I still do a double take whenever I spot one in the wild — much like seeing a unicorn, it’s a rare sighting that demands attention.

Sitting intentionally low to the pavement with a wide, grounded stance, it delivers an exotic, sports car-like presence. That athletic aesthetic is further elevated by its long wheelbase, sculpted hood, and gently tapering roofline, which subtly reminds me of '90s classics like the Mitsubishi 3000GT and Dodge Stealth.

It strikes a rare balance in the luxury segment: a curvaceous silhouette that looks fast standing still, without sacrificing an inch of interior cabin space.

Minimalist interior, plenty of space

Lucid takes a distinct approach to the cabin of the Air Touring, featuring an understated design language that rivals the sleek, minimalist aesthetics typical of Volvo and Polestar.

The interior strips away unnecessary clutter in favor of premium materials, discreet air vents, and intuitive digital displays that create a calm atmosphere. For instance, I love how the lower central Pilot Screen smoothly retracts into the dashboard when it’s not needed, keeping the dash clean and open.

But where the Air Touring truly sets itself apart is in its packaging — offering an insane amount of legroom for both front and rear passengers. It delivers an open, airy lounge feel while effortlessly combining modern minimalism with true executive-class room to stretch out.

It’s super fun to drive

Beyond its lounge-like cabin, the 2026 Lucid Air Touring is an absolute thrill behind the wheel. Mash down on the accelerator — especially after switching into Sprint mode — and it delivers immediate power that pins me straight to the seat.

But the real magic happens when the road starts to bend. Thanks to its ultra-low center of gravity, surprisingly tight steering, and composed chassis tuning, it carves through twisty backroads with absolute confidence. It’s an unbelievably engaging drive, consistently delivering pure joy and excitement every time I get behind the wheel.

It easily ranks as one of the most fun luxury EVs I’ve driven all year, trailing only hyper-focused performance models like the Porsche Taycan and Audi RS e-tron GT.

Still the best frunk in a sedan

While the Lucid Air Touring excels at interior space, it does compromise a bit when it comes to the rear trunk. Because of its low vertical clearance, storing taller boxes or bulky items can be tough. Fortunately, the trunk opening itself is impressively wide — easily accommodating long items like my electric scooter without requiring awkward angles.

However, I’m still thrilled to report that it has the absolute best frunk of any electric sedan on the market. Its massive front trunk features a clever two-tier design with a deep lower well, making it the perfect spot to stow taller packages, carry-on bags, and groceries that won't fit under the trunk's low lid.

Massaging seats

When it comes to long driving sessions, the front seats in the 2026 Lucid Air Touring offer impressive comfort. They are wonderfully soft and plush, but what really helps fend off muscle stiffness on extended trips is the integrated massage function.

Rather than just offering a subtle vibration, the system actively targets key pressure points across your back and thighs to keep fatigue at bay. Best of all, the front passenger seat gets access to the exact same executive treatment.

2026 Lucid Air Touring review: What I don't like

Choppy blind spot camera monitors

If there’s one clear area where Lucid’s tech falls short of its premium price tag, it’s the side-view blind spot cameras. It activates automatically whenever I hit the corresponding turn signal, showing me the camera feed on the driver's display — a feature that's always a win in my book.

Unfortunately, the video quality leaves a lot to be desired. The feed regularly appears choppy and stutters during daytime driving, and when night falls, the resolution degrades into a grainy image that struggles. In a luxury EV loaded with cutting-edge hardware, these camera monitors feel surprisingly unpolished.

Inconsistent Driving Assist

While Lucid’s Highway Assist system is impressive when it’s working — steering, centering, and distance monitoring works smoothly on open roads — it's the reliability of it staying on that leaves room for improvement.

During my week's worth of driving the Air Touring, it frequently failed to activate altogether, showing as unavailable even on major highways where it should've engaged. When it does work, it manages lane-keeping and distance control, but it disengages far too often to the point I'm left frustrated.

Pricey, but positioned right

With an as-tested sticker price of $102,100, the 2026 Lucid Air Touring is a serious financial investment. But to be fair, it manages to undercut top-tier competitors like the BMW i7 and Porsche Taycan — both of which easily push past $130,000+ when optioned up.

However, if pure value in a luxury model is your top priority, the Audi A6 Sportback e-tron remains a tough alternative to ignore, delivering fantastic efficiency and premium refinement at a substantially lower price point.

Of course, if you're set on Lucid’s peculiar styling and class-leading efficiency, but want to keep your investment under six figures, you can always sacrifice a bit of the Touring's dual-motor punch and opt for the rear-wheel-drive Lucid Air Pure.

2026 Lucid Air Touring review: Bottom line

The 2026 Lucid Air Touring remains a solid contender with its outstanding range, efficiency, and sportscar-like aesthetic. Even if its 3.63 mi/kWh average falls slightly short of last year's benchmark, it continues to put rival heavyweights like the BMW i7 and Porsche Taycan to shame when it comes to range and Level 1 home charging speeds.

It’s not without its flaws, though. Clearly its $102,100 price point sits in a premium bracket where clunky driver-assist reliability and choppy blind-spot cameras stick out like sore thumbs. Furthermore, buyers hunting purely for efficiency per dollar will find a strong alternative in the Audi A6 Sportback e-tron — which has more premium features for the buck.

Yet, for those willing to pay for what matters, the Air Touring delivers where it counts most. With its dazzling design, expansive interior legroom, and unmatched powertrain packaging, it proves that you don't need to sacrifice style or range to drive something truly exotic.

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Most SUVs today are designed to tackle everyday commuting, but a select few add the utility of being weekend road warriors. That’s why I drove the Honda Passport and Subaru Outback for a week each to see how these family SUVs compare.

There are clearly a lot of similarities between the two, including their spacious cabins, solid towing capacity, powerful engine performance, and standard all-wheel drive. Honda has already proven to me this year that it prioritizes driving performance over efficiency, as seen when the Honda Pilot came out on top against the Toyota Grand Highlander in my testing.

Likewise, Subaru offers a charming lineup of crossovers and SUVs that have proven to be top contenders for all sorts of families. While the lineup ranges from the small but mighty Crosstrek to electric options like the Solterra, the Outback remains by far the most notable and widely acclaimed vehicle in its stable.

I specifically drove the 2026 Honda Passport TrailSport Elite and 2026 Subaru Outback Wilderness, which have as-tested prices of $54,145 and $50,535, respectively. While they occupy a similar price bracket, they approach the daily drive and weekend escape with very different personalities.

Honda Passport vs. Subaru Outback: Specifications

Honda Passport vs. Subaru Outback: Design

Visually, these two couldn’t approach outdoor utility from more distinct angles. Subaru’s aesthetic is undeniable here, as the Outback Wilderness leans heavily into its lifted-wagon roots, accented by matte-black body cladding and signature anodized copper accents on the bumpers and roof rails.

Small details like those copper accents really highlight Subaru’s signature styling, which people either love or hate. At the same time, the Outback retains the low-slung silhouette of a crossover.

On the other hand, the Passport TrailSport Elite embraces a classic, upright SUV stance with boxier proportions and a taller roofline. Aggressive trail accents, such as thick skid plates and beefy all-terrain tires, give it an equally trail-ready look.

While the Outback’s flashier details give it plenty of personality, the Passport takes the win for me because of its taller stance and more conventional styling that has broader appeal — giving it a stronger presence on both highways and trails.

Winner: Honda Passport

Honda Passport vs. Subaru Outback: Fuel economy

When it comes to efficiency at the pump, it’s a one-sided affair, with the Subaru Outback Wilderness outperforming its rival in every category I tested. I drove a total of 320.8 miles in my week of testing, achieving a better-than-expected 26.5 mpg average — an improvement over its 23 mpg EPA combined rating. By comparison, the 2026 Honda Passport TrailSport Elite fell just short of its rating, averaging 19 mpg.

Across all driving scenarios, the Outback consistently squeezed more distance out of every gallon, delivering 24.8 mpg on short-distance trips along mostly local and county roads. It performs even better on highway stretches, reaching an impressive 32.8 mpg on one of my trips. The Passport peaks at a slightly better 20.5 mpg on short distances, while my best run on mostly highway driving came out to 22.8 mpg.

Calculating fill-up costs using a current price of $4 per gallon for regular gasoline, a full tank would set me back $74 for the Passport and $72 for the Outback. More importantly, though, is their estimated maximum range based on my testing: 477 miles for the Outback versus 351 miles for the Passport.

If maximizing efficiency on daily commutes and road trips is a priority, the Outback Wilderness is the undeniable winner.

Winner: Subaru Outback

Honda Passport vs. Subaru Outback: Driving performance

Now, this one’s tough because I can’t deny how impressively powerful they both are. For midsize SUVs, they accelerate like full-size sedans with instant response the moment my foot taps the pedal.

Both of these adventure vehicles bring unique strengths to the table, but ultimately I’m giving the win to the 2026 Subaru Outback Wilderness for its overall driving dynamics. Thanks to how it sits closer to the ground, giving it an inherently lower center of gravity, its punchy 2.4-liter turbocharged engine and car-like agility keep it noticeably more planted through corners.

Don’t get me wrong, the 2026 Honda Passport TrailSport Elite also delivers buttery-smooth acceleration with its 3.5L V6 engine and traditional 10-speed automatic transmission. But despite that seamless power delivery, driving the Passport can still feel like a challenge for some drivers. Its taller, boxier stance and substantially larger overall footprint introduce more body roll and make navigation feel much more unwieldy compared to the nimble Outback.

Winner: Subaru Outback

Honda Passport vs. Subaru Outback: Comfort

When it comes to pure passenger comfort and cargo versatility, the Honda Passport TrailSport Elite takes this category. Its wider frame opens up a significantly roomier cabin with premium touches that elevate overall ride comfort. I particularly appreciate the standard leather-trimmed seating, tri-zone climate control, and rear sunshades—luxuries that make long-distance travel much more enjoyable compared to the Outback’s utility-focused StarTex water-repellent upholstery.

The Passport also proves more accommodating where space matters most: legroom and cargo capacity. Rear-seat passengers get a generous 40.9 inches of legroom in the Honda versus 39.5 inches in the Subaru. When it comes to hauling gear, the Passport's trunk offers an impressive 44.0 cubic feet of space behind the second row — which expands to 83.8 cubic feet with the rear seats folded flat. By comparison, the Outback Wilderness provides 34.6 cubic feet of trunk space behind the rear seats, expanding to an 80.5 cubic foot maximum.

For families who prioritize maximum room to stretch out alongside serious cargo-hauling capacity, the Passport is the superior option.

Winner: Honda Passport

Honda Passport vs. Subaru Outback: Value

These Japanese automakers have remarkable brand loyalty, reliability, and resale value — making this category very tough to decide.

Right off the bat, you’re paying slightly less for the 2026 Subaru Outback Wilderness with its as-tested price of $50,535. That delivers a savings of $4,554 over the 2026 Honda Passport TrailSport Elite’s $55,089 sticker price. For me, that price difference is largely driven by the Passport’s roomier size, more luxurious amenities, panoramic glass roof, second-row sunshades, and ventilated front seats. Larger families will certainly see the added value in its more spacious cabin and cargo-packing utility, which becomes even more crucial as kids grow.

As for the Subaru Outback? I can’t say enough about how this rugged midsize SUV refuses to compromise on performance and efficiency. You’ll certainly save more in the long run when it comes to fuel costs, even if it lacks some of the premium cabin refinements found in its rival. Either way, both make a compelling case for their value.

Winner: tie

Honda Passport vs. Subaru Outback: Verdict

After putting the 2026 Honda Passport TrailSport Elite to the test against the 2026 Subaru Outback Wilderness, I can confirm the obvious: you won’t go wrong choosing either of them. I can’t say enough about how the Outback wins handily on efficiency, lower out-of-pocket cost, and everyday car-like driving agility, making it an extraordinary vehicle for budget-conscious families.

On the flip side, the Passport TrailSport Elite dominates on interior space, cabin comfort, boxy adventure design, and overall utility. Even though it's less fuel efficient, it benefits from being backed by a smooth V6 engine and a 5,000-pound towing capacity, giving it the necessary power to tackle harsh outdoor conditions.

However, if I had to sign on the dotted line and spend my own money, I’d personally choose the Honda Passport TrailSport Elite. While the Outback’s efficiency is tough to ignore, the Passport has the styling and utility that are better suited for a long-term family vehicle.

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Could a hydrogen-powered car, using an engine based off construction equipment, set a new land speed record? I came to the Bonneville Salt Flats in Utah this week to find out — and to see how hydrogen-powered vehicles could compete where EVs are dominating in the race to find a replacement for the gas-fueled internal combustion engine.

At the helm was a retired British fighter pilot, Wing Commander Andy Green (OBE), looking every inch the nerves of steel kind of driver you'd want behind the wheel. This was not surprising. Green has done this before. Twenty years ago he set the land speed record for a diesel powered vehicle by shepherding JCB's Dieselmax to over 350 mph. And he was the first and remains the only human to break the sound barrier on the ground in 1997 when he drove the jet-powered ThrustSSC car to 763.035 mph, or Mach 1.02, creating a sonic boom in the process.

There was no sonic boom this week, but there was plenty of drama around a car that pushed the limits of today's hydrogen technology, employing engines derived from JCB's construction equipment to prove what must have seemed like a crazy idea, that a couple of zero-emission engines based on models used in JCB's diggers (or excavators) could send a man across the desert at over 400 miles per hour.

A car built for one purpose

Shimmering like a kid's hot-rod dream, the canary yellow Hydromax is 32 feet long with a single driver's seat centered in its knife-edge chassis. Green was strapped into the cockpit, nestled between two hydrogen-powered combustion engines, one directly in front and one right behind him. In concert, those engines used pressurized hydrogen to deliver roughly 1,600 horsepower and a rather raucous ride.

Like a gas combustion engine, in the JCB engines the hydrogen is mixed with oxygen and ignited in the cylinders to power the vehicle. In comparison, hydrogen fuel cell cars, like the Toyota Mirai sedan, use pressurized hydrogen to create a chemical reaction that generates electricity to power electric motors.

The advantage of combustion hydrogen engines, according to JCB, is that it can power the kind of heavy duty construction and agricultural equipment the company makes, something that has eluded battery-powered EVs. (JCB currently has hydrogen powered equipment available in the U.K. and is looking for approval in the U.S.)

The biggest advantage of both hydrogen technologies is that the only thing that comes out of the tailpipe is water.

Out in the desert

The Bonneville Salt Flats are in Utah's Great Salt Lake Desert, the most famous and most forbidding landscape for automotive testing in the world.

"The salt is a very fickle thing," Ryan Ballard, the engineering director at JCB, explained before a test run. As the day progresses and temperatures approach triple digits, the white salt surface absorbs more moisture, making traction trickier and making it more difficult to achieve top speeds.

And there's the wind. Where some roads have deer and moose warning signs, the interstate near the flats has high wind warning signs. Coming into the area, I experienced my first salt storm, with crosswinds buffeting our SUV and putting so much salt into the air it looked like dense fog.

Finally, the salt flats are actually more like salt scabs, rippled and torn and itching to be peeled off. It is anything but flat, as our convoy trailing out across the alabaster expanse demonstrated with bone-rattling intensity as we made our way out to the track.

Our goal: Watch the Hydromax speed past us, glistening in the sun like something out of the pod race on Tatooine in "Star Wars: Episode 1."

'It's about more than just going fast...it's about the future'

Like something from a bygone era where audacious companies and daring young men in wild contraptions competed for world records, the Hydromax project — which took JCB's engineering team took 450 days to design — seems like something of a nostalgic throwback. But the goal was quite the opposite: to demonstrate what's possible in designing zero-emission construction equipment.

"It's about more than just going fast...it's about the future," said Lord Bamford, chairman of his family's construction equipment business, which was founded by his father in 1945. He believes hydrogen can power a green construction future. "This is not a technology that sits in the laboratory," stressed Bamford. "The internal combustion engine can be a solution for the future."

And it's a project that only a successful, single-minded private company could muster the resources to complete.

Multi-ton construction equipment has stubbornly resisted electrification. Dump trucks and front end loaders are simply working with payloads that are too heavy and physical forces that are too great to make current battery operation feasible. And their duty cycles and often remote locations make it impractical to support such mammoth-sized vehicles with an expanded electrical grid. However, hydrogen refueling tanks can be trucked in to support such vehicles, just as diesel is brought in to many worksites today.

The record attempt

Ripping across the desert like a mirage and trailing a plume of white powder, the JCB Hydromax set the world land speed record for a hydrogen powered vehicle by reaching a neck-snapping official top speed of 406.32 mph.

The official record was set under the relentless August sun in front of a passel of sweaty journalists and timing officials from FIA, the Fédération Internationale de l’Automobile, an international governing organization for motor sports.

The 10-mile track Green drove on was a straight-shot course that had been dragged smooth for the attempt.

In order to set a new official record, Green had to drive the car in one direction to record a flying mile at top speed. It began with a push from an SUV to get the Hydromax up to over 50 mph so that Green could drop the clutch into first gear, accelerating up to 230 mph by the first mile marker, and reaching over 410 mph by mile five (the official record is the average of the two flying miles).

It takes about four miles to bring the car to a full stop, including two parachutes which Green packed himself. And then the team had to turn the Hydromax around, replace all four tires, and set it back in the opposite direction to do it again.

Where hydrogen vehicles fit in a world of EVs

There are still massive challenges facing hydrogen vehicles, however. First, there's the sustainability issue. One of the more common ways to produce hydrogen requires systems that use natural gas, which produces its own greenhouse gas emissions and is not energy efficient. Companies like Ryze Power, which supplied the hydrogen for the Hydromax, are working on producing so-called green hydrogen using renewable energy sources, but those efforts are still in their infancy.

The second challenge is the need for a supporting infrastructure. Existing natural gas pipes, for example, cannot be used for hydrogen because its small molecular structure means it can easily leak and escape from lines designed for natural gas. Hydrogen today has to shipped in large pressurized tanks. Still, it can be shipped to filling stations for vehicles in the same manner that gasoline is shipped gas stations today.

Because of some of these challenges, hydrogen isn't likely to become common in consumer vehicles. It's more suited to heavy duty equipment, long-haul trucking, and possibly mass transit buses. Hydrogen powered tractor trailers, for example, aren't range limited, can be refueled in minutes, and can carry full loads without the offset that giant electric batteries demand.

And, according to a spokesperson from Ryze, versus electric buses, hydrogen fuel cell vehicles can run 24/7, are unaffected by cold weather, can complete longer and hillier routes, and don't require the charging times and infrastructure that EV buses need. Hydrogen buses are currently running in the U.K. but these are still very much pilot projects.

In the meantime, JCB is building a multi-million dollar factory in Texas to build telescoping forklifts called telehandlers for the U.S. market...and someday, it hopes, hydrogen powered construction equipment.

After reasserting his status as the world's fastest man, I asked Green what's next — another land speed record? Another high-tech project? Nothing like that for the former fighter pilot, but he is planning another demonstration of zero emission sustainability: He's going to sail away on his sloop for some much-needed R&R.

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Just last week I put the Subaru Forester and Mazda CX-5 to the test, and while they’re the right size and price for most families, I prefer something a bit smaller. That’s why I drove the Subaru Crosstrek and Hyundai Venue for a week to see how these compact crossovers compare to each other.

While the base trims of both models are quite affordable, there’s a substantial price gap between the two specific trims I tested. The 2026 Subaru Crosstrek Limited Hybrid commands an as-tested price of $38,015, while the 2026 Hyundai Venue SEL with Two-Tone Roof comes in at a far more attractive $24,440.

With a spread of roughly $15,000, it raises the question of what you’re actually getting extra — or missing out on — by choosing one over the other. After calculating their real-world fuel economy and factoring in their feature packages, I was surprised by the one I ended up recommending.

Subaru Crosstrek vs. Hyundai Venue: Specifications

Subaru Crosstrek vs. Hyundai Venue: Design

Despite both being classified as compact crossovers, they sport two contrasting personalities — each with its own set of pros and cons.

For example, I love how the 2026 Hyundai Venue SEL looks almost like a Mini Cooper Countryman from afar, thanks to its two-tone color scheme featuring a white accented roof that contrasts nicely against the blue paint job. However, that sporty-meets-modern aesthetic shifts the moment you step inside, revealing exactly where Hyundai kept costs down. The cabin relies heavily on hard plastics and simple textures, giving the interior a noticeably spartan, budget-first feel.

On the other hand, the Subaru Crosstrek takes my vote for overall design by leaning fully into its rugged, adventure-ready identity. With its aggressive body cladding, functional roof rails, high ground clearance, and wide stance, it looks built for weekend getaways straight off the lot. Inside, the Crosstrek backs up those exterior promises with a significantly higher-end cabin — featuring contrast stitching, soft-touch materials, and a massive vertical touchscreen display that instantly makes the space feel more modern and substantial.

Winner: Subaru Crosstrek

Subaru Crosstrek vs. Hyundai Venue: Fuel economy

Looking strictly at the numbers above, both crossovers deliver impressive efficiency during my week testing each of them.

The Venue completely shatters my expectations. Against its 31 mpg EPA combined rating, it delivers an impressive 37.8 mpg real-world average. It even notches a 40.6 mpg high on long-distance highway runs and hits 49.6 mpg on short city trips. Those figures prove the raw efficiency of its pure-gas powertrain. Remember, the Venue isn't a hybrid — so it squeezes every drop of fuel efficiency out of a modest 1.6-liter 4-cylinder engine and a lightweight front-wheel-drive frame.

Still, the Subaru Crosstrek Limited Hybrid takes the crown. It beats the Venue across every single metric I track, averaging 38.4 mpg overall and hitting a staggering 53.6 mpg on short city drives. More importantly, it delivers those numbers while providing noticeably stronger performance. The Crosstrek punches harder under acceleration, offers standard all-wheel drive, and is way more confident on highways — all without sacrificing an ounce of power.

Winner: Subaru Crosstrek

Subaru Crosstrek vs. Hyundai Venue: Driving performance

Right out of the gate, these two crossovers pull in completely different directions behind the wheel — and the Crosstrek delivers the superior drive.

Under the hood, a 2.5-liter 4-cylinder Boxer engine pairs with electric motors to generate 194 horsepower. That setup translates directly to instant off-the-line torque, snappy overtaking power on highways, and a remarkably quiet engine at cruising speeds. Add in Subaru's legendary Symmetrical All-Wheel Drive, and the Crosstrek tackles inclement weather with a level of confidence the front-wheel-drive Venue simply cannot match.

By comparison, the Hyundai Venue relies on a 1.6-liter engine that cranks out 121 horsepower and 113 lb-ft of torque, meaning it lacks that instant punch under acceleration. While its nimble steering makes easy work of tight city streets and cramped parking spaces, the engine works drastically harder to get up to speed compared to the Crosstrek’s effortless power delivery.

Winner: Subaru Crosstrek

Subaru Crosstrek vs. Hyundai Venue: Comfort

As I mentioned earlier, these crossovers fit the ideal footprint I want for my next car — but the Crosstrek again proves it offers more of what I want when it comes to daily comfort.

It provides a far more accommodating environment for everyone inside. Up front, plush seats make long-distance drives a breeze, while rear passengers enjoy significantly more legroom to stretch out. Sure, it’s tighter than many midsize SUVs I test, but for a compact crossover, it offers plenty of space, alongside a larger trunk that easily accommodates larger sized packages with ease.

Other comforts I enjoy in the Crosstrek include driver-assistance tech like Subaru’s EyeSight adaptive cruise control, which continuously impresses me with how gently it brakes when cars abruptly cut into my lane. While I much prefer its massive 11.6-inch vertical touchscreen display, the native software interface does feel a bit dated — but standard Apple CarPlay and Android Auto integration easily make up for it.

In contrast, the Hyundai Venue feels noticeably tighter. Rear passengers get stuck with just 34.3 inches of legroom, and to make matters worse, Hyundai omits a center fold-down armrest for resting arms or holding beverages. Up front, the Venue’s main infotainment display is hilariously tiny and looks washed out in bright sunlight.

Winner: Subaru Crosstrek

Subaru Crosstrek vs. Hyundai Venue: Value

At first glance, the $24,440 as-tested price tag of the Hyundai Venue SEL makes it look like an easy value winner. In an era where finding a new car under $25K is rare, Hyundai offers a compelling option with the Venue — especially when it comes to savings at the pump.

That efficiency stands out as one of the Venue's biggest selling points because it delivers hybrid-like fuel economy without the hybrid price tag. But for me, the advantages end there, as everything else feels lackluster compared to the Crosstrek. The Venue's only real premium convenience feature is adaptive cruise control. Even then, unlike every other Hyundai I test, it lacks a dedicated button for lane-centering assist. Add in its smaller footprint, tight rear legroom, and bland cabin, and its limitations quickly become apparent.

While the 2026 Subaru Crosstrek Limited Hybrid requires a larger upfront investment, it fully justifies its $38,015 as-tested price. It delivers superior driving performance, standard all-wheel drive, and a cabin packed with premium features. You get a power driver’s seat with lumbar support, power moonroof, 10-speaker Harman Kardon sound system, and steering-responsive headlights. And if that's not enough to lock in its value proposition, the Crosstrek adds a 360-degree Surround View Monitor and a vastly superior ADAS suite.

When I factor in its hybrid fuel economy, superior capability, and feature set, the Crosstrek delivers far more long-term value for your investment.

Winner: Subaru Crosstrek

Subaru Crosstrek vs. Hyundai Venue: Verdict

While this head-to-head matchup ends in a landslide victory for the 2026 Subaru Crosstrek Limited Hybrid, declaring a winner comes down to what you value most in a daily driver.

If your absolute top priority is spending as little money as humanly possible while maximizing fuel economy, the Hyundai Venue deserves a serious look. For an as-tested price of $24,440, it delivers staggering real-world efficiency that rivals hybrids without the hybrid price premium. It’s light, easy to park, and remarkably cheap to buy in this economy, making it a smart choice for budget-first commuters who simply want low-cost transportation.

However, the Subaru Crosstrek operates in an entirely different league. What’s even remarkable is that the base trim trades in convenience features and less fuel economy, but the Limited Hybrid is still the compelling option. It completely dominates in driving performance, ride comfort, passenger space, interior refinement, and technology over the Venue.

If you can stretch your budget, the Crosstrek isn't just the better crossover here — it’s the one I’d buy with my own money.

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When I reviewed the Segway Max G3 electric scooter a year ago, I called it one of the best electric scooters for those who have to travel long distances. It had a powerful motor, a battery good for up to 50 miles, and its dual suspension made potholes feel like nothing. If there was anything I had to quibble about, it was the fact that it only had turn signals in the handlebars.

Well, Segway has fixed that issue — and made a few more improvements — with the Segway Max G3 Plus, which the company just announced this week.

A good preorder price

The Segway Max G3 Plus will cost $1,499 when it goes on sale August 24, but if you purchase it for preorder, you can get it for $1,149 at Segway and Amazon, which is just $100 more than what the Max G3 is currently selling for.

Now with more turn signals

The biggest thing Segway added to the Max G3 Plus is rear turn signals. On the Max G3, there are turn signals on the handlebars — which is great — but they're hard to see if you're behind the scooter, so any cars coming up from your rear might not know your intentions to turn.

It's one reason why I like the Apollo City, as it has signals both on the handlebars and on the rear of the chassis. Yes, the Max G3 Plus' are small, but they should be bright enough to give drivers fair warning. Uniquely, there are two sets of rear-facing turn signals: one on the front wheels, and one on the rear wheels.

Other tweaks

In addition to the turn signals, the Max G3 Plus has a larger 717Wh battery, which boosts the overall range to 56 miles, up from 50 on the Max G3. Of course, you're likely to get far less than that in everyday use, but extra range is extra range.

Segway has also redesigned the braking system with larger 140mm rotors and combined mechanical and regenerative braking, so that you can recapture some energy while riding, and maybe eke out a few more miles.

Another feature, called Intelligent Riding Assist, uses a gyroscope to know when you're going uphill, and provides a little extra boost to keep you moving. Like the Max G3, the G3 Plus has a top speed of 28 MPH.

At 55.6 pounds, the Max G3 Plus weighs about a pound more than the Max G3, which isn't much in the grand scheme of things — I wouldn't want to lug either up a set of stairs — and is roughly in line with scooters that provide similar levels of performance.

Other niceties common to both models is downlighting on the deck, Apple FindMy support, dual hydraulic suspension, 11-inch tires, and Bluetooth AirLock.

In all, these little tweaks look like nice improvements to an already great electric scooter, and represent a good value at the presale price.

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• Best electric scooters for kids
• I test electric scooters for a living and here are my top 5 buying tips

Western legacy automakers are facing a lot of pressure. Overseas, EV makers are churning out high-tech electric vehicles faster and cheaper than ever. Back home, startups like Slate Auto are grabbing attention with stripped-down $25,000 electric trucks that ditch the bells and whistles in favor of pure affordability.

That leaves companies like Ford with a tough challenge: building an EV that's both high-tech and genuinely affordable.

A few months ago, I toured Ford's EV Development Center in Long Beach, where engineers gave me an early look at the technology and philosophy behind what was clearly destined to become the promised low-cost electric truck. But the company was still keeping many details under wraps.

Today, Ford is pulling the curtain back a little further. The Ford Fathom is a midsize electric pickup starting at $28,350. It's built on Ford's all-new Universal Electric Vehicle (UEV) Platform, a complete rethink of how the company designs EVs. If the impending launch goes according to plan, it could be exactly what Ford needs to compete with the wave of low-cost electric vehicles coming from Chinese automakers and emerging startups.

What is Ford Fathom?

Taking lessons learned from first-generation EVs like the F-150 Lightning and Mustang Mach-E, Ford set out with a clear mandate for the UEV platform: hit the heart of the affordable market without stripping away what drivers actually want.

"You have to be relentlessly focused on efficiency to be able to take cost out of a platform without taking features and content out," said Kay Hart, General Manager of Ford Model e. "It was never going to be, for us, a stripped-down vehicle. It was always going to be high-tech, adaptable, and delivering value by taking costs out where customers don't care."

That strategy seemingly puts Ford in direct contrast with Slate, the buzzy startup taking a radically different approach by cutting traditional features like power windows and built-in infotainment to reach a lower price point.

Every Fathom comes equipped with a large, high-resolution touchscreen, digital car key support, bi-directional power capability, and full compatibility with Apple CarPlay and Android Auto. It has more interior passenger volume than a Toyota RAV4 (seating five adults), complemented by both a frunk and the traditional truck bed.

But the biggest surprise I saw on the spec sheet might be standard BlueCruise capability. On my own F-150, getting BlueCruise required stepping up to a more expensive trim level. (And while over-reliance on hands-free driving technology has sparked plenty of debate, I can say from experience that it’s been incredibly effective for the high number of highway miles I bank.)

What does Fathom mean?

Rather than sticking with a standard alphanumeric code, Ford said it spent nine months searching for a name that captured both human connection and technical achievement.

While the word 'fathom' historically referred to nautical depth or the six-foot span of a person’s outstretched arms, for Ford, it represents something deeper.

"Fathom is really about the sense of intellectual depth and understanding, reaching a new level of innovation because you're doing something that hasn't been done before," Hart said. "We’ve thoroughly gotten to the bottom of it. The key thing I want customers to see is the value they're getting for the vehicle. Not just a price point, but the value and content you get for that price point."

From Long Beach to Louisville

When I toured Ford's Long Beach lab, the engineering team rallied around one key phrase: "the best part is no part."

That effort to strip away complexity directly powers the manufacturing process. The Fathom will be the first vehicle assembled using Ford’s new assembly tree manufacturing process at the Louisville Assembly Plant.

Instead of following a traditional, step-by-step assembly process inside a hollow shell, Ford builds major modular components independently before bringing them together in the final stages of production. This approach is made possible by innovations like a 48-volt zonal wiring system, which eliminates roughly 4,000 feet of wiring throughout the vehicle.

“The beauty of having that entire team focused on one platform, one delivery... that is what is bringing the value to customers and the cost down on this platform," Hart said.

Ford Fathom: What comes next

If Ford is successful in its delivery of a $28,350 EV pickup loaded with BlueCruise, bi-directional charging, and standard screens, it can reset expectations for the North American auto market. It proves that legacy manufacturers can re-engineer their supply chains and assembly lines to stand toe-to-toe with global EV rivals.

Pre-orders don't open until early 2027, with customer deliveries scheduled for fall 2027. Over the next year and a half, the competitive landscape will continue to shift rapidly as international competitors and domestic startups expand.

What’s more, pulling off 48-volt zonal hardware, large screens, and hands-free driving technology at a sub-$30,000 price point will require near-faultless supply-chain execution.

But if Ford executes cleanly on its pricing and timeline promises, the Fathom could serve as the blueprint for how Western automakers survive and win the low-cost EV revolution.

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Being a fan of technology and a car enthusiast is difficult these days. From displays to ADAS (advanced driver assistance systems), cars are packed with more tech than ever before. While I enjoy touchscreens for navigation and infotainment, physical knobs and switches are always better than capacitive or on-screen controls for critical features like climate. Plus, the tech in many of today’s cars is unintuitive, unresponsive, and buggy.

EVs come with their own set of challenges. On the one hand, I really love EVs for their quick acceleration, instant torque, regen braking, lack of gears, but their higher weight makes them less nimble in the twisties. Some car enthusiasts also miss the sound, vibrations, and drama inherent to revving combustion engines and shifting gears, and while I don’t really mind, there’s no denying that EVs are generally less engaging to drive.

While I prefer driving a naturally aspirated combustion engine with a manual gearbox in the canyons, there’s no doubt in my mind that EVs make better daily drivers. But what if you could have your cake and eat it, too? What if EVs could bring more fun to the driving experience? Car manufacturers like Hyundai Motor Group and Mercedes-AMG are using clever software and hardware to do exactly that, so let’s find out how this works.

Hyundai’s fake DCT (Dual-Clutch Transmission)

I was recently invited to visit Hyundai Motor Group’s Metaplant America (HMGMA) in Savannah, GA, where Hyundai manufactures the IONIQ 5 and IONIQ 9 for North America. The factory tour and training center experience were both very interesting, and I was also given the opportunity to drive an IONIQ 9 on the facility’s test track, and hoon an IONIQ 5 XRT on a dusty rallycross course, among other things. Good times!

But what stood out the most on this trip is what the Hyundai team told me about making EVs more fun. Before I get into that, let’s dive into what Hyundai Motor Group currently offers. The IONIQ 5N is the performance version of Hyundai’s crossover EV. It receives Hyundai’s “N” treatment, with 601 hp, 545 lb-ft of torque, a 0-60 mph time of 3.2 sec, sport suspension, brakes, tires, and seats, plus a delightful boy-racer look inside and out.

This is a proper performance EV that costs about $67,500 and delivers the goods. It’s an absolute blast to drive, but what’s even more fun beyond the performance hardware, is what Hyundai’s done with the software. Switch into N e-shift mode, and this EV lets you use the paddles behind the steering wheel to simulate the gear shifts, torque-cut, and sounds of an 8-speed dual-clutch transmission (DCT) in a combustion vehicle.

It might seem like a gimmick on paper, but once in the driver’s seat, Hyundai’s fake gears will put a massive smile on your face, guaranteed. And most importantly, it makes driving this EV a lot more fun and engaging. Paired with Hyundai’s N Active Sound+, which adds a fake soundtrack to the mix, the experience becomes surprisingly visceral and realistic. You even have the option to pipe the sound outside the car, for additional drama.

Hyundai isn’t trying to replicate the sound of a real combustion engine here. It’s a more futuristic, synthesized soundtrack (with three options to choose from). But what makes it so compelling are the little details, like the fake exhaust crackles and pops when downshifting and the burble at idle. There’s even a fake rev-limiter when you hit the “redline”. You might not use this mode every day, but it can bring giggles to a boring drive.

Going beyond the fake gears and fake sound, Hyundai’s also given the IONIQ 5N a feature called N Grin Boost (NGB), which is activated via a dedicated button on the steering wheel, and boosts the power output to 650 hp and 568 lb-ft of torque for up to 10-seconds, KERS-style. Since the launch of the IONIQ 5N, Hyundai has also given the IONIQ 6 the “N” treatment complete with N e-shift mode, N Active Sound+, NGB button.

But these fun EV features also extend to Hyundai Motor Group’s other brands and other performance EVs built on the group’s E-GMP architecture, like the 2025+ Kia EV6 GT, Kia EV9 GT, and Genesis’ upcoming GV60 Magma. The Kia EV9 GT in particular, stands out because it’s a three-row electric SUV, a quintessential family hauler, and it still gets Kia’s performance treatment, Virtual Gear Shift (VGS), and associated soundtrack.

Having driven the Kia EV9 GT myself, I can tell you that there’s something absolutely wonderful yet perversely hilarious about shifting fake gears in a performance three-row electric SUV. Buckle up, kids! Unfortunately, the Kia EV9 GT is only sold in Canada and the UK. It was supposed to land in the US (it even comes with a NACS port) but that was put on hold because of tariffs (the EV9 GT is manufactured in South Korea).

Back to my Metaplant visit, though. Considering how much fun I had driving the Kia EV9 GT in Canada, I asked the Hyundai team when the company would give the IONIQ 9 three-row electric SUV the “N” performance treatment, complete with fake gears and fake sound. Naturally, they wouldn’t comment, but they did tell me they were looking into adding fake gears and fake sound to existing, non-performance EVs in Hyundai’s lineup.

While the Hyundai team didn’t say whether this would only apply to upcoming models or would come to existing EVs via an optional software update, I think this would add an extra dose of fun to Hyundai Motor Group’s EV lineup. Plus, it wouldn’t require additional hardware since E-GMP cars already have paddles behind the steering wheel to adjust the amount of regen braking. So let’s hope Hyundai Motor Group makes this happen.

Mercedes-AMG’s fake V8

I recently attended the unveiling of the Mercedes-AMG GT 4-Door Coupe EV (a mouthful, I know) in Los Angeles. AMG is the performance division of Mercedes-Benz, and is known both for taking existing Mercedes-Benz cars and giving them the AMG performance treatment, and for creating bespoke high-performance models like the Mercedes-Benz SLS AMG coupe and roadster, and the Mercedes-AMG GT 2-door and GT 4-Door Coupe.

The AMG performance treatment involves fitting proper sport suspension, brakes, tires, and seats to each car, alongside unique trim pieces inside and out, plus a hand-built combustion engine, traditionally a V8 (though in recent years, AMG models have also sported I4, I6, V12, hybrid, and PHEV powertrains). For the second-generation GT 4-Door Coupe, Mercedes-AMG is going all electric with a bespoke, high-performance battery EV.

Spec-wise the GT 4-Door Coupe EV is a beast: 1,153 hp, 1,475 lb-ft of torque, and a 0-60 mph of two seconds for the GT 63 4MATIC+ variant. It’s AWD and powered by three ultra-thin and light axial flux (“pancake”) motors — one in front, two in the back — fed by an 800V 106kWh silicon-carbon battery that can charge at up to 600kW (10-80% in eleven minutes). WLTP range is up to 696 km (432 mi), so the EPA range is likely to be 15-20% lower.

Mercedes-AMG hasn’t shared any details on pricing or availability yet, but if the combustion engine GT 4-Door Coupe is any indication, you’ll be looking at a six-figure base price for this new EV. So, how does Mercedes-AMG, a brand famous for a rich heritage of performance cars with a lovely V8 growl, transition its wealthy, loyal, but also particular customer base into the inevitable EV future? With fake gears and fake sound, naturally.

But the company can’t mess this up. A futuristic, synthesized soundtrack isn’t going to cut it for the fastest Mercedes-Benz ever, so the company set out to replicate the full experience of driving a V8-powered Mercedes-AMG car, from the gear shifts, to the sound, to the vibrations, even. To this end, the GT 4-Door Coupe EV features electric motors that vibrate the seats and speakers inside the headlights, for everyone to enjoy that fake V8 rumble.

While I didn’t get to experience the GT 4-Door Coupe EV’s fake V8 noise in person, you can hear it in this video (forward to 3:28). To achieve the desired result, 1,600 audio samples are mixed in real time to cover all the different driving situations, from idling, to accelerating, to upshifting, to downshifting (including the exhaust bangs and pops), to hitting the fake 7,000 rpm rev-limiter. It’s a pretty comprehensive approach to sound generation.

I used to develop sound engines for video games, so I’m eager to hear Mercedes-AMG’s fake V8 soundtrack in person. As for the fake gears, when switched to Sport+ mode, the GT 4-Door Coupe EV mimics a 9-speed transmission which can be shifted using paddles behind the steering wheel. This mode even includes a tachometer in the instrument cluster, and simulates the torque curve and powerband of a Mercedes-AMG V8.

Obviously, the GT 4-Door Coupe EV’s fake gears, fake sounds, and fake vibrations can be disabled. But, there’s a lot more to this bespoke, high-performance battery EV than replicating the drama of Mercedes-AMG’s traditional V8-powered experience. It also boasts a top speed of 300 km/h (186 mph), active aerodynamics, rear-wheel steering, and air suspension — all features designed to make this new EV a ton of fun to drive.

Bottom line

Between Hyundai Motor Group (hopefully) bringing the fake gears and fake sound from the Hyundai IONIQ 5N and Kia EV9 GT to a broader range of the group’s EVs, including more affordable models, and Mercedes-AMG replicating the drama of the company’s traditional V8-powered experience with its high-performance GT 4-Door Coupe EV, it’s clear that car manufacturers are trying to inject more fun into their EVs.

As a fan of technology and a car enthusiast, I believe this is a step in the right direction — especially if it brings more people into EVs. I’ve been driving electric for over a decade, and while I enjoy the silent, relentless acceleration and massive torque that electric motors deliver, and the control that one-pedal driving offers, I do find EVs less engaging to drive than cars with a naturally aspirated combustion engine and a manual gearbox.

Some of this comes down to EVs being heavier, quieter, and more sterile. Managing the additional weight of EVs is a challenge, but the lack of drama and engagement is something tech is already solving with fake gears and fake sound. Back in 2022/23, Lexus added a manual gear knob (H-pattern) and clutch pedal a UX300e mule to show how driving EVs could be just as much fun as driving combustion vehicles. Bring it on, Lexus!

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I test a fair amount of power banks, but I really enjoy the ones that offer maximum utility. While many are specifically designed for phones and smaller electronics, the NOCO Boost Air AX65 is in a class of its own and easily one of the best power banks around.

Sure, I’m no stranger to power banks serving double duty as air inflators, but this particular one does way more. For example, this ultra-rugged power bank offers 60W charging to easily juice phones with supported fast-charging tech — while being more than capable of supplying power to laptops like my HP OmniBook or a MacBook Neo.

But what makes this power bank even better is how many times it has resuscitated my old Toyota Corolla from the dead over the last several months of testing.

2,000-amp jump starts are a breeze

It’s one thing to juice up my iPhone 17 Pro and Motorola Razr Fold, but it’s another thing entirely to breathe life back into a dead car. My Toyota Corolla sits in the driveway most of the time because I’m constantly away testing the best electric cars, which frequently leaves its battery completely drained.

Yet, the NOCO Boost Air AX65 makes light work of bringing it back to life thanks to its 2,000-amp peak rating. After attaching the included jumper cables to their corresponding terminals on my car’s battery, I powered the unit on and activated its charge boost mode. From there, I turned the ignition and voila — my car roared back to life.

Best of all, there are practically no complications when performing this rescue operation on my car. Thanks to its advanced spark-proof technology and reverse polarity protection, jump-starting any 12V battery is entirely worry-free.

In fact, it easily outperforms the 600-amp peak output of the Scosche PowerUp 600 I used to keep in my trunk. With the Scosche, I typically had to attempt a jump a few times before the engine stayed running smoothly, whereas the NOCO Boost Air AX65 gets it done on the very first try.

Fast-charging all of my gear

When I’m in my garage, I always like to keep the NOCO Boost Air AX65 nearby. Whether I'm exercising or shooting product photos, it serves as an excellent portable power station for almost all my gear. Thanks to its 60W USB-C power delivery, it has more than enough speed to top up the phones I’m testing in no time at all. In those clutch moments when my phone's battery hits critical level, that fast charging brings it back to a healthy level in 30 minutes or less.

I’ve even started using it to charge my laptops while working out in the garage. Laptops like the MacBook Neo and my HP OmniBook easily pull a charge from its 31.8 Wh lithium-ion battery, giving me plenty of extra runtime before the NOCO itself needs a recharge.

Speaking of which, that 60W speed isn’t just for output — it works both ways. When I plug it into a high-speed GaN charger via USB-C, the unit recharges at that same rapid 60W rate, so it's ready to go again in no time.

High-speed inflation

As if juicing up laptops and reviving dead car engines weren't enough, the AX65 also packs a built-in 280-watt lithium-powered air compressor. Pushing up to 67 liters per minute (LPM) with a maximum pressure of 100 PSI, this isn't one of those agonizingly slow portable tire pumps I keep with my bike — it’s far more powerful and substantially faster.

I put it to the test on one of my Corolla's tires that was sitting noticeably low against the pavement. What makes the process so effortless is the smart pressure feature: you simply dial in your target PSI, hit start, and let it do the rest. The dynamic sensor monitors pressure in real time and automatically shuts off the moment it hits the exact mark, eliminating the need to manually check with a separate gauge.

Honestly, I was shocked by how brutally fast it is compared to other portable tire inflators I’ve used. It topped off my e-bike tire in roughly 30 seconds, compared to the minutes it usually takes with lesser pumps. I also love that it includes dedicated storage compartments for all the necessary nozzle adapters, ensuring they stay neatly stowed right on the unit so I never misplace them.

The Ultimate Car Companion

What really ties the whole package together — and makes it a non-negotiable addition to any trunk — is the built-in 100-lumen multi-mode LED flashlight. Not only has it been clutch when I’ve had to jump-start my Corolla at night, but it’s also been awesome for illuminating the garage whenever one of my overhead lights flickers out.

Honestly, it’s rare for a single gadget to tackle all of these demands so well. Even though it commands a premium price tag of about $300, it’s still worth every it because of how it eliminates the need to buy multiple dedicated devices. Since I started testing it months ago, the NOCO AX65 has earned a permanent spot in my car's trunk.

For my latest head-to-head matchup, I’m putting the 2026 Subaru Forester and 2026 Mazda CX-5 to the test to uncover which of these compact crossover SUVs is better across all the metrics I judge. Now, as much as I’m constantly vouching for the long-term savings of comparable compact crossover EVs, like the Hyundai Ioniq 5, Kia EV6, and Ford Mustang Mach-E, these mainstream, gas-powered options still benefit from lower starting prices.

Both the Forester and CX-5 offer standard all-wheel drive, family-friendly versatility, and the effortless convenience of instant gas station fill-ups without the EV price premium. They come with as-tested prices of $40,465 and $41,080 for the 2026 Subaru Forester Wilderness and 2026 Mazda CX-5 2.5 S Premium Plus, respectively.

They’re obviously priced higher than their entry-level trims, but still far less than comparable EVs. While they’re both crossovers at heart, they target completely different drivers. The Forester acts as a boxy Swiss Army knife built for maximum visibility, cargo capacity, and all-weather confidence — while the CX-5 trades some utility for style, delivering an upscale cabin that feels far richer than its price tag suggests.

Subaru Forester vs. Mazda CX-5: Specifications

Subaru Forester vs. Mazda CX-5: Design

While both vehicles hit the mark for their target drivers, I prefer the Mazda CX-5’s pure aesthetic appeal that could easily be mistaken for a luxury vehicle. As with the CX-50 and CX-70 I’ve tested, Mazda’s signature design language paints a stylish outline featuring sculpted curves, a prominent front grille, and an athletic posture that wouldn't look out of place wearing a premium badge.

Inside, I’m completely surprised by the transformation — it looks dramatically different from the previous generation. It definitely reminds me of the minimalist styling of the Polestar 4 and Volvo EX30 with its streamlined dash layout, strategically placed switchgear, and upscale accents that make it feel far more premium.

In contrast, the Subaru Forester Wilderness prioritizes function over fashion — and rightfully so, seeing as that's the identity it's carved out for years now. Its boxy silhouette, chunky plastic body cladding, higher ride height, and rugged accents give it an adventure-ready look that outdoorsy drivers will appreciate.

However, it lacks the visual grace and high-end cabin refinement of the Mazda. If you want a crossover that turns heads in a suburban driveway or a restaurant valet line, the CX-5 is the clear choice.

Winner: Mazda CX05

Subaru Forester vs. Mazda CX-5: Fuel economy

While neither of these gas-powered crossovers can match the ultra-low operating costs of an EV, every mile per gallon counts when fueling up at the pump. Across my real-world testing, the Subaru Forester Wilderness edges out the Mazda CX-5 to take the win, proving slightly more efficient overall despite its rugged-focused setup.

Over 126 miles of driving, the Forester Wilderness averages 27.2 mpg, outperforming the CX-5 2.5 S Premium Plus, which achieves 26.2 mpg over 102.2 miles. Where the Subaru really shines is during extended highway stints — recording a best long-distance fuel economy of 32.2 mpg compared to the Mazda’s 28.2 mpg.

Interestingly, the CX-5 took the lead on quick trips, delivering an impressive 34.3 mpg best short-distance run compared to the Subaru’s 28.2 mpg. However, for drivers looking for better efficiency on longer road trips and higher overall average mileage, the Forester takes the crown.

Winner: Subaru Forester

Subaru Forester vs. Mazda CX-5: Driving performance

Out on the road, both crossovers deliver punchy power when I need it—but they go about it in very different ways. The Subaru Forester Wilderness pleasantly surprises me with how remarkably quiet it is even under heavy throttle, while supplying strong performance getting up to cruising speed. In fact, I think it makes daily commuting and highway overtaking feel effortless.

However, when it comes to pure driver engagement, the Mazda CX-5 2.5 S Premium Plus takes the win. Where the Subaru prioritizes efficiency, Mazda relies on a traditional 6-speed automatic transmission that delivers immediate gear shifts. Paired with tighter body control and responsive steering, the CX-5 behaves more like a zippy hatchback than a high-riding SUV. If you value a quiet, comfortable cruiser, the Forester delivers — but if you’re like me and prefer an engaging drive, the CX-5 takes top honors.

Winner: Mazda CX-5

Subaru Forester vs. Mazda CX-5: Comfort

When it comes to pure cabin comfort and everyday use, I much prefer the Subaru Forester over the Mazda CX-5.

The Forester Wilderness excels where it matters most on long drives, offering a noticeably roomier cabin with plenty of rear legroom that gives adult passengers room to stretch out. During a recent heatwave, its frigid AC system cooled the interior down in record time — while the heavy-duty all-weather floor mats are way better suited for extreme conditions.

The only real downside to the Subaru's cabin experience is its soundproofing, which at highway speeds, the wind and road noise penetrate the cabin far more than they should.

Over in the Mazda CX-5 2.5 S Premium Plus, I love the sportiness of the interior with its cleaner, more modern-looking layout that feels undeniably elevated. However, its driver-assistance tech holds it back because the adaptive cruise control has a habit of accelerating too aggressively to get back up to speed.

Winner: Subaru Forester

Subaru Forester vs. Mazda CX-5: Value

While both vehicles sit around the $40,000 mark as tested, the Mazda CX-5 delivers a far superior return on investment when it comes to daily tech, convenience, and equipment.

That’s because the CX-5 packs features you typically expect from premium luxury brands. For example, I’m really thrilled by how its infotainment software looks and feels significantly more modern and responsive.

Meanwhile, the head-up display keeps key driving stats right in my line of sight, and dedicated physical buttons on the steering wheel let me quickly toggle the 360-degree camera and lane-centering system. And when driving late at night, I really appreciate how the adaptive headlights physically swivel as I turn the wheel.

The Subaru Forester Wilderness does have its own practical charms — I love that it includes Tiptronic paddle shifters on the steering wheel for quick manual gear drops, along with a dedicated storage nook that keeps my phone secure.

However, its tech package falls short. The center display suffers from washed-out viewing angles in bright light, the backup camera feed looks low-quality, and the overall software layout feels antiquated compared to the slick Mazda setup.

Winner: Mazda CX-5

Subaru Forester vs. Mazda CX-5: Verdict

It’s not a landslide, but the Mazda CX-5 2.5 S Premium Plus takes the crown as the overall winner in this $40K crossover comparison. While its as-tested price tag sits slightly higher than the Subaru's, it more than justifies the cost through its upscale style, vastly superior infotainment software, responsive driving dynamics, and thoughtful daily conveniences like the head-up display and adaptive headlights. It looks, feels, and drives like a vehicle competing in a higher price bracket.

That said, the Subaru Forester Wilderness remains an exceptional choice for a specific type of buyer. If your daily routine demands maximum rear legroom, rugged all-weather readiness, superior visibility, and the peace of mind that comes with higher ground clearance for off-road trails, the Forester is tough to beat. But for drivers seeking an engaging, modern, and near-luxury daily driver without stepping up to EV prices, the Mazda CX-5 is the clear choice.

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If there’s one vehicle segment I know inside and out, it’s the three-row midsize SUV. This year alone, I’ve tested more than a dozen, ranging from luxury models like the Genesis GV80 all the way to more modest options like the Kia Telluride and Volkswagen Atlas.

I’ve come to appreciate just how well they balance daily family hauling with manageable footprints. But every now and then, you might need something that goes beyond practical everyday utility — something that’s not just bigger, but far more comfortable for those long hauls.

That’s where the GMC Yukon Denali and Chevrolet Tahoe come in: two full-size behemoths that take the classic three-row concept to a whole new level. They aren’t just suburban commuters — they’re essentially land cruisers built to elevate the experience across long stretches of highway miles. After testing them out for a week each, here’s the one I recommend.

GMC Yukon Denali vs. Chevrolet Tahoe: Specifications

GMC Yukon Denali vs. Chevrolet Tahoe: Design

While both SUVs share the exact same footprint and underlying platform, their visual personalities couldn't be more distinct.

On the outside, the Chevrolet Tahoe opts for a utilitarian aesthetic — complemented by its squared-off front fascia, dual-tier LED headlight setup, and sculpted body panels. The design leans conventional for an SUV, but its tall height and massive size absolutely make its presence known on the road.

The GMC Yukon Denali embodies the same boxy stance, but leans heavily into its luxury aspirations. Up front, it commands attention with GMC’s massive signature chrome grille, flanked by sharp C-shaped LED lighting.

Moving inside, the gap between them widens significantly. While the Tahoe features a clean, highly functional layout built for busy family life, the Denali gets a bespoke interior filled with premium materials — like authentic wood trim and stitched leather — that clearly positions it well into luxury-car territory.

Winner: GMC Yukon Denali

GMC Yukon Denali vs. Chevrolet Tahoe: Fuel economy

Considering these are essentially the aircraft carriers of the road, they’re far from trying to be fuel-efficient — and their EPA ratings are proof of that, with both holding a 16 mpg combined rating. However, after driving each for a week, the 2026 GMC Yukon 4WD Denali Ultimate emerged as the clear winner.

I drove a total of 206.6 miles during my week of testing the Yukon Denali Ultimate, logging an overall 19.1 mpg average. That shockingly outperforms the 2026 Chevrolet Tahoe RST 4WD, which achieved an average economy of 17.1 mpg over 347.1 miles. For these massive cruisers, that 2-mpg difference is significant, especially given their 24-gallon fuel tank capacities.

The gap becomes even more pronounced during short-distance driving, where the Yukon delivered 20.5 mpg while the Tahoe maxed out at just 16.5 mpg. On long-distance highway tests, the Yukon again proved to be the superior performer, reaching an impressive 23.1 mpg average compared to the Tahoe, which fell short of the 20-mpg mark.

Because both vehicles feature the 6.2L V8 engines and require premium unleaded, the Yukon's efficiency advantage translates directly into real savings at the pump. Across local trips and long highway stretches alike, the Yukon Denali Ultimate consistently proves to be the more efficient land cruiser.

Winner: GMC Yukon Denali

GMC Yukon Denali vs. Chevrolet Tahoe: Driving performance

Largely due to their tall stances and massive size, there’s a learning curve to getting a good feel for driving them. Navigating tight city streets and crowded parking lots can be nerve-wracking for the uninitiated, but their surround-view camera systems and blind-spot monitors offer welcome assistance.

On the open road, both SUVs deliver a remarkably composed highway ride that effortlessly lets them glide. Acceleration is equally seamless, thanks to the 6.2L V8 engine under the hood of both models that delivers a punchy 420 horsepower. In fact, I didn't find one to offer a superior driving experience over the other.

Winner: tie

GMC Yukon Denali vs. Chevrolet Tahoe: Comfort

I really enjoy that both utilize GM’s Super Cruise for hands-free driving on the highway, complete with automated lane changes, steering, and braking.

However, the Yukon goes the extra mile with its luxury amenities, starting with power-retractable rails hat automatically deploy when I open the doors to make getting in effortless. On top of that, the front power-adjustable seats are equipped with a soothing massage function — perfect for combating fatigue on long-distance drives.

Where both vehicles truly shine is sheer interior volume. Second-row passengers are treated to standard captain's chairs that slide and recline. Crucially, unlike many midsize three-row SUVs I’ve tested where the back row is strictly reserved for kids, both models offer adult-friendly third-row legroom.

While space and seating dimensions are practically identical between the two, the Yukon Denali Ultimate wins with its extra luxury additions.

Winner: GMC Yukon Denali

GMC Yukon Denali vs. Chevrolet Tahoe: Value

There’s a margin of nearly $24,000 between the two specific trims I tested, with the 2026 Chevrolet Tahoe RST 4WD having the lower out-of-pocket cost, coming in at $90,115 as tested. Needless to say, it significantly undercuts the 2026 GMC Yukon 4WD Denali Ultimate, which carries a staggering $113,785 as-tested price tag.

For buyers seeking sheer cabin space, 420-horsepower V8 performance, and everyday full-size utility without crossing into six-figure territory, the Tahoe delivers incredible bang for the buck.

However, I think the Yukon Denali Ultimate justifies its higher asking price by packing in high-end luxury tech that you simply can't get on its Chevy counterpart.

These include a thermal night vision camera that projects real-time heat signatures directly onto the driver display to highlight pedestrians and wildlife, dual rear-seat touchscreens paired with dedicated Bluetooth headphones, and an immersive Bose Audio system featuring custom speakers built directly into the front headrests for personal sound zones.

Winner: tie

GMC Yukon Denali vs. Chevrolet Tahoe: Verdict

If you look at the scoresheet below, the 2026 GMC Yukon Denali Ultimate emerges as the technical winner. Between its surprisingly better real-world fuel economy, top-tier executive comfort, and exclusive tech features like thermal night vision and headrest speakers, it’s a luxury super yacht that gets people to places in style.

However, I think the $24,000 price gap is impossible to ignore. The 2026 Chevrolet Tahoe RS delivers most of the same core experience: the same road presence, identical passenger and cargo dimensions, a punchy 420-horsepower V8, and that helpful hands-free Super Cruise driving I love.

If you want the ultimate, compromise-free land cruiser and don't mind paying for flagship luxury, the Yukon Denali Ultimate earns top honors. But if you want massive three-row capability and V8 muscle without crossing into six-figure territory, the Tahoe's incredible value proposition makes it just as worthy a recommendation.

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Can't afford a Rivian EV? Then how about an e-bike with the same stylings and some of the tech as the luxury carmaker? I had a chance to test ride the Also TM-B, a new electric bike from a company spun out of Rivian.

The bike shares some vestigial DNA with the parent company — just check out it headlights — but also has a drivetrain and features that set it apart from other electric bikes.

The TM-B (which stands for "Transcendent Mobility-Bike") also comes with a pretty steep price tag, especially when compared to the best electric bikes we've tested. Can its performance transcend its price?

Price and configurations

This Rivian-inspired ebike also has a Rivian-size price tag. The base model TM-B, which has a 538Wh battery with a range of 60 miles, air shocks and front coil suspension, costs $3,500. The Performance model, which has an 808Wh battery with a range of 100 miles and air shocks and air coils, costs $4,500.

When configuring your bike online, you can choose either a small or large frame, and can even add a splash of color by picking from a gray, orange, purple, blue, or yellow seatpost.

You can also pick a seatpost with a built-in rear rack for an extra $150, or a larger bench-style seat for $50. Fenders are not included; they're a $125 extra, and if you want all-terrain tires, that will set you back an additional $200.

Also plans to release additional accessories, such as a rear passenger seat, front rack, and panniers in the future.

The company is currently taking preorders, with shipments expected to start in August; that's a bit of a delay from earlier announcements, as it was initially targeting the first half of 2026.

Design

The TM-B stands out for its unique design, which is unlike any other electric bike I've seen, save perhaps for the Infinite Machine Olto (also an eye-watering $3,450). Both scream "futuristic," by the TM-B is a little less dystopian.

At the core of the TM-B is a squarish section that houses the motor and battery. The cover is transparent, so you can see the belt drive as it winds its way around the sprocket. Half of the space is taken up by the battery, which can be removed by turning a small handle, but only after you press a button on the center console to release the electronic lock.

Not only can the battery be recharged away from the bike, but it also has two USB-C ports, so you can use it as an external power source for your devices.

Equally futuristic is the TM-B's center display, a large circular affair that shows everything from your speed and distance to whether or not you're using power from the battery or adding to it via regenerative braking.

The bike has both front and rear turn signals — something I like — but, due to the design of the lights (which look like the headlight on a Rivian), the turn signals are smushed together, so it's not as obvious if you're turning left or right.

Each handlebar has a cluster of controls ; on the right is a throttle, while the left has a scroll wheel and selector button for navigating the on-screen menus. Interestingly, the turn signals are activated by using your index fingers, something I've not seen on any other e-bike or scooter.

The seatpost of the TM-B is also connected electronically, and can only be released using the center control (or the Also app). The bike is designed so that, if you buy a model without a rear rack, but decide you want one later, the company will send you the rack along with a new seat, rather than just the rack itself.

The ride

I (and my rear end) really appreciated the dual suspension of the TM-B as I rode over cobblestoned streets and potholes of lower Manhattan.

Unlike a regular ebike, your pedaling motion doesn't directly translate to moving the rear wheel. Instead, you're basically spinning a generator, which is recharging the battery; a separate, disconnected motor is then doing the work.

This novel setup allows Also to do some pretty interesting things. You can ride it like a traditional e-bike, and adjust the level of motor assist, or you can switch to a mode where selecting a different assist level is more akin to switching gears on a regular bike.

I tried both modes, and could definitely feel the difference between the two; the latter requires you to pedal a bit more, but the bike feels more responsive to your inputs; I would liken it to driving stick vs. automatic.

The TM-B's handlebars are mounted in a aggressive stance, more like a mountain bike than a commuter. I felt the handlebars were set a bit too wide for my tastes, and put a bit of extra pressure on my shoulders as compared to the other ebikes I've ridden. If you're considering buying this bike, I would definitely recommend a test ride first.

The TM-B is rated as a Class 3 e-bike; it has a top assisted speed of 28 miles per hour, and its thumb throttle can accelerate the bike up to 20 MPH where it's permitted. It certainly felt zippy as I was cruising through traffic, with a fast, smooth acceleration curve.

Outlook

There's no doubt that the Also TM-B was a fun ride. Apart from my issues with the handlebar design, I enjoyed riding the bike up and down the west side of Manhattan, even though it was on a day where the skies were filled with smoke from Canadian wildfires.

The issue I suspect many will have with the TM-B is its price. At $4,500 for the top-end model, it's up there with other premium ebikes such as the Gazelle Avignon and Cannondale Mavaro 2, though those models aren't as futuristic-looking, and only have front suspension.

Still, I like that companies such as Also are experimenting with new ebike designs and features, even if they're out of the range for most riders right now.

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Audi has impressed me in more ways than one over the last couple of years while testing out some of the best electric cars. From the Tony Stark-worthy Audi RS e-tron GT to the sport-tuned Audi RS Q8, there’s no shortage of impressive vehicles in its stable that balance performance and high-tech features.

While lighting has always been a key pillar of Audi’s identity, the German automaker is taking it to a new level with the 2027 Audi Q9 and SQ9. Not only are they the first three-row, full-size SUVs in the brand's lineup, but they also feature the most comprehensive lighting setup I’ve ever seen in a production vehicle.

From adaptive headlights that selectively block glare for oncoming traffic, to customizable curved OLED taillights and ground-projected turn signals, the Audi Q9 and SQ9 prove that exterior lights aren't just for style anymore — they're active safety tools.

The turn signal finally gets a next-gen upgrade

The basic turn signal hasn’t changed all that much over the decades, but Audi is stepping outside convention by introducing a feature that actually made the jump from a crazy concept car to a real production vehicle.

While the blinkers on both the Q9 and SQ9 illuminate normally, Audi’s advanced indicator system uses built-in ground projectors to cast dynamic light arrows directly onto the road alongside the SUV — and they aren't just limited to the rear bumper.

In fact, the projections fire from both the front and rear corners to alert everyone nearby. The biggest benefit here is blind-spot safety: if you're changing lanes or turning in dense city traffic, cyclists, pedestrians, and adjacent drivers can immediately see where you’re heading — even if their view of your actual headlights or taillights is blocked by another car.

While the system is undeniably impressive at night, I’m curious to test how well those projected arrows hold up under bright daylight.

High beams without the glare

Another innovative upgrade that accompanies the 2027 Audi Q9 and SQ9 is the Digital Matrix LED headlight system with a micro-LED module. This smart lighting doesn’t just enhance the driving experience at night — it also serves as a protective feature for others on the road.

Much like other vehicles with dynamic lighting, such as the Rivian R1S and Polestar 3, Audi’s new SUVs can detect oncoming traffic or a vehicle cruising ahead in your lane. When it spots them, the system instantly dims only the specific micro-LEDs that would otherwise hit their eyes or side mirrors.

The result is a precise cutout in the beam pattern that prevents glare for surrounding drivers, all while maintaining daylight-bright illumination across the rest of the road ahead. Because the system works proactively, the headlights continuously dim and brighten individual modules to ensure you always have maximum visibility without blinding anyone else.

LED-lined panoramic roof

The exterior isn't the only place Audi is showing off its lighting prowess — the cabin of the 2027 Audi Q9 and SQ9 is an absolute visual treat once the sun goes down. In typical fashion, subtle ambient light strips make for pleasant accents, but the real showstopper is the panoramic sunroof.

It’s the largest glass roof Audi has ever built, offering breathtaking views for passengers across all three rows. What really sets it apart, though, is how it embeds an array of LEDs directly into the glass frame — much like the Sky Lounge setup found in vehicles like the BMW i7 M70 I've tested. These lights sync seamlessly with the cabin's ambient lighting system, casting a soft, customizable glow overhead that turns the glass into a floating illuminated window.

Advancing driving assistant, size, price, and more

These vehicles mark a major milestone for Audi, as they are the brand's very first true full-size, three-row SUVs designed specifically with the U.S. market in mind. They’re noticeably longer than the existing Q7, ensuring that using the third row doesn't completely sacrifice rear trunk space.

Something I’m particularly eager to test out is the updated adaptive driving assistant plus, which enables limited hands-free driving at speeds up to 85 mph on select highways. It’s still technically classified as "partially automated driving" under SAE Level 2 standards, meaning drivers must remain alert and attentive at all times.

All this extra space and forward-thinking tech doesn't come cheap, but Audi has priced both flagships competitively. The base trim for the 2027 Audi Q9 starts at $89,095, while the high-performance, 591-horsepower SQ9 commands $119,395. Both models are scheduled to arrive at dealerships later this year.

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When looking for an electric scooter for commuting, there are three things you need to balance: weight, range, and power (we’ll leave price out for a moment). The further you want to go, and the more hills you want to climb, the heavier the scooter.

The Apollo Explore 2.0 is by no means a light scooter — it checks in at 60 pounds — but it has the power and the battery to go the distance, and, thanks to a beefy suspension system, can get you over rougher roads. Compared to the best electric scooters, it can hold its own against the likes of Segway and others. I’ve been riding the Apollo Explore 2.0 for a few months; here’s what I like about the scooter, and a few things I think could be improved.

Price

The Explore sits at the top end of Apollo’s commuter line of scooters. The Explore 2.0, which costs $849 on sale (regularly $1,299) weighs 60 pounds, has a top speed of 25 MPH, and a range of 37 miles. Coming later in 2026 is the $1,699 Explore Stellar, which has a top speed of 40 MPH and a range of up to 50 miles.

By contrast, the starting model is the $649 Dash (available Q3 2026), which weighs 43 pounds, has a 25-mile range and a top speed of 21 MPH.

What I liked

Thanks to its dual suspension and large tires, the Explore 2.0 delivers a smooth ride, and its large battery and powerful motor also make for an engaging trip.

Comfortable ride

The Explore has triple-spring suspension (one for the front wheel, two for the rear) which, coupled with 10-inch tires, made for a very cushy ride over all but the biggest of potholes. The design of the Explore’s suspension gives it six inches of ground clearance; you’d have to go over something pretty big to need that, but it’s nice that it’s there.

The handlebars are raked back slightly; it’s something I’ve seen on some of my favorite Segway scooters, such as the Ninebot Max G3, and which provides a bit more control while also looking cooler than straight bars.

Powerful motor

While it has just a single, 500W rear hub motor, the Explore proved more than powerful enough for my neighborhood’s hills. One day, as I was commuting home from the train station, I was stopped at the bottom of my steep test hill, next to another rider on an electric scooter.

“Can that make it up the hill?” he asked me. “We’ll find out,” I replied.

I gave him a few seconds head start, then roared past at a steady 15 MPH as he looked on enviously. I made it to the top well ahead of him. (To be fair, he was riding a less powerful scooter, which had only a 350W motor).

By comparison, the Segway E3 Pro, which has a smaller 400W motor, topped out at around 10 MPH on the same hill.

Good range

Apollo says the Explore has a range of up to 37 miles, but that’s in its Eco mode, which has you limp along at around 9 miles per hour. More realistic is its Sport (22 miles) and Ludo (15 miles) modes, which are more reflective of its top speed of 25 MPH.

In my typical riding — I live in a somewhat hilly area, and I weigh around 200 pounds — I’ll get around 40% of the advertised range, and that was true here, too. I was able to average around 10-ish miles before needing a recharge. If you need something with greater range, I’d suggest the Segway Ninebot Kickscooter Max G3, which can get up to 50 miles on a charge (I got around 12 miles).

On the left handlebar is a regular brake lever, as well as a thumb button to use regenerative braking. The latter doesn’t slow the scooter down as readily as the handbrake — I used regen to regulate my speed, but the handbrake to come to a full stop — but thisit will let you eke out a little more range.

It’s easy to lock

One of the design challenges with electric scooters is that there’s rarely an easy way to lock them. The Explore has a nice big handle at the back of the deck, which not only makes it easier to pick up, but provides a convenient slot through which you can slide one of the best bike locks.

Should that not be enough to deter thieves, the scooter can be locked electronically via the app. However, I do wish it had Apple FindMy or some other location-tracking feature, as you’ll find on Segway scooters and some other brands.

What I didn’t like

While the Explore 2.0 does have turn signals in the handlebars, I also wish they were in the rear of the deck. It also has a pretty basic display, and lacks location-tracking services should your scooter get lost or stolen.

Only one set of turn signals

One thing I really like about the Apollo CiIty is its two sets of turn signals — one in the handlebars, and one at the rear of the deck. Not only do they look cool, but it makes you a lot more visible to drivers behind you. However, on the Explore, the only turn signals are on the handlebars.

A previous complaint from my other Apollo reviews is that the turn signal controls are split between the right and left handlebars; I much prefer them to be clustered on the left.

Basic display

The Explore has a rather basic “dot matrix” display that gives you the bare minimum — battery life and speed — while riding, and really, that’s all you need. I rarely look at the display myself, so my issue isn’t with that, although it should be noted that virtually every other electric scooter has a more sophisticated screen.

What I don’t particularly care for is the fact that I would need to buy a separate Quad Lock phone case and a Quad Lock mount ($40 and $28, respectively) should I want to dock my phone to the scooter, so I can use the Apollo app to see things such as directions and real-time stats. It’s important to have a case for your phone, but I’m not thrilled with the idea of having to buy a new case and mount just for my scooter.

This is also a little bit of a nitpick, but the Explore's folding and locking mechanism is a bit finicky. To secure the handlebars to the deck, you have to extend a tab on both the deck and the downtube (not always easy, especially if you're wearing gloves.

Bottom line

The Apollo Explore 2 is yet another well-built model that should please those looking for a mid- to upper-range electric scooter, especially if you live in a hilly area, or have less-than-ideal roads. While it’s not my favorite model, it is worth buying.

If you don’t have as many hills to climb, I would suggest checking out the Segway E3 Pro. It has a less powerful 400W motor, but it's less expensive, 20 pounds lighter, and includes niceties like turn signals and Apple FindMy. It typically costs $599, but we’ve seen it as low as $529. But, if you want something with a little more oomph and can get it at around $850, the Explore 2 is worth checking out.

I’ve tested more 3-row SUVs this year than any other type of vehicle, and the market appetite for them is only growing. While full-size SUVs like the Infiniti QX80 and Chevrolet Tahoe are classic examples of three-row haulers, more and more mid-size crossovers are now engineered to offer that exact same versatility.

That’s why I drove the Volkswagen Atlas and Kia Telluride for a week each to find out which of these mid-size 3-row SUVs has the better value. Both offer expansive interiors, distinct rugged-leaning trim options, and standard all-wheel drive, but after spending a week with each one, clear differences emerged.

I specifically tested out the 2027 Kia Telluride X-Pro SX-Prestige AWD and 2026 Volkswagen Atlas Peak Edition, with as-tested prices of $59,580 and $50,230 respectively. There’s roughly a $9,000 spread between them, but these top-of-the-line trims showcase two very different philosophies — so I’ll tell you exactly which one I recommend.

Volkswagen Atlas vs. Kia Telluride: Specifications

Volkswagen Atlas vs. Kia Telluride: Design

Both designs lean heavily into rugged, road-dominating stances that set them apart from standard family haulers, but it’s a dead heat in my opinion. The Volkswagen Atlas Peak Edition embraces a more contemporary look, featuring dark 18-inch wheels with all-terrain tires, gloss-black exterior trim, and illuminated front and rear lightbars that make the glowing VW emblems pop.

With the Avocado Green Pearl paint job, it definitely adds to its rugged style, while the interior follows a similar modern look with black leatherette seats accented by grey panels, vibrant orange contrast stitching, and stainless steel pedal caps.

By comparison, the Kia Telluride X-Pro SX-Prestige delivers an almost stealth-fighter visual presence that very much reminds me of the BMW XM Label — but in a boxier frame. Its wide-body proportions, vertical LED headlights, and Terrain Brown Matte finish really accentuate its militaristic look.

On the inside, it leans heavily into executive luxury with a sprawling cockpit anchored by dual 12.3-inch panoramic displays, engineered wood accents, and SynTex suede seating with heated and ventilated captain’s chairs in the first two rows.

Ultimately, both designs excel at turning heads in completely different ways — the Atlas with its sharp, no-nonsense German utility, and the Telluride with its urban, minimalistic aesthetic.

Winner: tie

Volkswagen Atlas vs. Kia Telluride: Fuel economy

On paper, the EPA gives a slight edge to the 2026 Volkswagen Atlas Peak Edition with its 21 MPG combined rating compared to the 2027 Kia Telluride X-Pro’s 19 MPG combined. In my real-world testing, however, both mid-size 3-row SUVs delivered virtually identical efficiency over hundreds of mixed miles, averaging a nearly indistinguishable 22.5 mpg in the Atlas and 22.6 mpg in the Telluride.

The Atlas proves more consistent on quick stop-and-go trips, reaching a best short-distance run of 17.3 mpg versus the Telluride's 14.1 mpg. Meanwhile, the Telluride nudges slightly ahead on highway cruising, topping out at 26 mpg compared to the Atlas’s 25.9 mpg.

What’s really remarkable when testing them is just how responsive the Atlas feels on the road. With its snappier throttle response and sports car-like dynamic performance, I thought it’d be more of a gas guzzler — yet it manages to stay right on par with the Telluride.

Winner: Tie

Volkswagen Atlas vs. Kia Telluride: Driving performance

Under the hood, both SUVs take different paths to deliver four-cylinder power. The Kia Telluride X-Pro relies on a turbocharged 2.5-liter engine pushing out 274 horsepower and 311 lb-ft of torque, while the Volkswagen Atlas Peak Edition uses a 2.0-liter turbocharged four-cylinder making 269 horsepower and 273 lb-ft of torque. While the Telluride technically holds a slight advantage on paper, my experience driving them tells a completely different story.

The Atlas takes the victory here thanks to its surprisingly agile, sports car-like handling and lively power delivery. It accelerates with ease, offering a snappier throttle response that makes merging, overtaking, and tackling local roads feel effortless. What makes the VW's performance even more impressive is cabin refinement — the engine operates noticeably quieter under load compared to the louder to its rival.

While the Telluride delivers a smooth and easy drive, it does feel like it lumbers around curves due to its heavier weight. It’s simply not as agile.

Winner: Volkswagen Atlas

Volkswagen Atlas vs. Kia Telluride: Comfort

While both SUVs offer plenty of space for families, including 2nd-row captain’s chairs, sunshades for the rear windows, and sprawling panoramic glass roofs, the 2027 Kia Telluride X-Pro SX-Prestige gets my vote for being on an entirely different level.

Upfront, the driver’s seat features Ergo Motion tech that initiates a light massaging function after extended periods of driving, a crisp head-up display, and a dedicated lane-centering assist button right on the steering wheel for effortless highway cruising. Backing up or navigating tight spaces is equally simple thanks to its digital rearview mirror and a 360-degree surround view monitor, which includes a blind-spot view monitor that projects a live feed right into the instrument cluster when I activate the corresponding turn signal.

Meanwhile, the 2026 Volkswagen Atlas Peak Edition certainly holds its own with a comfortable layout, a bright 12-inch touchscreen, and heated and ventilated front seats. It also includes an adaptive front lighting system with headlights that physically swivel in the direction I steer. However, it falls noticeably short on high-end tech features. For example, it relies on just a standard backup camera rather than a full 360-degree surround camera system, and it lacks advanced luxury touches like an HUD or digital rearview mirror that make the Telluride feel like a premium cruiser.

Winner: Kia Telluride

Volkswagen Atlas vs. Kia Telluride: Value

When comparing sticker prices, the 2026 Volkswagen Atlas Peak Edition appears to have the price advantage at $50,230. But while the Atlas delivers a comprehensive set of daily necessities, you’re getting more value with the Telluride despite costing more.

That’s because you aren't just paying for the cosmetics, you’re getting luxury-tier equipment like massaging driver's seats, digital rearview mirror, 360-degree cameras, and everything else I’ve mentioned already.

On top of that, Kia backs the Telluride with an industry-leading 10-year/100,000-mile powertrain warranty (compared to VW’s 4-year/50,000-mile coverage), offering long-term peace of mind that bridges the price gap and makes the Telluride feel like a much better investment.

Winner: Kia Telluride

Volkswagen Atlas vs. Kia Telluride: Verdict

I can’t deny how these family haulers are excellent at offering outstanding utility with their 3-row seating, especially with how easily you can fold down the 3rd-row bench seats to expand trunk space. If driving dynamics are high on your priority list, the 2026 Volkswagen Atlas Peak Edition is easily the more engaging choice. Its sports car-like responsiveness, nimble handling around curves, and quieter cabin under acceleration make it a genuine pleasure to drive every day.

However, when I consider the total package, the 2027 Kia Telluride X-Pro SX-Prestige AWD earns my recommendation. While I personally prefer the Atlas's livelier driving performance, the Telluride's overwhelming luxury tech suite simply seals the deal. You’re definitely paying more, but that price difference is well worth it.

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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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Minimalism — open spaces, minimal clutter and devices that are designed to be sleek and low-profile — is all the rage, and has been for a while. It sounds great, and in some cases it definitely can be a great aesthetic choice. But there are cases when minimalism, and deliberately trying to take up as little space as possible, just doesn't work. This car mount from Lisen is one very good example.

There are countless different kinds of the best car phone mounts, each capable of supporting your phone in a different way. My personal preference is for suction cups, since they tend to offer more versatility than vent mounts and other options.

The problem is that they're usually quite big and take up a lot of space — not to mention the fact that the suction cup mechanism needs a flat surface, otherwise a single bad pothole could send your mount (and phone) flying towards the back of the car. Trust me, it can happen, and it is not a fun experience.

It certainly has the right look

Lisen's magnetic suction cup mount certainly has the right look. It's sleek, it's compact, and because it has a suction cup mount, you don't need to rely on adhesives that could melt or dry out over time. Plus the actual vacuum suction is controlled by a dial in the center, rather than an ugly lever or some other fold-down mechanism.

The fold-out magnetic ring looks rather nice as well. It folds up neatly, and the magnetic ring is MagSafe compatible, which means it has a really strong grip on your phone. The problem is that the rings are far too small (and short) to be particularly useful, to the point where it makes the mount a pretty useless addition to the dashboard.

The main problem with a suction cup mechanism is that it needs to be attached to a surface that is smooth and relatively flat. Anything else, like curves or textured materials interferes with the vacuum and stops it from gripping to the surface correctly.

Every car's dashboard is different, but you can usually find a few places that are flat enough to securely attach a car mount like this. My general rule of thumb is that a phone needs to be positioned in a way that means it's not blocking your view of the road (for safety reasons), but in a spot that the driver can see should they need their phone for some crucial driving-related app or feature.

If you can't see the screen, you might as well tuck the phone out of sight and make use of in-car alternatives like Android Auto and Apple CarPlay. There's no need to have a phone mount if your phone isn't mounted in a convenient place, after all.

Sadly this is exactly what happened to me with Lisen's MagSafe suction cup mount.

Practical appeal is lacking, for my car at least

My car has a fairly curvy dashboard, with some mild texturing. But there are still a few places where a good suction cup mount can grab onto without any problems. The issue with Lisen's mount is that the magnetic connector is so low down, that it breaks my two main rules about car phone mounts.

Here's the problem. You find a spot and securely attach your mount to the car's dashboard. Then you attempt to attach your phone, and find that the phone is too big. "No matter," you say. You simply tilt the connector backwards until there is room for the phone. Only then, your phone is angled so far back that you can't see what's on the screen.

So you attempt to find a spot that lets you set up the mount where there is room for the phone to stay more or less vertical — giving you an unobstructed view of what's going on. Only then, you find that the only suitable spots are right in the middle of the dash, or so far back that your phone ends up blocking a not-insignificant portion of your windshield. There's no doubt that this is the worse option, and could easily be a hazard to everyone around you.

My go-to phone is a Google Pixel 10 Pro, which has a 6.3-inch display — which is a fairly average-sized phone. In other words, it's nothing out of the ordinary, as far as smartphones are concerned, and it's a form factor that accessory-makers really should account for before finalizing their designs.

My car is slightly to blame

Naturally the shape of my dashboard is partly to blame, as is my preference not to attach suction cup mounts to the windshield — since it blocks my view of the road. But with all the different suction cup mounts I've tried and tested over the years, I've never had one that was too small to secure my phone correctly.

There's always been some part of the design that lets you adjust the mount and adapt it to your own car. It's something that the Lisen MagSafe mount sorely lacks, and despite its handsome design it fails the most important purpose of all: Practicality for everyone, regardless of which car they drive.

Maybe your car has a suitable dashboard design to attach this mount properly. The problem is that, like me, you likely won't know the full situation before you buy one and attempt to install it yourself. Which is less than ideal, to say the least.

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When I think of luxury performance vehicles, the first two brands that come to mind are German. While Audi and BMW have a slew of sedans that might pique your interest, they also build massive SUVs that effortlessly blend track-level performance with executive luxury.

The BMW XM Label and Audi RS Q8 fit this bill perfectly. Both models combine cutting-edge tech suites with thrilling performance to justify their eye-watering price tags. At well over $100K, these SUVs certainly don’t come cheap, but if your budget is accommodating, they deliver the ultimate dual-purpose machine.

I put them to the test by driving each for a week. Along the way, I looked at how fun they are to drive, uncovered cool features you won’t find in ordinary cars, and measured their real-world usability. At the end of the day, there’s only one I would actually recommend.

BMW XM Label vs. Audi RS Q8: Specifications

BMW XM Label vs. Audi RS Q8: Design

Both designs lean heavily into aggressive, road-dominating stances, but I have a clear favorite.

Without a doubt, it’s the BMW XM Label. Sure, it feels like I’m steering a yacht due to its long hood and massive overall size, but it looks like a stealth fighter on wheels. The XM’s slab-sided design language and geometric angles give it an imposing presence that stands out in a sea of generic crossovers..

In addition to the matte paint job, I especially love the illuminated hexagonal kidney grilles and stacked quad exhaust tips — together, they deliver a futuristic, almost cyberpunk design that commands immediate attention on the highway.

By comparison, the Audi RS Q8 feels a bit too safe and conventional. It’s much easier to drive because it’s slightly more compact. While its sloped, sportback roofline and massive wide-body arches give it a sporty stance, the overall shape blends too easily into Audi's standard SUV design language. It’s a handsome luxury cruiser, but side-by-side with the XM’s dramatic look, the Audi lacks that head-turning drama.

Winner: BMW XM Label

BMW XM Label vs. Audi RS Q8: Fuel economy

High-performance V8 luxury cruisers aren’t bought to save money at the pump, but I still know very well how every bit of efficiency helps — especially with the ongoing volatility in gas prices. Since the 2026 BMW XM Label is technically a PHEV (plug-in hybrid electric vehicle), it’s no surprise it’s the more efficient of the two. More importantly, it packs a dedicated battery that provides roughly 30 miles of all-electric range. That alone gives the BMW superior long-term savings.

I drove a total of 262.9 miles in the BMW XM Label and 116.7 miles in the Audi RS Q8 performance to see how their distinct powertrains hold up. Over my week of testing, the BMW achieved an average fuel economy of 23.5 MPGe, heavily assisted by its electric motor. On shorter trips around town where the battery did the heavy lifting, it yielded its best short-distance fuel economy of 24.3 MPGe.

The Audi RS Q8 performance relies on a more traditional gas setup, which naturally yields lower efficiency numbers. In my week’s worth of testing, it achieved an average of 16.1 mpg. I’m not surprised that this performance SUV struggled with short-distance drives, with 14.1 mpg being my best average. However, I was pleasantly surprised that I averaged 21 mpg on one of my long-distance tests driving mostly on highways.

Winner: BMW XM Label

BMW XM Label vs. Audi RS Q8: Driving performance

Besides the luxury features that accompany the BMW XM Label and Audi RS Q8, you’re paying a premium for their performance.

Despite delivering 738 horsepower out of its 4.4L TwinPower Turbo V-8 engine, the BMW's long body and immense weight make it more challenging to drive. As much as I like how the transition between electric and gasoline power is seamless, I don't find it very nimble. Don’t get me wrong, it’s lightning-fast off the starting line, but carving through tight curves isn't exactly effortless. I'm definitely more cognizant in busy parking lots.

The Audi RS Q8 is down on power compared to the BMW, generating 631 horsepower out of its 4.0L TFSI biturbo V8 engine, but its smaller footprint gives it a massive advantage. Because it's also significantly lighter, it feels way more athletic. Thanks to its standard all-wheel steering and sport-tuned adaptive air suspension, the RS Q8 is much more composed when carving through corners and handling tight turns.

Winner: Audi RS Q8

BMW XM Label vs. Audi RS Q8: Comfort

Although their respective cabins envelop you in top-tier premium materials, it’s the tech and ambiance that set them apart.

Just like the BMW 550e, the XM Label is designed to be an absolute sanctuary of high-tech luxury. It features a stunning, LED-lined roof that creates an atmosphere that makes the inside come to life at night. Another unique feature is the heating and cooling cup holders, something you rarely find in any vehicle.

On the road, the driving experience is bolstered by BMW’s Drive Assist system that lets me confirm turns using head gestures, along with an intelligent backup assistant that makes getting out of a tight parking space a breeze.

The Audi RS Q8 offers a more grounded, traditional luxury experience. Its interior is impeccably built, blending a hint of sportiness into the aesthetics, but it’s the surround sound system that delivers concert-hall clarity. For those who prioritize safety tech, it’s one of the few vehicles equipped with a night vision camera that detects specific heat signatures — like people on the road or large animals — to ensure I'm always aware of them.

While the RS Q8 is undeniably refined, it just lacks the sheer wow factor and the futuristic, driver-focused automation found in the BMW XM Label.

Winner: BMW XM Label

BMW XM Label vs. Audi RS Q8: Value

Looking at the initial price tags, it’s easy to assume the value proposition automatically leans toward the less expensive option. The Audi RS Q8 performance starts at $138,300, and even when configured with optional carbon-ceramic brakes and premium tech packages with the trim I tested, it still manages to come at about $2,000 less. However, I think you’re getting more value out of the XM Label when it boils down to it.

That’s because it earns every penny by packing in a level of luxury and utility that the Audi simply can’t match. First and foremost, the XM Label is a plug-in hybrid and inherently has substantial long-term savings by running short commutes running entirely off cheaper, electric power. When you factor in the sheer volume of advanced, exclusive features I’ve already mentioned, the XM Label delivers a genuinely next-generation experience.

The Audi is a fantastic, fast SUV, but the BMW XM Label is the one that actually feels like a true, boundary-pushing splurge.

Winner: BMW XM Label

BMW XM Label vs. Audi RS Q8: Verdict

There’s no denying that both of these luxury SUVs offer an incredible blend of performance and presence. Over-the-top is one way of describing them, but the premium you’ll pay is exactly what makes them special. I can’t deny that the Audi RS Q8 is an exceptional machine — it’s fast, handles beautifully, and delivers that traditional luxury experience for a slightly lower price tag.

However, the BMW XM Label is the luxury cruiser actually worth splurging on. While it demands a premium, it justifies that cost by delivering a complete, next-generation package. There’s no shortage of premium features, from the way it commands presence with its stealth-fighter styling to the incredible long-term fuel savings of its plug-in hybrid powertrain, which truly seals the deal.

If you’re preparing to spend six figures on a high-end performance SUV, you want something that feels truly special every single time you get behind the wheel. That's exactly what the BMW XM Label delivers, making it the definitive winner of this matchup.

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Lately, I’ve been on a string of testing different Toyotas. From the class-leading efficiency of the all-electric bZ, to the sporty performance of the Camry Nightshade, and the utility of the Grand Highlander, you could say that I’ve had my fill.

So, when I came home a few weeks back and found the 2026 Toyota GR Corolla in my driveway, I shrugged it off because of the Corolla branding. Even though I was surprised by the Corolla Cross last year, this one didn’t immediately get my attention. But that changed the moment I opened the door, sat inside, and looked down.

That’s when I realized there were three pedals instead of two. Apparently, the test model was a manual, not the automatic I was expecting. Rather than hanging up the keys, I eventually taught myself how to drive stick shift and spent the rest of the week driving the car. As intimidated as I was by this high-performance hatchback, I realized it’s the perfect manual car to learn on.

3 tips for driving a manual car

Before I get into those, let me tell you what I learned from driving the 2026 Toyota GR Corolla. I started by watching several YouTube videos on how to drive a manual car, then immediately went out to drive around the block.

Luckily, my neighbor came along on one of my drives to give me extra pointers on handling the clutch and how it interacts with the mechanics of a manual transmission. Honestly, cruising around isn't the challenging part of driving a manual car — it’s actually getting the vehicle to move from a complete stop that’s the most difficult.

It took me a solid day to really get the hang of it, but here are my quick tips on driving stick shift:

• Slowly ease off the clutch while applying gas: I was constantly stalling when I first tried moving, which means you need to build muscle memory for how your foot operates the pedal. The trick is to slowly ease off the clutch while applying gas at the same time until you feel the friction point where the clutch grabs. From there, continue to release it smoothly rather than popping it abruptly at the end.
• Avoid hills early on: I soon learned how stressful it can be to navigate local roads as a first-time manual driver, so you should try to anticipate and avoid hills as much as possible. Until you master the bite point, the car will roll backward the second you lift off the brake — and a steep incline makes that way more heart-stopping.
• Downshift early at low speeds: Once you’ve mastered moving and upshifting, the next challenge is slowing down for intersections. It’s good practice to downshift into a lower gear (like second) early if you’re about to make a turn, merge, or navigate an unpredictable traffic situation so you aren't caught coasting when you need to accelerate.

Compact size makes it easier

Thankfully, this isn't a long, road-hugging supercar; the 2026 GR Corolla’s compact footprint makes it incredibly easy to manage. Smaller cars are inherently more nimble and far less anxiety-inducing when navigating busy traffic.

I realized that quickly as I graduated from quiet local streets to busier county roads. Photos don’t quite do justice to its actual size. While it’s by no means as tiny as a Fiat 500e, its hatchback shape makes it noticeably shorter and easier to place on the road than traditional compact sedans like the Nissan Sentra or Hyundai Elantra.

Legendary reliability

Everyone raves about Toyota’s legendary reliability, and I know this firsthand because I've driven a Corolla for nearly 18 years. With that track record in mind, first-time manual drivers can hone their skills knowing that this hatchback won’t let them down — even if they happen to have a heavy foot.

Of course, you’ll eventually need to do some maintenance down the road, especially on the clutch if you're still learning. But for the most part, you'll likely save a lot of money on unexpected repairs over the lifespan of the car thanks to Toyota's reputation for building reliable vehicles.

Fast and Furious vibes

I don’t think my heart rate let up for a single moment during my first week of driving a manual. But toward the end of my time with the GR Corolla, the anxiety finally faded on quiet county roads, replaced by the realization that this car perfectly satisfies my appetite for a true sports car.

The moment you see the 2026 GR Corolla, you realize it's essentially a factory-built tuner car. Unlike some of the tamer manual cars left on the market, it boasts a widened track, flared fenders, aggressive hood vents, and a distinct triple-exit exhaust. It genuinely has the personality and style of the performance cars you see on the big screen.

That street-racer energy hits even harder once you're inside. Sure, I wasn’t pulling off burnouts this time around, but blasting down the road while listening to that turbocharger hiss certainly gives it major Fast and Furious vibes. Now, I just need to learn how to park on a hill...

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Even before gas prices hit all-time highs, the best electric bikes and electric scooters have become increasingly popular ways of getting around. But, their increased presence has brought with it an increased danger of fires, both from uncertified batteries and from improper charging and storage.

In New York City, for instance, there were 18 deaths as a result of fires from lithium-ion batteries, which prompted the city to implement stricter regulations on the sale of e-bikes — and specifically, their batteries. As a result, the number of e-bike fatalities from fires in the city dropped to just one in 2025.

But, there are dozens upon dozens of ebikes and electric scooters for sale on Amazon and other online retailers, so how do you know which bikes are safe, and which pose a potential hazard? And, once you buy an e-bike, how to you properly store and recharge its battery?

To find out, I talked to Dr. Robert Slone, the Senior Vice President and Chief Scientist for UL Solutions, which regularly tests and certifies thousands of products each year to make sure they’re safe for consumers.

What are some of the tests that you put a battery through?

We do a full range of tests in terms of overcharging. We test the battery management system, which is like the software system of the battery. We address environmental concerns in terms of hot and cold conditions, water exposure.

I live in the New York City area and the streets are not always the smoothest, to say the least. So vibration testing, drop testing, shock testing, those sorts of things are also part of what we do, both for the battery and then also for the bike itself, for the frame and the motor and those sorts of components.

We look at aging and cycling of the battery. Is it showing signs prematurely of overheating or aging and danger signs like that? And then electrical elements like overcharging the battery also play a role.

And then basics on the design manufacturing. What's the quality of the manufacturing? Do you see metal bars and sharp edges, whether on the frame in the bike or in the battery itself?

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