Ride1Up’s Vorsa Lite sits in the middle of a new three-bike Vorsa lineup. The Vorsa Original features all the commuting accessories you’ll want, like racks front and rear. The Vorsa Fat is for adventuring on and off road. And right in the middle, the Vorsa Lite is for the minimalist commuter.

It shaves almost 10 pounds off the Vorsa Original, according to Ride1Up, by ditching the racks and fenders, and using narrower tires. But Lite is perhaps a misnomer, as the bike still weighs 60 pounds.

That weight is why I’m a little confused by this bike. It’s a super solid, fun ride, and absolutely worth the investment for everyday commuters, but it’s not really light at all. It’s a good choice for city dwellers who just want a basic, A-to-B transportation option. But don’t expect to heft it up to your apartment without some real effort.

Ride1Up Vorsa Lite review:

The Vorsa Lite costs $1,495 and is available for purchase now on Ride1Up’s website. It comes with a 1-year warranty and a 30-day return window, and the bike ships free. You can finance your purchase at checkout using Affirm.

Ride1Up Vorsa Lite review: Design

The Vorsa Lite is designed with agility in mind, according to Ride1Up. That applies not only to the ride quality but also the bike’s ability to change its personality based on your commuting needs. While the bike comes stripped down — no fenders or racks here — you can still customize the Vorsa Lite later on if you decide you want to add those features and much more. All told, Ride1Up says that eliminating those features saves 10 pounds over the Vorsa Original. The Vorsa Lite weighs 61 pounds.

At the heart of the bike’s build is a 750-watt AKM rear hub motor. It offers 95Nm of torque and pairs with a 15Ah Reention battery with Samsung 50GB cells. That battery is IPX6 water-resistant, which means you can ride the Vorsa Lite in any conditions with peace of mind. The battery is both lockable and removable.

The motor works in conjunction with Ride1Up’s Intui-Drive pedal assist system. The company says its proprietary PAS eliminates assist lag and gives you natural assistance instantly. The bike uses both a torque and a cadence sensor, so your assist is measured based not only on how quickly you’re pedaling, but also on how much power you’re pushing against the pedals. You can choose between the two to truly tailor exactly how the bike feels.

The Vorsa Lite also features narrower tires than the Vorsa Original. They measure 2.2 inches wide, and they’re mounted to 27.5-inch wheels. This combo gives you plenty of cushion and stability, but also steering agility.

With all that power, Ride1Up wisely includes dual-piston hydraulic brakes to slow you down in a pinch. If you’ve never ridden with hydraulic disc brakes before, you’re going to want to give them a bit of a test drive before you do any serious commuting; they can stop you too quickly if you’re not careful.

While the Vorsa Lite doesn’t come with any racks, it’s still rack-ready with a 350-pound total payload capacity (that includes the rider’s weight). So you can change your setup to include racks, panniers, and much more if your commuting needs change over time.

The frame comes in two different configurations: standard and step-thru. Choose the latter if you’re a shorter rider, or if you want an easier way to mount and dismount the bike. There’s a suspension fork up front with 100mm of travel to buff out bumps and ruts, and an adjustable stem so you can tailor your riding position perfectly.

The color display is mounted to the handlebars and gives you all the information you’ll need on your ride at a quick glance. It even has a USB-C charging port, so you can charge your phone as you ride. There’s integrated AirTag tracking too, so you always know where your bike is when you’re not watching it.

Next to the display, you’ll find a throttle lever. You can use this to easily get started from a dead stop, or if you just need a break from pedaling altogether. You can change the max assist speed of the bike, all the way up to Class 3, which gives assist up to a zippy 28mph.

Ride1Up Vorsa Lite review: Riding the Vorsa Lite

I rode the Vorsa Lite around my neighborhood and further afield around town here in Arvada, Colorado. We have a mix of bike paths and surface streets, hilly terrain, and the occasional bit of gravel interspersed.

The motor and pedal assist systems work as flawlessly as I have come to expect from Ride1Up’s bikes. It’s more than powerful enough even for sustained hills. Getting started from a dead stop on a steep hill was easy using both the throttle and the pedal-assist features, provided I was in the lowest gear in the drivetrain.

It’s a stable and fun ride, and the handling is responsive enough; it hits a good balance between responsive and stable, accommodating a wide variety of riders who want fun but also predictability.

The tires do in fact appear narrower than the Vorsa Original, though they’re still plenty wide for pavement riding and light gravel surfaces. You would probably want something wider for off-road adventures, but then again, you’d probably choose a different bike entirely for that kind of riding anyway.

The wheels are 27.5 inches, which is something of an in-between choice for wheel sizes. Most bikes with tires this wide have moved to 29 inches, while pavement-oriented commuters with skinnier tires often come with 700c wheels. There’s nothing wrong with 27.5-inch wheels, but you’ll be more limited when it comes time to buy new tires, since 27.5-inch wheels are not as popular as other sizes.

The battery life is great and matches up well with the advertised ranges. I used this bike mostly on the highest PAS setting, with long stretches pushing the throttle all the way down to get to max speed. After about ten miles, I still had more than three-quarters of a charge left.

As I’ve often pointed out in other e-bike reviews, bikes like the Vorsa Lite that are intended for pavement commuting really don’t need front suspension forks. This one works just fine, but it adds price, weight, and complexity that’s better off on a different style of bike. You can still get plenty of cushion by simply lowering your tire pressure slightly.

I did very much like the color display on the Vorsa Lite. It’s a nifty upgrade from previous-year’s models, and the inclusion of a USB-C charging port is a smart, commuter-first feature.

All told, the Vorsa Lite is a solid bike. But it’s not light, so apartment dwellers will still have to buff up those muscles to get this bike up the stairs. If I owned this bike myself, I’d likely just add the racks and fenders back on. Since the bike already weighs 61 pounds, I’ll take a few more pounds for the added versatility.

Ride1Up Vorsa Lite review: Accessories

Ride1Up has been in the commuting game for quite a while now, and as such, they offer a ton of cool accessories that complement the Vorsa Lite very well. The most useful seem to be the front rack and basket ($100), Front Platform Rack ($100), Insulated Cooler ($50), and Side-Mounted Panniers ($60). You can add these accessories and many more at checkout on the Ride1Up website.

Ride1Up Vorsa Lite review: Competition

The fat tire commuter category is a crowded one, and Ride1Up offers several options in this category should the Vorsa Lite not be right up your alley. Other brands that make similar bikes include Velotric, with its Discover 3 e-bike. The Discover 3 costs $500 more, but it also includes more accessories like fenders, racks, and even a suspension seatpost. With all that, it matches the Vorsa Lite’s weight at 61 pounds, and offers a higher payload capacity at 440 pounds.

Ride1Up Vorsa Lite review: Verdict

Like all Ride1Up bikes I have tested, the Vorsa Lite is a well-constructed, fast, and fun bike to ride. It’s well-spec’d with a good battery, great motor, and excellent pedal assist features. There’s really not much to complain about here.

I just wonder if it wouldn’t be a better bike by adding back in the accessories, like the rack and fenders, since the weight savings still don’t make this a ‘light’ bike at all. You can add these after the fact, of course, but I think the Vorsa Lite would be a better bike out of the box with those accessories ready to use.

It’s a minimalist’s commuter bike, one that will likely stand up to lots of miles, lots of foul weather, and lots of fun around town. If Ride1Up really wants to position this as a light bike, however, it needs to be much lighter.

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

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

A sportier X5 that hides its size

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

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

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

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

435 miles and an 800V backbone

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

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

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

The cabin: Familiar ground, significantly upgraded

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

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

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

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

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

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

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

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

Two screens instead of one, and why that makes sense

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

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

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

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

M Sport package and air suspension

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

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

Pricing and availability

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

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

Going EV is now an upgrade, not a compromise

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

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

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

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

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

Blank Slate: What you need to know

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

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

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

Chevrolet Bolt vs. Blank Slate

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

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

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

Read our full review: Chevrolet Bolt

Fiat 500e vs. Blank Slate

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

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

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

Read our full review: Fiat 500e

Toyota bZ vs. Blank Slate

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

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

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

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

Read our full review: Toyota bZ

Honorable mentions

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

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

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

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

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I get it. Every day, there's a new story about some kid getting injured or even killed while riding an electric bike. When I'm walking in New York City, I've more than one nearly been run down by someone flying along on their e-bike, oblivious to the pedestrian right-of way.

So I agree that e-bike laws are needed, but the one that's about to go into effect in New Jersey — my home state — goes way too far, which will put a damper both on the economy and the environment.

As someone who rides an ebike almost every day, here's how I'd change it to have it make more sense.

What the law says

New Jersey's new e-bike law, which goes into effect on July 19, defines an e-bike as:

• Low-Speed Electric Bicycles – Pedal assisted bicycles with a helper motor that only provides assistance while pedaling up to 20 MPH.
• Motorized Bicycle/Moped -- Pedal assisted bicycles with either:
  • An engine under 50 cubic centimeters, or
  • An electric motor that assists while pedaling between 21 and 28 mph, or
  • An electric motor that assists with using a throttle up to 15 mph.

That's pretty much every e-bike in existence. If you own one of these bikes, you have to do the following:

• Be at least 15 years old and have (1) an e-bike license or (2) a valid driver’s license.
• Register your e-bike with the New Jersey Motor Vehicle Commission
• Get insurance for any motorized bicycle.

If you don't have a driver's license, you have to make an appointment for an initial e-bike permit and complete an application (BA-208 form) for an e-bike permit, and then take a knowledge and eyesight test, followed by a road test.

To register your e-bike, you first have to get it insured (if it's classified as a motorized bicycle), then make an appointment at a vehicle center to get it registered with the MVC, who will then give you stickers to attach to the bike's frame — a sort of mini- license plate.

Fortunately, license and registration fees have been waived until January 2027, though it's not clear how much they'll cost afterwards. This feels like just another money grab from the state.

I also looked up how much it would cost to insure an e-bike with a throttle up to 20 MPH: At minimum, it would cost $100 per year with a $500 deductible, and that's without any coverage for liability or medical.

Laws are needed, but this is too much

I agree that legislation is needed to make sure that people are using e-bikes safely and properly, but this is too much.

For starters, the law (and the MVC's site) is frustratingly vague on this point, as the two muddle the definition between a "low-speed electric bicycle" and a "motorized bicycle." Here's what the statues say:

• Low-speed electric bicycle: A two or three-wheeled vehicle with fully operable pedals and an electric motor of less than 750 watts, that meets the requirements of one of the following classifications: "class 1 low-speed electric bicycle" which means a low-speed electric bicycle equipped with a motor that provides assistance only when the rider is pedaling, and that ceases to provide assistance when the bicycle reaches the speed of 20 miles per hour; or "class 2 low-speed electric bicycle'' which means a low-speed electric bicycle equipped with a motor that may be used exclusively to propel the bicycle, and that is not capable of providing assistance when the bicycle reaches the speed of 20 miles per hour.
• Motorized bicycle: A pedal bicycle having a helper motor characterized in that either the maximum piston displacement is less than 50 cc. or said motor is rated at no more than 1.5 brake horsepower or is powered by an electric drive motor and said bicycle is capable of a maximum speed of no more than 25 miles per hour on a flat surface or a pedal bicycle having an electric motor that is capable of propelling the bicycle in excess of 20 miles per hour with a maximum motor-powered speed of no more than 28 miles per hour on a flat surface. This term shall not include a low-speed electric bicycle or low-speed electric scooter as defined in this section.

However, the MVC's site classifies a low-speed electric bicycles as a "pedal assisted bicycles with a helper motor that only provides assistance while pedaling up to 20 mph, and a motorized bicycle as "an electric motor that assists with using a throttle up to 15 mph."

The difference between the two classifications is big. If you have a low-speed ebike, then you don't need to purchase insurance. But does that mean any e-bike with a throttle needs to be insured?

If a legal expert can shed light on this, please let me know in the comments.

The law doesn't even cover electric scooters, many of which can go just as fast — if not faster — than ebikes, and are a lot less stable at high speeds.

Regardless of the insurance question, having to register any and all ebikes with the MVC is just another annoying bureaucratic hassle. As anyone knows, dealing with the MVC on a good day is a nightmare, as people in New Jersey are still trying to get their Real IDs. Throw thousands of ebike owners into the mix, and it gets even worse.

Here's how I'd rewrite the law

• Anyone riding a bike — e-bike or otherwise — needs to wear a helmet. This is just common sense. Brain injuries are the biggest issue when riding bikes. Making everyone wear a helmet will inevitably save lives.
• Require registration for e-bikes with throttles that go over 28 MPH. These bikes are getting into the territory of mopeds and motorcycles, so it makes sense to group them together, rather than lower-speed bikes.
• Limit kids under 17 to pedal-assist only ebikes. They're young and have lots of energy, so they shouldn't need a throttle, which encourages more reckless behavior.

As someone who tests some of the best electric bikes, this new law is certainly going to put a wrinkle in my plans if I have to register and insure every new e-bike I test with the MVC.

But outside of work, I use an e-bike almost every day to go into town, commute to the train station, and bring my kid to school or to her activities. In the process, I've saved hundreds of miles of mileage on my car — and plenty of money on gas, too.

At a time when we should be encouraging people to use alternative methods of transportation, this legislation will make it more expensive and more onerous to purchase and own an electric bike. It's almost certainly going to put a damper on e-bike sales in the state, and will also discourage people from riding the e-bikes they own — and back into their cars. And that's the last thing I want.

Let me know in the comments — what do you think about NJ's e-bike law, and how would you change it?

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I have a confession to make. As much as I use CarPlay whenever I’m testing the best electric cars, I rarely try to interact with Siri. Instead, I’ve found Meta AI to be way more helpful because it’s something I can access right from my Ray-Ban Meta sunglasses. But the real reason I use it over Siri in CarPlay is simply because of how smart it is.

Now that I’m running the iOS 27 developer beta on my iPhone 17 Pro, I have access to Siri AI on all of my drives. Since I’ve been so accustomed to Meta AI, I’m way more critical and have higher expectations for how Apple’s new AI chatbot works. After a week of using it, here’s what I found.

Conversations are way more fluid

What immediately stands out the most is how much more conversational Siri AI is compared to previous versions. Apple has improved Siri's conversational skills over the years, but this update is a huge leap because the assistant sounds more human than ever before — complete with natural inflections and tonal shifts.

I asked about upcoming Fourth of July events happening around where I live, and I was really impressed that it recommended three options. However, when I followed up to ask which one it recommended most, Siri AI explicitly said it couldn't pick just one and simply rehashed the options. Additionally, I noticed that I can’t interrupt Siri AI while it's talking like I can on my phone — which I suspect is due to the louder ambient noise within the cabin space.

Despite this, I actually love interacting with this version of Siri. It’s fun, way more engaging, and has an authentic tone that completely sheds the robotic tendencies of past versions.

Still needs better deep research

On one of my commutes to work, I noticed that Google Maps was forcing me to take the Garden State Parkway instead of my usual route along the New Jersey Turnpike. After double-checking the traffic conditions, I saw that it was completely red along the Turnpike, so I asked Siri AI to find out why.

I simply asked it to check why there was so much traffic on my route, but it couldn't check live traffic conditions — so that was a bust. After that, I explicitly asked Siri to look up any social media posts or news stories about traffic along the Turnpike. It rattled off a list of things, including ongoing construction near specific exits and various road closures. I doubted those were the actual reasons for the slowdown, and I ended up looking it up myself once I got to work.

When I finally got to the office, I found out there had been a four-truck crash that morning with one fatality, which explained why the highway was completely red for a long stretch and why Google Maps had rerouted me to the Parkway instead.

I’m hoping that Siri AI gets better at deep research, especially when it comes to pulling information from third-party apps — but right now, it’s just not there yet.

Siri AI remembers tasks

Finally, I wanted to see how well Siri AI could jot down notes for me while driving. I had just wrapped up testing the 2026 Mazda CX-5, and rather than waiting until later in the day, I asked Siri AI to log some pros and cons about the SUV.

The best part about Siri AI in CarPlay is that it remembers the context of tasks it just performed. For example, I initially rattled off a few points, noting how the Mazda now offers a much more modern infotainment experience, but then remembered another detail a couple of minutes later. I asked Siri AI to go back into that note to add the additional comments, and it was smart enough to know exactly which note to update.

When I got to work later on, I opened the saved note and was surprised to see it had actually attempted a proper layout — complete with a title and bulleted list. While it wasn’t perfect, it gave me a solid starting point. Moving forward, it would be great if Siri could log things directly into a Google Docs file, but this test proved to me that I can finally rely on the assistant to remember and recall information on the fly.

Outlook

I have another confession to make: The only reason I gave Siri AI a shot in the first place was that I accidentally left my Ray-Ban Meta sunglasses at home on one of my drives.

Now, I can confidently say that Siri AI is way more helpful, and I can actually rely on it while driving. As another example of its capabilities, I asked it to look up vehicles similar to the Infiniti QX60 I was driving, specifically comparing it to the Genesis GV80 I previously tested. I loved how it broke down the luxury, three-row SUVs side by side — including granular details like the price differences between trims.

Moving forward, I’m really looking forward to the potential of broader, cross-app integration with third-party software, because that'll truly be a game-changer behind the wheel. A perfect example would be placing a Dunkin’ Donuts order via voice. While I could technically use the dedicated Dunkin’ CarPlay app, doing so is distracting while driving, and it doesn't offer access to the full menu anyway. I would love to just ask Siri AI to handle the order for me using simple voice instructions.

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I've been testing the best electric scooters for years here at Tom's Guide; I've probably put hundreds of miles on models from Segway, GoTrax, Razor, Unagi and more, with prices ranging from less than $300 to $2,000.

The good news is that you don't have to spend anywhere near that top end to get a great scooter that'll get you around, whether that's to the train station, to work or school, or just around town to have a little fun. And, thanks to Prime Day deals, many of my favorite models are on sale.

The quick list

• Segway C2 Lite: was $199 now $132 @ Amazon
• NIU 100F: $259 @ Amazon
• Hiboy S2 SE: was $399 now $290 @ Amazon
• Segway E3 Pro: was $599 now $529 @ Amazon
• GoTrax G6: was $899 now $628 @ Amazon
• Segway Ninebot Kickscooter Max G3: was $1,499 now $999 @ Amazon
• Apollo City: was $1,799 now $1,299 @ Apollo Scooters

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

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

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

BMW i5 vs. BMW 550e: Specifications

BMW i5 vs. BMW 550e: Design

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

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

Winner: tie

BMW i5 vs. BMW 550e: Fuel economy

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

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

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

Winner: BMW i5

BMW i5 vs. BMW 550e: Driving performance

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

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

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

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

Winner: BMW i5

BMW i5 vs. BMW 550e: Comfort

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

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

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

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

Winner: tie

BMW i5 vs. BMW 550e: Value

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

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

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

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

Winner: BMW i5

BMW i5 vs. BMW 550e: Verdict

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

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

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Not content with popping out some of the best electric scooters, Segway has recently expanded into the world of electric bikes. In 2026, it debuted two models, the Myon and the Muxi, the latter of which really stands out for its unique design.

The Muxi is sort of a mini cargo bike; while you can carry a second passenger on the rear, it’s best for those who need a bike with a little extra capacity for picking up groceries or toting some bags.

I rode the Muxi for nearly 100 miles over the course of two months, and found it to be a really fun ebike. That said, there are a few things that I wish it had from some of the best electric bikes we’ve tested. Read on to find out what I liked — and didn’t — about the Muxi.

Segway Muxi review: Price and accessories

The Muxi on its own costs $1,699, and comes in two finishes: Dusty Sage or Olive Rush. I personally think the Sage better contrasts with the beige handlebars, seat, and sidewalls. You can only order the bike through a Segway dealer, which you can find by going through Segway’s site.

Accessories include a middle basket ($129), fender set ($79), rear passenger seat and wheel guards ($119), a front basket ($99), and rearview radar ($99). My test bike came with everything, which brought the total cost to $2,224.

Design

This is definitely the funkiest-looking ebike I’ve tested, and the one that’s received the most comments — all positive — from onlookers. While Segway calls the Muxi a cargo bike, its styling and attitude feel closer to that of a beach cruiser.

The Muxi’s downtube goes all the way down before making a hard turn, heads straight to the back wheel, then curves upward to where it meets the seat tube. The midsection of the bike houses its large removable battery; it’s a step-through design, though not as extreme as Segway’s other new ebike, the Myon.

I tested the bike with the light green finish (Segway calls it Dusty Sage) with tan handlebars and seat. It’s definitely the more fetching look. It’s especially set off if you add the optional tan passenger seat ($119) and middle basket ($129); both come with transparent brown polycarbonate panels, which really complements the green of the bike.

In the center of the handlebars is a good-sized display, which shows your speed and other data. If your phone is connected to the Muxi via Bluetooth, one of the screens will even show you the name of the song playing on your phone. I just wish you could use the Muxi’s controls to change tracks.

On the left handlebar is the Muxi’s control panel. A large nub in the middle is used to navigate the display; below that is a rocker, which lets you adjust the assist level. On the top corner of the panel is a button for the Muxi’s electronic horn, which is plenty loud — and you can change its sound in the Segway app.

I do wish the Muxi came with turn signals. Considering Segway’s other ebike, the Myon has them — as well as many of Segway’s scooters — it’s a curious omission.

Accessories

The Muxi I tested came with the full complement of accessories, some of which were more useful than others. I would definitely recommend the middle basket, as it was incredibly convenient for storing things such as my bike lock and other small items. The only caveat is that it makes it harder to swing your leg over the middle of the bike. It’s made of transparent polycarbonate that’s about a quarter of an inch thick, so it seems pretty durable, but I wouldn’t want to smack it against something hard.

The rear passenger seat does make the bike look more fetching, but considering there’s no backrest or side bars, it’s not the most convenient, nor the safest. If you’re planning to get an ebike to carry someone, go for a larger cargo bike.

The Muxi’s fenders are nice, and though they’re just $79, I wish they were included.

If you’re planning to use the bike along busy roads, I recommend the rear radar. It connects to the bike’s electronics system; when a car is approaching from the rear, a small amber light turns on next to the control panel. If the radar senses a car coming at you from the rear really fast, it flashes an alert on the Muxi’s display and makes a beeping sound.

The Muxi also comes with a cupholder that holds your bottle nearly upright, rather than at an angle — great if you’re using it to carry a full cup of coffee, and don’t want it to spill.

Performance and ride

I rode the Muxi for about two months and put about 100 miles on the bike. Most of the rides were around my town, going to the train station and back to my house, into town to pick up groceries, or simply going for a jaunt.

While the Muxi has nice, fat 20 x 3-inch tires, its lack of suspension meant I felt every pothole a lot more than on bikes so equipped. Maybe I’m just getting soft in my old age, but I prefer a bit more cushioning. That said, the Muxi’s seat was super comfortable.

The Muxi only has one gear, which made things more interesting for me when going up and down hills. Honestly, after a while, I didn’t miss having extra gears, even on steeper hills. Instead, I found myself using the assist levels as an ad hoc gearing system to give me more of a boost when going up steeper inclines.

And, if I got real lazy, I simply pressed the throttle. The Muxi has smooth, but fast acceleration, which was very handy when getting going from a stop on hills. It was peppy enough that there was no lag, but smooth enough so that I wasn’t jerked forward. The throttle was also sensitive enough so that a light press would inch the bike along if I was stuck behind slow riders.

Security features

If you try and move the Muxi without entering the unlock code, its alarm starts blaring a loud and obnoxious BONNK BONNK BONNK sound, flashing the lights, and locking the wheels. More than once I’ve forgotten to unlock the bike, only to be rudely reminded.

If that doesn’t deter thieves enough, the Muxi also comes with Apple FindMy for both the bike and the battery, as well as Bluetooth proximity locking. The bike also comes with GPS locating services, which are free for the first year, but then require a subscription.

Battery

Segway says the Muxi’s 717Wh battery is good for up to 80 miles, but I found in my use — assist set to about 75% — I would average around 40 miles on a charge. My riding was carried out on a somewhat hilly area, though I went downhill as much as I went up.

The Muxi's battery is removable, so you can charge it away from the bike. Helpfully, the battery has a strap at the top, which makes it easier to carry.

Bottom line

The Segway Muxi is a fun little ride for those who need an ebike to haul things around, but don’t require a full-sized cargo bike. In some ways, its closest competition is the $2,299 Rad Power Rad Runner — once one of our favorite ebikes — which has a similar payload capacity, a higher top speed of 28 MPH, front suspension, but a shorter range of around 60 miles. (We should note that Rad Power filed for bankruptcy in December 2025, and was acquired by Life Electric Vehicles in March 2026.)

About the only thing I really wish the Muxi had was a front suspension, or at least a seatpost suspension like the Aventon Abound LR. Otherwise, this is a uniquely designed bike that’s sure to bring a smile, both to you and those who see it.

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

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Hatchbacks are the perfect middle ground for anyone stuck between a sedan and an SUV. And right now, two of the most compelling options on the market are the Kia K4 Hatchback and Honda Civic Hatchback.

Beyond blending the utility of a larger vehicle with the driving dynamics of a car, these two are affordable options for buyers who don't want to break the bank. Specifically, I tested the 2026 Kia K4 Hatchback GT-Line Turbo and the 2025 Honda Civic Hatchback Hybrid Sport — with as-tested prices of $32,870 and $31,300, respectively.

While not a whole lot changed between the 2025 and 2026 Civic Hatchbacks, the newer model does come with a small price increase. In an apples-to-apples comparison of their base trims, the Civic still commands a premium, costing about $3,000 more than the Kia. But after driving them both for a week, there’s only one hatch I’d actually buy.

Kia K4 Hatchback vs. Honda Civic Hatchback: Specifications

Kia K4 Hatchback vs. Honda Civic Hatchback: Design

This one’s easy for me because of the futuristic aesthetics of Kia’s current design language. Much like the Kia EV6, EV9, and Sportage Hybrid, the K4 Hatchback features hard lines and a sleek roofline. This combination gives it a sportier, more aggressive look that’s complemented by its distinct wagon silhouette in profile.

In comparison, the Honda Civic Hatchback looks an awful lot like its sedan counterpart — staying well within classic sports-sedan proportions. While I’m drawn to the front end with its honeycomb grille, the rest of the car feels a bit too conventional.

Winner: Kia K4 Hatchback

Kia K4 Hatchback vs. Honda Civic Hatchback: Fuel economy

Gas prices might be easing a bit, but prioritizing a fuel-efficient model is still a smart move. Between these two, the Honda Civic Hatchback emerges as the clear winner. Its hybrid powertrain yielded an astounding 48.1 mpg average during my week of testing. If you have a light foot, you might be shocked by what it can achieve. For example, I managed a 50.2 mpg average on one of my long-distance highway tests — a remarkable result, even if sustained highway speeds typically tax hybrid systems the most.

The Kia K4 Hatchback trails its rival by a massive margin. Despite averaging 30.1 mpg in testing — which actually beats its official EPA city rating — it simply can’t bridge the gap to match the Civic. Still, for a pure internal combustion engine (ICE) vehicle, I have to respect its better-than-average performance here.

Winner: Honda Civic Hatchback

Kia K4 Hatchback vs. Honda Civic Hatchback: Driving performance

For me, this one’s the toughest to judge because both cars are a lot of fun to drive. On paper, it’s equally close: the 2025 Honda Civic Hatchback Hybrid Sport delivers 200 hp from its 2.0L direct-injection Atkinson-cycle engine, while the 2026 Kia K4 Hatchback GT-Line Turbo puts out 190 hp from its 1.6L turbocharged GDI four-cylinder engine.

For a hybrid, the Civic Hatchback offers a genuinely thrilling driving experience. Even from a complete stop, it accelerates quickly to cruising speed without the strain or loud engine droning I tend to experience in other hybrid cars.

Meanwhile, the Kia K4 Hatchback favors a more traditional, relaxed approach to daily driving. It’s still highly engaging for what’s essentially a wagon, proving surprisingly agile despite its wider, boxier rear footprint.

Winner: Tie

Kia K4 Hatchback vs. Honda Civic Hatchback: Comfort

For those times when I need to drive for an extended period, I’d prefer the Kia K4 Hatchback for a number of reasons. Sure, its SynTex-trimmed seats are plush, but I really appreciate Kia’s Advanced Driver Assistance Systems (ADAS).

Not only does the K4 feature a reliable adaptive cruise control system that smoothly adjusts to the flow of traffic, but its lane-centering assist can also be activated with a single button press to keep you perfectly positioned. On top of that, its high-resolution backup camera is far superior to the competition, remaining genuinely useful even after dark. And oh yeah, the software in the K4 Hatchback is way more modern.

The Honda Civic Hatchback Hybrid Sport also features supportive, bucket-style seats that keep me firmly in place when the road gets bumpy. But while its adaptive cruise control works equally well to maintain highway speeds, the low-quality backup camera and outdated infotainment software dampen its overall premium feel.

Winner: Kia K4 Hatchback

Kia K4 Hatchback vs. Honda Civic Hatchback: Value

When it comes to brand recognition, the Civic Hatchback leans heavily on its legendary reputation for long-term reliability. Interestingly, it also technically has a larger trunk space than its rival with the rear seats up — though not by much. What really sells me on the Civic Hatchback is the incredible hybrid fuel economy that will save you serious money at the pump in the long run, combined with the stellar resale value you’ll get when it’s time to sell.

The Kia, on the other hand, delivers value by packing in an abundance of extra features. Whereas the Civic skimps on the extras, the K4 Hatchback provides the premium tech features I crave. For example, its massive 12.3-inch panoramic display makes the Civic’s standard 9-inch screen look tiny. Furthermore, high-end additions like blind-spot camera monitors, a 360-degree camera system, and a power sunroof really help sell the package. If that’s not enough, there’s even a smidge more rear legroom for your passengers.

Winner: Kia K4 Hatchback

Kia K4 Hatchback vs. Honda Civic Hatchback: Verdict

Ultimately, choosing between these two exceptional hatchbacks comes down to what you value most during your daily commute. The Honda Civic Hatchback Hybrid Sport is secretly a sedan for those who still aren’t sold on the hatchback look, but its superior efficiency and legendary reliability are what truly cement its worth. My only complaints are the dated software and how stingy Honda is with tacking on extra features.

That’s why it should take pointers from the Kia K4 Hatchback GT-Line Turbo. The K4 flips the script entirely by delivering an unmatched daily user experience, complete with extra comforts and a jaw-dropping design that stands out from the crowd. Yes, you’ll end up paying a bit more in fuel costs, but that’s one compromise I’m willing to make.

For buyers looking to get the absolute most car, technology, and style for their money, the Kia K4 Hatchback isn’t just an affordable option — it's the one I would actually buy.

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

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

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

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

2026 Audi RS e-tron RT review: Specifications

2026 Audi RS e-tron RT review: Testing summary

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

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

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

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

Instant raising and lowering

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

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

Stealth fighter aesthetic

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

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

Instant thruster burn

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

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

Impossible to miss blind-spot indicators

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

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

Impressive sound system

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

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

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

It’s bonkers expensive

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

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

2026 Audi RS e-tron RT review: Bottom line

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

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

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EVs might be the go-to choice for drivers looking to stop bleeding money on gas, but hybrids continue to be the most logical fallback. That’s why I drove the 2026 Toyota Camry Nightshade and 2026 Hyundai Sonata Limited Hybrid for a week to see which mid-size sedan is truly worth your hard-earned money.

They’re both similarly equipped and carry as-tested prices hovering around $40,000, making them perfect for families on a strict budget who don't want to splurge $50,000 on the average electric car. On top of that, they deliver phenomenal EPA-estimated fuel economy ratings right around 46 to 47 mpg. You’ll still have to pay at the pump, but it's nowhere near the outrageous cost of fueling a traditional, gas-guzzling ICE (Internal Combustion Engine) vehicle.

This matchup is tough because both sedans have distinct perks — Hyundai is incredibly generous with its premium features, while Toyota leans on its legendary reputation for reliability. But after a full week of testing them, there's one clear winner I would buy.

Toyota Camry vs. Hyundai Sonata: Specifications

Toyota Camry vs. Hyundai Sonata: Design

Ironically, I test-drove both cars in red, and they are incredibly striking on the road. Between the two, I am more partial to the Camry Nightshade’s design because it is far sportier and more aggressive. I’m particularly drawn to the black sport-mesh grille and hook-shaped LED headlights. From the side profile, I also love its sports-car aesthetic, which is made even better by all the gloss-black accents.

Meanwhile, the Hyundai Sonata Hybrid favors a futuristic look that still appeals to me on some level, mainly due to how the horizontal light bar gives off an iridescent glow at night. Around back, however, the rear fascia feels a bit too busy with its pixel-like LED taillights.

Winner: Toyota Camry

Toyota Camry vs. Hyundai Sonata: Fuel economy

To be fair, you should know that I test-drove the 2026 Hyundai Sonata Limited Hybrid in the early spring, when the weather was much colder and snow was still on the ground.

Over my week of testing, I achieved an average fuel economy of 38.8 mpg — well short of its 47 mpg combined EPA rating. While I attribute this underperformance to the colder conditions, I suspect it would have easily cleared the 40 mpg hump in warmer weather.

By comparison, the 2026 Toyota Camry Nightshade impressed me with its superior 43 mpg real-world average. Sure, it falls a smidge short of its official EPA-estimated rating, but it still handily beats the Sonata in head-to-head testing.

If that is not enough, I also managed to reach an astounding 69.8 mpg average during one of my short-distance driving tests. In order to hit numbers like that, you really have to drive conservatively and be gentle with the throttle whenever the "EV" icon pops up on the driver's display.

Winner: Toyota Camry

Toyota Camry vs. Hyundai Sonata: Driving performance

On paper, these two mid-size sedans are incredibly evenly matched. Both pack four-cylinder hybrid engines pushing out a nearly identical 225 to 230 horsepower. After driving each of them for a week, I can honestly say they feel almost exactly the same when you're simply cruising along at highway speeds.

However, I prefer the slightly tighter throttle response of the Camry Nightshade. While its overall driving dynamics obviously aren't on the level of high-performance sports cars like a BMW M5 or Porsche Taycan, the Camry still manages to overtake vehicles on the highway much more easily than the Sonata.

In contrast, the Sonata Limited Hybrid handles its power delivery a bit more conservatively, resulting in a smoother, albeit more subdued, acceleration feel.

Winner: Toyota Camry

Toyota Camry vs. Hyundai Sonata: Comfort

Both mid-size sedans offer spacious interiors that make long-distance drives a breeze, especially for passengers in the rear given the massive amount of legroom available.

Between the two, however, I prefer the comforts that Hyundai provides because of its more charming aesthetic and luxury-level trim.

For example, the Sonata features a sprawling panoramic glass roof that makes the one in the Camry look minuscule by comparison, alongside customizable ambient lighting and built-in rear window sunshades.

Another reason the Sonata edges ahead in comfort is its seamless integration of advanced tech. Features like the live blind-spot view monitors let me see my blind spots directly on the driver’s display when signaling.

Plus, while the Camry requires you to have adaptive cruise control active to engage its lane-centering system, the Sonata features a dedicated steering wheel button that lets you activate lane-centering assist instantly at any time.

By comparison, the Camry Nightshade takes a much more utilitarian route. While its cloth and SofTex bucket-style seats match the sporty aesthetics of the exterior, the cabin simply lacks the premium flair and upscale finish found in its competitor.

When it comes to extra conveniences, the Camry does come equipped with a 360-degree camera that makes parking a breeze and a highly reliable adaptive cruise control system — but the overall execution still doesn't reach the luxury degree of the Sonata.

Winner: Hyundai Sonata Hybrid

Toyota Camry vs. Hyundai Sonata: Value

This one’s really tough because on one hand, the Camry Nightshade impresses me for its superior handling and fuel economy — while also costing about $2,000 less.

There’s also the long term reliability that Toyotas are known for, which could provide greater savings due to fewer out-of-pocket expenses with the upkeep. And you can certainly expect to command top dollar when it’s time to resell it.

While all of those reasons are great, I think the Sonata’s more luxury-like overall package gives it a distinction that the Camry can’t compare. I can’t stress enough the huge disparity between the way it looks and feels on the inside, as the Sonata wows with its luxury-like flair and tech forward features.

You also get a massive ultrawide display that covers both the main and driver’s display, including a head-up display that projects useful driving stats and navigation directly onto the windshield.

Winner: Hyundai Sonata

Toyota Camry vs. Hyundai Sonata: Verdict

At the end of the day, the 2026 Toyota Camry Nightshade wins this face-off by offering superior real-world efficiency and sharper driving performance. It certainly helps that it costs roughly $2,000 less than its competitor and features an aggressive, blacked-out design that I much prefer — adding just enough sporty attitude to make me feel youthful on the road.

As for the Sonata? It is truly unbelievable how many premium features Hyundai managed to pack into its mid-size sedan. It feels like a vehicle from a premium luxury class above without forcing you to pay luxury prices, making it a spectacular alternative.

But if you want the best balance of style, performance, and everyday savings, the Camry Nightshade is the one to buy.

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A lot goes into making the best electric scooters. Some pack in high-tech parts and design at every corner. Some try to deliver all-around quality without the high-price that comes at the cutting edge.

Comparatively, the GoTrax G6 doesn’t seem to strive for much. Between tame looks and specifications, it’s not liable to catch much attention. It has modest capabilities that fit its price and role as a daily commuter. It checks some important boxes, like including lights, suspension, and UL2272 certification.

With such tame bonafides, it has a hard time standing out against great all-arounders like the Segway E3 Pro and Apollo Go or discounted flagships of yesteryear like the Segway Max G2. What the GoTrax G6 is left with, then, is a really big battery for the money.

In over a week of riding, I didn’t find much to love about the G6, especially after testing some other great rides. But that big battery is one thing even some more expensive models don’t keep up with. For range alone, it’s worth a peek.

GoTrax G6 review: Pricing and availability

The GoTrax G6 launched in 2023. Since then, it has been followed up by the G6 Commute model that simply adds a combo lock. While it has a list price of $799, it has been available directly from GoTrax steadily for between $599 and $629. It’s available only in one color scheme: gray and black.

GoTrax G6 review: Design

The GoTrax G6 isn’t much to look at. Aside from some blue underglow LEDs, it offers a pretty utilitarian design, doing what it needs to and little else. It’s still reasonably equipped, fitting a few reflectors, a bell, a functioning brake light and a headlight. It gets dual drum brakes and electronic braking in the rear, both actuated by simple brake levers. It just doesn’t really stand out from others on the market.

In fact, it’s pretty simple right from the start. Out of the box, the scooter was easy to assemble. It just needed the internal cables connected where its headset and steering tube meet and then four bolts screwed in to connect those two parts. GoTrax includes an allen key to get the job done and a few extra bolts in case you drop one. Before the first ride, you’ll want to charge up fully. In my case, there was a little over 210Wh to top up before the scooter was full, and this took close to 2.5 hours to deliver.

The folding mechanism is practically generic, splitting near the bottom of the steering tube with a simple latch and lever with a safety catch. It’s not too tight or loose, and it’s easy to operate with a single hand.

The GoTrax G6’s folded position is an awkward one, though. Rather than clipping along a point on the steering tube or at the back of the headset so the deck and tube are parallel, the G6 has a spring clip on the left handlebar that latches to the rear fender. The handlebars end up angling out to the side slightly when folded. It’s not the end of the world, but it’s an odd choice. The scooter’s not any easier to carry or store as a result, and the tight tolerance for the clip actually makes it a bit fussy to get in position.

Thankfully, when it comes to the ride, there’s a little more straightforward quality. The GoTrax G6 offers big, beefy handlebar grips with rubber ribs that feel great to hold. The base has a decently spacious deck and tail that’s good and grippy if a little small for someone with size-12 shoes.

The front and rear fenders have good coverage to keep riders dry on wet pavement. The scooter feels plenty sturdy riding along even while carrying a 240-pound rider. The brake levers and thumb throttle do feel a bit cheap, though.

A small kickstand on the side is easy to kick into place, but doesn’t hold the scooter very close to straight upright.

The user manual suggests that the recommended pressure for the scooter tires is 50 PSI while the tires themselves only mention 30 PSI in the context of their max load. The front wheel is easy to inflate, but the rear has a recessed valve stem that calls for an adapter to get at. GoTrax includes that adapter, but it’s a nuisance to have to keep track of.

The G6 packs in a bit, and ends up sizable as a result. It’s definitely not a small scooter. It’s easier to find space for than some of the 2000W, full-suspension offroaders out there, but it’s no Unagi One or Niu KQi Air. It’s also not nearly as light. GoTrax lists the G6 at 45 pounds, which would be decent, but I weighed it at 52.1 pounds, erasing one of the big advantages it might have had over the NIU Kqi3 Max or Segway Max G2.

GoTrax G6 review: Display

The display on the G5 is rather rudimentary. It’ll show your speed, trip distance, and speed mode, but it’s not very bright and has a glossy surface, so it’s almost impossible to see in daylight. At the bottom of the screen, there’s a five-bar battery indicator, which tends to be less useful since it’s so imprecise.

At power-up, the display will show a total odometer reading, but that’s the only time you’ll see this figure. Navigating settings is all done with the power button. Single taps cycle through speed modes, double taps toggle the headlight, triple taps toggle metric and imperial units.

GoTrax G6 review: Security features

To get going, pressing the power button for three seconds will turn the scooter on, but to actually get started riding, you’ll have to first get past the password. The user manual might forewarn you if you read it fully, but the scooter doesn’t have any tags or labels as a heads up.

It’s all the more confusing as there don’t immediately appear to be any controls. By default, the password is “000,” and the process for entering it is to tap the throttle to go up or pull the brake lever to go down a digit, tapping the power button once to move onto the next digit, and finally double-tapping the power button to input the complete code.

If that seems tedious, trying to figure out the instructions for setting your own password will be even worse. The manual’s explanation doesn’t make a lot of sense.

When you park, the only decent locking point is around the neck of the scooter, but there’s no firm loop, so any large U-locks or chain locks will leave the scooter insecure against thieves with a couple alley keys and some know-how.

GoTrax G6 review: Performance and handling

I tested the GoTrax G6 coming off the back of testing some really impressive scooters with the kind of suspension I was happy to leap off curbs with, and it brought me back down to earth. The G6 does little to get beyond the basics.

The G6’s 500W motor is sufficiently powerful, but not mighty. It could push me along at 20mph just fine, and it didn’t take forever getting up to speed. I could even start up on slight grades and get up to 17mph on that slope. The motor emits not-so-subtle whirring while operating that makes it sound both strained and a bit cheap.

The flipside of having a motor that’s not too peppy is that it’s also not too jerky. The G6 was a pretty smooth ride as far as starting and stopping was concerned. The electronic braking is quite meager, though. That’s a shame, as regenerative braking can add some extra range to the tank while providing less wear and tear. Alas, I consistently had to rely on the physical drum brakes to stop the scooter. With the cheap levers and somewhat weak bite, the brakes don’t feel great, but they do their job.

The biggest downside of the ride is that the G6 just feels stiff. It rides on 10-inch, pneumatic tires and even has a suspension fork in the front. Even then, I found the road a constant rattling in my hands. The suspension fork does little to help. Pits, divots, and bumps in the road hit hard and would occasionally knock one of my hands loose from the handlebars. Ultimately, because of this ride quality, the G6 calls for smooth roads or slower, more careful riding.

For longer trips, the scooter offers cruise control, but it behaves in unfortunate ways. For one thing, it takes 10 seconds before it will activate, which can make it hard to anticipate and especially hard to set at anything other than full speed. The system communicates in beeps that aren’t very loud, which can make it hard to notice when the scooter has gone into cruise control.

The scooter also doesn’t react to subtle brake pulls very well. In fact, I can hear the brakes engaging before cruise control will deactivate, leading to situations where the motor is actively working against the brakes. That brake lever behavior also means the brake lights don’t always come on during gentle braking pulls.

GoTrax G6 review: Battery life and range

The G6 might not be leading the pack in terms of ride quality or speed, but it has one big thing going for it: a big battery. Scooters around its price tend to have smaller packs, like the Segway E3 Pro’s 368Wh battery. The GoTrax G6 goes big with a 48V/16Ah battery for a total 720Wh.

This gives it an estimated range of up to 35 miles. I’m a heavy rider at 240 pounds, and I try to take advantage of the speed on offer from scooters, so I never expect to get that full estimated range.

I covered 19.3 miles on the G6 before the battery died, which is fairly solid. The first 12 miles were fast city riding. With the battery getting down to the last two bars, I babied it a little for the last 7 miles, but was still hitting 15 mph reliably. It certainly didn’t feel as zippy.

Once the scooter got down to one bar on the battery meter, performance sank lower still. It took about four seconds to get up to just 10mph even with a strong kick, and it took a full 10 seconds to reach 13mph where the scooter leveled off and stopped accelerating.

Though the scooter went 19.3 miles, performance dwindled over that last mile, with the scooter’s speeds gradually dropping to a crawl and a few heavy kicks required to get any sort of speed back from a standstill.

Still, that range is competitive for a scooter at this price. It could have been even more impressive if the G6 operated more efficiently and took better advantage of regenerative braking. I have seen better range from smaller batteries.

A flipside to the big battery is a big charging time. GoTrax lists a 3-amp charger in the specifications, but the included charger was only 2.5 amps. This took a bit over 7 hours to fully recharge the scooter. With a 3-amp charger, it might have been closer to 5 hours.

GoTrax G6 review: App and features

The GoTrax G6 lacks a companion app for advanced metrics and customization. That’s no surprise at this price, but it does hold it back some. The Segway E3 Pro is competitively priced and works with an app for ride customization.

Despite the lack of an app, the G6 isn’t without special features. It has an integrated tether cable lock that uses a four-digit combo. This can make it easy to post up and lock to a bike rack. I wouldn’t count on it as heavy security though. Tethers are notoriously easy for thieves to cut, and this isn’t even a thick on.

Then there’s the fact that the scooter’s own handlebars give thieves about a two-foot lever they can use to break the lock. With the lock set around a sturdy pole, one swift tug was all it took for me to break the locking pin and free the scooter. Do yourself a favor and invest in one of the best bike locks.

GoTrax G6 review: Verdict

Some electric scooters seem to do it all. It’s that all-around quality that makes the Segway E3 Pro such a compelling option. By contrast, the GoTrax G6 is utterly utilitarian. That’s a quality I often find commendable, but GoTrax may have stayed too simple in its utility.

The G6 is quick enough and it has good range for the money, so if you have a simple, smooth route from A to B that calls for as much range as possible, it might make sense to get. But its ride quality and build fail to impress. It folds up awkwardly and proves heavier than specified by no small margin.

This all puts it in a tough spot. If you’re going by list price alone, the G6 is less expensive than the competition. We’ve seen the G6 go for as little as $599, and at that price, it may be compelling enough for the range. However, depending on the day, you might be able to get the Segway Max G2 or Apollo Go for a very competitive price and enjoy a superior scooter.

Alternatively, if you can live without all that range, the Segway E3 Pro is strongly worth considering as it delivers more in just about every other regard.

About a month ago, after a security update, my Samsung Galaxy S26 Ultra refused to connect to Android Auto with my 2019 Honda CR-V. It's not an uncommon experience between Android and that specific car, it seems.

However, a recent Google Play Services update may have solved the issue. I noticed on Sunday that I was able to brute force the connection, but it's been smoother in the last couple of days since then. If it's helped me out, then there's a chance it could do the same for any of you struggling to get your Android phone to talk to your motor.

The Google update went live on Monday, June 8. Google's release note simply reads: "[Auto] Bug fixes for Device Connections related services."

It doesn't detail how Google fixed the bugs, but it's clear that the connection issues are a problem.

When the S26 series was released in March, owners of both the new Samsung phones and Pixel phones reported issues with Android Auto connectivity. At the time, some users suggested that the new Advanced Protection security feature was blocking the connection. Neither Google nor Samsung confirmed this or any other theory.

This isn't a new problem

Initially, I was able to connect my new S26 Ultra immediately. I only noticed issues after a Samsung security update in May. Obviously, something happened, but I'm not sure where in the Android pipeline things are getting clogged.

Personally, I've had issues with Auto connections for years going back to the Samsung Galaxy S22 Ultra. That may or may not be related to Android Auto or my CR-V, which I've owned for about three years now.

Because Android Auto typically requires a tethered connection, connection problems can come from the type of USB-C wires used to connect your phone and the vehicle.

I've found that connection disruptions often tend to happen after security updates, which seem to break the established connection between my phone and the car.

For now, I'll happily use Android Auto because I do enjoy it. But I'll hold my breath every time my phone proffers a new update. And if you've also suffered issues with Android Auto, I want to hear from you — drop me a comment below this article and let me know.

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There are a lot of hidden features in the far reaches of Android, and Android Auto is no exception to that. One of my favorite hidden settings lets you utilize side-loaded apps that Google may not fully approve of, but there are a bunch more ways to truly personalize and make Android Auto your own. The best part is they're pretty easy to set up, too.

There is a way to create your own custom shortcuts for Android Auto, which live on your home screen and look just like a regular app icon. The difference is that it's a custom command for Google Assistant that initiates as soon as you tap the bubble, and saves you the hassle of actually having to summon the assistant yourself.

Yes, it's still running as part of Google Assistant rather than Gemini, which does mean there are limits to what it will understand. But you still get all the freedom associated with Google Assistant commands in button form, and without running the risk of the virtual assistant acting like it can't understand what you're saying.

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Three-row SUVs are increasingly becoming popular, but the biggest drawback is that they’re often obnoxiously overpriced and terribly inefficient. And did I mention they’re also some of the most challenging to operate because of their size? Yet, the Mitsubishi Outlander stands as an exception.

That’s because this compact crossover SUV doesn’t just cram in a third row to offer seating up to seven passengers; it’s also the most fuel-efficient 3-row SUV I’ve tested all year. What makes it even more appealing is the $47,235 as-tested price for the 2026 Mitsubishi Outlander SEL 1.5T S-AWC trim I specifically drove for a week.

Even though it’s not as elaborate-looking as the Buick Enclave, nor is it as spacious as the Hyundai Palisade, I think the Mitsubishi Outlander makes the appropriate compromises to make it way more attainable for most people. Here’s why.

It starts at under $30,000

It starts at under $30,000

Honestly, I can’t believe that the base trim comes in at under $30,000 — which still manages to pack in third-row seating. For those who want to maximize their budget, it’s one to consider even if it does come with just the basics. I’m talking about a spartan interior, smaller 7-inch driver’s display, and way fewer assistance features. But it still manages to pack the same 1.5L 4-cylinder turbo direct-injection engine that comes standard across all trims.

Despite costing more, the SEL 1.5T S-AWC trim does come with conveniences that justify its higher price. Specifically, it comes with a head-up display, larger 12.3-inch driver’s display, panoramic sunroof, digital rearview mirror, powered liftgate, adaptive cruise control, and more. The extra cost also gives you leather seats that make it look premium.

All of those extras really make a difference by making the cabin feel less spartan and more modern. I’m particularly pleased by its adaptive cruise control. Much like systems I’ve tested in other SUVs, it helps guide the wheel, applies all necessary braking and acceleration to maintain a safe cruising speed, and keeps the vehicle centered in the lane.

Ditches the stereotype that 3-row SUVs are gas guzzlers

Although it’s technically not a hybrid, the 2026 Mitsubishi Outlander SEL 1.5T S-AWC acts like one thanks to its impressive efficiency. I clocked a total of 200.5 miles during my week of testing and averaged a combined 27 mpg. That easily beats the 22.3 mpg and dismal 16.7 mpg I saw from the Buick Enclave and Hyundai Palisade, respectively.

The only other 3-row SUV I’ve tested this year that comes close to the Outlander’s efficiency is the Toyota Grand Highlander. However, it’s worth noting that the Grand Highlander is a much larger, midsize SUV with a true hybrid powertrain — and it carries a significantly higher price tag for comparable trims.

I’m equally impressed by the Outlander’s highway fuel economy. During a long-distance road test that was predominantly highway miles, I averaged 29.8 mpg. Sure, a dedicated hybrid engine would push those numbers even higher, but when you factor in the Outlander's lower upfront cost, it's a trade-off that's easy to live with.

Way more utility than the average crossover

The beauty of a crossover SUV is that it retains the utility people love about traditional SUVs, but drives with the ease of a sedan. After spending a week behind the wheel of the Outlander, it’s clear to me that the market needs more compact crossovers with third-row seating.

While the third-row bench is incredibly cramped in terms of legroom — meaning you'll want to reserve it strictly for children — I still love the utility of having those extra seats when you're in a pinch. When you don't need them, they fold perfectly flat to clear the way for extra trunk space.

On the flip side, the Outlander's 174-horsepower engine won’t win any awards for straight-line speed, even when you switch the drive mode dial over to Sport. Ultimately, the tight third row and modest acceleration are the two main trade-offs you’ll need to mull over.

Mitsubishi definitely has something compelling on its hands with the Outlander, mainly because it delivers a legitimate three-row crossover without breaking the bank. As the brand works to recapture its glory days, this vehicle serves as a strong step in the right direction — and much like Buick's recent turnaround, it could slowly be rewriting the script.

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Now, as much as I love the long-term savings you get by going with one of the best electric cars, plenty of people are still hesitant about going all-in on electric. If you’re one of them, you’ll want to consider a hybrid — and not just any ordinary one.

While sedans like the Toyota Prius have proven to be supremely fuel-efficient, I recommend looking at hybrid SUVs that offer the extra utility of carrying more cargo. The 2026 Hyundai Tucson Hybrid and 2026 Kia Sportage Hybrid are built on the same platform and deliver substantial savings over traditional ICE (Internal Combustion Engine) vehicles.

They're evenly matched in price at around $43,000 and pack almost the exact same features — but there’s still one I recommend. Here's how this Hyundai Tucson Hybrid vs. Kia Sportage Hybrid face-off turns out.

Hyundai Tucson Hybrid vs. Kia Sportage Hybrid: Specifications

Hyundai Tucson Hybrid vs. Kia Sportage Hybrid: Design

There’s a stark contrast in how these two SUVs look, and personal preference will heavily influence your decision.

For me, the 2026 Kia Sportage Hybrid SX-Prestige features a louder, much more expressive design. It boasts a bolder road presence thanks to its sharp body creases and distinct, boomerang-shaped LED daytime running lights. The overall aesthetic is incredibly futuristic — a characteristic that Kia's known for across its lineup with vehicles like the Niro and EV9.

Meanwhile, the 2026 Hyundai Tucson Hybrid Limited takes a more conventional route. It features an aggressive grille that visually overwhelms the front. Around back, the toothy LED taillights connected by a full-width light bar create a somewhat polarizing look.

Winner: Kia Sportage Hybrid

Hyundai Tucson Hybrid vs. Kia Sportage Hybrid: Fuel economy

On paper, both SUVs are rated for nearly the same fuel economy. However, my week's worth of real-world testing revealed an overwhelming advantage for Hyundai.

Driving the Tucson Hybrid, I recorded an impressive average of 38.5 mpg. I was especially blown away by its highway efficiency, recording 42.3 mpg during one of my long-distance test runs. It is worth noting, however, that the warm spring weather during my week with the Tucson certainly gave it a helpful boost.

Conversely, I averaged just 30.1 mpg with the Sportage Hybrid. While that falls short of its 35 mpg EPA rating, the vehicle was tested in colder wintertime conditions, which always adversely affects hybrid performance. Nevertheless, even when accounting for the weather, the data shows a significant efficiency gap — giving the Tucson the clear win here.

Winner: Hyundai Tucson Hybrid

Hyundai Tucson Hybrid vs. Kia Sportage Hybrid: Driving performance

Both hybrids are powered by the exact same 1.6L turbocharged 4-cylinder hybrid engine and come standard with AWD. Yet, despite sharing identical power ratings on paper, the Kia Sportage Hybrid SX-Prestige feels far less strained under acceleration. While it can feel somewhat sluggish in ECO mode, switching the Sportage into Sport mode sharpens the throttle response and tightens up the steering — making it genuinely fun to drive.

The Hyundai Tucson Hybrid Limited delivers its power much more conservatively. Even though it packs the same horsepower under the hood, its default tuning feels noticeably more subdued, making it feel slightly underpowered when you need an immediate burst of speed. While this smooth delivery is perfectly fine for conservative daily commuting, trying to overtake vehicles at highway speeds forces you to push the pedal significantly harder to get the transmission to kick down.

Winner: Kia Sportage Hybrid

Hyundai Tucson Hybrid vs. Kia Sportage Hybrid: Comfort

Again, both SUVs share very similar interior layouts. They each feature gorgeous panoramic displays that stretch across the dashboard, sprawling panoramic glass roofs, and ventilated seats that make long-distance drives incredibly comfortable. They also offer an identical amount of rear legroom, ensuring taller passengers will never have their knees jammed against the front seats.

However, the futuristic aesthetics and smart gear selector placement of the Sportage Hybrid give it the edge here. At night, the Sportage's cabin truly comes to life thanks to vibrant ambient lighting, and the rotary shifter placed cleanly near the center armrest is incredibly intuitive to use.

Just like its exterior, the inside of the Tucson Hybrid favors a conservative, contemporary look. While that clean styling might appeal to some, it lacks the bold aesthetic needed to make it truly stand out. I'm also not a fan of the Tucson's column-mounted gear stalk behind the steering wheel.

I will say, though, that I love the driver assist technology on both models. They share the same excellent adaptive cruise control, which includes a dedicated steering wheel button that instantly engages lane-centering assist.

Winner: Kia Sportage Hybrid

Hyundai Tucson Hybrid vs. Kia Sportage Hybrid: Value

The great thing about going with Kia or Hyundai is that both brands are incredibly generous with extra features. For around $43,000, drivers are treated to premium tech that you usually only see in luxury cars costing twice as much.

In addition to the features I mentioned earlier, both models come equipped with head-up displays that project useful driving information directly onto the windshield, 360-degree cameras that make parking a breeze, and live blind-spot view monitors that pop up right in the driver’s gauge display.

Ultimately, though, it’s the Tucson Hybrid’s superior real-world fuel economy that seals its status as the better overall value.

Winner: Hyundai Tucson Hybrid

Hyundai Tucson Hybrid vs. Kia Sportage Hybrid: Verdict

After tallying up the results, the 2026 Kia Sportage Hybrid comes out on top — despite falling short of the Tucson in real-world fuel economy. Thanks to its bolder design, futuristic interior aesthetics, and premium tech features, it feels like the more impressive overall package. While it shares identical mechanical platform with the 2026 Hyundai Tucson Hybrid, the Sportage is simply the more engaging and stylish SUV to drive every day.

Then again, if you prefer an SUV with a more conservative, contemporary look, the Tucson Hybrid checks all the boxes — especially with its outstanding real-world fuel efficiency. But if you want a compact hybrid that stands out from the crowd and turns heads on the road, the Kia Sportage is the one to buy.

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

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

2027 Chevrolet Bolt: Specifications

2027 Chevrolet Bolt: Testing summary

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

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

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

2027 Chevrolet Bolt: What I like

Attractive starting price

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

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

Generous Legroom Throughout

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

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

Comfortable, sporty-looking seats

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

Storage spaces everywhere

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

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

Angled center display

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

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

2027 Chevrolet Bolt: What I don't like

Tight trunk space

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

No lane centering

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

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

2027 Chevrolet Bolt: Bottom line

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

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

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

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

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

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

2026 Subaru Trailseeker: Specifications

2026 Subaru Trailseeker: Testing summary

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

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

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

2026 Subaru Trailseeker: What I Like

It looks practically identical to the Outback

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

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

Spacious interior

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

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

Outstanding efficiency

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

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

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

Agile driving for its size

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

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

2026 Subaru Trailseeker: What I don't like

Noisy roof

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

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

Outdated software

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

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

2026 Subaru Trailseeker: Verdict

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

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

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

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When it comes to hauling a crowd, there’s no arguing the rising popularity of 3-row SUVs. They’re a major reason why we’re seeing fewer minivans on the road, like the Kia Carnival and Chrysler Pacifica, thanks to how they offer maximum passenger capacity in a more rugged SUV form.

While I’ve already spent time this year testing massive, full-size SUVs like the Infiniti QX80 and Chevrolet Tahoe, these behemoths of the road often strain budgets because they regularly push into six-digit territory. That’s why many buyers look down a tier at mid-size 3-row SUVs like the Toyota Grand Highlander and Honda Pilot.

These modestly priced options hover just a smidge over $50,000 each, yet they maximize value in every way imaginable. After spending a full week living with both the 2026 Toyota Grand Highlander Limited Hybrid AWD and the 2026 Honda Pilot Elite AWD, I put their maximum utility to the test to tell you exactly which one I’d buy.

Toyota Grand Highlander vs. Honda Pilot: Specifications

Toyota Grand Highlander vs. Honda Pilot: Design

Although they don’t have the same flashy styling as all-electric options like the Kia EV9 and Hyundai Ioniq 9, their contemporary aesthetics should please a wider range of buyers. The Toyota Grand Highlander embraces a blocky, slab-sided appearance that feels imposing on the road, echoing a scaled-up RAV4 in the process. However, I just find it way too conventional for my taste.

In contrast, the Honda Pilot Elite counters with a more athletic, truck-ish exterior stance that trades soft minivan curves for a rugged front grille and muscular lines. The front grille design, in particular, helps elevate its appearance by combining a honeycomb-like pattern on the bottom with wider blocks on the top.

Meanwhile, I also love how the back looks with the Pilot’s name spaced out and more prominent, while the dual exhausts give it a more aggressive demeanor.

Winner: Honda Pilot

Toyota Grand Highlander vs. Honda Pilot: Fuel economy

Rising gas prices are a major factor for people shopping for their next vehicle, so it’s no surprise that I recommend the Toyota Grand Highlander here — especially since this $55,655 as-tested trim runs on hybrid power. What’s truly impressive is the 38.8 mpg average fuel economy I achieved during my week of testing. Not only does that beat its 34 mpg combined EPA rating, but careful driving can yield even better efficiency. For example, one of my short-distance trips yielded an astounding 47.4 mpg average.

Even though it doesn't deliver nearly as high numbers, the 22.3 mpg average I accumulated while driving the Honda Pilot Elite AWD for a week is still respectable for a mid-size SUV, also beating out its 21 mpg combined EPA rating. Considering it features a larger 3.5-liter V6 engine, the Pilot is still quite efficient for its size.

While I appreciate that both of these 3-row SUVs run on regular unleaded gasoline, the Grand Highlander Limited Hybrid AWD is the clear choice to save you significant money at the pump in the long run.

Winner: Toyota Grand Highlander

Toyota Grand Highlander vs. Honda Pilot: Driving performance

Clearly, when you’re driving people movers like these two, you don’t expect sports-car agility — but you do want a confident driving experience. Despite having superior fuel economy, the Grand Highlander Hybrid's 2.5-liter four-cylinder engine and eCVT setup can feel underpowered. Sure, it makes for a super quiet ride around town, but it lacks the extra kick needed to overtake vehicles quickly on the highway.

That poses no problem for the Honda Pilot Elite. Its more powerful 3.5-liter V6 engine delivers a robust 285 horsepower. In several instances, I was actually startled by the amount of get-up-and-go it has from a dead stop. Surprisingly, too, the Pilot feels extremely maneuverable despite its tall stance — thanks to a responsive steering performance that makes it feel much more agile than its size suggests.

While the Grand Highlander’s soft demeanor is perfectly fine if you view driving as a chore, the Pilot handles unpredictable weather, highway merges, and twisty roads with a level of confidence that the hybrid simply cannot match.

Winner: Honda Pilot

Toyota Grand Highlander vs. Honda Pilot: Comfort

When a vehicle is designed for maximum capacity, raw dimensions only tell half the story — how that space actually feels is what matters most. On paper, the Toyota Grand Highlander Limited has a massive footprint, offering generous legroom across the first and second rows, but my specific model maxed out at seven passengers compared to the Pilot’s eight-passenger bench seating configuration. At the same time, the Grand Highlander leans too heavily on hard, utilitarian plastics throughout the lower cabin.

Personally, I prefer the Honda Pilot Elite’s style, which delivers a sophisticated, almost luxury look that elevates the entire road-trip experience. I really love how the plush leather seats featuring premium quilted accents keep me perfectly supported and firmly planted in the driver’s seat.

To top it off, it maximizes passenger utility by offering bench seating in both the second and third rows — complete with an ingenious design that lets you collapse the middle seat in the second row to make way for an armrest with cup holders.

Ultimately, the Pilot takes the victory in the comfort category because it feels like a genuinely premium place to sit.

Winner: Honda Pilot

Toyota Grand Highlander vs. Honda Pilot: Value

First and foremost, you can’t deny the dependability of both models. No matter which one you end up going with, you can expect them to last a long time — and when you’re ready to part with them, they'll absolutely fetch for top dollar.

Both 3-row mid-size SUVs hover right in that mid-$50,000 sweet spot, offering an identical, robust baseline of standard equipment. They include features such as advanced driver-assistance safety systems, panoramic sunroofs, rear sunshades, power liftgates, and more.

Beyond the window sticker, what truly solidifies their value is the legendary reputation backing both names. Whether you go with the Grand Highlander's intricate hybrid powertrain or the Pilot’s more powerful V6 engine, you can sleep better at night knowing they’ll last a long while with little more than routine oil changes and basic maintenance.

Winner: Tie

Toyota Grand Highlander vs. Honda Pilot: Verdict

Choosing between two vehicles with such impeccable reputations and near-identical price tags is never easy, but after testing them both for a week, a clear winner emerges. The choice ultimately comes down to whether you prioritize hyper-efficiency above everything else or a superior, well-rounded passenger experience.

The 2026 Toyota Grand Highlander Limited Hybrid AWD delivers mind-boggling fuel economy numbers that defied my expectations for a vehicle of its size, making it an incredibly smart option for drivers looking to slash their monthly fuel costs.

But while it wins big at the pump, it feels distinctly compromised in other areas — leaning heavily on a utilitarian interior with hard plastics and a hybrid powertrain that overworks itself under heavy acceleration.

Although it’s nowhere near as good on the efficiency front, the Honda Pilot Elite AWD is the superior vehicle to actually live with every day. It completely dominates the categories that matter most to large families.

It doesn't just haul people around because it treats them to a vastly more flexible, comfortable, and premium environment, making it the 3-row SUV I’d put my money on.

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The next generation of Android Auto was announced at the Android Show, and I got to properly test it at Google I/O. In short: Apple CarPlay feels washed in comparison — let me explain.

It takes the car from simply being something you go from Point A to Point B in, and adds an additional layer of making it a central hub for navigation, productivity on-the-go and entertainment. And with Gemini thrown in, Cars with Google built-in just took an evolutionary agentic AI step too.

So I took a (simulated) ride in the Kia EV9 with Android Auto and the full Google built-in Volvo EX60 to see what the upgrades bring to the table.

On-the-go

It all starts with the biggest update to Google Maps in over a decade — Immersive Navigation provides a nice 3D view with a huge increase in details like lanes, traffic lights and stop signs. Being able to see everything with greater clarity like this is a huge step forward for getting around.

Then there’s the multi-widget layout of the new Material 3 Expressive design, which creates a really nice, refined UI for the car and multiple app widgets for quick glance interactions.

Top it all off with Gemini and even agentic actions like ordering a meal on Doordash for when you get home (and even adjusting Google Home controls), and it simplifies the idea of multitasking while you drive with the power of your voice — all in a way that Apple CarPlay has never been able to do.

Stuck in traffic

But if there’s one thing I’ve learnt while out here at Google’s campus, it’s that you spend most of your time in California stuck in traffic not really doing much at all. The standstills are painful, and if you’re in an EV, you could be spending up to 30 minutes sat in your car waiting for it to charge.

That’s where the redesigned audio experience in apps like Spotify come in, and most importantly, support for full HD video up to 60 FPS on the center console. Throw in Dolby Atmos support and the surround sound experience was beefy and all-encompassing. But of course, this is only when you throw the car in park — once you start driving, that video vanishes in favor of an audio-only overlay.

Given the explosion in video podcasting on YouTube, I can see this being a hugely-adored feature for the moments you’re parked in traffic for the full visual experience, and switching on the fly to audio when you start crawling forward.

Your own personal car butler

But things get really interesting when you move over to Cars with Google built-in. For those uninitiated, most cars support Android Auto through connecting your phone to the car and project the content of it on-screen.

Cars with Google built-in are natively-built on an Android Automotive operating system — operating entirely as standalone devices that don’t require a phone to be connected to it. They’ve been around since 2020, and now we’re getting the biggest updates to these models since the launch.

The big thing here is Gemini is able to tap into your car’s controls and onboard sensors. No, that doesn’t mean it’ll drive the car for you, but what it actually means is Google Maps can be far more accurate and give real-time advice by using the car’s sensors to identify which lane is needed for your exit.

On top of that, you can ask Gemini to adjust pretty much all the settings in your car, like making the sun roof transparent, changing the climate control, and altering the mood lighting of the cabin. Rather than getting lost in the many panels of settings, having an AI assistant that can actually take action means less time looking at the screen and more time watching the road.

And even better, it’s got some conversational powers too to help you make sense of the world around you. For example in the demo I took part in, we had a first-person video of a drive through San Francisco, where we asked Gemini to identify the big tall building ahead. Google then went straight to the cameras, identified it and gave me an answer in seconds.

Outlook

So far, I’ve always felt that smartphone-enabled in-car experiences have always been a mask over the frankly terrible software that carmakers subject you to. They’ve always been handy, but only so far and you had to be ripped out of the experience elsewhere.

And while that’s still the case with Android Auto from your phone, Cars with Google built-in finally feel like the revolution that’s needed in this space to make car software actually fun to use — and the secret to it is Gemini intelligence.

Taking the confusion out of your car settings is a huge step forward alongside Immersive Navigation, a new cleaner Material 3 Expressive design and the ability to play full HD video for making your motor a central hub wherever you are.

It’s yet another massive step forward for Google that’s leaving Apple’s CarPlay in a serious need of catching up. All eyes on WWDC 2026!

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

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

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

2027 Mercedes-Benz CLA 250+: Specifications

2027 Mercedes-Benz CLA 250+: Testing summary

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

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

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

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

2027 Mercedes-Benz CLA 250+: What I Like

Most efficient luxury EV

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

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

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

Impressive auto park assist

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

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

Sharp screens

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

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

Hypnotic lights everywhere

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

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

Adaptive cruise control works well

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

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

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

Tight rear legroom

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

Smaller trunk space

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

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

2027 Mercedes-Benz CLA 250+: Verdict

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

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

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

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

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

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

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

“The best part is no part”

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

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

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

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

Rewiring a Ford EV

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

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

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

What Ford’s EVDC *actually* tells us

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

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

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

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I love my town — the people, the shops, the neighborhoods — with the exception of one thing: parking. If I need to zip into town to pick up some groceries or drop my kid off at her dance class, I’ll spend as much time looking for a parking spot as it took to drive there.

Over the last month, that equation has changed, as I’ve been using the Aventon Abound LR for all sorts of takes where I would have otherwise driven my car. And, it’s proven to be, at least for me, one of the best electric bikes for those who need an ebike with cargo capacity. I have a few minor gripes, but you’ll want to read the rest of my review to see if this ebike can cut down on your own car trips, as it has with mine.

Aventon Abound LR review: Price

The Aventon Abound LR costs $1,999 and is available in either sage or black. It’s large enough to carry two kids — though the second one would be pretty crammed.

At the time of this writing, Aventon was bundling the bike with the large rear panniers (normally $135) as well as a folding bike lock ($69).

Aventon sells a smaller version, the Abound SR, for $1,899, which is a bit more compact but can still fit one child comfortably on the back. It’s also available in some more fun colors, such as Cobalt Blue and Purple Haze.

The bike also has several anti-theft and tracking features that use 4G and GPS; they’re free for the first year you own the bike, but cost $20/year afterwards.

What I like

It's effortless to ride

Despite the bike’s bulk — especially when laden with my 7-year-old in the back — I was able to get up to speed quickly, even on hills, thanks to the combination of its 8-speed gearshift and throttle.

I rode the bike up some steep inclines using both the throttle and pedal-assist alone, and it never struggled. The bike’s 750W motor was quick to respond, and, as a nice touch, you can switch between it using either a cadence or a torque sensor. So, you can either have the motor respond the harder you pedal, or the faster you pedal.

The bike has a front fork suspension as well as a seat suspension, which made every ride extremely comfortable. Aventon says the bike will suit riders from 4’11” to 6’3”, and while my wife and I aren’t quite that tall or short, it fit our 5’2” and 6-foot frames just fine. (I had to extend the seat to its tallest setting, though).

The bike felt stable at speed, though I did have to remind my kid not to shift her weight around a lot while we were riding; I definitely noticed when she swung her legs or moved side to side.

Even when you’re not on the bike, it has a few helpful features. I especially like the Walk mode, which moves the bike along at about 1-2 MPH, and prevents it from rolling backwards. I use it all the time when I have to wheel the bike up my steep driveway, and then open my garage door; this mode lets me do everything one-handed.

Strong security and safety features

The Abound’s small but bright display doesn’t scream that this is a bike loaded with tech, but it’s got a few key features that I found really handy.

To the right of the display is a small five-button keypad, which lets you control most bike functions, such as the rear turn signals. The lights themselves are small, but it’s a good option to have, even though you should also use hand signals too for extra safety.

Security measures include a startup password as well as an anti-theft alarm; if someone tries to move the bike while it’s turned off, it will start emitting a loud beeping sound.

Built into the bike is 4G and GPS, so you can also track where the bike is at all times, and even create a geofence, so that it can’t be used outside of a certain area.

As I wrote in the pricing section, these are free the first year, but cost $20 a year afterwards. While you should always use one of the best bike locks, spending an extra $20 a year to ensure your $2,000 bike’s safety seems a reasonable investment.

Good battery life and range

Aventon says the bike’s battery is good for a range of around 60 miles. This all depends upon a variety of conditions, including your weight, what you’re carrying, and if you’re going up or down any hills.

I took the bike on a solo 12-mile ride, with the assist level set to Sport mode, and went up and down several hills, totaling a few hundred feet. At the end of the ride, I had used 30 percent of the battery. Extrapolating that out, I would get around 40 miles before I’d need to recharge.

What I don't like

Motor whines a little

I admit — I had a hard time finding fault with anything, so this is more of a nitpick. When you engage the electric motor, whether via pedaling or throttle, the bike makes a whining sound not unlike that of a manual transmission car in reverse. It’s not overly distracting, but it’s definitely noticeable. I wouldn’t say that this is cause for you to not buy the bike, though.

It could use even more accessories

This is also a bit of a gripe rather than a full-on complaint, but I want there to be even more accessories for the bike. I tested it with the rear Passenger’s Chair, and the biggest issue my daughter had is that she wished it had some sort of seatbelt, so she could “eat snacks while I was pedaling her to and from her activities.”

On my side of things, I would have liked more storage options. If you have the chair installed, there’s no way to add a rear basket or panniers, so the only way to carry additional cargo would be to add a front rack. I’ve been searching the web for anything that could work, so if you know of something, drop a note in the comments.

I did like that the company includes a small storage compartment right behind the crankshaft. It's great for stowing small things, such as a bike lock or bungee cords, and it even has a little combination lock of its own.

Bottom line

An electric bike isn’t cheap — with accessories, the Abound LR costs over $2,000 — but given the higher cost of gas these days, (as well as the warmer weather of the spring and summer), I can see myself using this bike far more often over the next few months.

Aside from parking and traffic woes, it’s just far more enjoyable to bike around town than it is to drive. My daughter and I notice things that we wouldn’t have otherwise if we were driving — like people’s lawn decorations, or herds of deer munching on hostas — and we have a much more fun time chatting. However, she said she preferred riding in front-loading cargo bikes, like the Urban Arrow Family, because when she looked straight forward, ”I’m not just looking at your back.”

Small quibbles aside, the Aventon Abound LR is a near-perfect bike if you have to carry around a little one, or need something that can eliminate a few extra car trips.

There’s a long-standing stereotype that large luxury SUVs are like the gold watches of the automotive world. While they put comfort and convenience above everything else, you could say that they often come off as uninspired — but not the Genesis GV80 Coupe.

Genesis has taken the sophisticated DNA of the standard GV80 I tested earlier this year and transformed it into something that actually feels fun and youthful. That’s because its striking, sleek design, combined with its performance tuning, makes it feel a lot like I’m driving a sports car rather than a suburban people mover.

After driving the 2026 Genesis GV80 Coupe 3.5T AWD for a week, it’s clear that it makes driving a luxury vehicle fun again. Here’s why.

2026 Genesis GV80 Coupe: Testing summary

I drove a total of 144.4 miles during my week with the Genesis GV80 Coupe, averaging 20.9 mpg. That’s a smidge better than what I achieved in its three-row sibling, and it’s worth pointing out how the sleeker design likely contributes to that improved efficiency. This was most evident during my long-distance driving test, where I managed an impressive 28 mpg average.

Aggressive details meet a sleeker silhouette

Don’t get me wrong, the three-row version of the Genesis GV80 looks luxurious, but the GV80 Coupe takes that DNA and injects a sportier aesthetic that makes it look way more youthful. Since it ditches third-row seating entirely, there’s a sleeker silhouette and a tapering roofline that makes it look more like a sporty crossover than a traditional tall SUV.

The sport-meets-luxury style extends to the inside, where the quilted black Nappa leather seats are complemented by bold orange seatbelts. And true to its status as a luxury SUV, the GV80 Coupe impresses with its sprawling 27-inch OLED display, Ergo-Motion massaging seats, and some of the best interior ambient lighting around.

Supercharged performance makes for a thrilling ride

There aren’t a whole lot of gas-powered luxury SUVs that have impressed me with their driving performance. Oftentimes, they’re slow to accelerate and sluggish to maneuver — plus, they can feel quite intimidating to drive due to their tall stances. However, that’s not the case with the 2026 Genesis GV80 Coupe 3.5T AWD.

Under the hood lies a 3.5L Twin-Turbo V6 with a 48V e-Supercharger designed to bridge the gap between traditional internal combustion and the instant-on world of electric vehicles. I honestly did not expect the GV80 Coupe to behave so much like some of the best electric cars I’ve tested, but its 409-hp performance makes acceleration feel seamless — as if there’s no noticeable gear shifting involved.

Not only is it quick off the line, but shifting into Sport Mode sharpens the throttle and steering. This allows it to clear tighter turns much more easily without feeling unstable. Again, this is partly due to its sleeker roofline design, which provides a sportier drive than other traditional luxury SUVs.

All the luxury trimmings

In true Genesis fashion, this SUV — despite its sportier vibe — is still treated to all the same luxury trimmings as the standard GV80. I’m referring to features like the blind spot view monitor, digital rearview mirror, adaptive cruise control, head-up display, and Bang & Olufsen Premium Audio system. On those long drives after work when I just want to get home in peace, I really appreciate how well the adaptive cruise control works because it’s so smooth it practically feels like the car is driving for me.

Even though its as-tested price comes out to a whopping $83,995, the Genesis GV80 Coupe offers a level of character the standard SUV simply doesn't have. While the traditional GV80 is the logical choice for those who prioritize maximum utility and a more traditional luxury presence, the Coupe is the better alternative for the driver who isn't ready to let go of the fun factor.

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

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

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

2026 Volvo EX30: Specifications

2026 Volvo EX30: Testing summary

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

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

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

2026 Volvo EX30: What I Like

Fun to drive and very punchy

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

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

Minimalist design

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

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

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

Smart cupholder design

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

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

Sharp cameras

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

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

Sound Pilot Assist performance

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

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

Performance without the efficiency penalty

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

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

2026 Volvo EX30: What I don't like

No relief from the sun

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

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

2026 Volvo EX30: Verdict

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

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

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

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There’s an inherent advantage to using a vehicle's stock navigation app, as it often provides more accurate battery data than Google Maps running via your phone. However, Google Maps is a core feature of Android Auto that makes any road trip a breeze — and thanks to a recent update, it’s making travel even easier for EV owners with new AI-powered features.

After adding your EV to the app, you can use Google Maps to plan your next drive, complete with battery stats and planned charging stops. The key improvement here is that the app combines the data you supply regarding your specific vehicle's energy consumption with real-time traffic, weather, and elevation changes.

There is some initial setup required, but once it's done, you can instantly start planning EV-optimized routes. Here’s how to enable Google Maps to deliver accurate battery predictions for your electric vehicle.

Google's announcement states that you need to manually enter your EV's current charge level. However, when I planned a trip in my Ford F-150 Lightning, Maps already knew my truck's battery status. Your experience may vary.

When viewing the route, you'll see your charging stops along the way, including the estimated time you'll spend at each. There's also an option to remove specific stops or all of them from the route — if you do, Maps will show you the exact spot where your car is projected to run out of juice.

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I honestly thought the brand had kicked the bucket a long time ago, but when I drove the Envista a couple of months back, it proved to me that Buick is on the path to making a comeback. You really can’t overlook this longtime U.S. automaker.

Despite having a limited selection of vehicles in its portfolio, the Buick Enclave is its top-of-the-line model with 3-row seating — and it's attractively priced starting at $48,395. That’s actually the cheapest luxury 3-row SUV I’ve tested in the last year, beating out the Infiniti QX80, Genesis GV80, and Cadillac Vistiq.

That goes up to an as-tested price of $67,935 for the 2026 Buick Enclave Avenir AWD I specifically drove for a week. Obviously, it comes with upgrades such as all-wheel drive, GM’s Super Cruise system, a panoramic sunroof, a head-up display, and more. What’s even more captivating is how it basically looks like a Cadillac on the inside.

2026 Buick Enclave: Specifications

2026 Buick Enclave: Testing summary

I drove a total of 138.5 miles during a week of testing the 2026 Buick Enclave Avenir AWD, achieving an average fuel economy of 22.3 mpg. That might sound low, but it's honestly respectable for a three-row SUV with seating for up to seven passengers. In fact, it beat the comparably sized Genesis GV80 by a wide margin.

What’s even more surprising is the outstanding highway fuel economy, which reached 28.1 mpg during one of my long-distance tests. This is remarkable and shows that people movers like this aren't necessarily gas guzzlers.

Given today's high fuel prices, it’s worth noting that Buick has engineered the Enclave to work efficiently with regular gasoline — a stark contrast to the premium fuel required by many competing three-row SUVs.

2026 Buick Enclave: What I Like

Refreshing interior space

From the outside, the Buick predictably looks like a larger Envista — but stepping inside, I’m instantly in awe of its luxurious look. For starters, the white quilted leather seats complement the Buick Blue that dominates most of the dashboard.

This combo makes the entire interior space look and feel refreshing — and far more inviting than the over-the-top, ornate styling found in the Cadillac Vistiq. I previously noted that the Envista’s interior felt cheap due to the amount of plastic it relied on, but the Enclave is on the opposite end of the spectrum with its bright aesthetics, premium materials, and comfortable styling.

Three-row seating with captain’s chairs

While the front seats are spacious and comfortable — featuring massage functions to make any drive more bearable — it is the passengers who are truly traveling in style. Specifically, the Avenir features second-row captain’s chairs that provide a first-class experience because they offer a generous recline and ample legroom for passengers to stretch out.

Ultrawide single display

Sitting in the driver’s seat, I still can’t believe there’s a massive 30-inch ultrawide curved display serving as the centerpiece of the interior. Unlike other vehicles that tend to break up their panoramic displays, the Enclave's is a single panel that starts on the driver’s side and stretches across nearly the entire width of the dashboard.

While its sprawling size commands attention, the screen remains incredibly detailed, with deep colors and wide viewing angles. Best of all, there are no gaps whatsoever — making the entire unit look seamless.

Excellent super cruise control

I’ve always enjoyed GM’s Super Cruise, which I consider to be one of the best hands-free driving systems available.

For a vehicle as large as this, it's invaluable on long highway hauls because, once activated, the car practically drives itself — complete with automatic lane changes when it detects an opening. It's also highly responsive to traffic conditions, smoothly applying the brakes to maintain a safe following distance when cars merge into my lane.

Impressive Bose Audio System

Nowadays, it takes a lot for me to call out a car’s audio system — but the 2026 Buick Enclave Avenir AWD deserves a mention for its outstanding Bose premium setup.

This 12-speaker system has a trick up its sleeve in the way it replicates the feeling of being in the middle of a concert. Complemented by a deep bass that doesn't overpower the highs, the audio experience makes every drive far more enjoyable.

2026 Buick Enclave: What I Don't Like

Underpowered performance

Given its lower price point compared to other three-row SUVs, the Enclave’s biggest drawback is its smaller engine: a 2.5L Turbo V4 that delivers a peak of 328 hp. In comparison, the similarly sized Genesis GV80 I tested featured a much more powerful 3.5L Twin-turbocharged V6.

Consequently, the Enclave's engine feels like it is working significantly harder when overtaking slower vehicles or accelerating from a complete stop. While there's a Sport mode designed to sharpen acceleration, I didn’t notice a meaningful change in its behavior.

While this may not be a dealbreaker for everyone, the engine does feel like it's struggling more than it should — though the silver lining is that this powertrain delivers impressive fuel efficiency for its class.

Tight legroom in the third row

Finally, I need to address the legroom for the third-row bench seat. While I appreciate this level of utility in a mid-size SUV, there isn't much room for full-grown adults.

With my knees almost touching the back of the captain’s chairs, these seats are best reserved for children. On the flip side, I like how easily the third row collapses to create significantly more cargo space.

2026 Buick Enclave: Verdict

If you prioritize raw horsepower and aggressive cornering, you might find the Enclave’s powertrain underwhelming. However, for those who value a quiet, tech-forward cabin, industry-leading hands-free driving, and significant savings at the pump without sacrificing premium aesthetics, the 2026 Buick Enclave Avenir AWD is a compelling choice. It’s a lot like a Cadillac in terms of its luxurious interior, but without the extravagant cost.

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One thing I’ve learned from testing the best electric cars is that they really do make it feel like the future is here — and I’m not just referring to how they run off electricity exclusively. Oftentimes, they have unique designs that help them stand out on the road, along with forward-thinking tech I’ve tested, like the night vision camera in the Cadillac Vistiq and the home theater experience of the BMW i7 M70.

However, there’s one thing that can sour the experience for me: an outdated software experience. Just like the best phones I’m constantly reviewing, the software makes a world of difference in how a car feels. The sad part is that a majority of car makers are still stuck with software and interfaces that are antiquated, but the Volvo S60 Recharge proves how much of an impact this all makes.

I got to drive the 2025 Volvo S60 Recharge for a week and while it was running older software when I first got it, an over-the-air update changed everything. Now, it’s a perfect example of how much the overall experience benefits.

More modern aresthetic

Similar to phones, car software for years was fundamentally driven by heavy menu systems. The biggest offenders of this, in my experience, are Toyota, Honda, and Mazda, where uncovering specific settings often requires drilling down through submenus. Frankly, they look like they’re stuck in the '90s, and the examples above show why.

The beauty of the 2025 Volvo S60 Recharge’s software is that it has been upgraded to the same modern interface found in the newer EX30. As a result, it ditches the dated menu-driven system of the previous software — like the one I found in the 2025 Volvo EX40 — for one that relies heavily on a graphical user interface.

For example, I love how Google Maps is central to the Volvo Car UX, as it takes up the majority of the vertical display’s real estate. At the same time, the icons are large, colorful, and explicit. The beauty of this modern interface is how it’s laid out, with common functions accessible right from the home screen as opposed to drilling down through menus.

Lack of CarPlay and Android Auto isn’t a dealbreaker

I know how some people feel about a lack of CarPlay or Android Auto support, but when the native software is this good, it’s no longer a dealbreaker. While the Volvo S60 Recharge’s software receives a much-needed update, it continues to offer Apple and Google’s smartphone integration as an alternative.

However, I found myself less reliant on them because of the Google-powered infotainment system, which offers all the same helpful features found in Google Maps. Not only does it actively check for faster routes, but I also love that it notifies me about accidents, road closures, and speed traps.

In my experience, using the native Google system is just as reliable for getting around. In contrast, the native mapping software that other carmakers preload often lacks these intelligent features, which are crucial for making a drive safer and more efficient. The updated software also impacts the driver’s display because it now incorporates Google Maps into the mix, so I can quickly glance my route on the driver’s display instead of the main touchscreen.

Older vehicles can still reap the benefits

Just like our phones, it’s incredible what new software can do — especially for older devices. The best software experiences I’ve encountered are in EVs like the Rivian R1S, Polestar 4, and Tesla Model 3, but these are all relatively new models.

The reason I am specifically calling out the S60 Recharge is that Volvo is updating the software in its models with Google built-in dating back to 2020. They are doing this entirely for free, giving owners of older vehicles the same modern experience found in the latest releases. I can’t stress enough why software can’t be overlooked when choosing a car.

Ultimately, the Volvo S60 Recharge proves that we’ve entered an era where a car’s newness isn't just measured by how many miles it’s put in or how chic it looks, but by the version number of its operating system. By prioritizing a clean, graphical interface over the convoluted menus of the past, Volvo shows why software will always matter — and what actually defines the experience behind the wheel.

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I get to test many of the best electric cars available today. While they’re often outfitted with an assortment of cameras, I’m still annoyed that they frequently lack a native dash cam feature. That’s likely why there’s still high demand for standalone dash cams, especially as cars become more tech-heavy.

My general problem with some of the best dash cams is that they obscure my view. While some smaller models try to be discreet, the vast majority remain an eyesore when you’re trying to focus on the road. I finally solved this by switching to a dash cam disguised as a rearview mirror: the Rexing M2 Max.

For those with older cars lacking a backup camera or touchscreen display, this is an easy upgrade that makes a vehicle feel modern. Now that I’ve used it, I can’t go back to an ordinary dash cam. Here’s why.

The easiest way to upgrade your rearview mirror

If you prefer a clear windshield without obstructions, the Rexing M2 Max does the trick because it fits directly over your existing rearview mirror. Installation is just as quick and simple as using an ordinary suction-mount dash cam: You simply fasten the rubber straps around your current mirror, connect the power cable, and that's all.

It’s a hassle-free upgrade because it doesn't require removing any factory equipment. Better yet, you’re only paying for the unit itself rather than a hiring a professional to install it.

Even though the kit includes additional accessories — like a GPS logger and a second camera for the rear windshield — I kept my setup simple by using only the digital rearview mirror. However, there are clear benefits to installing the other components, such as gaining parking guides via the rear camera.

Adjustable settings for the perfect view

One of my main concerns after installing the Rexing M2 Max was how well the camera would cover the front of my car. Since the unit is fixed tightly against the existing mirror, I was afraid I wouldn't be able to adjust the angle. However, the camera lens is housed in a ball joint, allowing me to articulate it precisely for optimal coverage. In fact, its 170-degree field of view is wide enough to capture the entire hood of my car. If that isn't enough, I can also adjust the pitch digitally via the touchscreen display.

During the day, I appreciate being able to adjust the screen’s brightness to keep the feed visible even in the sunniest conditions. If you prefer fewer distractions while driving, you can instantly turn off the display by pressing the button on the bottom of the unit. When the screen is off, it effectively functions as a standard rearview mirror.

I discovered an unexpected benefit at night: the mirror features a film that softens the glare from trailing headlights. In the past, the light intensity was often so piercing that I’d have to shield my eyes with my hand or flip the manual dimming lever. Now, I don't have to do a thing because the film automatically diffuses the glare. Best of all, this coating doesn't negatively affect visibility during the day.

Soft but usable footage

Finally, there’s the camera performance. Although it is capable of shooting in 4K resolution, the frame rate is a slightly choppier 25 fps. I enabled HDR capture for my testing, which does a better job of handling high-contrast scenes, but the overall image remains softer than I’d like.

Don’t get me wrong, the quality is sufficient to give a clear picture of what’s happening in front of you. However, making out license plates is nearly impossible when they're more than a couple of car lengths away. At night, details become a bit muddy, though at least the colors remain accurate and undistorted.

Could the performance be better? Absolutely. However, I can accept this shortcoming given that it keeps my view unobstructed while providing a much more versatile rearview mirror.

If that’s not enough, you can also utilize its parking mode and collision detection by installing a separate hardwire kit. That allows it to act as a sentry, continuously keeping an eye on things when you’re away from the car. If you can look past the soft video capture, I think the $199 price point offers enough merit to give your car an instant upgrade.

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I’ve spent nearly the last two years testing many of the best electric cars, which, interestingly enough, includes hybrids that rely on a combination of gas and electric power. Yet, nothing prepared me for what I was about to experience with the Chevrolet Corvette.

That’s because this sports car actually runs on hybrid power. Backed by a 6.2L LT2 V8 engine and paired with a 1.9 kWh lithium-ion battery, it finally brings electrification to the Corvette for the first time. Don’t assume it’s underpowered either because it's a hybrid, it musters a combined 655 horsepower that delivers a 0 to 60 mph time of just 2.5 seconds.

After testing the 2026 Chevrolet Corvette E-Ray Coupe 3LZ for a week, I’m shocked by how surprisingly easy it is to drive — so much so that anyone could jump right in and feel at home. Here’s why.

2026 Chevrolet Corvette E-Ray: Specifications

2026 Chevrolet Corvette E-Ray: Testing summary

When you’re packing a 6.2L V8 engine, fuel economy is often a low priority for any sports car — it’s all about performance. During my week driving the 2026 Chevrolet Corvette E-Ray, I covered a total of 298.3 miles and averaged 18.3 mpg.

The most natural comparisons here are the BMW M5 Sedan and Porsche Taycan 4, which have as-tested prices of $146,225 and $138,005, respectively. The BMW M5 offers significantly better fuel economy because it’s a PHEV, while the Porsche Taycan 4 provides greater long-term savings as a pure EV.

This isn't to discredit the Corvette, but given the volatility of gas prices, the operating costs are worth noting. You’ll end up paying approximately $91.95 for each fill-up based on the $4.97 national average for premium gasoline. In contrast, the Porsche Taycan 4 costs roughly $19.45 for a full recharge (accounting for charging losses) based on the $0.1805 per kWh national average for residential electricity.

2026 Chevrolet Corvette E-Ray: What I Like

Exotic design

Despite its uninspiring fuel economy, there’s no denying the E-Ray’s exotic presence compared to nearly every other car on the road. With its road-hugging stance, sharp-edged lines, and massive side air intakes, it looks more like a stealth fighter jet weaving through traffic. It’s undeniably an attention-grabber, whether I'm cruising down the Parkway or making a routine run to Costco.

Intelligent Ride Height

One of the coolest features of the 2026 Chevrolet Corvette E-Ray Coupe 3LZ is its ability to intelligently raise and lower itself. To prevent the front from scraping the pavement, the car utilizes a GPS-based Front Lift system that remembers precisely where I need the extra clearance.

You can save the GPS position of your driveway into its memory, but there's also a button right by the shifter that lets me manually activate the system. It's especially handy on some bumpy, uneven roads that make me apprehensive about the bottom scrapping the road. But once I've activated it, I can drive confidently that it won't. However, it'll stay lifted until the car's speed reaches 25 mph.

Drives nicely for a supercar

When I first sat in the driver's seat, I felt a bit intimidated driving it off the lot because of its low-slung stance and the sheer power humming behind me. However, after a few minutes of getting acquainted with the E-Ray, I found it surprisingly easy to drive. This is partly due to the 6.2L V8’s Active Fuel Management, which seamlessly switches between 4 and 8-cylinder modes depending on my driving needs.

While the engine utilizes its full 8-cylinder power for acceleration from a complete stop, it intelligently scales back to 4-cylinder mode once I reach a steady cruising speed to conserve fuel. Additionally, the low-profile hood provides excellent forward visibility, making it easy to see exactly what’s on the road ahead.

Carbon fiber accents

On the inside, the cabin clearly favors a sporty aesthetic, with a generous amount of carbon fiber adorning the dashboard and center console. I really like how this technical look is amplified by the blue-trimmed GT2 bucket seats and the matching blue stitching that runs along the steering wheel and the edges of the dash.

Surprising storage spaces

Since the massive 6.2L V8 engine is mid-mounted behind the cabin, the Corvette E-Ray leaves room for a frunk that's perfectly adequate for a light grocery run. If that isn't enough, there is a surprising amount of space in the rear trunk that somehow managed to accommodate my electric scooter with ease. While supercars aren't typically known for their utility, these two storage areas make the E-Ray a much more practical daily driver than its exotic looks suggest.

Impressive highway fuel economy

For a sports car that utilizes an electric motor for low-speed bursts and city maneuvering, I was pleasantly surprised by the highway performance of the 2026 Chevrolet Corvette E-Ray Coupe 3LZ.

During a 50-mile long-distance test, I averaged 23.7 mpg. While the hybrid system excels in stop-and-go traffic, this highway efficiency is largely a credit to the car’s superb aerodynamics and the V8’s ability to cruise effortlessly. It’s a remarkable result, especially considering I’ve tested several SUVs that struggle to match this.

Stealth Mode

Cold-starting a Corvette is an experience all its own, primarily due to the deafening roar of the 6.2L V8 engine. While that aggressive sound is a part of its identity, it’s hardly what my neighbors want to hear at the crack of dawn.

That’s why the E-Ray features a hidden trick called Stealth Mode. When activated, it allows the car to start silently and operate solely on electric power at speeds up to 45 mph before the engine ever fires up. It momentarily transforms the car into something that sounds and feels uncannily like an EV — perfect for early morning exits.

However, there is a catch: the feature is contingent on the weather. If the outside temperature drops below 50°F (10°C), the system prevents Stealth Mode from activating, forcing the V8 to take over immediately.

2026 Chevrolet Corvette E-Ray: What I Don't Like

Lacks Adaptive Cruise Control

While a sports car like this begs to be driven with full engagement, there are still moments on long highway stretches where I’d prefer to fall back on cruise control. Unfortunately, the Corvette E-Ray lacks a proper adaptive cruise control system that can automatically manage the vehicle's following distance.

Instead, it features only standard cruise control. While it allows me to maintain a set speed, it lacks the radar-based distance control found in most modern vehicles. This means the E-Ray will continue at its programmed speed regardless of the traffic ahead until I manually intervene or disable the system.

As a result, I have to be much more mindful of the gap between me and the car in front, as it won't automatically slow down or maintain a set distance like the other high-tech vehicles I've tested.

It’s quietly been discontinued

We’re not even halfway through the year, and there is already bittersweet news for the Corvette E-Ray: Chevrolet is sunsetting this model for 2027 as it pivots to the even more powerful Corvette Grand Sport X.

While its time on the road was short, the E-Ray will be remembered as the pioneer that broke 70 years of tradition, proving that an electrified, all-wheel-drive Corvette wasn't just a gimmick. All of its core innovations will undoubtedly live on in the Grand Sport X.

But for those looking to buy now, there's a silver lining — you might be able to land one with big savings as dealers look to clear their remaining E-Ray inventory to make room for the next generation.

2026 Chevrolet Corvette E-Ray: Verdict

Don’t get me wrong, it’s hard to recommend most gas-powered vehicles with the rising cost of fuel. But for those with no ceiling on their budget who want to own a piece of Corvette history, the E-Ray is an excellent choice for anyone craving an affordable sports car. While there are certainly others that cost far more, the E-Ray remains one of the more attainable supercars on the market today.

I didn't think it would be possible to maintain the Corvette’s raw power while switching to a hybrid system, but I was wrong — the result is just incredibly satisfying to drive.

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Plug-in hybrid electric vehicles (PHEVs) are gaining significant traction amid high gas prices worldwide, and they remain one of the best ways to justify a luxury vehicle purchase. The $87,050 as-tested price of the 2026 BMW 550e xDrive Sedan is far more accessible than the $192,000 all-electric BMW i7 M70 I reviewed last month, serving as a perfect halfway solution.

This luxury sedan operates in both hybrid and all-electric modes, offering the familiar convenience of gas refueling alongside the potential for long-term savings. Equipped with a 19.4 kWh battery, it delivers an EPA-estimated 33 miles of all-electric range.

After a week behind the wheel, I’ll show in my 550e xDrive Sedan review why it's the most attractive model in the automaker’s current lineup.

2026 BMW 550e xDrive Sedan: Specifications

2026 BMW 550e xDrive Sedan: Testing summary

I drove the 2026 BMW 550e xDrive Sedan for a total of 155.2 miles during my week of testing, achieving an average combined fuel economy of 55.7 mpg. This total includes two stretches where I drove exclusively on all-electric power, which complicates the results slightly.

This is a common challenge when testing PHEVs because it can be difficult to isolate the gas-hybrid economy from the electric-only performance. Interestingly, the car showed 39 miles of electric range when I picked it up, which ultimately yielded 36.2 miles of real-world electric driving — an average efficiency of 1.87 mi/kWh.

That average is quite low compared to some of the best electric cars I've tested, like the Lucid Air Touring, Toyota bZ, or Hyundai Kona Electric, which can exceed 4 mi/kWh. However, I don’t mind the trade-off for a performance-tuned PHEV. It also helped that my Level 1 home charging setup provided an average rate of 2.79 mi/hr, returning 16 miles of range in 5.7 hours.

2026 BMW 550e xDrive Sedan: What I Like

The potential for fewer trips to the pump

Since the 550e is a PHEV, you can drive exclusively on all-electric power to avoid wasting fuel, or save that energy for later. Either way, this helps offset the cost of premium gasoline. At the current $4.91/gallon national average, it costs a whopping $78.06 to fill the car's 15.9-gallon tank.

In contrast, using the 18.05¢ per kWh national average for residential electricity, a full charge of the 19.4 kWh battery costs just $3.50. When you look at the EPA-estimated 25 mpg combined fuel economy, gas-only driving costs 19.64¢ per mile, whereas all-electric power drops that to just 9.67¢ per mile.

Realistically, you’ll still need to buy gasoline for longer hauls, but the potential for long-term savings by maximizing all-electric power is hard to overlook in this economy.

A breeze to back out of tight spots

Backing out of a cramped parking spot or a long, winding driveway can be a challenge, but the 2026 BMW 550e xDrive Sedan makes it effortless with its Auto Back-Up Assistant.

The car remembers exactly how I maneuvered into a spot, so when it’s time to leave, it simply retraces the steering path I took to get in. It handles the steering automatically while I control the speed with the brake. It’s a clever trick that proves incredibly practical in the real world — the kind of high-tech convenience you won’t find in most mainstream vehicles.

Effortless auto lane changes

Much like when I first tested it out on the BMW ix xDrive45, I’m a huge fan of how the 550e’s adaptive cruise control stands out from the competition. Its Active Lane Change with eye activation — part of the Driving Assistance Professional package — is on another level. While you can still manually trigger a lane change using the turn signal, you can also do it just by glancing at the side mirrors.

It does take a bit of practice for first-time users. You have to listen for the audible tone that signals a lane change is available. When prompted, you simply check the corresponding side mirror to ensure it's clear by moving your head; the car’s interior camera tracks your movement and automatically initiates the lane change. It feels incredibly futuristic and makes long highway stretches much more relaxing.

Smooth electric performance

As engaging as the 550e is when running on gas, the experience is even more satisfying in EV mode. Acceleration feels like one fluid motion, as you don't experience the gear shifts typical of a standard internal combustion engine.

Not only does it pull away effortlessly, but its precise steering and wide stance ensure it stays planted through tight turns. And if you really want a thrill, you can activate the paddle on the steering wheel to trigger a boost mode that bypasses all efficiency settings for a quick burst of speed.

A slick startup sequence

In true BMW fashion, the 550e features a fantastic startup sequence that puts on a light show around its Iconic Glow kidney grille. The car isn't shy about making its presence known the moment it's unlocked.

That's complemented by an equally impressive display once I get into the driver’s seat. Powering on the vehicle triggers the LED adaptive headlights to perform a choreographed sweep, casting light across the road ahead.

Packed with premium features

For its $87,050 as-tested price, I have to admit there are many premium features included in the package. You get a head-up display that provides helpful driving directions, sunshades for the rear windows, a sprawling Sky Lounge panoramic glass roof, a Harman Kardon Premium Sound System, and a massive 14.9-inch Control Display. These are virtually the same convenience features I found on the much pricier BMW M5 and BMW i7 M70.

2026 BMW 550e xDrive Sedan: What I Don't Like

The software is starting to show its age

After seeing the Panoramic iDrive system in the newly unveiled 2027 BMW 7 Series, the infotainment running in current models — including this 550e — is starting to look and feel dated.

While it isn’t as antiquated as the systems in the Mazda CX-50 or Toyota bZ, it lacks the clean, modern aesthetic found in the Volvo EX30 or Polestar 4. For the most part, it remains a menu-heavy interface with the dedicated apps panel, which can be cumbersome to navigate when you're trying to drill down into specific features. However, you do get CarPlay and Android Auto support.

2026 BMW 550e xDrive Sedan: Verdict

When you’re already paying a fortune for a luxury vehicle, it needs something special to keep it future-proof. The 2026 BMW 550e proves to me even more that all luxury vehicles should be PHEVs at the very minimum.

For $87,050, it offers a tech suite nearly identical to that of the $192,000 i7 M70, but with a powertrain that bridges the gap between hybrid flexibility and all-electric efficiency. If that’s not enough, it still delivers the performance tuning I crave to keep the drive exciting, while high-end conveniences — like eye-activated lane changes and the Auto Back-Up Assistant — strip away the stress of the daily commute.

If you want the flagship BMW experience without the flagship price tag, the 550e is the smartest option on the road.

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

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

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

New edge-to-edge panoramic panel

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

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

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

Home theater experience with a massive 31-inch display

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

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

Reclining rear seat

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

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

Automatic doors with soft-close technology

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

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

Front-passenger display

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

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

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

Improved range for i7 models

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

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

Outlook

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

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

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

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Gas prices have been on a seesaw pattern of late, and their instability is exactly what makes the best electric cars so attractive. Yet, many people aren’t quite ready to pull the trigger despite the bigger long-term saving s —which is exactly why they should look at PHEVs (Plug-In Hybrid Electric Vehicles).

The 2026 Lexus RX 450h+ is a luxury midsize crossover SUV that starts at $66,680. It features an 18.1 kWh battery estimated for 38 miles of range, meaning you can choose to drive with 100% all-electric power or fall back on gas-hybrid power when needed. This versatility can ultimately help offset surging gas prices.

I drove the Luxury AWD trim specifically for a week, with added amenities like a panoramic glass roof, triple-beam LED headlamps, heated power rear seats, and leather trim seats. The as-tested price came to $77,820 with all of this, but it’s a solid performer that strikes a balance for those who are still hesitant to commit fully to an EV. Here's why.

2026 Lexus RX 450h+: Specifications

2026 Lexus RX 450h+: Testing summary

I drove the 2026 Lexus RX 450h+ Luxury AWD a total of 31.8 miles during my week of testing, achieving an average fuel economy of 31.8 mpg in hybrid mode. That’s slightly under its 35 mpg rating, though it still outperformed the 2026 Mercedes-AMG E53 Hybrid Wagon I recently tested.

For a vehicle of this size and power, the 2.5L Inline-4 plug-in hybrid powertrain performs exactly as expected. It's particularly efficient on short, low-speed trips, as I recorded 46.9 mpg during a 4.4-mile trek in Auto EV/HV Mode. In this setting, the car intelligently switches between all-electric and hybrid-gas power. I also appreciated the dedicated button near the shifter that allows you to "hold" or preserve your electric range for later use.

Charging the 18.1 kWh battery overnight via a standard 120V outlet with Level 1 charging at home, I recorded a charging rate of 2.75 miles of range per hour. While that’s slower than some other EVs I’ve tested — which often approach 4 miles per hour — it still provides a meaningful amount of range for a typical overnight charge.

2026 Lexus RX 450h+: What I Like

Tapping into 38-mile all-electric range

I can’t stop talking about the current state of gas prices, which now easily eclipse the $4.00 mark at most local stations — and that's for regular. If you’re filling up with the premium unleaded this Lexus requires, you’re looking at prices closer to $4.80 per gallon, which adds up fast.

This is exactly why PHEVs like the 2026 Lexus RX 450h+ are such a smart "bridge" for those who aren't quite ready to go fully electric. Not only does it provide a healthy 38 miles of EV range for daily commutes, but it also gives you the flexibility to save that charge for later. Unlike some other PHEVs, such as the Mazda CX-90 which can sometimes force the gas engine to engage under heavy acceleration, the Lexus allows you to lock in EV mode. By prioritizing electric power for your local trips, you can significantly cut down on those expensive trips to the pump.

Outstanding adaptive cruise control

For long road trips, I highly recommend activating the Lexus RX 450h+’s adaptive cruise control. It works reliably to adapt to changing highway conditions by managing steering, braking, and acceleration to maintain a safe following distance.

What makes this system particularly impressive is its responsiveness to traffic merging in and out of your lane. Rather than reacting with jarring, heavy braking, the system adjusts the vehicle’s speed and distance smoothly and gently. You never want to feel uneasy when using driver-assist features, and the RX 450h+ performs admirably in monitoring surroundings and maintaining a sense of safety.

Way more fun to drive on EV mode

If you want the best driving performance, switch to EV mode. It transforms the experience to feel practically like a pure electric car, delivering zippy acceleration off the line.

The reason it’s more engaging in this mode is the instant torque. Without the engine needing to rev or the powertrain to coordinate between gas and electric, you get a seamless acceleration that is far more responsive than standard hybrid driving.

Spindle body front grille

The front-end styling of the Lexus RX 450h+ infuses this luxury vehicle with a distinct sense of character. It avoids looking as ostentatious as some competitors from Mercedes-Benz.

Instead, the signature "spindle body" design provides a seamless transition between the grille and the rest of the hood. Paired with the striking triple-beam LED headlamps, the design achieves a modern, aerodynamic profile that's very easy on the eyes.

Touch-sensitive steering wheel pads

Rather than opting for traditional physical buttons, the 2026 Lexus RX 450h+ Luxury AWD features multi-functional touch-sensitive pads on the steering wheel, which are visualized through the driver and head-up displays.

For example, the left touchpad provides quick access to music playback, while the right pad allows you to toggle between adaptive cruise control settings and adjustments for the head-up display.

Panoramic glass roof makes interior more inviting

A premium vehicle often feels incomplete without a glass roof, but the RX 450h+ goes a step further with a panoramic panel that stretches across nearly the entire roofline.

This oversized glass doesn’t just offer clear views of the sky, it allows the cabin to be bathed in natural light — which beautifully accentuates the premium leather-trimmed interior. For those extra warm days, I appreciate that the power-retractable sunshade offers instant relief when you want to stay cool and avoid the direct glare of the sun.

2026 Lexus RX 450h+: What I Don't Like

More engine noise in hybrid mode

The RX 450h+ is by no means a slouch in HV (Hybrid Vehicle) mode, especially with its 304-hp output, but the cabin experience definitely becomes noisier.

While it's common for hybrids to exhibit a bit of a effort under heavy acceleration, the sound is much more noticeable here because the EV mode is so exceptionally quiet. The contrast simply highlights how well the vehicle is insulated — when the gas engine is off — the soundproofing does an outstanding job of drowning out the outside world.

Software in need of an overhaul

Just like many of Toyota’s latest vehicles, the Lexus RX 450h+ feels overdue for a significant software upgrade. While the 14-inch main touchscreen is physically impressive and dominates the dashboard, the interface itself feels dated.

When compared to the clean, modern aesthetic found in the Polestar 4 or Volvo EX30, the software here in the RX 450h+ lacks that same level of minimalist sophistication and fluid responsiveness. Well, at least you get support for Android Auto and CarPlay.

2026 Lexus RX 450h+: Verdict

You could certainly opt for a PHEV for much less than this — models like the Toyota Prius Plug-In Hybrid or Kia Sportage PHEV come to mind — but the 2026 Lexus RX 450h+ offers a level of sophistication they simply can’t match. While you're paying a significant premium, you're rewarded with top-tier cabin materials and a whisper-quiet ride that mainstream rivals can't replicate. This is bolstered by premium tech like the head-up display, panoramic glass roof, and digital rearview mirror.

As a midsize crossover, it provides the utility of a spacious interior, allowing you to transport passengers in style and accommodate larger cargo that would overwhelm a compact SUV or sedan. Best of all, its 38 miles of all-electric range is more than enough for most daily commutes. The ability to manually preserve that charge for later use gives it a strategic advantage over traditional Internal Combustion Engine (ICE) vehicles.

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

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

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

The very real headache of overheating chargers

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

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

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

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

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

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

How to Charge Your EV Safely and Cheaply This Summer

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

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

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

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

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

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

Bottom line

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

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

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

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

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

2026 Subaru Uncharted: Specifications

2026 Subaru Uncharted: Testing summary

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

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

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

2026 Subaru Uncharted: What I Like

Sporty design

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

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

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

Small, but mighty

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

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

Excellent adaptive cruise control

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

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

Dual wireless chargers

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

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

Helpful digital rearview mirror

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

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

Expansive charging support with NACS

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

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

Tight handling with a squircle steering wheel

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

2026 Subaru Uncharted: What I don't like

Tight legroom in the rear

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

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

Raised driver's display is distracting

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

2026 Subaru Uncharted: Verdict

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

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

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At CES 2026, I was able to get a sneak peek at Segway's newest ebike, the Muxi, and I was instantly intrigued by the design of this short-tail utility e-bike, which promises some of the carrying capacity of larger cargo e-bikes, but in a more compact package.

Three months later, and the Muxi is finally on sale for $1,699.99 at store.segway.com and at Segway e-bike dealers in the US. Here's a look at the new bike, what it offers, and how it could stack up to some of the best electric bikes we've tested at Tom's Guide.

What is it?

Segway markets the Muxi as a "short tail utility bike," meaning that it's designed to haul not just you around, but is adaptable enough for small grocery runs, and can even fit a passenger on the back.

Similar to Segway's other e-bikes, the Muxi has a step-through frame. The lower half of this midsection houses the bike's battery, while the upper half can be configured with a cup holder or storage compartment.

It rides on 20 x 3-inch tires, a similar size that's used on many cargo e-bikes, which puts the rider (and the center of gravity) a bit lower to the ground to aid in stability. The bike itself weighs 73 pounds — not exactly light, but in line with other bikes of its size — and can carry up to 418 pounds.

Power, battery, and range

The Muxi is powered by a rear 750W hub motor with a peak torque of 80nm; it also has a 48V / 716Wh battery that Segway says should be good for up to 80 miles of range. It's a Class 1 or 2 ebike (you can switch between the two using the Segway app), though it's single-speed, so you may be relying on the motor more if you've got some hills ahead of you.

Cargo capacity and accessories

Like other cargo e-bikes, the Muxi is designed to be outfitted with a variety of accessories, including a passenger kit ($199.99) that includes a seat, foot pegs and wheel guards. However, it's designed for kids (up to 120 pounds), so adults beware.

Other accessories include a front basket ($99) as well as a middle basket ($129, coming in May). Fenders ($79) cost extra, a bit of a bummer, but you do get a cupholder free of charge. The Muxi will also work with Segway’s Rearview Radar ($99), to better let you know if a car is coming up fast from behind.

Hopefully, Segway will offer other add-ons, like panniers, so that you can carry more stuff in the front and rear, like with other cargo bikes.

Safety features

Safety features on the bike will include things that Segway has had on its electric scooters, such as Apple FindMy and AirLock, which locks and unlocks the bike automatically based on your proximity, using your phone and a Bluetooth connection.

The company is also adding a Lost Mode, which will let you remotely disable the bike and battery if either is stolen. However, this feature, as well as AirLock and Segway GPS, will require a subscription after the first year of ownership.

The bike also features hydraulic disc brakes, a 600-lumen headlight, and a taillight, which use an intelligent lighting system that turn on automatically, and have high-and low-beam settings. Turn signals are also incorporated into the rear light.

Outlook

The Segway Muxi definitely has a design that stands out; while it's probably not as practical as a full-size electric cargo bike, it could appeal to those who are looking for a commuter-style bike with some extra capacity to haul small loads of groceries.

I can see the Muxi competing with bikes such as the Rad Power RadRunner, which was once one of our favorite ebikes until the company filed for bankruptcy.

Segway will need to come out with more accessories, and any passengers on the back are likely to be a bit cramped — but since it's limited to smaller people, they should have a smidge more room in the rear. I just wouldn't want to take them on extended rides.

We hope to test the Muxi soon to see how it performs, so stay tuned.

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

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

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

What you need to know

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

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

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

Toyota bZ

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

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

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

Read our full review: Toyota bZ

Nissan Leaf EV

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

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

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

Read our full review: Nissan Leaf EV

Chevrolet Equinox EV

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

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

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

Read our full review: Chevrolet Equinox EV

Fiat 500e

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

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

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

Read our full review: Fiat 500e

Hyundai Kona Electric

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

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

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

Read our full review: Hyundai Kona Electric