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

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

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

Volkswagen Atlas vs. Kia Telluride: Specifications

Volkswagen Atlas vs. Kia Telluride: Design

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

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

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

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

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

Winner: tie

Volkswagen Atlas vs. Kia Telluride: Fuel economy

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

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

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

Winner: Tie

Volkswagen Atlas vs. Kia Telluride: Driving performance

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

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

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

Winner: Volkswagen Atlas

Volkswagen Atlas vs. Kia Telluride: Comfort

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

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

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

Winner: Kia Telluride

Volkswagen Atlas vs. Kia Telluride: Value

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

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

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

Winner: Kia Telluride

Volkswagen Atlas vs. Kia Telluride: Verdict

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

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

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

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

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

2026 Cadillac Optiq review: Specifications

2026 Cadillac Optiq review: Testing summary

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

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

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

2026 Cadillac Optiq review: What I like

Sporty, luxury design

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

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

Personalized performance at your fingertips

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

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

Large head-up display

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

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

Hands-free highway driving

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

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

Not-So-Compact Size

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

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

Low starting price

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

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

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

2026 Cadillac Optiq review: What I don't like

Notorious driver's side blind spot

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

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

2026 Cadillac Optiq review: Bottom line

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

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

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

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

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

It certainly has the right look

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

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

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

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

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

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

Practical appeal is lacking, for my car at least

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

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

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

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

My car is slightly to blame

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

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

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

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

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

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

BMW XM Label vs. Audi RS Q8: Specifications

BMW XM Label vs. Audi RS Q8: Design

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

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

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

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

Winner: BMW XM Label

BMW XM Label vs. Audi RS Q8: Fuel economy

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

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

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

Winner: BMW XM Label

BMW XM Label vs. Audi RS Q8: Driving performance

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

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

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

Winner: Audi RS Q8

BMW XM Label vs. Audi RS Q8: Comfort

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

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

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

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

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

Winner: BMW XM Label

BMW XM Label vs. Audi RS Q8: Value

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

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

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

Winner: BMW XM Label

BMW XM Label vs. Audi RS Q8: Verdict

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

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

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

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

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

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

3 tips for driving a manual car

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

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

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

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

Compact size makes it easier

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

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

Legendary reliability

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

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

Fast and Furious vibes

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Toyota Prius vs. Hyundai Elantra Hybrid: Specifications

Toyota Prius vs. Hyundai Elantra Hybrid: Design

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

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

Winner: Toyota Prius

Toyota Prius vs. Hyundai Elantra Hybrid: Fuel economy

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

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

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

Winner: Hyundai Elantra Hybrid

Toyota Prius vs. Hyundai Elantra Hybrid: Driving performance

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

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

Winner: Toyota Prius

Toyota Prius vs. Hyundai Elantra Hybrid: Comfort

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

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

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

Winner: Hyundai Elantra

Toyota Prius vs. Hyundai Elantra Hybrid: Value

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

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

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

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

Winner: tie

Toyota Prius vs. Hyundai Elantra Hybrid: Verdict

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

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

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“The problem of Formula 1 is that on TV, they show 0.5% of what the real race is,” Fabrizio Pilotti, Chief Innovation Officer for Aston Martin F1, tells me. We hear a lot about AI being used by F1 teams, but very rarely notice it — engrossed by the on-track drama and the superhuman feats of overtaking a competitor by millimeters, and changing tyres on a car in under two seconds.

So, if you’re sitting down to watch the British Grand Prix this weekend (I will be with my Dad), I spoke to both Pilotti and Commercial Technology Ambassador, Eric Ernst, about the clearest uses of AI you’ll see at an F1 race weekend. Because as he says: “it would be very hard to find a process on a race weekend that AI hasn’t touched.”

Here’s what I found out during the team’s inaugural AMR Network Technology Forum.

How F1 teams use AI

First, let’s give you some context — AI (and especially agentic AI) is present all over the grid in every single team. And it’s good to understand the two different types of AI and how they interact with each other:

• Machine Learning: This is the kind that can absorb massive amounts of data, find patterns and provide advice.
• Generative AI: This is the bit that can take that data and create something from it — be it creative writing, code for apps, or (more important to F1) make strategic decisions.

And on your average race day, an F1 team can be digesting roughly 50 petabytes of data. Whether it’s on-track information, stats from the 250 sensors on the car, information from your team (and competing team) radios or more, it’s clear having AI to sift through all of that at warp speed gives you a competitive edge.

So for example, machine learning could take a look at lap times during a practice. If you hear a driver’s engineer talk about what corners he could be faster in, there’s a high likelihood AI is crunching the data. “It’s based on statistics and patterns, and the car changes its weight every lap,” Ernst explains.

“It becomes one and a half kilos lighter every lap because of the gasoline [being used]. That changes the car balance, the braking points and the tire degradation. So, every lap is almost a new lap for a driver.”

The machine learning algorithm is helping the engineer see and understand what the car is capable of at every stage of its time on track, and provide accurate real-time feedback.

Generative is not just about creating images

Machine learning for crunching data is to be expected with all the data points of an F1 car, but generative AI is where things get interesting.

Teams have data that can span back decades. Pilotti says, “you can learn at least from the 80s, and maybe even the end of the 70s” when F1 technology stabilized. And it’s this huge influx of past data and real-time info that can help build the strategies of when to pit and gain an advantage.

And in Fabrizio’s mind, spotting this play out in real-time comes from looking at strategies that seem out of the ordinary. “Lewis [Hamilton] winning in Barcelona was an AI strategy,” Pilotti says. While everyone was going for a minimal two-stop race to change tires, Hamilton seemed to be in and out of that slower pit lane like nobody’s business (three times to be exact).

“I think an advanced Formula 1 fan would say “okay, that’s unusual”...it was not exactly the normal [human] computation of how you calculate the strategy,” Pilotti adds. And through this new lens, I think back to other races and other decisions that didn’t make sense on paper in the moment, but worked out well in the end.

You need a team for pole position

But one thing both Pilotti and Ernst emphasized was that AI is not a replacement for human experience, and there is always a “human in the loop” on key decisions. Also, as I toured the team’s HQ, it was interesting to see that amongst all the talk of AI, the team’s chief Adrian Newey keeps things rather old school in car design — a massive drawing board next to his desk.

“I think everyone’s a bit different. It’s like the way you set up your desk — how many screens, how do you work?” Ernst explains. “I think there’ll be these standard processes that are just going to be agentic, but we don’t want to replace anyone. Just that people do a part of it.”

“The human is in the loop heavily. Lots of thoughts happen in the brain, and some of them happen on the drawing board,” Pilotti adds. “What happens heavily is from that moment [design and engineering] onward, you have all your simulation tools that heavily rely on sophisticated algorithms including AI.”

That interplay between human and AI for a competitive advantage is a fascinating one to see play out this year, and hopefully with what I’ve found out, you can start to decipher some of the more interesting bits of strategic drama and start to see what may be helping fuel them. Aston Martin relates this to athletes looking for that “magic 10%” to be better than the competition, and that’s what its local AI aims to deliver.

Is Aston Martin competitive at the moment? Well, no. As a Fernando Alonso fan, that’s a bit of a heartbreaker. Part of the tour took me behind-the-scenes in race control — a huge control room that looks like something out of Cape Canaveral — where I saw both Alonso and Lance Stroll eliminated in the first part of Sprint Qualifying.

I got to listen in on the team radio and Stroll had…let’s say some words about the car that I couldn’t possibly publish.

But with this full embrace of AI and Aston Martin’s upcoming B-spec rebuild of the car, it’s the team’s hope to work their way up the grid. It’s a challenging task, but based on the energy in their HQ, they’re well up for it.

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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 commuted with this folding e-bike for a month

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.

While not a dramatic overhaul from the original Fold 1, the new Fold 2 is an even more practical folding E-bike thanks to its refined design and new optional accessories, including an E-throttle and battery pack, which doubles this bike's range.

While this bike still has a few quirks carried over from its predecessor, after testing this for nearly 3 months now, I find that its balance of size and performance makes the Fold 2 one of the best electric bikes you can get today.

Urtopia Carbon Fold 2 review: Specifications

Urtopia Carbon Fold 2 review: Price and availability

The Urtopia Carbon Fold 2 is priced at $1,899, though it's frequently on sale for $100 off. While slightly more expensive than the $1599 price at which its predecessor was typically found, the Fold 2 continues to undercut many premium folding e-bikes while offering better range and weighing considerably less.

The Fold 2 comes in three colors: Urtopia Orange, Glacier Blue, and Creme. I got the orange, and I think it's easily the boldest and most adventurous of the three. If you want something that turns heads, this is the one.

Urtopia Carbon Fold 1 review: Assembly and Warranty

Urtopia has always packaged their bikes well and made setup easy. Getting the Fold 2 ready took me about 10 minutes. Lift it out of the shipping box, remove the padding, install the fenders and pedals, adjust the handlebars, connect the battery, and you're done. If you get any of the other accessories, like the E-throttle, rear rack, and secondary battery, those too only took a few extra minutes to install.

The Fold 2 comes with a 2-year warranty, a 14-day open-box return policy, and 1,000+ authorized service partners worldwide should you need any repairs.

Urtopia Carbon Fold 2 review: Improved Portability but Increased Weight

The Fold 2 carries over the core design philosophy of the Fold 1, including a carbon fiber frame, folding pedals, and compact footprint, while adding a few welcome practical touches. The most immediately noticeable of these is the built-in carry handle on the frame. It makes picking the bike up and moving it around much easier. The handlebars fold down, the bike folds in half, and the pedals fold in, making the bike incredibly compact at just 19" thick.

The folding mechanism has been upgraded and feels a bit sturdier than before, but to my disappointment, though, the magnetic retention system that is supposed to keep the bike folded shut when you're carrying or moving it is still not as strong as I'd like. I managed to accidentally unfold the bike a few times while rolling it around and lifting it, which can be pretty frustrating, especially when it happens unexpectedly while walking up a staircase. I found myself still having to squeeze the rear tires together to keep everything locked in place. Stronger magnets or some kind of locking latch would go a long way here.

Interestingly, the Fold 2 is actually heavier than its predecessor. It comes in at 35 lbs without accessories, compared to 29 lbs on the Fold 1. Nothing dramatic, but it is noticeable when picking each up. My best guess is that most of that added weight comes from the switch to an aluminum handlebar (the Fold 1 used carbon fiber, which it bragged about in its specs), though in fairness, those new bars now offer height adjustment and rotation, which does make riding more comfortable. It's a reasonable trade, but if absolute minimum weight is your priority, the Fold 1 remains king. Even with its weight increase, compared to other folding e-bikes in this price range, the Carbon Fold 2 is still roughly 3 to 5 pounds lighter and offers roughly 10 miles more range.

The removable seat post battery remains one of my favorite design elements here. Pulling the battery means the bike gets lighter, easier to carry, and also acts as a natural theft deterrent. No battery, no seat, no ride (at least I hope). This design, however, carries over the same concern I brought up with the Fold 1. The battery connectors sit on the bottom of the post and are somewhat exposed to the elements. While I haven't had issues with my Fold 1, I would try to avoid riding through puddles. Similarly, the post can drop all the way down and touch the ground. While shorter riders will instinctively want to lower the seat post as much as possible, it is very easy to hit the bottom while riding over curbs if you lower it too much. Again, with this housing the battery, this is something riders should pay careful attention to.

While the overall design has remained largely unchanged, Urtopia has made a few other updates. The taillights have been moved to the top of the seat tube for better visibility, especially when riding at night. Underneath the seat is a new AirTag mount. It's not as seamlessly integrated as bikes with Apple Find My built in, but it does add an extra level of security.

They've also switched up the display. Rather than being built into the center of the handlebars, it's now clip-mounted on the left side, which allows it to rotate for angle adjustability. It also adds a Type-C charging port for your phone, which is handy on longer rides. That said, I still prefer the look of the fully-integrated original display from the Fold 1.

Do you need a folding bike?

Before committing to the Fold 2, it's worth being honest with yourself about whether the folding design is actually solving a problem you have. If you're storing this bike in a tight spot like a small apartment hallway, under a desk, or in a car trunk, the folding design could be the difference between being able to own an E-bike or not.

But... if you're picturing folding it up to take on a bus or subway or carry easily up staircases, I'd push back a little. While the Fold 2's improved carry handle helps, it doesn't solve everything. At 35 lbs with that folded shape that doesn't hold together too well, it's still an awkward carry. In my experience, a non-folding e-bike with a similar weight is actually easier to manage through tight spaces.

Urtopia Carbon Fold 1 review: Performance

The Fold 2 keeps the same peak 500W hub motor and 20 mph top speed as the Fold 1, and the performance feels identical. The motor accelerates quickly and holds speed well, even on mild inclines, and the five assist modes (Eco, Tour, Smart, Boost, and Walk Assist) give you real range in how you want to ride. Smart mode remains my go-to, adjusting assistance based on your pedaling load so the bike feels more natural and intuitive, with motor assistance smoothly increasing when you need.

Riding across a mix of smooth pavement, rougher bike paths, and, of course, the classic pot hole-filled NYC streets, the Fold 2 was surprisingly slightly more comfortable to ride. Where the Fold 1 struggled most was with its lack of suspension, which made larger bumps very fatiguing to ride over. Still no suspension on the Fold 2 to keep size and weight down, but I think, thanks to the Fold 2's new saddle, it absorbs impact better and makes riding longer distances more comfortable. I was concerned that the switch from 20" wheels to 18" would equate to a less smooth ride, but the Fold 2 actually felt a bit more nimble and responsive.

The new optional thumb throttle is one of the Fold 2's biggest additions. It's installed on the right handlebar and lets you accelerate without pedaling up to 20 mph. I use it mostly for speedy launches from stops, especially when riding through traffic. My one frustration? You have to double-press before the motor engages. I understand the safety logic, but I'd love the option to disable that for experienced riders.

Urtopia Carbon Fold 2 review: Battery life and range

The Fold 2 actually has a slightly smaller battery than the Fold 1: 244.8Wh compared to 252Wh, yet Urtopia rates it for more range: 45 miles versus 40. In my testing, with the rear rack and fenders installed and my own weight of around 160 lbs, I got right around 43 miles in Eco mode on a mixed route of flat and hilly terrain and occasionally using the E-throttle.

Charging takes about 3 hours with the included 2A charger, which is unchanged from the Fold 1, and the ability to remove the seat post battery and charge it indoors while the bike stays outside is still one of the most practical design features in this class.

If you need more range, though, the Fold 2 introduces an optional extended battery for $349 that brackets behind the seat post and can push total range up to 95 miles. Few folding e-bikes at this size can come close to that figure.

That said, I'm not fully convinced the target audience for this bike really needs it. The Fold 2's whole appeal is being lightweight, compact, and easy to throw in a car or store in a small space. Strapping on a second chunky battery runs counter to that. That said, since it is removable, you can add it for a longer weekend ride and take it off when portability matters again. If you love everything about this bike but want the option to nearly double your range when you need it, then the extended battery is a no-brainer add-on. Just know what you're trading off in weight when it's on.

Urtopia Carbon Fold 2 review: Verdict

Urtopia has never tried to make the biggest or most feature-packed e-bike on the market, and that's not what the Fold 2 is. What it is is their most practical bike yet. While it doesn't fix everything about its predecessor, that's easy to forgive when you're getting one of the best mixes of range, comfort, and portability I've tested in a lightweight folding e-bike.

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

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

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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