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It's gorgeous inside and out and gets a much needed economy boost 2026 Hyundai Santa Fe Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman I don't plan on owning a crossover or SUV anytime soon, but if I had to choose one, the latest Santa Fe comes remarkably close to my ideal everyday SUV. It's neither too big nor too small, looks fantastic inside and out, and now offers a hybrid powertrain that delivers respectable fuel economy. Mazdas remain more engaging to drive, but the Santa Fe is such a well-rounded package that it leaves the similarly sized Subaru Outback and Honda Passports for dead. Picks The latest Palisade might be a mess of ostentatious abundance when it comes to styling, but the Santa Fe—even after a few years on the market—still looks brilliant. Square-jawed, handsome styling goes a long way here, and while the Palisade overdoes its Range Rover imitation, the Santa Fe smartly takes inspiration from the utilitarian Land Rover Defender without going too far or losing identity. Whenever I see another Santa Fe on the road, regardless of color, it always looks good and never try-hard. This was my first time testing a Santa Fe in Hyundai's Calligraphy trim, the brand's flagship specification for its SUVs. The name may even evoke memories of Land Rover's old Autobiography models, but whatever the inspiration, the end result is tremendous for a midsize Hyundai. This isn't a cheap SUV, but you genuinely get what you pay for—and then some—for around $52,000 as-tested. Seating surfaces are trimmed in lush Nappa leather, while soft-touch materials extend throughout the cabin, from the door panels to the dashboard and beyond. Everything looks expensive, but more importantly, it feels expensive. I also appreciated that the dashboard sits lower than the Palisade's, giving a better view out. Most of the ergonomic choices make sense too, unlike some other Hyundais where the heated steering wheel button somehow ends up by the passenger's knee. Hyundai's central infotainment display remains one of the easiest to use, and even the touch-capacitive climate controls are intuitive enough since they're always present and not buried in a menu. One particularly thoughtful feature is a second storage cubby above the glovebox, perfect for smaller items that might otherwise disappear into the abyss. Rear-seat passengers enjoy generous legroom when the bench is slid fully rearward, along with reclining seatbacks and heated outboard seats. There are also enough USB ports to satisfy today's generation of kids. I recently had a terrible experience with Volvo's seat-folding mechanisms, but Hyundai keeps things refreshingly simple in places with simple mechanisms. Open the cargo liftgate and you'll spot handy pull straps to drop the third row flat into the floor or raise back into place in mere simple seconds. You may have noticed this Santa Fe is the Hybrid model, a new addition to the lineup, and thankfully it's nothing like Hyundai's earlier hybrid systems that often exhibited noticeable clunks as the gasoline engine engaged or shut off. Operation here is impressively smooth—perhaps not quite as seamless as Toyota's benchmark hybrid system—but it's the best Hyundai has produced, and most buyers will never notice the transitions. Just as importantly, this Santa Fe finally delivers the fuel economy buyers have been asking for. I averaged 28 MPG over a week of mixed driving conditions. That's still behind a Toyota Highlander Hybrid, but it's respectable enough and a huge improvement over the low-20s fuel economy previous Santa Fes typically returned. Accelerate hard and this turbocharged four-cylinder largely and thankfully fades into the background. It's no powerhouse, but at least it avoids the nails-on-a-chalkboard soundtrack that so many four-cylinder engines develop under heavy throttle. One of the biggest improvements actually comes from taking a technological step backwards. When this generation of Santa Fe debuted, it utilized a dual-clutch transmission, something normally reserved for sports cars. Gear changes were impressively quick, but it behaved poorly around town, struggled to creep smoothly in traffic, and often seemed confused in everyday driving. It was also recalled and became associated with reliability concerns. Instead, the Hybrid uses a conventional six-speed automatic transmission. For a normal SUV driven in normal conditions, this is simply a better solution in every respect with increased logic and no surprises. Driving the Santa Fe is pleasant too, thanks to steering that's nicely weighted and surprisingly responsive to direction changes. Grip levels are more than sufficient for the occasional back-road detour, while body motions remain well-controlled without sacrificing outright ride comfort. No, it won't challenge any Mazda yet for driver engagement, but Hyundai has struck an excellent balance between everyday handling confidence and everyday refinement. Size is another major strength. At around 190 inches long, the Santa Fe slots neatly between compact SUVs like the RAV4 and larger three-row models such as the Highlander and Palisade. It feels substantially roomier than a compact crossover while remaining easier to maneuver and park than its full-size elders. Better yet, it offers an available and very convenient third row without compromising its luxury aspirations or space. In case you were wondering, neither the Passport nor Outback even offer a third-row. Nicks Faults are relatively minor, but the biggest obstacle for these top-spec Hybrid Calligraphy models is price. Expect to spend at least $50,000, while well-equipped examples often climb to $52,000 or even $54,000 depending on options greed. That's a lot of money for a Hyundai, let alone one of its midsize SUVs. But hey, inflation sucks. The quality inside certainly eases some of the price concerns at least and for those shopping value, the Santa Fe starts at a very agreeable $36K for a base model and rising from there. One disappointment is the lack of proximity-sensing keyless entry for the rear doors, as it's only fitted to the front. The door handles also are bulky, but oddly hollow and slightly flimsy in action. I'm also not a fan of Hyundai's twisting column-mounted PRND lever. It's imposing and large, yet could offer more mechanical definition between each position. Likewise, the center console sits a little too far rearward to access comfortably while driving, requiring an awkward reach on the move for your gum. It does also open from the rear, a neat party trick, which rear passengers may appreciate. Despite the presence of acoustic laminated glass, the Santa Fe could still be quieter at highway speeds. I also noticed a slight rustle around the driver's window, likely from a seal that wasn't quite perfect. It's something I would have had corrected under warranty. Beautiful and brilliant all-rounder Combining distinctive styling, a genuinely upscale interior, and an efficient hybrid powertrain, the Santa Fe has become one of the most compelling midsize SUVs on sale today. Buyers who prioritize maximum passenger or cargo space can certainly find something larger, but Hyundai landed in a sweet spot here with the Santa Fe, being easily large enough for family duty without becoming cumbersome to operate. Besides, anyone convinced they need something even bigger could perhaps just try packing a lighter suitcase. Meanwhile, the Palisade has become so expensive and stylistically over-the-top that it's begun losing some of its value proposition. The Santa Fe hasn't escaped rising prices either, but it still occupies a compelling middle ground as the competition has evolved. With the addition of a genuinely excellent hybrid powertrain, this isn't just Hyundai's most distinctive SUV—it's arguably the best one the company has ever built. 2026 Hyundai Santa Fe Hybrid Calligraphy basic specifications As-tested price: Approximately $52,000 Powertrain Engine: 1.6-liter turbocharged inline-four hybrid Electric Motor: Permanent-magnet synchronous motor Combined Output: 231 horsepower Torque: 271 lb-ft Transmission: 6-speed automatic Drivetrain: HTRAC all-wheel drive Fuel Economy EPA Fuel Economy: 35 MPG city / 34 MPG highway / 34 MPG combined Observed Economy: 28 MPG Real World Overall Fuel Tank Capacity: 18 gallons Recommended Fuel: Regular unleaded (87 octane) Performance 0–60 MPH: Approximately 8 seconds Top Speed: Approximately 118 MPH Maximum Towing Capacity: 2,000 pounds Dimensions Length: 190 inches Width: 75 inches Height: 70 inches Wheelbase: 111 inches Ground Clearance: 7 inches Curb Weight: About 4,500 pounds Interior & Cargo Seating Capacity: 6 passengers (captain's chairs) or 7 passengers (bench seat, depending on configuration) Cargo Capacity (behind third row): 15 cubic feet Cargo Capacity (behind second row): 40 cubic feet Maximum Cargo Capacity: 80 cubic feet Wheels & Tires Wheels: 21-inch alloy Tires: 245/45R21 Warranty Basic Limited Warranty: 5 years / 60,000 miles Powertrain Warranty: 10 years / 100,000 miles Hybrid System Components: 10 years / 100,000 miles Hybrid Battery Warranty: 10 years / 100,000 miles Anti-Perforation Warranty: 7 years / Unlimited miles Roadside Assistance: 5 years / Unlimited miles More photos from the 2026 Hyundai Santa Fe Hybrid review

The second-generation Solterra is a massive improvement 2026 Subaru Solterra review by The Road Beat Words and pictures: Mitchell Weitzman To say that the first version of the Subaru Solterra (and its Toyota bZ4X identical twin) was a dud is not an exaggeration. Thankfully, Subaru has made the Solterra better in virtually every measurable way. Most impressively, it also represents genuinely good value compared with much of its electric competition. This isn't the crossover that'll give your life a kick of caffeine, but as an everyday EV on the somewhat affordable spectrum, it works remarkably well. Picks Originally, the Solterra couldn't come close to its accomplished peers when it came to performance or driving range. Both crucial shortcomings have been remedied, with AWD output increasing by roughly 50 percent and total driving range climbing by nearly the same amount. The last 2023 bZ4X I tested—mechanically identical to the prior Solterra—could barely reach 200 miles on a full charge. This new version? My real-world estimate was around 280 miles, going from pathetic to good. More impressive still is the actual efficiency. At 4.0 miles per kWh (the closest equivalent to MPG for electrics), this is comfortably the most efficient EV I've tested. Multiply that by the roughly 71 kWh of usable battery capacity and you arrive at a theoretical 280-mile range—almost exactly what I observed in the real world. The previous model averaged closer to 3 miles per kWh, making this improvement immediately noticeable in everyday driving. Not only is it dramatically more efficient, but output for this basic Premium dual-motor AWD model has jumped from a merely adequate 215 horsepower to 233, and the added urgency is surprisingly noticeable in the real world. And if do you want more, there's an XT model now boasting a legitimately rapid 338. An extra 20 or 30 horsepower would've been welcome, but an increase of more than 100 shows just how outdated the previous drivetrain options already were. As such, 0-60 MPH now happens in as little as 4.5 seconds on an XT—if you want it to. The interior has been simplified as well, and it's better for it. Build quality and major touch points remain sturdy, if never luxurious. Yet the Solterra exhibited no rattles, even on my battered neighborhood streets, and remained quiet enough at 70 MPH on the highway. In fact, it's an exceptionally calm cruiser, making it an easy commuter and highway companion without any of the vocally strained four-cylinder nastiness you get in many gasoline crossovers. The seats also proved comfortable and surprisingly supportive through turns. Competence is high on backroads, and on the recently repaved Green Valley Road near me, you can carry a suicidal pace if desired, such is the grip available with very little effort. However, it isn't engaging or particularly fun, even if the chassis itself is impressively capable. It's a shame there's almost no steering feedback, because this platform could've served as the basis for something truly ridiculous—similar to what Hyundai accomplished with the Ioniq 5N. The Solterra now uses a native NACS charge port, allowing direct access to Tesla Superchargers without an adapter. CCS fast chargers remain compatible with the appropriate adapter, but Tesla's network continues to be the most available and reliable charging infrastructure in the country, making this a meaningful quality-of-life improvement. At roughly $40,000 as-tested, the Solterra significantly undercuts a comparably equipped Hyundai Ioniq 5 AWD while landing almost exactly alongside an entry-level AWD Tesla Model Y before a single option is even considered. And for the more basic model, it has all the basic ammenities and seats that aren't cheap cloth even. Nicks Mechanically it's massively improved, but the exterior has received only mild updates and remains one of the blandest automotive designs currently on sale. It's difficult to judge a car purely on its appearance, but this thing does absolutely nothing for me and still resembles the most generic AI-designed box imaginable, albeit with an overly large Subaru badge tacked-on at the front. Even with the welcome addition of NACS, DC fast charging still peaks at 150 kW. That's perfectly usable, but competitors capable of charging at over 200 kW will generally spend less time plugged in and stationary waiting. Inside is a squared-off steering wheel that's perfectly acceptable while driving, but becomes awkward during parking maneuvers or any kind of three-point turn. The unusual shape is necessary, however, because a conventional round wheel would partially block the small and distant digital gauge cluster (the Toyota suffers badly from this). I also found the active driver-assistance systems a little too eager to intervene for my liking, while the adaptive cruise control didn't always maintain a perfectly steady speed on highways with frequent elevation changes. And speaking of driver-assistance, there is literally nothing here comparable to the advanced tech available on Teslas, so if that's a must0have you will need to look to Elon's company and be ready to spend a bit extra still. A complete, but unexciting package As an electric crossover, the Solterra gets an awful lot right while presenting itself as excellent value against similarly sized rivals. Tesla still enjoys a significant advantage thanks to its mature ecosystem and features available like Full Self-Driving, but Subaru has finally addressed the areas where the original Solterra fell well short. For buyers shopping the midsize EV crossover segment, the Solterra suddenly deserves to be near the top of the shortlist. I still wish it looked even remotely exciting—and it's a shame the smaller Uncharted is the more attractive Subaru EV—but if styling doesn't matter, the Solterra has quietly become one of the better values in the segment. That's a recommendation I never expected to give the original. 2026 Subaru Solterra Premium AWD Price as-tested: About $40,000 Powertrain Dual permanent-magnet AC electric motors (front and rear) Total output: 233 horsepower to 338 (XT) Single-speed automatic transmission Standard all-wheel drive (Symmetrical AWD with X-MODE) Battery & Charging Battery capacity (gross): 74.7 kWh Usable battery capacity: 71 kWh EPA estimated range: 285 miles Maximum DC fast charging: 150 kW 10-80% DC fast charge: Approximately 35 minutes Charge port: NACS (North American Charging Standard) Efficiency EPA efficiency: 114 MPGe combined Observed efficiency: 4 miles/kWh Chassis Front suspension: MacPherson strut Rear suspension: Double wishbone Front brakes: Ventilated discs Rear brakes: Ventilated discs Wheels: 18-inch alloy Tires: 235/60R18 Dimensions Wheelbase: 112 inches Length: 185 inches Width: 73 inches Height: 65 inches Ground clearance: 8 inches Curb weight: 4,500 lbs Utility Seating: 5 Cargo capacity (behind second row): 26 cu ft Maximum cargo capacity: 64 cu ft Warranty Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Battery electric system: 8 years / 100,000 miles Corrosion perforation: 5 years / Unlimited miles Roadside assistance: 3 years / 36,000 miles

A Ram 1500 with the Hurricane engine does not disappoint 2026 Ram 1500 Express Hurricane review by The Road Beat Words and pictures: Mitchell Weitzman It may lack the rumble of a V8 Hemi (as well as the infamous "Hemi Tick"), but the new Hurricane engine available in the Ram 1500 is frankly a bit of a revelation. From both an engineering and productivity standpoint, this first attempt at an all-new twin-turbocharged inline-six is slightly sensational. And with the DT-generation Ram now entering its eighth model year, it continues to offer a supremely compelling package, even in this bottom-tier Express model. Picks Legacy is a complicated thing to overcome, but the addition of the Hurricane engine is nothing to snivel at. I love a good V8 as much as anyone, but as a way of meeting ever-tightening emissions and fuel economy standards, this inline-six is a marvel. Credit Stellantis for not settling on a boring V6 like so many rivals, because nothing beats an inline-six for sheer smoothness, and that character pairs perfectly with the mature civility modern Rams provide. How smooth is it? Fire up the Ram and you could almost forget the engine is running. That's how smooth. Lean into the throttle and there are virtually no vibrations making their way into the cabin, while the soundtrack is little more than a refined hum that never becomes intrusive. Sure, it isn't as charismatic as a Hemi, but from both an academic and practical standpoint, this is the superior powerplant. And remember, this is only the standard-output Hurricane, yet it still cranks out a hearty 420 horsepower and 469 lb-ft of torque. Want more? The high-output version cranks the boost up and delivers well over 500 horsepower. Even so, the standard-output engine absolutely hauls. Seriously, this truck ripped to 60 MPH in just 4.9 seconds. That's absurdly quick. The shove catches you completely off guard the first time you bury the throttle, delivering one relentless wave of acceleration all the way through the rev range. If you're curious about towing, this model as equipped with the taller final drive can move about 8,390 pounds, but with a tow package and shorter 3.92 axle ratio, that number goes to above 11,000. Fuel economy also impressed. Being a lighter Express model with rear-wheel drive certainly helps, but a 400-mile trip to Redding and back returned 24 MPG overall. After a full week of testing, the average settled at 21.5 MPG, which is excellent for a full-size crew cab pickup. That's actually better than the four-cylinder Toyota Tacoma I recently tested. Worth mentioning as well is Ram's new 10-year/100,000-mile powertrain warranty for 2026 models. That's...kind of incredible. Engine accolades aside, the Ram 1500 has long established itself as one of the more dynamic pickups on the market. Steering is direct and well judged, while the coil-spring rear suspension continues to deliver a ride that avoids the harshness found in some competitors. I took a detour on the drive to Redding and subjected the Ram to what resembled a mortar-blasted war zone of a road. The truck shrugged it off entirely, remaining composed and surprisingly confident even at speed. There really isn't a reason a full-size pickup should have this much lateral grip, but I'm certainly not complaining. Equally impressive is how well it hides its size. Even on tighter back roads, the Ram never feels cumbersome. Highway refinement is commendable, and even the basic cloth seats proved perfectly comfortable after three straight hours behind the wheel. This truck came equipped with the smaller 8.4-inch version of Uconnect, yet it was still one of the biggest surprises of the week. It's fast, intuitive, and refreshingly easy to use. I'd rank it among today's A-tier infotainment systems. The rest of the cabin feels appropriately sturdy, even if genuine luxury isn't part of the Express trim's mission. Every major touch point feels solid, rattles were virtually nonexistent, and the materials suit the truck's market positioning well. Rear-seat legroom in the Crew Cab is also enormous. Nicks Despite how accomplished the Hurricane engine is, Ram was one of the last truck brands still offering a V8, and replacing it wasn't universally welcomed from the fandom. Sales of Hurricane-powered Rams slowed enough that Ram ultimately decided to bring the Hemi back across several models. It's a major philosophical shift for Ram, and for many buyers the Hemi and attitude was one of the truck's defining features. Also, some high-output Hurricane applications, such as the RHO, produce an exhaust note that's a little too "farty" and oddly BMW-like—and not in a flattering way. There are also some concerns surrounding long-term durability. The engine makes extensive use of plastic components, including the valve covers, and I also noticed a couple of small oil drips on the backside of the engine during testing. The tailgate deserves criticism as well. It's pleasantly light and easy to operate, but panel alignment on this particular truck was poor, protruding noticeably more on one side than the other. Price is another sticking point. This Express Crew Cab 4x2 stickers for roughly $51,030, a figure that not long ago would have landed you in a well-equipped Laramie. Thankfully, Ram dealers have become well known for offering substantial discounts and the price represents the more affordable side of full-size pickups. Further, the price paid here only gets you the weak and disappointing four-cylinder turbo in a Chevy Silverado or GMC Sierra. The Hurricane rocks you like a, well, hurricane. Anyhow, this truck has far more strengths than weaknesses. As an everyday pickup, it's wonderfully refined, surprisingly comfortable, and outrageously quick whenever you ask it to be. Toyota also abandoned its V8 for a twin-turbo V6 in the Tundra, yet the Ram rides better than any Tundra I've tested, delivers better fuel economy, and is significantly quicker. If you still want a V8, Ram once again offers the Hemi in select 1500 models, while Chevrolet and GMC continue to sell their excellent 5.3-liter and 6.2-liter V8s in the Silverado and Sierra. And if you're after something more upscale, don't overlook higher trims like the Laramie or Limited. Having spent time in both, they remain among the most luxurious and best driving pickups in the segment regardless of Hemi or Hurricane. 2026 Ram 1500 Express Hurricane Crew Cab 4x2 review and specifications Price as-tested: $51,030 Powertrain: 3.0-liter twin-turbocharged Hurricane inline-six Output: 420 hp / 469 lb-ft Transmission: 8-speed automatic Drivetrain: Rear-wheel drive 0–60 MPH: 4.9 seconds (tested) Observed Fuel Economy: 21.5 MPG overall (24 MPG highway trip) Fuel Tank: 26 gallons Max Payload: Approximately 1,800 lbs Max Towing: 8,390 pounds with 3.21 axle ratio, but up to 11,490 lbs when properly equipped Wheelbase: 145 inches Overall Length: 233 inches Width: 82 inches Height: 77 inches Ground Clearance: 8 inches Cargo Bed: 5-foot 7-inch box Wheels: 20-inch alloy wheels Tires: 275/55R20 Front Suspension: Independent, coil spring Rear Suspension: Five-link solid axle with coil springs Infotainment: 8.4-inch Uconnect touchscreen with wireless Apple CarPlay and Android Auto Warranty: 3-year/36,000-mile basic warranty; 10-year/100,000-mile powertrain warranty (2026 model year) More exterior and interior photos of the 2026 Ram 1500 Express

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Photo gallery of the 2023 Honda Civic Type R (FL5). Images by The Road Beat with Mitchell Weitzman Photography. Professional exterior and interior photos of the 2023 Honda Civic Type R. 2023 Honda Civic Type R Photo gallery of the 2023 Honda Civic Type R (FL5) All photos by Mitchell Weitzman Photography with The Road Beat Previous Next