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2026 BMW iX review with The Road Beat Words and pictures: Mitchell Weitzman This review is inevitably going to hinge on subjectivity—but opinions do matter. And the fact of the matter is this: the BMW iX is among the ugliest new cars on sale today, if not the  ugliest. BMW has taken plenty of criticism in recent years for its ever-expanding trademark kidney grille, but here, the nose is only part of the design catastrophe. Sure, the beige color doesn’t help, but beneath this deeply unfortunate exterior lies a remarkably good EV—and a surprisingly convincing BMW. Picks While there are no classic and sonorous Bavarian inline-six soundtracks to be had here, obviously, I was genuinely shocked—pun somewhat intended—by how genuinely well the iX drives and how much it still behaves like a BMW on the move. Like it or not, this has a genuine dose of the BMW DNA present. And it may not have the same vigor and sparkle as the brand’s greatest hits, but among EV peers, it still has a legitimate claim to being the “Ultimate Driving Machine.” Relatively speaking. The steering lacks the feedback of the brilliant Chris Bangle–era cars of the 'aughts, but there’s real precision and weight here. Direction changes are handled with confidence, and there’s a genuine appetite for corners. On a favorite local B-road, the iX stands apart from other modern EVs that feel merely competent but emotionally flat; This one hunkers down and encourages you to push harder. It’s fast, grippy, and—crucially—engaging (enough) in a way most electric crossovers simply aren’t. Out on the highway, the iX settles into a different strength: It’s exceptionally quiet and composed. The ability to carry whisper-level conversations at speed is an understated luxury, and the ride strikes an excellent balance—comfortable without being overly soft or artificially firm, even on the André the Giant–spec 22-inch wheels. Range may be outright limited on a single charge, but this does chew up on the miles with ease and comfort. Yes, there are synthetic driving sounds from the electric powertrain, but they can be toggled on or off to your liking. Normally I’d dismiss them outright, but I actually didn’t mind the Star Trek–esque tones under acceleration. More importantly, throttle application is as smooth and predictable as you’d hope. What’s most impressive, though, is efficiency. For a compact luxury SUV pushing over 400 horsepower, the iX delivers genuinely strong real-world numbers. Averaging a tick over 3 miles per kWh, a 300-mile range is entirely realistic—and that’s not just theory. Car and Driver  managed 290 miles in its typically demanding 75-mph highway test. That puts the iX among the more efficient electric crossovers available today, doing a lot to ease range anxiety an make everyday use that little bit more thoughtless while helping keep your sanity in check. The optional M Sport Package seats are another highlight, offering excellent comfort and lateral support. Rear passengers had no complaints on a trip out to Lodi, and the audio system impresses as well. I don’t even mind the large central display or most of the interior design as the dash feels expansive and aids in feeling spacious, though the long-term durability of the Alcantara-style ultrasuede remains a question mark. This new '45' trim replaces last year’s '40,' bringing a larger 100-kWh battery and—surprisingly—a lower starting price. Though, let’s be clear, it’s still expensive. As the entry vehicle in the iX range, having an increased capability and range, but at a lower price is a good accomplishment. Nicks Peak charging tops out at 175 kW, which trails several key rivals. It’s not slow, but it is objectively behind the established curve now. BMW also sticks with a CCS charging port rather than adopting Tesla’s increasingly common NACS standard, meaning access to the more widespread and reliable Supercharger network requires an adapter workaround. As for the design—yes, we’re back to that—it doesn’t get much better inside. Even at over $90,000 as tested, the cabin doesn’t consistently feel like a $90K space. The leather-look seats aren’t actually leather, the center console latch feels flimsy, and the doors close with a hollow, unsatisfying sound instead of the vault-like thunk you expect at this price point. Even worse, the rear windows barely lower halfway—an inexcusable oversight here. The worst offenders, though, are the seat controls. Mounted awkwardly on the upper door panels, they’re not just inconvenient—they’re visually offensive. BMW insists they’re glass, but they look like cheap plastic straight imitations from Temu. They clash with the rest of the interior and sit directly in your line of sight, often reflecting incoming light, making them impossible to ignore. The glass in the center console plays it more lowkey, but these seat adjusters are insanely distasteful because of the attention they command and how actually bad they are to use. BMW’s iDrive system has also grown overly convoluted. There’s a steep learning curve, and the glass rotary controller lacks tactile satisfaction. The move away from physical controls continues to be a misstep, and some basic functions—like adjusting brake regeneration—are buried in menus where they don’t belong. A great car underneath Beneath it all, the BMW iX is fundamentally and mechanically excellent. It’s more engaging to drive than any other mainstream EV I’ve tested, and its real-world efficiency is genuinely impressive. Yes, it gets expensive quickly, especially when optioned up—but the real issue isn’t the price. It’s the styling and lack of tastefulness. For all its strengths, the iX’s design will be the deciding factor for most buyers. And unfortunately for BMW, that’s a battle it’s unlikely to win. 2026 BMW iX xDrive45 Specifications As-tested price: $92,775 Powertrain Dual electric motors (AWD) Combined output: 402 hp / 516 lb-ft Transmission: Single-speed direct drive 0–60 mph: 4.7 seconds Battery & Charging Battery capacity: 100 kWh EPA range: 279 miles DC fast charging: up to 175 kW 10–80% fast charge: ~30 minutes Observed efficiency: 3.1 mi/kWh Real-world range: ~290–310 miles Drivetrain & Chassis Layout: Dual-motor AWD Suspension: Multi-link (front & rear) Steering: Electric power steering Wheels: 22" (optional) Dimensions Wheelbase: 118 in Length: 195 in Width: 78 in Height: 68 in Curb weight: ~5,500 lbs Seating: 5 passengers 36 cu ft cargo capacity (rear seats up) ~78 cargo capacity cu ft (max, seats folded) Infotainment: 14.9-inch central display Pricing Starting MSRP: $76,325 As tested: $92,775 Warranty Basic: 4 years / 50,000 miles Powertrain: 4 years / 50,000 miles Battery: 8 years / 100,000 miles Complimentary maintenance: 3 years / 36,000 miles More photos of the 2026 BMW iX xDrive45 in Dune Grey Metallic and M Sport Black Sensatec interior.

Uncharted maps surprising new directions for Subaru 2026 Subaru Uncharted GT review with The Road Beat Words and pictures by Mitchell Weitzman The first generation of electric vehicles born from Subaru and Toyota’s unlikely partnership was dreary at best—the Subaru Solterra and Toyota bZ4X were outright misfires. Yet this new second wave of electric crossovers from the two Japanese brands shows a surprising amount of promise, Toyota re-introducing the C-HR while Subaru debuts the new Uncharted EV, tested here in the top GT trim level. With improved styling, usable range, and genuinely quick performance, the result is a far more compelling package—especially at the price. Picks The Solterra and bZ4X were ugly and stylistic missteps, but the Uncharted looks modern and, more importantly, cohesive. It’s a smaller vehicle than its sibling, yet vastly more attractive with its tight extremities. There’s a clear connection to Toyota C-HR’s recent rebirth, though the Subaru comes across as the cleaner, more resolved design. Where the previous effort struggled to crest 200 miles in real-world driving, the Uncharted can reach an estimated 250 miles without much effort. That’s still below its boastful 273-mile EPA figure, but for Subaru’s second EV—and without a major battery increase (74.7 kWh)—it’s a meaningful step forward in actual efficiency that you notice in the real world. Progress carries over to performance. In AWD GT form, the Uncharted produces 338 horsepower, making it the quickest-accelerating production Subaru in the United Sates to date, hitting 0–60 mph in just 4.5 seconds and dusting a WRX STI out of the gate. In practice, it feels every bit that quick, delivering an immediate and forceful shove when you lean into the throttle. Sport mode sharpens response further, and the lack of any drivetrain lag gives it a genuinely urgent character. Charging access is also improved. Subaru—like Toyota and others—has adopted Tesla’s NACS port, meaning you now get native access to the Tesla Supercharger network without an adapter. Given their availability and superior reliability, that’s a major usability win. An adapter for CCS chargers is still included, so flexibility isn’t sacrificed. Perhaps the biggest surprise is pricing. The Uncharted starts at $36,445 including destination for a front-wheel-drive model, which also delivers the best range at nearly 300 miles in real-world conditions. Even this top-spec GT trim, with AWD and all that performance, comes in at $46,215 —undercutting other electric crossovers rivals with a similar power output. Want AWD but don't need the speed? You can easily save another $5K there. Inside, Subaru has reworked the gauge cluster to improve visibility, avoiding the awkward sightline issues of the Solterra and bZ4X. The infotainment system, borrowed from Toyota, is intuitive and refreshingly easy to use. Nicks Despite a name that suggests adventure and foraging into the unknown, the Uncharted is clearly meant for paved roads. Modest all-season tires around 20-inch wheels and just 8.2 inches of ground clearance limit its off-road ambitions. Subaru’s symmetrical AWD is present, but this isn’t a vehicle you’d take far off the beaten path or the vehicle of choice for Nathan Drake—despite what the name might imply. Yes, there are terrain controls and snow modes present, but it's the defining personality in any way. Even with Supercharger compatibility, charging speeds lag behind key competitors. Peak DC fast charging tops out at 150 kW, resulting in a roughly 28-minute 10–80% session for its moderate 73 kWh battery capacity—competitive, but not class-leading when compared to Hyundai or Tesla. Minutes a day spent waiting will add up to hours over a year. Interior space is another weak point. At 178-inches long, it's never going to be abundant, yet rear seat legroom is very tight, making it better suited for kids than adults. Cargo space, however, is solid at 25 cubic feet behind the rear seats—noticeably more usable than something like Subaru's Crosstrek. For a range-topping GT model at over $46K, the cabin also lacks a sense of occasion and is far from luxurious. Material quality is average, with plenty of hard plastics in high-touch areas. Build quality is commendable—everything feels solid and rattle-free—but a bit more attention to detail would go a long way for the top trim level. On the road, the experience is competent but forgettable. The power is impressive, and the steering is accurate, but it lacks the engagement or personality that encourages spirited driving to match the rapid straight line pace. At least the regenerative braking is well-calibrated and predictable. A familiar formula for the Uncharted There’s nothing revolutionary about what the Uncharted sets out to do—but it’s surprising how well it executes on the whole still and as a notable step up from the gen-1 Solterra. At a time when EV affordability remains a challenge, especially as incentives fluctuate, Subaru has delivered an EV crossover with genuinely usable range and performance and at a great starting price. It even looks nice. Tesla still dominates the segment, but alternatives like the Uncharted offer compelling reasons to look elsewhere—whether for practical, personal, or even Elon-related political reasons. I liked the Uncharted, and it is a meaningful step forward for Subaru in the EV market. Still, it leaves you wishing for a bit more character—something that feels less like a committee-based joint venture and more distinctly Subaru. Uncharted Wilderness, anyone? 2026 Subaru Uncharted GT — Specifications Basic Warranty: 3 yr / 36,000 mi As-tested price: $46,215 Powertrain & Performance Configuration: Dual-motor electric (front + rear) Drivetrain: All-Wheel Drive Horsepower: 338 hp Transmission: Single-speed direct drive 0–60 mph: 4.5 seconds Battery & Charging Battery Capacity: 74.7 kWh Estimated Real World Range: 250 miles Charging Port: NACS (Tesla standard) DC Fast Charging: Up to 150 kW 10–80% Charge Time: ~28 minutes Dimensions & Chassis Length: 178 in Width: 74 in Height: 64 in Wheelbase: 108 in Ground Clearance: 8.2 in Curb Weight: 4,500 lbs Interior & Capacity Seating: 5 passengers Cargo Space (rear seats up): ~25 cu ft Infotainment Display: 14-inch touchscreen Key Features (GT Trim) Panoramic glass roof Heated and ventilated front seats Wireless Apple CarPlay and Android Auto Subaru EyeSight driver-assist suite Power rear gate 20-inch wheels

The Outback of today is not like the Outback you grew up around 2026 Subaru Outback Limited XT review with The Road Beat Words and pictures: Mitchell Weitzman For those now in their 30s, you might remember the Subaru Outback growing up amid the alt-grunge aesthetic of the ’90s and early aughts. That version likely exists in your mind as a handsome, elongated wagon—equally at home in a middle school parking lot (usually driven by your “social studies” teacher) or splashing through a creek in an ad campaign, sometimes with Paul Hogan trekking through the actual Australian Outback. Unfortunately, that fond nostalgia is gone. The Outback of today shares very little with the cool, adventure-laden philosophy of that old rally-bred wagon. Now, it’s just another large, ubiquitous crossover SUV. And while it does nothing to offend, that’s the problem in itself—it lacks the personality and identity that once made a Subaru feel distinct. Picks As my second Subaru tested for The Road Beat, I’m starting to notice a surprising and welcome trend: they drive quite well. While not class-leading—Mazda still owns that title for outright driving engagement—the Outback delivers a level of directness and responsiveness that puts it ahead of many a comparable Toyota. Steering is light but accurate, making for easy placement whether on a straight highway or a winding back road. Push it into a corner and lateral grip from the AWD system is solid for the segment, but more importantly, there’s a willingness to rotate and a noticeable lack of plowing understeer when pressed. It’s not “fun” in the traditional sense, but for a 192-inch crossover, it’s composed, predictable, and surprisingly eager to turn. The Outback is undeniably large—just over 16 feet long—but pricing remains a major strength. Starting around $36,000, it undercuts many rivals while including Subaru’s standard symmetrical AWD that provides class leading traction in the snow. As of now, you can’t even buy a front-wheel-drive Toyota Highlander for under $47,000. Perspective matters. This Limited XT tester comes in at $45,815 as equipped, but that buys you a more powerful, well-equipped AWD SUV than a base Highlander. That’s strong value. Inside, there’s nothing particularly luxurious about the Outback, with plenty of hard plastics throughout. However, nothing feels flimsy. In fact, most touchpoints have a reassuring solidity—save for the slightly cheap-feeling interior door handles. As with the recently tested Forester, there were zero rattles during daily driving, even over rough neighborhood roads that tend to expose weaknesses in more expensive vehicles. And that's with several thousands of miles already on the odometer. Ride quality is another highlight. The Outback is quiet on the highway and comfortable at all speeds, with a well-judged balance overall. At times, there’s a bit too much oscillation from the soft suspension tuning, but the general impression across varied surfaces is one of composure and control. Under the hood sits a turbocharged 2.4-liter flat-four, producing 260 horsepower and 277 lb-ft of torque from the low engine speed of just 2,000 RPM. Aside from a disappointing observed 22 MPG, it’s a strong performer. It’s smoother and better-sounding than most rival inline-fours, with a broad, usable midrange that makes everyday driving effectively effortless. The CVT, while never exciting, thankfully fades into the background. A big issue with the Forester was the large central infotainment screen and its lazy responses to your inputs, as if its an old windows computer in desperate need of a RAM and SSD upgrade. Outback fixes that with a vasty faster and also visually less cluttered display. And another observation was the best heater I've experienced in a new car, like it was seriously impressive how hot it can get and so quickly. One of the Forester’s biggest drawbacks was its sluggish infotainment system. Thankfully, the Outback improves significantly here, with a much quicker response time and a cleaner interface. Also worth noting: the heater is outstanding—genuinely one of the most effective I’ve experienced in a modern car and will make you sweat no matter how frigid the outside temperature. Nicks After just a short time with the Outback, one issue stood out immediately: the styling. Design is subjective, but the modern Outback simply doesn’t look like a Subaru. And while Subarus haven’t always been conventionally attractive, they’ve historically had a strong, recognizable identity. And that’s missing here. The Outback isn’t offensive—it’s just generic. Swap the badge for almost any other automaker, and most people wouldn’t notice. That lack of identity is especially surprising given Subaru’s strong brand associations. Multiple friends were genuinely shocked to learn this was an Outback—they had no idea. That says a lot. Fuel economy is another weak point, though partially excused by the vehicle’s size. Still, some competitors can manage better efficiency while offering more space. Despite its length, the Outback doesn’t offer a third row. If that’s a requirement, you’ll need to step up to the Ascent, which is only slightly longer and not dramatically more expensive in comparable trims. Cargo space is respectable at 35 cubic feet, though not class-leading. The tradeoff is a spacious and comfortable second row with generous legroom. Then there’s an unexpected rival: the Hyundai Santa Fe. Similar in size, it offers a small third-row seat, far more distinctive styling, and a more premium interior at similar price points. Of course, it lacks Subaru’s excellent and superior AWD system, which remains a key advantage in adverse conditions. A good car that is missing identity Considering the long list of positives, the Outback does a lot right. It’s comfortable, capable, well-priced, and easy to live with. But it’s also missing something important. There was a time when Subaru models like the Impreza, Legacy, and Outback had an unmistakable shape and character. This latest iteration feels like it trades that heritage for something safer—and far more generic and nearly AI-generated. I understand that American car buyers have largely rejected the wagon which has led to the Outback becoming a Crossover, but Subaru definitely has more creativity than this. For most buyers, the Hyundai Santa Fe is likely the more compelling choice. But if you appreciate Subaru’s AWD and have a more adventurous spirit—and if the styling works for you—the Outback remains a solid, rational pick that excels at almost all the fundamentals. 2026 Subaru Outback Limited XT - Specifications As-tested price: $45,815 Powertrain 2.4-liter turbocharged flat-four (boxer) 260 horsepower 277 lb-ft of torque CVT automatic All-Wheel Drive Fuel Economy 21 city / 29 highway / 24 combined EPA est. MPG 22 MPG Real World Observed Dimensions Wheelbase: 108 in Length: 192 in Width: 74 in Height: 68 in Ground Clearance: 8.7 in Cargo Capacity 35 cu ft (behind rear seats) 81 cu ft (max) Towing Capacity 3,500 lbs Weight about 4,000 lbs Fuel Tank 18 gallons Warranty & Maintenance Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Roadside Assistance: 3 years / 36,000 miles Complimentary Maintenance: 2 years / 24,000 miles

The Road Beat provides professional auto journalism, car reviews, automotive and motorsport photography, and buying advice of the latest new vehicles. Welcome to The Road Beat We tell it like it is So, I bought a Nissan S15: Part 1 2025 VW ID.4 Pro S is only subtly improved 2025 Volvo EX30 review: Fast yet infuriating Honest automotive reviews and photos of the latest new cars, SUVs, and trucks all reviews The Road Beat combines professional photography with reviews that simply tells it like it is The Road Beat | Honest and Candid Car Reviews The Road Beat provides an honest look and perspective of the most popular new cars on sale today. Not afraid to ignore teething faults and call out manufacturers, The Road Beat is here to give real-world, practical insight to help make your next purchasing decision easier.

Full photo and picture gallery of the 2021 Genesis G90 Ultimate by The Road Beat. 2021 Genesis G90 Ultimate Photo Gallery Read the Full Review Here

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