My first modern Range Rover exposure has left a lasting impression, but not in the best way 2025 Range Rover SE LWB review by The Road Beat Words and pictures: Mitchell Weitzman Here at The Road Beat, we tell it like it is without drinking the corporate Kool-Aid. Praise can only be earned, criticism too, and neither comes from who's supplying the keys. It's with a genuinely disappointed heart, then, that my first review of a Range Rover leaves such mixed feelings. Not because it's a bad SUV, but because it's so incredibly close to being a truly great one. Many of its shortcomings feel entirely avoidable. Land Rover's latest Range Rover might look fantastic (from a distance) and drive stupendously, but the lack of quality is concerning for the future of JLR. Picks This is the shape that launched a thousand clones, and design alone, the Range Rover in its latest L460 generation guise has the goods and then some. Despite being the long-wheelbase model with its extended rear doors, it hardly looks bloated thanks to tight overhangs and a tapered butt that's more reminiscent to the stern of an old wooden Riva boat. The basic silhouette has remained largely unchanged for decades, but it's a timeless elegance that has also avoided the tired vulgarity of certain try-hard imitators—see Hyundai's latest Palisade for that or most SUVs made in China. Just don't look too closely at the paint. More on that later. This P400 designation sits comfortably in the middle of the engine lineup, and frankly there's little reason to need anything more unless you're over-compensating. Thankfully, Range Rovers still use an ever-lovely inline-six here, an engine so silky smooth it could be the tune of a Stradivarius. The soundtrack is equally pleasing, producing a refined and expensive-sounding growl under acceleration that's never intrusive enough to spoil the mood or disrupt your vibe while broadcasting live on Instagram. The turbocharged Ingenium six also employs a 48-volt mild-hybrid system that provides seamless assistance during starts and helps fill in torque without ever making its presence known. Unlike many hybrids, the system is essentially invisible in day-to-day driving, eliminating any noticeable turbo lag and making the entire powertrain feel effortlessly responsive. With 395 horsepower, the nearly three-ton SUV never feels lacking for performance, and it even returned a respectable 21 MPG after a week of mixed driving. Not bad for a luxury SUV weighing nearly 6,000 pounds. Comfort, of course, is exactly what you'd expect from a luxurious continent crusher. The seats are upholstered in a magnificent shade of leather called Caraway, with supportive front buckets and rear accommodations that make long-distance travel feel effortless thanks to acres of legroom provided by this long-wheelbase (LWB) model. If you need extra seats, there's also a hidden third row that can be easily raised or lowered via electronic switches from the rear. I also like the dual gloveboxes and fabulous metal paddle shifters that wouldn't feel out of place in a Ferrari Amalfi. The true joy of a Range Rover, though, is how it drives. Combine the effortless powertrain, outstanding comfort and remarkably composed chassis, and you end up with what might just be one of the finest vehicles in the world for consuming endless American highway miles. Optional 23-inch wheels do little to compromise ride quality thanks to excellent suspension tuning and the superb air suspension. Wind noise is virtually nonexistent, but the real highlight is just how effortless the entire package feels. Steering is sharp, direct and surprisingly communicative for something this large, giving the impression of an SUV much smaller than its actual dimensions suggest. On the freeway, I've yet to test a new vehicle that requires less steering correction than the Range Rover. Everything feels intuitive and perfectly judged. Even the brakes inspire confidence, and when you boil driving down to what most people actually do every day, the Range Rover is about as mechanically satisfying as it gets. Throw it down a winding road and it carries astonishing speed thanks to outstanding chassis tuning and the marvels of modern tires. It's all so calm and composed that you regularly find yourself well above the speed limit before realizing it, because the Range Rover distorts your perception of speed in the very best way. And because it's a Range Rover, this SUV can astonish off-road, too, with incredible mechanical and electronic trickery to venture across terrains you wouldn't dare think of going. Ground clearance is only 8.6 inches as standard, but the air suspension easily raises that to a towering and hugely capable 11.6. For picnic and tailgate lovers, the traditional split rear liftgate remains a very nice addition. Nicks For as wonderful as the Range Rover is to drive, the story unfortunately doesn't end there. This particular example, an SE LWB P400, will hit your Amex Platinum's credit line hard to the tune of $131,365 as-tested. For the amount required for entry, it simply asks too much to excuse its shortcomings, especially when the monthly payments can easily rival a mortgage. I'm sorry, but a luxury vehicle like a Range Rover should not have squeaks and creaks in a brand-new example (this press example had under 4,000 miles on the odometer at the time of testing). You never get that reassuring bank-vault heft from the doors, while the interior grab handle used to close them flexes and creaks far more than it should. Instead of leather, the upper dashboard looks and feels like a life vest and seems to attract dust instantaneously. That large center touchscreen looks awkwardly placed as if an afterthought and remains far too convoluted to operate, while Land Rover somehow decided a volume knob was unnecessary. Even the tiny manual lock button built into each exterior door handle feels surprisingly flimsy, more akin to a switch you'd find on a dollar-store flashlight than on a flagship luxury SUV. Questionable initial quality aside, it'll be interesting to see how these components age, and whether they further worsen the already notorious depreciation associated with Range Rovers. The piano black trim around the steering wheel is another questionable decision. It looks attractive for about five minutes before becoming covered in fingerprints, skin oils and dust, while hot weather leaves it feeling grimy to the touch. Leather would not only feel more luxurious, but would also be far nicer to live with every day. The biggest disappointment, however, has to be the paint. Quite simply, this is among the worst factory paint finishes I've seen on a brand-new vehicle. If you enjoy orange peel, you're in luck, because this Range Rover delivers it in abundance. It's noticeable from 20 feet away and only becomes more obvious the closer you get. I genuinely have friends who could produce a smoother finish with a rattle can of Rust-Oleum. Yes, it can be corrected with extensive wet sanding and polishing, but that's completely unacceptable on a vehicle costing well into six figures. Hopefully this was simply an issue unique to this press vehicle. That's a lot of orange peel. I'd also avoid the optional heated windshield unless you genuinely need it. While I'm sure it's invaluable in snowy climates, it simply isn't enjoyable to look through in everyday California driving. Once you notice the fine heating elements (they look like squiggles) running throughout the windshield, you can't unsee them, akin to peering through a window screen. At night, bright points of light and reflections scatter around those elements like a bad astigmatism. Warm-climate buyers would honestly be better off ordering the vehicle without it. During my week with the vehicle, I showed off the vehicle to two friends who are lifelong Range Rover fans and owners, with their garage currently home to a Range Rover Classic County LWB and an L405 full-size supercharged model. Their impressions largely mirrored my own. Both felt the overall experience simply didn't justify the asking price, and both immediately noticed the poor paint finish and reduced sense of solidity compared with their own older Range Rovers. They also commented on the weak air conditioning—which I completely agree with—as the cabin never became nearly as cold as expected. The disappearance of easily accessible physical climate and audio controls was another common complaint. Areas needed for improvement The tragedy isn't that this is a bad Range Rover. It isn't. The tragedy is how much potential has been left on the table. When the reinvented L322 Range Rover arrived in 2001, many proclaimed it the finest all-around automobile in the world. Sitting here in 2026, I struggle to make the same argument. Too many little details undermine what is otherwise an exceptional SUV, and that disappointment is unfortunately amplified because the fundamentals are so spectacular. Few vehicles cover ground with less effort or greater refinement than this Range Rover. From an outright mechanical and dynamic package, it's one of the finest SUVs on sale today. Which only makes it more frustrating that seemingly small, avoidable details hold it back from reclaiming the benchmark status it once enjoyed. 2025 Range Rover SE LWB P400 Specifications Exterior Color: Santorini Black Metallic Interior: Caraway leather Starting MSRP: $117,200 As-Tested Price: $131,365 Powertrain Engine: 3.0-liter turbocharged Ingenium inline-six (MHEV) Hybrid System: 48-volt mild-hybrid Horsepower: 395 Torque: 406 lbs-ft Transmission: 8-speed automatic Drivetrain: Full-time four-wheel drive (AWD) with two-speed transfer case Rear Differential: Electronic active locking differential (optional/commonly equipped) Performance 0–60 mph: 5.7 seconds Real world economy: 21 MPG Fuel Economy (EPA): City: 18 mpg Highway: 24 mpg Combined: 20 mpg Fuel Tank: 23.8 gallons Recommended Fuel: Premium unleaded Dimensions Wheelbase: 126 in Overall Length: 207 in Width: 79 in Height: 73.6 in Ground Clearance: Standard: 8.6 in Raised Off-Road Mode: 11.6 in Weight & Capability Curb Weight: 5,700 lbs Maximum Towing Capacity: 8,200 lbs Maximum Payload: 1,885 lbs Interior Seating Capacity: 7 Cargo Capacity: Behind second row: 43 cu ft Behind third row: 9 cu ft Maximum: 93 cu ft Wheels & Tires Wheels: Optional 23-inch Style 1074 Tires: 285/40R23 Scorpion MS Exterior Headlights: LED with signature DRLs Tailgate: Split power tailgate Suspension: Electronic air suspension with Adaptive Dynamics Steering: All-wheel steering Technology Infotainment: 13.1-inch touchscreen Instrument Cluster: 13.7-inch digital display Wireless Apple CarPlay Wireless Android Auto Wireless Phone Charging: Standard Audio: Meridian premium sound system Adaptive cruise control Blind-spot assist Lane keep assist Emergency braking 360-degree surround-view camera Warranty Basic Vehicle: 4 years / 50,000 miles Powertrain: 4 years / 50,000 miles Corrosion Perforation: 6 years / Unlimited miles Roadside Assistance: 4 years / 50,000 miles More photos of the 2025 Range Rover SE LWB P400

This SUV makes other SUVs seem small. So does the price 2026 Lincoln Navigator L Black Label review by The Road Beat Words and pictures: Mitchell Weitzman $138,185 is a lot for any new vehicle. Maybe not as much as it used to buy, but it's still a metric crapload of money. That's also about what it costs to drive home a base Porsche 911 Carrera — thanks, inflation. It can also buy this absurdly loaded Lincoln Navigator L Black Label, packed with options that push the sticker to a level I honestly didn't know existed for a Lincoln. Plenty here is expectedly spectacular, but for this kind of money, I hoped for a whole lot more. Picks Good news starts immediately because the Navigator certainly looks appropriately expensive. The paint deserves some credit too, as this shade of Sunrise Copper Metallic received multiple unsolicited compliments during my week with it. It's big, imposing, yet still handsome, and carries with itself the presence you'd expect from a six-figure SUV. That impression only improves once you climb inside. The cabin both looks and feels genuinely upscale, with leather covering nearly every surface that could be and high-quality soft-touch materials everywhere else. Saddle Brown is an especially tasty choice that elevates the entire experience, with Lincoln's "Enlighten Opulence" leather living up to its lofty name. You'll also notice the acres of screen real estate, which will either be a major selling point or a complete turnoff depending on your tastes. Those front seats don't just look inviting, but actually are among the best I've ever sat in, regardless of price or segment. They're wonderfully sculpted and endlessly adjustable, able to be tailored to fit any frame or preference. The massage function is equally excellent. During a long drive to Monterey, it kept me remarkably comfortable the entire way, and I appreciated that it never seemed to time out automatically after 15 minutes like so many other cars do. Few vehicles are better suited to effortlessly reel in the years and miles than the Navigator. Long highway drives are where this thing truly shines, quietly devouring distance while isolating you from the outside world with no meaningful road or wind noise, acreage of room, and a great stereo to top it off. That comfort isn't reserved only for the driver or your Weapon Systems Officer riding shotgun. The second-row seats are the most comfortable I've ever planted my ass in, complete with more creature comforts than your kids probably deserve. Even the third row is genuinely spacious and, unsurprisingly, among the very best you'll find in any new vehicle. Did I mention this thing is huge? Even with all three rows of seats in place, there's still 36 cubic feet of cargo room behind the third row—about as much as a Toyota RAV4 offers behind its second-row seats. Need more? Fold the third-row of seats flat (done electronically) and you now have 84 cubic feet of room behind the second row. 21 MPG on the highway won't win any efficiency awards, but for a 222-inch-long yacht, it's honestly respectable. I ended up averaging 18 MPG overall from the twin-turbocharged V6 in mixed driving, which still isn't terrible considering the sheer mass being hauled around. Not that long ago, SUVs this large struggled to break into the teens. If you're coming from an Excursion, you might think it's frugal even. The engine itself is wonderfully refined and operates in near-total isolation. It's silky smooth, emits a pleasant growl when you lean into the throttle, and delivers effortless twin-turbo power for everyday driving thanks to its 440 horsepower. Nicks The biggest issue here is the price. A Navigator L Black Label starts around $121,000, while this particular example climbed to $138,185. Ouch. That's deep into Range Rover territory while also surpassing nearly every other domestic luxury SUV. Luxury vehicles should be comfortable in every sense of the word. While the seats and cabin are exceptionally comfy, the ride quality occasionally falls short of expectations. Around town it's smooth and composed, but larger potholes and even some expansion joints send surprisingly harsh shudders through the body instead of cleanly isolating the impact. The massive 24-inch wheels certainly don't help, but the aftershocks that ripple through all 222 inches of mass suggest the frame has some inherent limitations. This alone would be the fundamental dealbreaker to me for this example as-equipped. Its sheer size can also become exhausting. Driving through Carmel was considerably more stressful than enjoyable, and parking often meant skipping perfectly good spaces simply because the Navigator wouldn't fit. Three-point turns quickly become four- and five-point turns, and unless you have four teenage sons all over six feet tall, there's simply no practical need for something this fucking enormous. Besides, isn't the standard-wheelbase Navigator already big enough at 210 inches? Lincoln's wall of screens is quickly becoming a brand signature, and it'll either work for you or it won't. Personally, I found the panoramic display stretching across the dashboard to be unnecessary and more distracting than useful. Ironically, despite all those displays, I never found a quick manual shortcut to activate the superb 360-degree cameras when parking. Instead, I often had to shift into reverse just to bring them up, even when I wasn't backing up. It's a frustrating oversight in something this large. If there's a shortcut I missed, let me know in the comments. The seat controls aren't much better. Fine adjustments require enough attention that they're difficult to make while driving, but the mirrors are even more frustrating. Rather than simple physical controls on the door, Lincoln has you navigate through menus on the touchscreen before finally making adjustments with steering-wheel buttons. It's a simple task made needlessly complicated. Some of the smaller details also undermine the luxury experience. The glove box felt and sounded shockingly cheap and chintzy, the cupholder cover required an oddly forceful push to open, the turn-signal stalk showed rough plastic finishing that honestly looked like a warranty issue, and the touch-sensitive door locks frequently failed to respond. None of those issues belong on a vehicle of this price and stature. BlueCruise remains a mostly competent hands-free driving system, but it still handily trails GM's excellent Super Cruise. Visibility over your shoulder is also compromised by an exceptionally thick B-pillar, making lane changes feel more awkward than they should. Too expensive for what you get This isn't an easy vehicle to judge personally because it's built for a very specific buyer. I tend to dislike SUVs this enormous simply because they're so cumbersome to live with. Then again, I'm a childless 33-year-old who spent the entire week driving this cruise ship by himself. My cat should've at least joined me for a few rides. When you consider the price proposition, that's a commitment way past that of other plus-size SUV offerings, dwarfing even that of a Yukon XL Denali Ultimate's starting price and being only several thousand less than the entry barrier to the Escalade ESV Platinum Sport. Value is not the name of this Navigator's playbook. As relaxing as the Navigator is over long distances (just avoid potholes), it never feels quite as polished to drive as a Range Rover, while too many smaller details feel like they came straight from the Ford parts bin. It's undoubtedly a very nice luxury SUV, but at the asking price, "very nice" simply isn't enough. 2026 Lincoln Navigator L Black Label Specifications Pricing Base MSRP (Navigator L Black Label 4x4): Approximately $121,000 As-Tested Price: $138,185 Powertrain Engine: 3.5-liter twin-turbocharged EcoBoost V6 Horsepower: 440 hp @ 5,850 rpm Torque: 510 lb-ft @ 3,000 rpm Transmission: 10-speed automatic Drivetrain: Four-wheel drive (4WD) Fuel Economy EPA City: 15 MPG EPA Highway: 22 MPG EPA Combined: 17 MPG Observed Economy: 18 MPG Dimensions Overall Length: 222 inches Width (without mirrors): 80 inches Height: 76 inches Wheelbase: 131.5 inches Ground Clearance: 8.3 inches Interior & Cargo Seating Capacity: 7 passengers Cargo Behind Third Row: 36 cu ft Cargo Behind Second Row: 85 cu ft Maximum Cargo Capacity: 122 cu ft Towing Capability Maximum Towing Capacity: 8,200 lbs Maximum Payload: Approximately 1,650 lbs Fuel Tank: 23.2 gallons Suspension & Brakes Front Suspension: Independent SLA with adaptive dampers Rear Suspension: Independent multilink with adaptive dampers Air Suspension: Standard adaptive air suspension Front Brakes: Ventilated discs Rear Brakes: Ventilated discs Wheels & Tires Wheels: 24-inch Ebony aluminum wheels (optional) Tires: 285/40R24 all-season Warranty Basic: 4 years / 50,000 miles Powertrain: 6 years / 70,000 miles Roadside Assistance: 6 years / 70,000 miles Corrosion: 5 years / Unlimited miles

Identity goes a long way for this normal commuter 2026 Subaru Crosstrek Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman This popular hatchback looks like a Subaru, and that's probably the single most important thing it can do for itself. Instead of being another NPC, the Crosstrek is an everyday hatchback that's always ready to accept another side quest. Versatility is its greatest strength and long been a hallmark of the Japanese brand. Subaru's trademark all-wheel drive paired with a hybrid powertrain makes it an easy recommendation for commuters, but an as-tested price of $35,415 for a Crosstrek Hybrid Sport is a tough ask from a brand traditionally associated with value. Picks As already mentioned briefly above, the Crosstrek has the distinct Subaru style and brand identity that other brands simply fail to replicate. While you could replace the badge on almost any of its competitors, there's no mistaking a Subaru. Besides having its own recognition, the Crosstrek itself is simply a handsome hatchback that manages to look both modern and timeless, even if the wheel design is a bit busy. With a hybrid powertrain producing 194 horsepower, it's not the fastest thing in the world, but it isn't the slowest either. Real-world acceleration from stoplights and onto freeways is easy and uneventful, and it's a world apart from something like a turgid Toyota Corolla Hybrid. Fuel economy settled at an even 30 MPG over the course of my week, though the majority of that consisted of highway driving. I suspect it would fare noticeably better with more city miles and opportunities for regenerative braking. Space is excellent for a compact vehicle measuring only 176 inches long, with a back seat that's genuinely usable and both roomier and more comfortable than any Corolla. A Honda Civic still offers the best rear seat in the class, but the Crosstrek is easily more than adequate. The real advantage, though, is the true hatchback design and generous cargo area that's easy to access. Better yet, the large boot and hatch access is supremely dog friendly. My favorite aspect of the Crosstrek, though and almost surprisingly, is the driving experience. Good driving dynamics have become a common Subaru trait, and the Crosstrek proudly continues that trend. I like the steering. It's direct and communicative, and the Crosstrek responds fluidly to even small inputs thanks to its natural weighting. Ride quality is equally well judged, avoiding both harshness and excessive float. Road and wind noise could certainly be lower, but that's hardly unusual at this price point. I took the Crosstrek Sport Hybrid on one of my favorite backroad loops to see how much "Sport" there really is in the name, and the results were impressive. Once the tires begin protesting, the chassis remains remarkably neutral, even if outright grip isn't especially high. More importantly, it never devolved into plowing understeer, and a slight lift of the throttle helps rotate the car through tighter corners. Another sign of a well-balanced chassis is how rarely the traction control intervenes because it simply doesn't need to. You can get on the throttle early while still holding your intended line, and the overall takeaway is a Crosstrek has a genuinely well-sorted chassis that enthusiasts could have a lot of fun improving via the aftermarket. Nicks Subaru might have an eye-grabbing 12-inch touchscreen display in their arsenal that some drivers will immediately be drawn to, but it's overcrowded with far too much happening at all times. The biggest issue, however, is how sluggish it can be to respond to touch inputs, particularly after startup. Several times after leaving work on afternoons nearing 90 degrees, I couldn't adjust the climate controls for almost a minute because the fan speed and A/C buttons simply refused to respond. Corporate does have an updated display in other vehicles and it's desperately needed in the Crosstrek. While the Crosstrek Sport Hybrid does produce nearly 200 horsepower, the continuously variable transmission (CVT) remains a letdown and only exaggerates the coarser soundtrack of the naturally aspirated four-cylinder up front. Fuel economy also trails the Honda Civic Hybrid and Toyota Corolla Hybrid, though neither offers Subaru's standard all-wheel drive which is a natural mechanical detriment for efficiency. Interior quality could also be better. Hard plastics cover much of the cabin, and while the seats are attractive and comfortable, the cloth and overall environment feels too down-market for a vehicle priced and optioned to $35,000. Trouble is, at about the same price point, you could buy a loaded AWD Mazda3 Turbo Hatchback with leather upholstery, substantially more power, and even sharper driving dynamics while really only sacrificing a few MPG. Another disappointment was the sheer number of beeps and bongs from the various driver assistance systems. For example, if you shut the car off with the driver's door already open, it'll chime continuously until the door is closed. It's not something you'll encounter often, but it leaves you wondering why Subaru programmed it that way. Spunky but overpriced I genuinely like the Crosstrek for its character, handsome styling, and driving manners, yet pricing remains its biggest obstacle. Subaru's symmetrical all-wheel-drive system remains one of the best in the segment and will make trips to Tahoe feel effortless regardless of the weather, but it also pushes the Crosstrek above the price of a fully loaded Honda Civic Touring Hybrid, which has a significantly nicer interior and better fuel economy. And if all-wheel drive is a priority, the Mazda3 Hatchback remains an outstanding alternative in its own right. The Crosstrek certainly offers abilities that many competitors simply can't match, but it also competes in one of the industry's toughest segments, where nearly every rival excels in a different area. If Subaru could shave 10 to 15 percent off the price—and speed up that central touchscreen—it would have a truly exceptional compact hatchback on its hands. 2026 Subaru Crosstrek Sport Hybrid Specifications As-tested price: $35,415 Crystal White Pearl paint Powertrain 2.5-liter naturally aspirated flat-four boxer engine Two electric motors Combined output: 194 horsepower Continuously variable transmission (CVT) Standard Symmetrical All-Wheel Drive X-MODE® Dual-Mode System with Snow/Dirt and Deep Snow/Mud with Hill Descent Control Fuel Economy EPA: 36 MPG city / 36 MPG highway / 36 MPG combined Real World economy: 30 MPG Fuel tank: 16.6 gallons Recommended fuel: Regular unleaded Performance 0–60 mph: Approximately 8 seconds Towing capacity: 1,500 pounds Dimensions Length: 176 inches Width: 71 inches Height: 63 inches Wheelbase: 105 inches Ground clearance: 8.7 inches Interior Seating: 5 Passenger volume: 100 cubic feet Cargo capacity: 19 cubic feet behind second row 55 cubic feet with rear seats folded Wheels & Tires 18-inch alloy wheels 225/55R18 all-season tires Warranty Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Hybrid system: 8 years / 100,000 miles Rust perforation: 5 years / Unlimited miles Roadside assistance: 3 years / 36,000 miles

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

A typically quality and luxurious Lexus is undermined by poor electric range 2026 Lexus RZ 550e review by The Road Beat Words and pictures: Mitchell Weitzman Shame the RZ is so limited by range, because the rest of it is far from a disaster. As a luxury crossover, there's genuine appeal here, helped by a lower-than-expected price for a well-built premium EV. Meaningful updates such as native Tesla Supercharger compatibility through a standard NACS port are welcome, but aren't enough to overcome the reality of barely 200 miles of real-world driving range. Picks Cabin quality is exactly what you'd expect from a modern Lexus in the best of ways. Doors shut with a satisfying heft, switches feel substantial, and nearly every touchpoint reinforces its luxury and lasting mission. Faux suede trim looks upscale and feels pleasant to the touch, while very little inside betrays the RZ's price point. Is it as richly finished as a Genesis GV70? No, but it's also less expensive than Genesis' now-discontinued electric competitor. It also represents a marked step up from many competitors that occupy the price bracket below it. Quietness and comfort come standard in a luxury Lexus, but I was particularly surprised by the optional F Sport seats. Previous trials of these optional seats often pushed your head and neck too far forward, but these strike an excellent balance between long-distance comfort and subtle support. Plus, they look great. Several driving modes are available, and selecting Sport transforms the RZ. With 402 horsepower from its AWD dual-motor setup, acceleration is genuinely quick. Put your foot down and it feels every bit as powerful as the numbers suggest and then some. Thanks to the instant response and shove that's characteristic of electric motors, you'll have no trouble embarrassing unsuspecting sports cars away from a stoplight. But what about when you get to some corners? At the end of the day, this remains a luxury crossover, even with the F Sport treatment. Anyone expecting something akin to a Hyundai Ioniq 5 N should keep shopping. But, treated as a normal luxury vehicle, the RZ drives very well. Steering is accurate and even naturally weighted, refreshingly free of the overly light tuning common in many modern crossovers. Handling is competent and predictable, possessing more than enough grip for hasty backroad driving. The real knock is that there's hardly any fun or engagement to be found, but that's hardly surprising and par for the course of what Lexus buyers want. Vehicles like this prioritize competence, confidence, and comfort. Really, the three Cs of everyday transportation. Nicks No surprises here: range remains the RZ's biggest weakness. Even though the window sticker promises 229 miles on a full charge, you'll struggle to exceed 200 miles in normal mixed driving in the real world and with climate control running. Urban commuting helps somewhat, but highway speeds and elevation changes drain the battery rather quickly. Meanwhile, competitors continue making substantial gains in efficiency and outright range. The RZ now trails much of the segment, and even more mainstream alternatives such as a Tesla Model 3 Long Range are dramatically ahead when it comes to both driving range and charging convenience. Adding a Tesla-compatible NACS port is certainly welcome, but charging performance remains limited by the underlying hardware. Peak charging is capped at 150 kW, which lags behind many other modern EVs. Lexus quotes a 10-80 percent charge time of around 30 minutes, which sounds competitive until you remember the RZ is only replenishing a relatively modest 77-kWh battery pack. If it matters to you, driver assistance technology also feels behind the curve. Tesla's much-publicized FSD suite has its own outright limitations, but the Lexus system doesn't boast any truly comparable conveniences. Lane-centering assistance proved inconsistent during testing, while several other active safety systems were simply too intrusive and were easily annoying instead of helpful. Outside of the rapid Sport mode, performance becomes surprisingly lethargic. Standard and Eco modes soften throttle response so dramatically that the RZ often feels slower than a modest conventional gasoline crossover, especially when accelerating smoothly away from a stop. One of the greatest advantages of an EV is immediate response, and these modes largely eliminate it in the pursuit of efficiency, which isn't particularly impressive to begin with. Something peculiar I noticed - and confirmed by several passengers - was the blurry gauge cluster. And when I say blurry, I mean it was literally out of focus slightly. Is there an adjustment hopefully like the diopter on a camera? I certainly didn't see one. The text and numbers lack crispness in the cluster A good Lexus, but a mediocre EV The Lexus RZ was always going to face an uphill battle as an EV due to its still-uncompetitive range. As a second vehicle dedicated to commuting and local errands, it works perfectly well. Beyond that, the compromises become difficult to justify. That leaves the RZ stuck in an awkward middle ground. A significant increase in driving range would immediately make it far more compelling, especially at its roughly $60,000 as-tested price. Attractive lease deals may improve the equation, but for most buyers, spending less on a Tesla or Hyundai Ioniq 5 will make more sense for most buyers. 2026 Lexus RZ 550e F Sport AWD Specifications As-tested Price: $62,034 Powertrain Dual permanent-magnet electric motors (front and rear) All-wheel drive (DIRECT4 AWD) Total system output: 402 hp Torque: 396 lb-ft Battery & Charging Battery capacity: 77 kWh lithium-ion EPA-estimated range: 229 miles Real World range: About 200 miles DC fast charging: up to 150 kW Level 2 AC charging: up to 11 kW NACS (Tesla-style) charging port standard Estimated DC fast charge (10-80%): approximately 30 minutes Dimensions Wheelbase: 112 inches Length: 189 inches Width: 75 inches Height: 64 inches Ground clearance: 8 inches Interior & Cargo Seating capacity: 5 passengers Cargo volume behind second row: 34 cubic feet Cargo volume with rear seats folded: 55 cubic feet Weight Curb weight: About 5,200 lbs Wheels & Tires 20-inch alloy wheels 235/50R20 front tires 255/45R20 rear tires Warranty Basic warranty: 4 years / 50,000 miles Powertrain warranty: 6 years / 70,000 miles Battery warranty: 10 years / 150,000 miles Roadside assistance: 4 years, unlimited miles Towing Capacity 1,500 lbs maximum towing capacity

The long-awaited hybrid option for the Palisade has arrived 2026 Hyundai Palisade Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman If there was a single defining weak link in the Palisade since its original introduction, it was the engine. Despite boasting 3.8 liters of displacement from its smooth-running V6, that engine was hampered by poor fuel economy and a lack of flexible performance. This has completely changed with the arrival of the Palisade Hybrid and its electrically assisted turbocharged powertrain. Where the Palisade has gained, however, the latest model is not without fault while introducing questionable design choices. Picks Bearing the trim name "Calligraphy," Hyundai clearly wants buyers to view this Palisade as something more luxurious than the average family crossover. Mission accomplished, because the Palisade in Calligraphy trim feels and is genuinely upscale inside. It's not just the padded armrests or the excellent leather steering wheel. It's the sheer quality of the leather and soft materials used throughout the cabin and the absence of cheap-feeling plastics on frequently touched surfaces or mechanisms like the glovebox. The touchpoints impress, the design captures attention, but feel remains the true sign of luxury, and the Palisade delivers that in abundance. Comfort is superb up front thanks to supportive seats with extensive adjustability, but the hospitable accommodations extend well beyond the first row. Rear-seat passengers enjoy generous space and genuinely comfortable captain's chairs. For road trips and keeping screen-needy passengers occupied during a continuous multi-hour daze and 6-7 stupor, USB ports are abundant and conveniently placed throughout the cabin. Also noteworthy are the electronic controls for easily raising and folding the second- and third-row seats, something even a $90,000 Volvo still requires clunky manual controls to accomplish. There will be more on that later, however. On the road, the Palisade is vast, but it rarely feels that large when changing direction. In fact, you can hustle this 200-inch land yacht through corners at surprising speeds thanks to modern chassis and tire engineering. Ride quality remains soft and composed wherever you go, and road noise is impressively subdued. Past Palisades equipped with the standard V6 never managed better than 19 MPG overall in my testing, but this new hybrid powertrain returned 24 MPG after a week of mixed driving. An excellent and meaningful improvement. Real-world performance is also greatly enhanced. The combination of turbocharging and electric assistance fills in the low end of the rev range, precisely where the old V6 struggled. As a result, even if output rises only modestly to 324 horsepower, the Palisade never feels caught between gears and is readily available to work. Even if the price raises eyebrows at $60,625 as-tested, that's directly comparable to a Toyota Grand Highlander Hybrid Platinum. The difference is that the Palisade feels considerably richer inside, with superior materials and a greater sense of occasion. Nicks Fuel economy has certainly improved, and so has usable performance, but this powertrain is no match for Toyota's formidable Hybrid MAX system available in higher-end Grand Highlanders. Not only has the Toyota delivered better fuel economy in previous testing, it's also noticeably quicker and more responsive in every scenario. When you bury the throttle, the Hybrid MAX delivers a genuine punch. Hyundai's hybrid system also isn't as seamless during transitions between electric and combustion power. An improved hybrid powertrain from Hyundai, but Toyota's remains the benchmark. Other faults include the complete lack of proximity-sensing keyless entry on the rear doors, a feature reserved only for the front handles. That's a surprising oversight because once you've experienced this convenience elsewhere, its absence becomes impossible to ignore. It's very typical of this to be included on SUVs, let alone one with such luxury aspirations. For example, opening a rear door while carrying groceries shouldn't require extra effort or steps. And at this price point, it's difficult to excuse. For Mother's Day, I picked up my own mom in the Palisade before heading to a Sacramento River Cats game, and she wasn't particularly fond of the interior design. Specifically, she disliked the chunky gear selector that hangs above the driver's right knee and the high, imposing dashboard. The more time I spent with the vehicle, the more I agreed. Despite the Palisade's spacious cabin, the dashboard sits unnecessarily high and creates a bulkier, more confined feeling than necessary. It may be attention-grabbing and initially even dazzling to some, but it comes as excess instead of actual substance or thought. Also, it's important to point out that the nearly white leather was pretty soiled and stained on one of the back seats, so don't expect it's crispness to last long. Army Green is certainly not the color for a Palisade, but regardless of paint choice, the styling feels unnecessarily ostentatious. Large lighting elements, excessive grille detailing, and an abundance of visual mass make it look heavier than it actually is. Sometimes less is more, and the Palisade has taken 'inspiration' too far in bluntly copying Land Rover and their popular Range Rover model line-up. Heck, even the name Calligraphy feels like a cheap shot at the Autobiography trim reserved for select Range Rovers. I also can't ignore the stop-sale that affected Palisades earlier this year after concerns involving the power-folding rear seats. The feature, while undeniably convenient, was found capable of continuing its closing operation despite an occupant being present, with tragic results. Hyundai's remedy was a software update, and the issue has luckily reportedly been addressed. Still, when discussing a feature intended to operate around children and families, some buyers may reasonably need time before placing full trust in the system. The best Palisade, but it could be better It's difficult to criticize a vehicle for something as subjective as design because many buyers may genuinely love the look, both inside and out. For this reviewer, however, both are negatives because they could have been executed better. The cabin quality is excellent, but what stings most is that Hyundai's sibling brand appears to have gotten the styling formula more right; The revised Kia Telluride is simply the more attractive vehicle in every possible area. The introduction of a hybrid powertrain was long overdue for this segment, and it does transform the Palisade into a far more compelling vehicle than before. Better fuel economy, stronger low-end response, and a genuinely luxurious cabin make this the best Palisade yet on the road. The problem is that strong competition already exists. Toyota's Grand Highlander Hybrid MAX offers more space, better fuel economy, and superior performance, while Kia's Telluride appears poised to deliver a more attractive interpretation of the same formula of the Palisade. Even with such a commendably luxurious interior, that leaves the Palisade Hybrid in an unusual position. It's finally become the vehicle it always should have been mechanically underneath, yet it still falls just short of being the segment benchmark. 2026 Hyundai Palisade Hybrid Calligraphy basic specifications Powertrain 2.5-liter turbocharged inline-four hybrid Dual electric motors Combined output: 329 hp Combined torque: 339 lb-ft 6-speed automatic transmission HTRAC all-wheel drive Maximum towing capacity: 4,000 lbs Fuel Economy Real world economy: 24 MPG EPA: 29 mpg city / 30 mpg highway / 29 mpg combined Fuel tank: 18.2 gallons Dimensions Wheelbase: 117 in Length: 199 in Width: 78 in Height: 70 in Ground clearance: 7 in Turning circle: 39 ft Interior Space Cargo volume behind third row: 19 cu ft Cargo volume behind second row: 46 cu ft Maximum cargo volume: 87 cu ft Seating: 7 passengers Weights & Tires Curb weight: about 5,000 lbs Wheels: 21-inch alloys Tires: 265/45R21 Performance 0-60 mph: about 6.5 seconds Pricing Base MSRP: $58,780 As-tested price: approximately $60,625 Warranty 5-year / 60,000-mile New Vehicle Limited Warranty 10-year / 100,000-mile Powertrain Warranty 10-year / 100,000-mile Hybrid System Components Warranty 7-year / Unlimited-mile Anti-Perforation Warranty 5-year / Unlimited-mile Roadside Assistance Coverage 3-year / 36,000-mile Complimentary Maintenance Plan

2026 Lexus IS 350 review with The Road Beat Words and pictures by Mitchell Weitzman For reasons unknown, Lexus has decided to redesign the nose of its beautifully sculpted IS sedan to resemble a Toyota Camry. Usually it works the other way around, with the cheaper product inheriting styling cues from the expensive cousin. Instead of the sharpened and athletic fascia of old, we're left with a Lexus IS that is undeniably less pretty than before thanks to this curious facelift that cheapens the car while looking sadly out of place. Fortunately, the rest of the package remains as good as ever and still makes for a consummate luxury cruiser. Picks At the top of the hit list for older Lexus models was the dreadful infotainment system that utilized a computer mouse-style trackpad. Thankfully, that atrocity is gone and replaced with Toyota’s modern touchscreen setup, which is among the simplest and easiest systems to use in the industry. It’s quick, responsive, and makes daily life with a Lexus dramatically easier now that changing your Spotify station no longer requires literacy in braille. As expected from Lexus, the cabin itself is a sophisticated and genuinely high-quality place to spend your time. Even if some of the smaller switchgear pieces aren’t class-leading, this is still a car free of rattles, with doors that shut with the sort of reassuring heft affordable cars cannot replicate. Road and wind noise are exceptionally well suppressed, while the ride quality strikes an impressive balance between comfort and body control for what is still intended to be a sports sedan. Simply put, the IS is just a pleasant car to exist in, and it makes any drive feel that bit more relaxing and refined. That’s exactly what a luxury car should accomplish. I was further surprised to find out the seats are not even real leather, affirming that Lexus 'NuLuxe' is among the best in the business. With so many newer luxury sedans downsizing to turbocharged four-cylinders, the vocal character of the naturally aspirated 3.5-liter V6 feels refreshingly old school, especially when run towards the redline. It may not possess the silky violin crescendo of a classic BMW inline-six, but there’s still an authoritative growl accompanied by a genuine surge of power in the upper half of the rev range. With BMW, Mercedes-Benz, and Audi all defaulting to four-cylinder engines in their equivalent entry models, the old school Lexus V6 stands out simply by continuing to exist. It would also be easy to speculate that this engine will outlast most of its drivers. Treat the IS 350 like the sports sedan it aims to be and, while the handling is never playful, it is composed and controlled. The lateral limits are approachable because outright grip isn’t absurdly high, which actually suits a road car well since you can explore more of its capabilities without reckless speeds. Mid-corner bumps rarely upset the chassis, and even if the IS isn’t the most engaging sports sedan at the limit, there remains a balanced, rear-drive character underneath it all that is inseparable from a fundamentally good platform. Nicks The previous IS was a genuinely beautiful sedan with real identity, while this updated version now looks overly generic from the front. And why should a Lexus resemble a Toyota? Because that’s exactly what happened here, with the revised nose borrowing heavily from the latest Camry. Lexus had finally perfected the IS design and its wide, aggressive spindle grille only to backtrack and cheapen the entire car in the process. It’s not totally ugly, but it is unquestionably a step backward and looks like two mismatched ends of different cars now. Despite the V6’s characterful sound and enjoyable top-end power delivery, outright performance is underwhelming by modern standards and with limited flexibility. Yes, it encourages you to rev it out, but that becomes less rewarding when paired with an aging 8-speed automatic transmission and acceleration that simply isn’t very quick anymore; A 0-60 MPH time hovering around six seconds no longer feels especially impressive in this segment. More frustratingly, the 3.5-liter V6 itself has seen virtually no meaningful evolution since debuting nearly two decades ago. Output has only climbed from 306 to 311 horsepower while the car itself has gained weight, meaning the modern IS 350 is actually slower than the earliest examples. Even when the V6 makes decent noises at the top, 311-horsepower pushing 3,800 pounds just doesn't do it anymore. When it comes to performance and dynamic capability, the IS 350 no longer competes with the ballistic BMW M340i, but now with the entry 330i; The times have changed. Steering also disappoints with a noticeable vagueness just off-center and a resultant slight disconnect between fine inputs and the front axle. It improves as speeds rise and cornering loads build, but the initial impression around town lacks precision and confidence. Those subtle corrections and small steering inputs matter in a luxury sports sedan, and that’s exactly where the IS feels weakest now and is missing interaction. Also be prepared to disable Lexus’ overly intrusive (and awful) “Proactive Driving Assistant,” along with several of the more aggressive safety interventions. On anything other than perfectly smooth freeway driving, the systems can feel unnecessarily sensitive and intrusive. Lexus IS 350 has become a niche There’s no doubting the IS 350 is an objectively good car, but it no longer delivers the performance expected of a modern luxury sports sedan and increasingly feels dated. It also doesn’t help that you can buy a twenty-year-old IS 350 powered by an engine that is fundamentally identical and quicker. As a comfortable and refined cruiser, the Lexus succeeds. But competitors such as the Genesis G70 simply execute the sports sedan side of the equation better. Testing this latest IS 350 also reinforces the idea that the true standout of the lineup remains the phenomenal Lexus IS 500. That car feels genuinely special thanks to its rambunctious V8, unique character, and surprisingly reasonable price point for what it offers. Hopefully they don't subject it to the same - wait, no! They killed it off. Sad, sad day for V8 fans and a rather brilliant car. However, at least the IS 350’s value proposition still deserves recognition. At under $50,000 as-tested, it undercuts German rivals when equipped with similar levels of safety and tech equipment while also landing only around $7,000 above the nicest Toyota Camry you can buy. Maybe it's less of a threat to the Germans and Genesis and more to its own Toyota cousin with its prestige of the Lexus badge. Heck, they even share the same nose now. 2026 Lexus IS 350 F Sport RWD specifications Price as-tested: $49,703 with destination Starting price: $46,795 Engine: 3.5-liter V6 Horsepower: 311 HP @ 6,600 RPM Torque: 280 lb-ft @ 4,800 RPM Transmission: 8-speed automatic Drivetrain: RWD 0-60 MPH: 6.1 seconds EPA Fuel economy: 19 MPG city / 26 MPG highway / 22 MPG combined Real World MPG: 24 Fuel requirement: Premium unleaded Curb weight: About 3,800 lbs Wheelbase: 110 inches Length: 186 inches Width: 72 inches Height: 57 inches Cargo capacity: 10.8 cubic feet Seating capacity: 5 Front suspension: Double wishbone Rear suspension: Multi-link independent Front tires: 235/40R19 Rear tires: 265/35R19 Warranty: 4-year / 50,000-mile basic, 6-year / 70,000-mile powertrain Thanks for reading our 2026 Lexus IS 350 review. For more candid and honest takes on the latest new cars, please subscribe.

The top T8 XC90 fails at reviving the XC90 line with torque steer. 2026 Volvo XC90 T8 review by The Road Beat Words and pictures: Mitchell Weitzman As a fan of previous iterations of the Volvo XC90, I was eagerly awaiting the long-overdue refresh for the 2026 model year. A halfway update, dubbed the 2025.5, brought some welcome technology improvements, but didn't do enough to distinguish itself. Now the full facelift has arrived, and unfortunately, my experience with this XC90 T8 proved more disappointing than expected. Before diving in, a disclaimer is warranted. I discussed some of the issues outlined below with a representative from a San Diego Volvo dealer, who suggested this particular vehicle may have had underlying faults. I'm not calling it a lemon, but given some of the behavior observed during testing, it's possible this example was not representative of the broader XC90 lineup. Picks The exterior refresh wasn't strictly necessary, but the subtle updates have helped keep the XC90 looking contemporary. Volvo's restrained design language continues to age gracefully, and the XC90 remains one of the more handsome three-row luxury SUVs on the road. The headlights have been noticeably slimmed down, yet they remain among the most effective in the business. Think of this less as a redesign and more as tailoring an already well-fitted suit. Power is also plentiful. The plug-in hybrid T8 combines a turbocharged four-cylinder with electric assistance for a healthy 455 horsepower, allowing this large SUV to sprint from 0-60 MPH in roughly five seconds flat. Response is impressive, and owners willing to keep the battery charged can travel approximately 30 miles on electricity alone. If you're a fan of elegant details, Volvo still delivers. Upper trims such as this Ultra feature beautiful metal speaker grilles and tasteful finishing touches that elevate the cabin experience. Nicks Above is one of the shortest lists of positives I've ever assembled for a new vehicle tested by The Road Beat — and unfortunately there's a reason for that. The single biggest concern with this XC90 was its behavior under heavy acceleration. The first time I floored the throttle during a passing maneuver from approximately 45 MPH, I genuinely thought one of the active steering or safety systems was intervening. The vehicle tugged aggressively at the wheel and required immediate correction to maintain a straight path. To rule out electronic interference, I disabled the lane-keeping and steering assistance systems and repeated the test from multiple speeds. The result was the same. Despite the presence of AWD, the steering wheel continued to wrestle in my hands under full throttle and demanded constant attention to keep the vehicle tracking (mostly) straight. It was among the most severe examples of torque steer I've experienced in a modern vehicle. If this behavior is representative of the XC90 T8, it is unacceptable in a new SUV, let alone a luxury vehicle cresting $90,000. However, because the severity was so unusual, I suspect this particular example may have had an underlying issue. I would welcome feedback from other XC90 T8 owners regarding their experiences. Fuel economy was also disappointing for a four-cylinder plug-in hybrid. Over the course of a week, the XC90 T8 averaged just 23 MPG despite efforts to drive conservatively and avoid unnecessary acceleration. To be fair, the battery was never charged during testing, preventing use of its approximately 30 miles of electric-only range. Even so, the result was underwhelming. Our tester carried a sticker price of nearly $89,000, making some of the interior decisions difficult to understand. The standard cloth upholstery isn't poorly executed, and the herringbone pattern provides some visual interest, but it feels out of place at this price point. Buyers should strongly consider upgrading to the available Nappa leather, which feels far more appropriate for a luxury vehicle in this segment. The cabin also lacks a cohesive material story. Between the cloth seating surfaces, various soft-touch trims, and canvas-like dashboard accents, the interior never quite settles on a singular luxury identity. Without many physical controls, Volvo has been unwise to then require two separate screens within the central display for either fan speed and temperature adjustments. Practicality suffers from the rear seating arrangement as well. Both the second and third rows require a surprising amount of effort to operate, and folding the third row from the cargo area simply isn't possible. Owners must first fold the second-row seats, climb into the vehicle, and manually access the third row before lowering it. Returning the seats to their upright position requires reversing the process. The mechanisms themselves are similarly disappointing. Levers and sliders feel stiff and clunky, lacking the smooth, confidence-inspiring operation expected in a premium vehicle. In six years of testing vehicles for The Road Beat, few rear-seat systems have been as cumbersome or frustrating to use. Hyundai manages a far more user-friendly solution in the Santa Fe for roughly half the price. Ride quality was another unexpected weak point. Equipped with Volvo's air suspension, this XC90 should excel as a long-distance luxury cruiser despite its 21-inch wheels. Instead, it frequently felt unsettled over imperfect pavement and transmitted sharp impacts directly into the cabin. Rougher road surfaces produced a level of harshness that seemed entirely at odds with the vehicle's mission. Given this unusually bad ride behavior, I cannot rule out the possibility that this particular tester had air-suspension-related issues. This could even go as far as to exacerbating the torque steer issue, as if it's causing the front axle to become too light from rear axle squat. The presence of interior rattles on a relatively low-mileage example only compounded those concerns from above. Previous XC90s never left me questioning their refinement, but this tester often felt as though it had already accumulated years of hard use. A luxury SUV at this price point should not be exhibiting multiple interior rattles during ordinary driving conditions. A total miss The good news is that the XC90 lineup starts much lower than the nearly $89,695 sticker price of this T8 Ultra test vehicle. Buyers considering the standard powertrain may ultimately have a very different experience, and one that better aligns with Volvo's reputation. As tested, however, this XC90 T8 failed to deliver the refinement, comfort, and confidence expected from a flagship Volvo SUV. The torque steer was alarming, the ride quality disappointing, and several everyday usability issues undermined an otherwise attractive package. I genuinely hope this was an unusually problematic example rather than a representative one. If it was an outlier, Volvo still has a compelling luxury SUV on its hands. If it wasn't, the XC90 T8 has some significant issues that deserve immediate attention. 2026 Volvo XC90 T8 Ultra Specifications Base Price: $83,400 As-Tested Price: $89,695 Powertrain: Turbocharged 2.0-liter inline-four plug-in hybrid Combined Output: 455 horsepower Transmission: 8-speed automatic Drivetrain: All-wheel drive Battery Capacity: 18 kWh Electric-Only Range: About 32 miles Fuel Economy (EPA): 27 MPG combined / 58 MPGe Real World Economy: 23 MPG Fuel Tank Capacity: 19 gallons 0-60 MPH: 5 seconds Maximum Towing Capacity: 5,000 lbs Seating Capacity: 7 passengers Wheelbase: 118 inches Length: 195 inches Width: 79 inches Height: 70 inches Ground Clearance: 8.8 inches Curb Weight: About 5,000 lbs Cargo Capacity Behind Third Row: 11 cubic feet Behind Second Row: 35 cubic feet Maximum Cargo Capacity: 86 cubic feet Warranty Coverage Basic Warranty: 4 years / 50,000 miles Hybrid Battery Warranty: 8 years / 100,000 miles Complimentary Maintenance: 2 years / 20,000 miles Notable Features (Ultra Trim) Air suspension 21-inch alloy wheels Bowers & Wilkins premium audio system Panoramic moonroof Pilot Assist semi-autonomous driving system Four-zone automatic climate control Head-up display Heated and ventilated front seats 360-degree camera system Optional Nappa leather upholstery Optional front-seat massage function

The CX-5 has separated itself from its similar CX-50 sibling, but not in a good way 2026 Mazda CX-5 review by The Road Beat Words and pictures: Mitchell Weitzman The Mazda CX-5 may have been due for a rethink, but this is not what I had in mind. Not to say the refreshed CX-5 is a total dud, but it’s an unfortunately misguided update that leaves the crossover in an even more questionable position than before. Some of its best qualities have been removed, while several weak points remain unresolved. On the whole, the 2026 CX-5 feels like a former standout midsize crossover compromised by a reboot led by boardroom decision-making. Picks Mazda wisely resisted over-styling the exterior. The refreshed CX-5 receives only minor sharpening to the details, like the sleeker lights front and rear, yet remains one of the better-looking crossovers on sale with a level of restraint and maturity many rivals lack. Differences are subtle, and most might think the outside is exactly the same at first glance, but that's not an issue at all. Inside, however, the CX-5 looks dramatically different — more on that later — but the sense of quality remains excellent. For the money, few mainstream rivals offer this much soft-touch material or this much genuine premium feel throughout the cabin. The dashboard, doors, and switchgear all continue to punch above their price point. Again, Mazda continues to surprise in their luxury ambitions when you compare to other mainstream crossovers from around the rest of the globe. Where most commercial crossovers prioritize numb isolation over driver enjoyment, Mazda still understands the value of engagement. Around town and on the highway, the CX-5 feels refined and composed, but point it toward one of the many winding backroads here in El Dorado County and it genuinely feels alive. The steering is sharp, body control is excellent, and the chassis remains surprisingly neutral for a practical family crossover that allows you to toss it from side to side without hesitation. Grip from the front end stays strong even when pushed hard into corners, and quick direction changes reveal a level of balance and eagerness most competitors simply do not possess. It’s not just that the CX-5 is good to drive — it’s enjoyable to drive. Fuel economy from the naturally aspirated 2.5-liter “S” powertrain is also respectable for a non-hybrid setup. Over the course of a week, the CX-5 averaged 28 MPG overall while occasionally flirting with 30 MPG with more highway running. A hybrid model arrives later, but the efficiency here is already solid without electric assistance. Nicks As pointed out earlier, the biggest changes are found inside, but not all of them are for the better. While material quality remains as impressive as always, Mazda has followed the industry trend of replacing tactful controls with an oversized touchscreen dominating the dashboard. On Premium Plus trims, the display measures a massive 15.6 inches diagonally, making it one of the largest screens fitted to any new car. Unfortunately, Mazda also removed nearly all physical controls that once were -including climate - and even integrated functions like volume adjustment into the touchscreen itself. While the system is quick and responsive, that doesn’t make it pleasant to use. Everyday tasks now require digging through menus instead of relying on tactile knobs and switches you can operate by feel. Worse still, the sheer size of the screen places certain touch points awkwardly far from the driver, requiring you to lean forward and reach while driving. Currently, the only available engine available in the CX-5 is the naturally aspirated 2.5-liter four-cylinder, as Mazda has eliminated the previously available turbocharged option entirely. A hybrid arrives next year, but for now this is all buyers get, and it’s a major downgrade from the old turbo model despite the commendable fuel economy. Yes, it’s efficient, but it’s also coarse, noisy, and very slow. With just 187 horsepower and 186 lb-ft of torque, the CX-5 is considerably underpowered, but worse than the lack of speed is the awful sound made by the weak internal combustion engine. Even moderate acceleration fills the cabin with a strained, weedwhacker-like groan that quickly becomes irritating. I called the CX-5 enjoyable to drive earlier, but that fades each time the engine makes the same dreaded racket. Mazda also continues to struggle with poorly calibrated electronic parking brake systems. Sometimes the brake activates automatically when parked, and sometimes it doesn’t, yet it never releases itself consistently the way many competitors’ systems do. The most frustrating behavior occurred during cold starts at home. The tenacious parking brake — which I never manually engaged since I park on a flat plot — would remain active even after shifting into Drive, causing the vehicle to awkwardly squat against the engaged brake before finally releasing with a prod of the throttle. It’s a small annoyance, but one that feels unnecessarily clumsy in a modern vehicle. And as I said, no other cars besides Mazda exhibit this strange behavior. A Mazda that cannot be recommended For only the second time in Road Beat history, this is a Mazda that simply cannot be recommended. And it's not because it's a bad car necessarily, but it isn't that good of a Mazda. The CX-5 still handles exceptionally well and continues to offer an interior that feels far more expensive than its price tag suggests. But Mazda removed one of the vehicle’s defining strengths — the punchy turbocharged engine — and replaced it with a coarse naturally aspirated powertrain that feels out of place in a premium-leaning crossover. At the same time, the new touchscreen-heavy interior solves no real problems while introducing several frustrations of its own. There was genuine potential for Mazda to better separate the CX-5 from the CX-50, but instead the CX-5 now feels both less distinctive and less appealing than before. It may cost a slightly less than a comparable CX-50, but as it stands, this once-excellent crossover no longer seems entirely sure of what it wants to be. Plus, you can get a CX-50 as a hybrid right now if you desire. 2026 Mazda CX-5 2.5 S Premium Plus Price as-tested: $41,080 Engine: 2.5-liter naturally aspirated SKYACTIV-G inline-four Output: 187 horsepower / 186 lb-ft of torque Transmission: 6-speed automatic Drivetrain: i-Activ AWD Drive Modes: Normal, Sport, Off-Road Real World Fuel Economy: 28 MPG Fuel Tank Capacity: 15.3 gallons Recommended Fuel: Regular unleaded Dimensions Wheelbase: 110.8 inches Length: 184.6 inches Width: 73.2 inches Height: 66.7 inches Ground Clearance: 8.2 inches Curb Weight: ~3,900 lbs Cargo / Interior Passenger Capacity: 5 Passenger Volume: 104.5 cubic feet Cargo Capacity (rear seats up): 33.7 cubic feet Maximum Cargo Capacity: 66.5 cubic feet Premium Plus Features 15.6-inch infotainment touchscreen Bose premium audio system Heated and ventilated front seats Heated rear seats Heated steering wheel Leather-trimmed seating Panoramic moonroof Head-up display 360-degree camera system Front and rear parking sensors Wireless phone charger Adaptive cruise control Lane keep assist Blind spot monitoring Hands-free power liftgate Warranty Basic Warranty: 3 years / 36,000 miles Powertrain Warranty: 5 years / 60,000 miles Roadside Assistance: 3 years / 36,000 miles More photos of the 2026 Mazda CX-5 S Premium Plus

This is the best Tucson I've yet to test 2026 Hyundai Tucson PHEV review by The Road Beat Words and pictures: Mitchell Weitzman Prior iterations of the current Tucson have been hit or miss, often undermined by poor suspension tuning and weak, clunky engines. It’s a genuine sigh of relief to report neither of those issues are present in this 2026 model equipped with Hyundai’s plug-in hybrid powertrain. Because of that, this instantly becomes one of my top choices in the ultra-competitive crossover segment thanks to some genuinely surprising and refined talents. Picks Exterior design will always be divisive when it comes to the Tucson, but the interior is a masterclass of style and quality for this class. It’s comfortably ahead of Toyota and even its latest RAV4 that only just came out a few months ago, while also approaching — and at times surpassing — Mazda, who typically carries the torch here. The cabin is modern yet clean, with an airy layout and excellent outward visibility. The sheer quality inside is nearly unbelievable, because this top-trim Limited genuinely feels luxurious. Not only does everything look upscale, but all the touch points in daily interaction feel upscale too. The controls are (mostly) thoughtfully laid out, the wireless phone charging pad is properly grippy and in a convenient space, and the connected center display and gauge cluster are nicely integrated without looking tacky. Most importantly, the infotainment remains straightforward to use. While there’s no increase in outright power for 2026, previously tested Tucson PHEV and Hybrids all suffered from clunky low-speed operation. Thankfully, whether due to software refinements or broader calibration improvements, this latest version is now nearly as smooth and seamless as the best hybrids on sale. The toughest aspect to nail for these complicated drivetrains is low-speed driving below 25 MPH, particularly when transitioning between gasoline and electric power, and the Tucson PHEV now handles this with impressive polish and no herky-jerky lags between throttle inputs. Power itself is perfectly adequate with its 268 horsepower, and it delivers it in also a perfectly adequate rollout. 0-60 MPH takes just over 7 seconds, and gas mileage rang in at 30 MPG overall without ever charging the 13.8 kWh battery. Do that, and your outright gas mileage will greatly increase above the 30 I saw which is directly comparable with the last RAV4 Prime (now called the Plug-In) I tried in the same conditions and also without charging. With a fully juiced battery, you can go about 30 miles without using any gasoline. Power itself is perfectly respectable at 268 horsepower, delivering enough punch for effortless daily driving. Hyundai quotes a 0-60 MPH time of just over seven seconds, while fuel economy averaged 30 MPG overall during my testing (that's without ever plugging in the 13.8-kWh battery). Charge it regularly and that number will climb substantially, especially considering the Tucson can travel roughly 30 miles on electric power alone. Driving and dynamics are entirely inoffensive, which is more complimentary than it sounds. Most crossovers in this class are designed to be uninvolving, yet many still manage to disappoint thanks to careless chassis tuning. Even past Tucsons suffered from dreadful damping, endlessly rebounding and oscillating over bumps like a pogo stick. After a week of varied driving, the Tucson now feels genuinely refined. Steering is precise and predictable, while ride quality balances comfort with proper body control on tricky road surfaces. The whole vehicle feels relaxed and cohesive, making it an excellent companion for everyday commuting, errands, and road trips alike. Another point of interest are the rear windows, which do fully retract into the door, a rarity among crossovers. So you have a dog that likes sticking their face out the window (and if you allow them to do that), it's a perfect companion. Nicks There aren’t many significant drawbacks to the Tucson PHEV, though this AWD Limited does cost a whopping $50,140 all-in as tested. That’s substantial coin, but it’s also directly comparable to a Toyota RAV4 Plug-in Hybrid XSE. The Hyundai counters with a noticeably more luxurious cabin and fewer hard plastics throughout, though the Toyota does offer a larger battery pack and more electric-only range (and extra power, though that's mostly moot at this point for this style of car). In terms of outright practicality and roominess, the Tucson is also slightly smaller than both the CR-V and RAV4 in rear-seat space and overall cargo capacity. Also of note is the smallish center console storage itself under the armrest cubby. One questionable ergonomic decision places the heated steering wheel control on the far, passenger side of the dashboard, beside the passenger heated-seat control. It’s an odd layout that never feels intuitive, even if it’s ultimately a minor annoyance. I was also unimpressed with Hyundai’s steering assist during adaptive cruise control operation, which lacks the smoothness and natural inputs of the best systems on the highway. Despite the luxury ambitions, Hyundai also omits proximity keyless entry for the rear doors, limiting the feature to the front handles only. Small details like that can go a long way in making a vehicle feel thoughtfully premium. Hanging overhead is also the Mazda CX-50 Hybrid, which has less power and a grainy sounding Toyota-sourced engine, but also has no electric driving range. it does drive remarkably well and remains the top of the class in driving enjoyment on any road. Looming overhead is the Mazda CX-50 Hybrid, which offers less power and a grainier-sounding Toyota-sourced engine while lacking any meaningful EV range. However, it remains one of the most enjoyable vehicles in the segment to drive and with a terrific exterior and interior. A stellar all-round crossover choice Past Tucsons always came with a rather large “but," but this latest Tucson has the fewest compromises yet, and the remaining ones are all relatively minor depending on use case. I’m genuinely astonished by the quality and presentation of the interior, because it finally delivers a bona fide premium-feeling cabin in a Hyundai crossover. It’s a meaningful step above comparable Honda and Toyota rivals in perceived quality, while the plug-in hybrid system now delivers real refinement in everyday driving. The exterior styling will still divide opinions, and perhaps strongly enough to turn some buyers away entirely, but the 2026 Tucson PHEV Limited is ultimately a proper winner. The closest competitor remains the new RAV4 Plug-in Hybrid if you value and are confident you'll use the extra electric driving range it offers. 2026 Hyundai Tucson PHEV Limited Specifications Powertrain 1.6-liter turbocharged inline-four plug-in hybrid 6-speed automatic transmission HTRAC all-wheel drive Combined output: 268 horsepower 271 lb-ft of torque 72-kW electric motor 13.8-kWh lithium-ion battery pack Performance & Efficiency 0-60 MPH: About 7.2 seconds EPA-estimated EV range: 32 miles Observed fuel economy: 30 MPG (without charging) Towing capacity: 2,000 lbs Dimensions Wheelbase: 109 inches Length: 183 inches Width: 73 inches Height: 66 inches Ground clearance: 8.3 inches Curb weight: About 4,275 lbs Interior & Cargo Cargo capacity: 32 cu-ft behind second row Maximum cargo capacity: 66 cu-ft Fuel tank capacity: 11.1 gallons Pricing Base price: ~$48,000 As-tested price: $50,140 Warranty 5-year / 60,000-mile basic warranty 10-year / 100,000-mile powertrain warranty 10-year / 100,000-mile hybrid battery warranty