Way beyond a fancy Hyundai, the Genesis G90 is a brilliant luxury sedan 2026 Genesis G90 review by The Road Beat Words and pictures: Mitchell Weitzman Anyone who tries to disrespect both you and this car by calling it a Hyundai deserves to be slapped. The current G90 made a remarkable impression when first tested back in 2022, and four years later, that reputation has easily endured. Objectively, this G90 is frankly incredible in a myriad of means. However, even if this particular specification is not one I'd personally recommend, the 2026 G90 remains a supremely comfortable and relaxing driving experience. Luxury cruising really doesn't get much better than this. Picks Just open the door—it's as simple as that. If you're not impressed with the quality and detailing involved inside the G90, you probably have larger problems in need of professional help and diagnosis. I'm not going to call it nicer than a BMW 7 Series or Mercedes S-Class, but considering what it costs and how impressive it remains in contrast to luxury stalwarts that date back to prior centuries rather than decades, that speaks volumes. Banging stereo? Check, courtesy of one Bang & Olufsen. Effective massaging seats? Check. Gorgeous ash wood trim? Done. Solid metal switchgear coupled with sumptuous, quilted leather surfacing throughout? Check. Quiet? You bet. Did I mention the rear passengers get all the same amenities plus pillows from the heavens? The legroom is enormous, suitable for basketball stars, with enough seat sculpting to make any journey worthy of first-class on Emirates. The latest 7 Series from Bavaria might be among the single ugliest and most vulgar cars on sale today, so it's a nice and refreshing reprieve that the G90's general shape and detailing is pretty low-key in comparison to the other luxury juggernauts. Part of luxury is the ability to not draw attention to yourself, and the G90 does that well thanks to its simpler yet handsome, understated shape. It smartly draws more on British inspiration than the continued excess of the Germans. Yes, the grille is big, but it could have been way bigger. Ride quality is superb, and the Genesis just shrugs off potholes and other imperfections like they don't exist. Behind the wheel, it's a controlled and easy car to drive, with immediate power from the e-supercharged and twin-turbocharged 3.5-liter V6 whenever you ask for it. The growl emitted from under the hood is subdued, perfectly pleasant, and soothing in a way that's simply tasteful. 409 horsepower won't win bragging rights, but the need for anything extra is also completely unnecessary. By combining electric supercharging and twin turbocharging, Genesis essentially gets the best of both worlds: the immediate low-rpm response of an electric supercharger paired with the sustained power and efficiency of exhaust-driven turbochargers. There's remarkably little turbo lag to be found here and zero perceived hesitation, and the transmission does its job of keeping the engine happily humming along. This all accounts for smoother driving, which is exactly what is desired in a lavish saloon car. A conventional supercharger is mechanically driven by the engine itself, meaning it consumes some of the engine's own power to make more. The G90's supercharger is instead driven by a 48V electric motor (the motor and battery partly replenished through regenerative braking), allowing the system to provide additional boost without the same direct mechanical drag of a traditional supercharger. The result is an unusually seamless power delivery that doesn't make it faster so much as smoother and more efficient. And 22 MPG overall for a big luxury barge ain't bad at all. And if you're ever tired of closing your own doors, the G90 can do that for you with the push of a button. The driver's door will even close on its own when you press the brake pedal when starting the car. I don't need this feature, but it's a cool addition that will at least impress friends as a party trick, or your Hinge date. Nicks Possibly the worst part of this particular Genesis G90 is the specification: black on black on black. Black paint is certainly befitting and a classic choice for a luxury limousine for its elegance, but the black wheels here—and, more importantly, the design of the wheels—are slightly, well, horrible. Look, I get that an opinion based on wheels is entirely subjective. The car itself is good-looking; it's just that the wheels are absolutely awful (to me and to anyone with working eyes). These specific wheels are part of the Prestige Black package and edition, but they really need to be avoided at all costs. Some simple polished monobloc wheels with more of a Mercedes-style aesthetic would be a better choice, but really, the wheels alone are the one big problem with this G90. Luckily, the wheels are entirely fixable and a total first-world problem. Other gripes include some laziness through the corners, which I don't mind because a car like this doesn't need to be driven hard nor hurried. Still, I would have liked to find some sense of dual-natured ability here, given how well other Genesis sedans handle the bends. And even if the G90 represents good value for a luxurious flagship sedan, $108,895 as-tested is still a heck of a lot of coin, particularly for a brand that lacks the inherent prestige of some of the more established luxury marques. Even at the top of the G90 lineup, it does start to overlap with the entry points for Audi, Mercedes, and BMW competitors. To get those equipped to a similar level means spending more than on the Genesis, but nearly 110K just isn't the same great value that the G90 used to be. As you might notice in some of the photos, the interior shows fingerprints and other wear marks surprisingly easily. In other words, this car may have only a few thousand miles on the odometer, but it looks like it's already gone through a couple of years of use. Indubitably and admittedly, life as a press car can also be pretty tough, since people who drive these cars aren't necessarily going to treat them as nicely given that they're not actually theirs. A near perfect flagship Genesis is just over 10 years old as a brand, and it's remarkable how far they've reached in such a short time. Segments are not skimped on either, as its entire catalog of products is now all immediately comparable to stern competition that's been around for generations. If you change those wheels, then this is a brilliant sedan that serves as a fitting flagship for Genesis meant to compete against titans. The G90 is insanely luxurious and a genuine pleasure to eat miles in, and to simply exist in. The fact that Genesis got so many details right and made a car that works so well in everyday living is a true testament to what the company is capable of. Don't acquire a Genesis G90 because it's a good deal for what you get. Get the G90 because it's phenomenal. Just with the right wheels. 2026 Genesis G90 3.5T Prestige Black AWD As-Tested Price: $108,895 Powertrain: 3.5-liter twin-turbocharged V6 with 48V electric supercharger Horsepower: 409 hp @ 5,800 rpm Torque: 405 lb-ft @ 1,300–4,500 rpm Transmission: 8-speed automatic Drivetrain: All-wheel drive 0–60 mph: 5 seconds EPA Fuel Economy: 17 city / 24 highway / 20 combined mpg Real World Economy: 22 MPG Fuel Tank: 19 gallons Curb Weight: about 5,200 lbs Length: 208 inches Width: 76 inches Height: 59 inches Wheelbase: 125 inches Cargo Capacity: 10.6 cu. ft. Seating Capacity: 5 Warranty: 5 years/60,000 miles basic; 10 years/100,000 miles powertrain Maintenance: 3 years/36,000 miles complimentary Roadside Assistance: 5 years/unlimited miles More photos from the 2026 Genesis G90 review:

The green paint only makes this beauty better 2026 Mazda CX-50 Turbo review and photos by The Road Beat It's no secret I'm rather fond of Mazdas, be it their charming sedans, the irreplaceable MX-5 Miata, or their overachieving SUVs. There isn't a better-driving family crossover than the CX-50, and even a few years on from its debut, its core values remain special enough to ward off refreshed challengers, including Mazda's very own CX-5. Picks Vehicles that occupy the space and purpose of everyday appliances don't necessarily have to look great, but Mazda decided, "Nah, let's make a banger." The result is a visually sexy crossover SUV that is unmistakably a Mazda. And while the Japanese carmaker is known for its vibrant Soul Red paint, the Cypress forest green metallic here is an absolute unit. What a looker. The good looks don't stop outside, either, because, as I've become accustomed to expecting, the interior is a stellar blend of luxury and everyday usability at a competitive price point. Inviting and simplified, with plenty of manual knobs for easier tactile use, it's a step ahead of its rivals in overall quality. Mazda doesn't just mimic a luxury car with the CX-50; this actually just is one. That's how nice it is. Used to the hard plastics in your RAV4? Other than the interior door grab handles, you won't find much of that here. It's a marvelous place to be, and even my non-Mazda-driving friends agreed. Also worth mentioning is how much easier the tactile knobs are to use here than the giant screen-centric proposition of the refreshed Mazda CX-5. In several important ways, the CX-5 is a step backwards in both functionality and even perceived quality, and that only helps elevate the CX-50 to the obvious forefront despite being the older model now. So, nice to look at and nice to be in, but what's it like to drive? Stupendous. Class-leading. Like an old-school BMW. Heck, better than a new-school BMW. Both a looker and a ripper. Steering has weight and even some feedback coming through, accurately communicating the driver's inputs and the car's intentions better than your overpriced therapist. You want added focus in your life? Don't bother with Prozac; you just need to drive a Mazda every day. But really, the steering has real nuance and isn't numb like so many other daily drivers. Behind the wheel, you feel in total control and command of the car, as if this could be some past legendary Mazda RX-whatever instead of a CX-50 crossover. It's not that its limits and cornering abilities are necessarily higher than its competitors. Rather, it's just so much more satisfying to drive, urging you to go quicker when you see a sign for a winding road approaching because the entire package feels so organic. Grip is totally commendable, but the balance and communication are where the CX-50 separates itself from the pack, with an eagerness to turn, a resistance to understeer, and a desire to coax more out of its driver. Even the throttle and brake pedals, along with their respective travel and required pressures, feel intuitive. When it comes to creating a car that feels truly "locked-in," there isn't a mid-size crossover in the class that comes close to topping the CX-50. And when you do squeeze the throttle, the generous wave of torque and horsepower afforded by the 2.5-liter turbocharged engine makes rapid progress in the real world and on backroads an addictive and easily enticing proposition. Gas mileage isn't great, but averaging 25 MPG over the week isn't a bad tradeoff for 227 horsepower and 310 lb-ft on standard 87 octane. Mazda might be using an older torsion beam rear suspension setup in the CX-50 instead of the common multi-link, but you'd never know it because how resolved the handling and ride quality are. Plus, the extra rigidity and simplicity from the torsion beam design means the CX-50 can tow up to 3,500 pounds with this spunky turbo engine option, which can be very useful in the real world. For comparison, the CX-5 is only rated for 1,500 pounds. Nicks Nitpicks define the shortcomings of the CX-50, and that's really down to how good the rest of the overall package is. Items of lesser importance, like the interior grab handles for closing the doors, are a step below the quality of the rest of the cabin. Start the vehicle without both the door closed and seatbelt fastened, and you'll be treated to a barrage of bongs — eight instead of the usual five found in most cars. Because apparently Mazda really wants to make sure you know something is wrong or they just don't trust Americans. Outright space is inferior to a Toyota RAV4 in exchange for the CX-50's sleek styling, but it's not by that much (37 vs 31 cubic feet), and the six-speed automatic could shift quicker and offer better highway mileage if it had an extra gear or two. Fuel economy itself isn't anything to shout about, but that's the tradeoff for the fun character and performance on tap. Good news is, if you don't want the extra horsepower, a very economical hybrid option is available using a proven Toyota powertrain. That said, the new RAV4's available plug-in hybrid powertrain uses less gasoline while also providing more power, making it the more sensible choice for buyers who prioritize efficiency and outright practicality. How will the cabin wear over time? There are some nicks and scuffs already in a few places. I could also imagine some will wish the central display was more accessible as a touchscreen. Personally, though, I prefer using the rotary clickwheel. Once you get the hang of it, it's more ergonomic and easier to use while actually driving because muscle memory and tactility make it less distracting. And Mazda, please put the increasingly convenient key proximity-sensing door locks on the rear doors as well. Any everyday package worthy of the praise Mazda's CX-50 remains an unimpeachably good crossover. It's got style for days, proper luxury on the inside, and driving dynamics worth swooning over. Don't care about the performance of the turbo engine? Good news: you can have a hybrid CX-50 instead. No matter which way you want it, the CX-50 has the ability to deliver what is likely the best-driving crossover available today. And after a recent earlier test in the revamped CX-5, my position is only affirmed that the CX-50 is the superior vehicle in practically every way now. And in a segment increasingly dominated by vehicles designed to be merely competent at everything, that's something worth celebrating. 2026 Mazda CX-50 2.5 Turbo Premium Plus specifications Price Starting price: $42,900 As-tested price MSRP: $44,820 Powertrain Engine: 2.5-liter turbocharged inline-four Horsepower: 227 hp @ 5,000 rpm (87 octane) Torque: 310 lb-ft @ 2,000 rpm (87 octane) Transmission: 6-speed automatic Drivetrain: i-Activ all-wheel drive Drive modes: Normal, Sport, Off-Road Fuel tank: 15.9 gallons EPA fuel economy: 23 city / 29 highway / 25 combined mpg Real world tested: 25 MPG Dimensions & Capacity Seating: 5 Length: 186 inches Width: 76 inches Height: 64 inches Wheelbase: 111 inches Ground clearance: 8.6 inches Cargo space behind second row: 3 cu. ft. Maximum cargo space: 56 cu. ft. Curb weight: About 3,915 lbs. Maximum towing: 3,500 lbs. Wheels & Tires Wheels: 20-inch alloy Tires: P245/45R20 all-season Warranty Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Roadside assistance: 3 years / 36,000 miles

Now automatic-only, the GTI is so completely competent that it's actually less fun 2026 Volkswagen GTI review by The Road beat Words and pictures: Mitchell Weitzman Not to beat an already thoroughly-dead horse, but performance cars are suffering from a trend that would have seemed almost impossible 20 years ago: they're becoming too good. In the pursuit of sheer competence and capability, cars like the addictive and approachable Volkswagen Golf GTI have slowly lost part of the magic that made them so popular. It's a bizarre criticism to make because the GTI is an incredible modern hot hatch. The problem is that it just isn't very fun anymore. 50 years on from the first, progress no longer seems like progress. Picks First debuting in 1976, the original Golf GTI made just 110 horsepower from its little 1.6 liter four-cylinder engine. By the time the MK5 arrived three decades later, that figure had nearly doubled, and the latest MK8 now packs 241 horsepower thanks to modern turbocharging wizardry from an engine only four tenths of a liter larger than the original 50 years ago. Paired exclusively with a seven-speed dual-clutch automatic, the latest GTI simply hauls ass by almost any measurable standard. Sixty miles per hour arrives in just over five seconds, while each shift snaps off in rapid succession, keeping you buried right in the thick sirloin cut of the powerband. This is a fantastic powertrain, and the car feels genuinely quick on my favorite B-roads, slingshotting out of corners with authority once the tach sweeps past 3,000 RPM. It's not entirely satisfying running the engine all the way to redline, as it starts running out of breath towards 7,000 RPM, but the momentum—and the ease with which it carries speed—is shocking for a hatchback or anything making less than 250 horsepower. Important for any sporting vehicle is sound, and the engine sounds decent for a four-cylinder, too, producing a subdued growl under heavy throttle without the coarse vibrations that tend to plague other four-cylinders. Fuel economy is equally impressive, averaging an excellent 28 MPG over a week of normal driving. Even after an aggressive 100-mile blast through my favorite roads, that average only fell to 25 MPG. Front-wheel drive or not, understeer isn't in the GTI's thesaurus. You know the classic movie trope of trying to teach a robot about love? Try teaching the GTI about understeer and you'll run into the same limitations; It's just not possible. Grip is immense, even on the relatively modest all-season tires that end up being perfectly matched to real-world roads. By avoiding truly ludicrous cornering stick and speed, this allows you to gradually explore the limits of adhesion without immediately finding yourself in over your head, or on the way to prison. The real surprise, though, is just how dialed-in the front axle feels despite all that turbocharged torque trying to pull it apart. Cue Jeff Goldblum saying, "Grip...finds a way." Get into a rhythm and you can brake remarkably deep into a corner before leaning confidently on the tires holding their line. A small lift of the throttle encourages just enough rotation to tighten your trajectory, after which you can aggressively hammer back onto the throttle as the GTI fires itself out of the apex like an all-wheel-drive layout. Calling it impressive doesn't even begin to cover it. Credit is also due to the GTI's electronically controlled limited-slip differential, with Volkswagen's 'XDS' brake-based torque management helping the front axle put power down remarkably cleanly and with zero torque steer. Ride quality is firm around town, but when hammering on through rough pavement, the suspension shrugs off mid-corner bumps with little complaint and rarely becomes unsettled. It's compliant over large imperfections and humps and you don't have to worry about bottoming out anywhere. I like the front seats for their excellent support and long-distance comfort, while the driving position itself is spot-on. Volkswagen also wisely brought back proper buttons on the steering wheel, making everyday use miles more convenient than before. Rear seat space is generous, the hatch remains wonderfully practical, and overall it's a pretty decent interior for a car costing $40,000 with this kind of performance. Nicks This GTI might sound like a masterpiece based on everything I've just described, and in many ways that's true. But the reality is that even on some of the absolute best roads Northern California has to offer, including Ice House Road and Wentworth Springs Road, the GTI was never really... fun. Impressive, yes, but rarely fun. How can that be? A serious lack of steering feedback is partly to blame. While the weighting is excellent and the response to your inputs is immediate with both ends connected, almost no information makes its way back through the steering wheel, rendering the experience strangely mute. Even while devouring an endless sequence of Sierra switchbacks with the tires squealing and the stability control disabled, the GTI is too composed. Because the front axle refuses to let go, mistakes are effortlessly cleaned up, and the car asks surprisingly little of its driver. You could almost hustle it one-handed, and that's the opposite of what I want from a performance car. I don't want a car that's trying to kill me, but I do want something that demands my input—a car where the driver is a necessity rather than simply a passenger. After that drive through some sensational scenery, I described the experience to my friends as playing a racing game with a standard PlayStation controller instead of a direct-drive Fanatec steering wheel. In fact, I would have preferred hot-lapping on a decently basic sim rig. Other than speed for the sake of speed, there's very little reward for driving the GTI quickly. And that's because it's simply too easy and unfazed even when trying to coax into any hooliganism. Then there's the fact that the GTI is now automatic-only. No more manual transmission. I can't help but think adding a clutch pedal and gear lever back into the equation would immediately inject some personality and interaction into the experience. Some additional frustrations live inside the cabin. The giant central touchscreen remains unnecessarily complicated to use, while physical volume knobs are still absent in favor of those infuriating touch sliders for both audio and climate controls. I also hated having to dive into one menu to disable traction control, then jump to an entirely different digital menu just to change the driving mode into sport. The center console itself also remains too clunky and cheap to use. Also of note was the VW navigation screen which had random dark spots on the map that made it difficult to read. Were they supposed to be clouds? That can't be because it was perfectly sunny at the time. Just look at the interior pictures and you'll see what I'm on about. What's up with the dark spots on the navigation screen? With the price of this example breaching $40,000, you're not too far away from the superlative and intensely interactive Honda Civic Type R. You could also spend less on a Hyundai Elantra N which nearly matches the Civic for driving emotion. The price also gets you into an AWD Toyota GR Corolla, though I found that had similar faults of its own when it comes to driver engagement. In addition, I found the fake digital boost gauge display to be extremely annoying. And I say fake because the numbers displayed, measuring turbocharger boost pressure, are fake and simply made up as it includes atmospheric ambient air added to it. That's not how boost gauges work - and it also as a result never shows a negative vacuum number, showing 0 at full vacuum instead of negative PSI/inches of mercury. So when it's displaying 33 PSI at peak full throttle and torque, it's actually 33 minus 14.7 - if that's even to be trusted. Why the car blatantly lies to the driver is ridiculous and I think really underlines how the engineering team or boardroom directors have lost the plot in making a fun (and honest) GTI. Proof that cars can be too good As accomplished as it is, the GTI proves that a car can become too competent for its own good. By chasing absolute precision and near-perfect composure, Volkswagen has unintentionally stripped away some of the interaction that once made the GTI such an icon. Don't get me wrong: the GTI remains one of the very best everyday performance cars you can buy. It's practical, quick, refined, efficient, and astonishingly capable. I just wish it demanded a little more from the person behind the steering wheel. 2026 Volkswagen Golf GTI SE Specifications Price Base MSRP: $39,080 As-tested price: $40,810 Powertrain Engine: 2.0-liter turbocharged DOHC inline-four Horsepower: 241 hp @ 5,000 rpm Torque: 273 lb-ft @ 1,600 rpm Transmission: 7-speed DSG dual-clutch automatic Drivetrain: Front-wheel drive Differential: Electronically controlled VAQ limited-slip differential with XDS brake-based torque management Fuel Economy EPA: 24 city / 32 highway / 27 combined MPG Real world: 28 MPG Fuel tank: 13.2 gallons Performance 0–60 MPH: 5.4 seconds Top speed: 155 MPH (electronically limited) Dimensions Wheelbase: 103.6 in Length: 168.9 in Width: 70.4 in Height: 57.7 in Weight Curb weight: About 3,200 lbs Cargo Capacity Behind rear seats: 19.9 cu ft Maximum cargo capacity: 34.5 cu ft Wheels & Tires Wheels: 18 x 7.5-inch alloy Tires: 225/40R18 all-season Warranty Basic warranty: 4 years / 50,000 miles Powertrain warranty: 4 years / 50,000 miles Complimentary scheduled maintenance: 2 years / 20,000 miles (10,000- and 20,000-mile services) Roadside assistance: 3 years / 36,000 miles More photos from The Road Beat's 2026 Volkswagen GTI review.

Gli Itialiani know a thing or two about car design. A recap of the 2026 edition of the Concorso Italiano from Monterey Car Week Soul. Zest. Intensity. Emotion. These are just a few words that come to mind when thinking of an Italian thoroughbred. They're also what you might find when you ask an internet search engine for synonyms of 'passion.' As stereotypical and trite as it is to call out such overplayed hyperbole, there's simply a reason for their overabundance and use: They happen to be true. Well, mostly true, at least at Concorso Italiano, which was fully devoid for at least one more year of the appalling new Ferrari Luce EV. Home to this celebration of Italian fine art is the Bayonet Black Horse golf course in Seaside, California, a couple of miles north of downtown Monterey. With some renovations underway, the grounds aren't quite at their best in every corner, but out on the fairways on a beautiful seaside morning, you're treated to a wonderful breeze as the sun breaks through the clouds, with views of the Pacific ahead. Ferrari, of course, is the main attraction for most, with a sea of Prancing Horses spread across the lawn as their temporary pasture. It's actually a nice change of pace to see such a well-represented segment of late-model cars like the Ferrari 360 and F430 now, cars that were once a dime a dozen around Car Week but have become increasingly rare sights on the streets as newer models have been produced in masses since. In fact, seeing these now-classic and skyrocketing-in-value mid-engine V8 models of the past, with their simplistic and purposeful interiors and manual gear knobs sitting in those glorious gated shifters between the seats, serves as a reminder of times we took for granted. Times when cars looked distinct and sounded like they were howling at the moon every time you prodded the accelerator. But I digress. Fewer Lamborghinis were present, while Alfa Romeo made their presence easily discoverable, with a vast assortment of beautiful GTVs and Dustin Hoffman-spec Duetto Spiders. The sheer variety of Italian machinery is part of what makes Concorso Italiano so enjoyable, with everything from relatively humble Alfa Romeos to the exotic machinery that commands six- and now even (and easily) seven-figure prices. Of the contemporary cars on display, the one that stole the show for myself and two friends was the fantastic Dallara Stradale. Built by the Italian manufacturer best known for constructing chassis for IndyCar, Le Mans prototypes, and plenty of other racing machinery, the Stradale is essentially a streetable racing car, completed by such unique features like gullwing doors, a carbon-fiber tub, and even a manual gearbox. The looks and presence are sensational, and it's significantly cheaper than a McLaren Artura, let alone any Ferrari. So how is this not a bigger hit? Maybe it's because the Stradale isn't technically street legal in the United States. If that's the reason, I'll gladly stand in protest until somebody changes that, preferably with a chance behind the wheel for me. I also sadly didn't take a picture of it, so check it out here Hosting these pieces of rolling art is the Bayonet Black Horse golf course, which itself has seen better days. Some grass was missing on nearby hillsides, while the "food court" corner of food trucks sat in a dusty patch of dirt that didn't seem particularly befitting of the surroundings. Now in its 41st year, Concorso Italiano has undoubtedly seen larger days, with more cars on display and greater numbers of older Ferraris and Lamborghinis. But there's something to be said for its current size. Relative to the eye-watering ticket prices attached to so many other Monterey Car Week events, Concorso Italiano is even something of a bargain. The smaller crowd and lack of annoying wannabe influencers also makes it that much easier to actually enjoy the cars—and the company of friends—without constantly fighting through a sea of people. After many years away from Concorso Italiano, it was a welcome return to seeing some of my favorites from yesteryear, all in a setting where fewer people live streaming to their audience of two were getting in the way. Except when it came to parking, which was an absolute disaster. Still, I had no regrets. The cars were spectacular, the company brought was good, and the atmosphere was exactly what I want from an event like this. I'll definitely be back next year. Just hope it takes less time to park.

It's outrageously good off-road, but too rough for the streets 2026 Toyota 4Runner TRD Off-Road review by The Road Beat Words and pictures: Mitchell Weitzman I initially was not big on the looks of the latest 4Runner, a vehicle that replaced a time capsule that dated back to when Tom Brady only had a single Super Bowl victory, but I've got to say, the looks are growing on me. Could this be a future classic in the visual department? Only time will tell. And they better tell, as the looks and overall vibe of the 4Runner have long been a selling point of the popular SUV. Features and tech finally worthy of the decade are nice, but even if this TRD Off-Road model can excel in its namesake habitat, it's unfortunately too coarse in the real world. Picks As said above, the 4Runner looks ace in TRD Off-Road trim. Some look even better once you remove the ridiculous front air dam in exchange for a proper skid plate, but even then, in the glimmering Everest paint, this rig looks proper out in the wild. Boasting a purposeful stance with its wide haunches and a big, square jaw, it's a good-looking piece of kit that has aged already remarkably well in just the two years since its release. Turbocharging is now the standard engine for 4Runners, displacing 2.4 liters and churning out 278 easy horsepower and 317 lb-ft of torque on command. Paired with the eight-speed automatic, progress is effortless in normal driving, with plenty of juice to accelerate hastily and pass. The horsepower figure might be the same as the old model on paper, but it's wildly faster in the real world and doesn't struggle to maintain speed on highway ascents like its elder. Fuel mileage has also marginally improved, and while there's a hybrid option available called i-FORCE MAX, this is the better unit for me since it saves a substantial amount of weight and is actually quicker despite giving up only about one mpg in real-world efficiency. 20 MPG is not great for a four-cylinder SUV, but it's at least a step ahead of the old V6 with improved acceleration to boot. Driving manners are highly refined on highways, with steering that is literally pinpoint compared with old Toyota SUVs. Instead of constant corrections, you just aim and go. I miss the feedback through the wheel of past 4Runners, but it's a thoroughly modern driving car and even reasonably quiet at speed. Backroads can be hustled and charged through way quicker than any 4Runner has a right to, with enough lateral grip and composure for any modern SUV. Other positives include the easy infotainment system with physical controls for climate and volume. I also like the tailgate window that slides down neatly, a classic 4Runner trait. But the real highlight is what the 4Runner can do when you leave the mall crawling and venture into the bush. There aren't many other vehicles with as much capability or potential when off-roading as a 4Runner. The main limit becomes ground clearance, not helped at all by that same dumb plastic air dam that just scoops up the earth. Articulation of the suspension is great to keep you in contact with the ground, and what looks like large ruts in front of you just disappear as the 4Runner seemingly glides over. During the brief dirt driving I tackled, I never even utilized any of the advanced traction modes let alone four-wheel drive, instead choosing to use 2WD with traction control off for some added rally fun and playfulness. And even then, it's beautifully balanced, with plenty of grip and traction. It was so good on this mild little adventure down '8 mile' from Latrobe to Rancho Murrietta that I reckon you'd need to cross the Dead Marshes outside Mordor before I'd even think about reaching for 4WD or needing any of its fancy tricks. Nicks There are several key areas where the latest 4Runner does fall notably short and leaves lots to be desired. My main annoyance after a week? Poor ride quality, making even smooth roads feel battered. Harder impacts can shudder through the chassis, and the suspension is also too stiff to drive quickly off-road. That's the especially frustrating part of a vehicle meant for rough country. An off-road-oriented vehicle should be able to glide over washboard surfaces, allowing the chassis to stay planted while the suspension absorbs the repeated impacts. Instead, this TRD Off-Road makes grated gravel feel like a washboard even when it isn't. Both the top-tier TRD Pro and Trailhunter ride softer with their fancier off-road dampers and increased suspension travel which makes them more comfortable on both paved and terra surfaces, but this more standard TRD Off-Road rides like a brick shit house for no obvious reason. Then there's the price issue. Starting at $58,065 with destination for a TRD Off-Road Premium like this, that seems awfully steep for a Toyota 4Runner and easily breaches into Land Cruiser territory. Despite the price, the interior just isn't all that nice considering the luxury price. Like, it's nice for a 4Runner, but it's not nice enough for the asking price. Especially disappointing is the plastic 4WD selector knob, which feels like a cheap toy and inspires no confidence when using. I also experienced some annoying rattles and creaks, including one on the A-pillar next to my ear that would creak during songs, with the EQ all set flat and volume low. That's not exactly the sort of refinement I want to hear from a nearly $60,000 SUV, not to mention a $60K Toyota . Even if it's a big SUV, the back seat is less than satisfactory when it comes to comfort and legroom. Toyota also has perhaps the most intrusive implementation I've experienced of active driving safety assists, constantly tugging at the wheel when you're simply smoothing out winding roads or negotiating turns near a white line. Ruined by the ride No matter what, the 4Runner tested here is outwardly blighted for me by its shoddy and stiff ride performance. California is not known for smooth roads, and this TRD Off-Road makes them feel particularly bad. Even off-road on '8 Mile,' gravel roads are unnecessarily harsh and feel abusive at just 25 mph, and that's in its natural playground. That's not to say it isn't capable, because it's incredibly capable, it just does so with such unnecessary roughness. That's what makes the 4Runner so frustrating. The car looks great, steers great, goes great, and is wildly more capable than the old one, but the price is an unfortunate obstacle along with a ride that's simply too brutal for daily use. I want to like this 4Runner. Toyota has given me plenty of reasons to. Unfortunately, every time the road gets rough, the suspension reminds me why I ultimately don't. As other off-road SUVs and trucks have shown, it's possible to combine off-road performance with comfort. The Road Beat rating: 3.5/5 More photos from the 2026 Toyota 4Runner TRD Off-Road Premium review 2026 Toyota 4Runner TRD Off-Road Premium specifications Powertrain: 2.4-liter turbocharged inline-4 Horsepower: 278 hp Torque: 317 lb-ft Transmission: 8-speed automatic Drive: Part-time 4WD with 2-speed transfer case Fuel economy: 19 city / 25 highway / 21 combined mpg Real world economy: 20 MPG Curb weight: about 4,800 lbs Seating: 5 Towing capacity: 6,000 lbs Wheels: 18-inch alloy Tires: 33-inch all-terrain Suspension: Independent front / solid rear axle Brakes: Ventilated discs Length: 195 inches Width: 78 inches Height: 72 inches Wheelbase: 112 inches Ground clearance: 9.2 inches Cargo capacity: 48 cubic feet Infotainment: 14-inch Toyota Audio Multimedia touchscreen Audio: JBL Premium Audio Seats: SofTex-trimmed heated and ventilated front seats Off-road equipment: Multi-Terrain Select, Crawl Control, Multi-Terrain Monitor, Bilstein monotube shocks with remote reservoirs Warranty: 3 years/36,000 miles basic; 5 years/60,000 miles powertrain; 5 years/unlimited miles corrosion Maintenance: ToyotaCare complimentary maintenance for 2 years/25,000 miles

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