The redesigned CX-5 retains Mazda’s signature Kodo styling, with clean surfaces, sculpted bodywork, and a sporty stance. Its familiar grille and narrow headlights give it a distinctive face without straying too far from the outgoing model. The new CX-5 is also longer and has a stretched wheelbase, helping improve passenger space while maintaining manageable exterior dimensions. My tester came finished in Jet Black Mica, with 19-inch alloy wheels that complement its understated appearance. Mazda offers the 2026 CX-5 in several trim levels, with the Premium Plus sitting at the top of the lineup.

Under the hood, Mazda sticks with a familiar 2.5-liter naturally aspirated four-cylinder engine, producing 187 horsepower and 186 lb-ft. of torque. It’s paired with a six-speed automatic transmission and standard all-wheel drive. While the engine provides adequate power for everyday driving, it feels like it’s working harder than it should, particularly when accelerating from a stop or passing at highway speeds. Engine noise is especially noticeable in the lower gears, with the four-cylinder making its presence known whenever you ask for more power. It’s not particularly quick, and I miss the punchy turbocharged engine that was available in the previous generation.

The EPA rates the 2026 CX-5 at 24 mpg city, 30 mpg highway, and 26 mpg combined. Those numbers aren’t terrible, but some turbocharged competitors manage better efficiency while offering more torque. During relaxed highway cruising, the cabin is relatively quiet, making the engine’s coarse soundtrack under acceleration stand out even more.

Fortunately, the CX-5 still delivers the kind of driving experience I’ve come to expect from Mazda. The steering feels nicely weighted and responsive, and the chassis remains composed through corners. There’s a reassuring connection between the driver and the road that many compact SUVs lack. The suspension strikes a pleasing balance between comfort and control, absorbing everyday bumps without feeling overly soft or disconnected. It’s neither harsh nor floaty, and I appreciated the feedback it provided in the curves. There are three selectable driving modes: Normal, Sport, and Off-Road, allowing drivers to adjust the vehicle’s behavior to suit different conditions. While the CX-5 could certainly use more horsepower, its handling remains one of its strongest selling points.

Inside, Mazda has gone with a relatively minimalist approach, creating a dashboard with clean horizontal lines and relatively little visual clutter. I appreciate the simplicity, and I’m especially glad Mazda avoided the glossy piano black plastic that has plagued so many modern interiors. Unfortunately, the materials don’t quite live up to the design. There’s an abundance of hard plastic, including on the driver’s side of the dashboard and the door armrests, which feel especially cheap and uncomfortable. Oddly, the passenger side of the dashboard gets softer materials, making the inconsistency even more noticeable. The leather-trimmed seats look and feel premium, but they’re surrounded by surfaces that seem out of place in a vehicle costing more than $40,000.

At least the seats themselves are comfortable, with plenty of adjustability and support. The Premium Plus includes heated and ventilated front seats, along with heated rear seats. Headroom is generous throughout the cabin, and the narrow A-pillars provide excellent forward visibility. The panoramic moonroof adds welcome light and makes the interior feel more open.

The most dramatic interior change is the enormous 15.6-inch touchscreen, which dominates the center of the dashboard. I enjoyed its size, sharp resolution, and easy-to-read graphics. Wireless Apple CarPlay and Android Auto are supported, and the display is particularly impressive when showing images from the surround-view camera system. The parking cameras are exceptionally crisp, with useful guidelines and proximity sensors that make maneuvering in tight spaces a breeze.

Unfortunately, Mazda has gone too far in eliminating physical controls. Climate settings and audio volume adjustments are handled through the touchscreen, apart from the volume buttons on the steering wheel. This means taking your eyes off the road to perform simple tasks that would be easier with a knob or button. It’s particularly frustrating because other automakers have started bringing back physical controls after discovering that touchscreens aren’t always the best solution. Mazda’s previous interiors generally did a better job of keeping frequently used functions within easy reach.

The center console has a nicely integrated wireless phone charger, a conventional gear selector, and a pair of cup holders positioned ahead of the shifter. While the charger is conveniently located, the arrangement creates an awkward situation for passengers. With drinks occupying the cup holders, the additional phone tray at the front becomes difficult to access. A pair of USB-C ports is tucked inside the center console storage compartment, which has a padded, split-opening armrest.

Mazda equips the Premium Plus with a comprehensive collection of driver assistance technologies, including adaptive cruise control and lane-centering assistance. I tested these systems during a particularly rainy highway drive, and both performed well despite the reduced visibility. The vehicle maintained its position in the lane and adjusted its speed smoothly with surrounding traffic. Combined with the good outward visibility and excellent parking cameras, these systems help make the CX-5 easy to drive in a variety of conditions.

Rear legroom is better than I expected. There’s also plenty of headroom, making the back seat comfortable for adults rather than just occasional passengers. Heated rear seats are a nice touch, particularly for those of us who spend our winters in colder climates.

The larger body means increased cargo space for 2026. The redesigned CX-5 offers 33.7 cubic feet of storage behind the second row, up from 30.8 cubic feet in the previous generation. Fold down the rear seats, and capacity grows to 66.5 cubic feet, compared to 59.3 cubic feet in the 2025 model, a 12% improvement. That’s a useful increase, providing plenty of room for groceries, luggage, and everyday hauling duties. The relatively low cargo floor also makes loading heavier items less of a chore.

The 2026 Mazda CX-5 remains a compelling compact SUV, especially for drivers who value responsive handling, a comfortable ride, and clean exterior styling. I also appreciate its spacious cabin, excellent visibility, and impressive new display. However, the underwhelming engine, excessive touchscreen dependence, and disappointing interior plastics keep it from feeling as polished as it should. The CX-5 starts at $29,990, while my Premium Plus tester carried a sticker price of $41,080, including destination and options. At that price, I expect a little more refinement, particularly from a brand that has spent years positioning itself as an upscale alternative to mainstream competitors. It’s still an enjoyable SUV to drive, but I’d love to see Mazda give it a more muscular powertrain and an interior that matches its price tag.

The GTI remains the more affordable of the two Golfs sold here in the U.S., with the Golf R offering more power and all-wheel drive. There are three GTI trims: S, SE, and Autobahn. All share the same engine and front-wheel-drive layout, so moving up the ladder buys you equipment rather than additional horsepower. The Autobahn’s biggest attraction for me is its adjustable suspension, though its nicer seats and additional conveniences certainly help justify the upgrade.

My test vehicle came slathered in Kings Red Metallic paint, a fitting choice for a car with so many sporty red details. The familiar accent line across the grille, red brake calipers, and GTI badges complement its compact proportions. I especially love the Autobahn’s 19-inch wheels, whose five ring-like openings recall earlier GTI designs (and some Alfa Romeos). They have more personality than the angular, busy wheels on so many performance cars today, and come wrapped in summer performance tires.

Up front, the honeycomb lower grille gives the GTI a slightly mischievous expression, with its distinctive fog lights peeking through the openings. The illuminated VW logo and front light bar look sharp after dark. Around back, a small roof spoiler, tidy diffuser, and two chrome exhaust tips provide just enough visual aggression. It looks like something you’d enjoy driving without advertising that fact from three blocks away.

Under the hood is Volkswagen’s 2.0-liter turbocharged four-cylinder, producing 241 horsepower and 273 lb-ft. of torque. That’s unchanged from the previous model year, and that’s plenty of punch for a car this size. A seven-speed DSG dual-clutch automatic sends power to the front wheels. EPA estimates are 24 mpg city, 32 mpg highway, and 27 mpg combined, so enjoying the GTI doesn’t hit you in the wallet as hard as some sports cars.

Volkswagen quotes a 6.0-second run from zero to 60 mph, but its responsiveness matters more to me than the stopwatch figure. The engine’s generous torque makes the GTI feel eager, and it doesn’t take much encouragement to turn an ordinary drive into something entertaining. The automatic delivers quick shifts, with steering-wheel paddles available when you want to flick through the gears yourself. It’s effective, but clicking a paddle doesn’t provide the same satisfaction as working a clutch and shifter. The manual disappeared back in 2025, and it hasn’t returned.

The GTI is still a lot of fun to drive, as a hot hatch should be. Its compact dimensions and direct steering make it feel willing to change direction, and the chassis is well sorted. The VAQ electronically controlled limited-slip front differential helps put power down through corners, while the XDS system uses selective braking to help manage understeer. Four-wheel disc brakes round out a package that makes sense for spirited everyday driving.

The Autobahn’s DCC adaptive chassis control is the most meaningful difference from the less expensive GTIs. Its electronically controlled dampers continuously respond to road conditions and driving inputs, with the selected drive mode influencing their behavior. You can soften things for everyday use or choose firmer damping when you’re more interested in cornering than cushioning.

I particularly like how much adjustment Volkswagen allows in Custom mode. Steering weight, drivetrain response, and interior and exterior engine sound can be tailored individually, along with fine-grained suspension adjustment. You don’t have to accept somebody else’s preferred combination of heavy steering, firm damping, and enthusiastic engine noise.

Inside, the Autobahn offers a spiffy mix of greys, black, and red accents. Horizontal dashboard lines make the cabin feel wider, while carbon-grey patterned trim and stainless-steel pedal caps reinforce its sporty character. The layout is clean, with a ridiculously stubby little gear selector freeing up room on the center console. There are cupholders and a compact storage compartment for a dash of practicality.

Stylish sport seats replace the S trim’s distinctive plaid upholstery. I’m fond of VW’s fabric seats, but the Autobahn offers a worthwhile comfort upgrade: heated and ventilated front seats, plus a 12-way power driver’s seat with memory. The front passenger seat retains manual adjustment with power recline. Supportive bolsters suit the car’s cornering ambitions, and the heated steering wheel is another welcome feature. A panoramic tilt-and-slide sunroof and adjustable ambient lighting brighten the cabin.

The 12.9-inch touchscreen and configurable Digital Cockpit Pro instrument display are sharp and easy to read. I’d still prefer physical knobs for volume and temperature, even with the illuminated touch sliders beneath the screen. The Autobahn also gets a head-up display, putting useful information in the driver’s line of sight. Wireless Apple CarPlay and Android Auto, built-in navigation, wireless phone charging, and two front USB-C ports cover the connectivity essentials. The Harman Kardon audio system offers crisp sound with a satisfying amount of low-end from its subwoofer.

Volkswagen’s standard IQ.DRIVE package includes adaptive cruise control with stop-and-go capability, lane-keeping assistance, blind spot monitoring, rear cross-traffic alerts, and automatic emergency braking. Travel Assist combines steering assistance with adaptive cruise control, but requires your hands on the wheel. The Autobahn adds Park Assist Plus, which can assist with steering, speed, and gear changes while parking. Front and rear parking sensors and automatic high beams are also included.

Rear-seat legroom remains tight for taller passengers, particularly behind a tall driver. Kids and shorter adults should be more comfortable, and Volkswagen gives them more than a bare bench. The Autobahn includes heated outboard rear seats and three-zone automatic climate control, with rear controls and vents. Two additional USB-C ports help keep passengers’ phones and tablets charged.

Cargo space is always a strong argument for choosing a hatchback over a sedan. There’s 19.9 cubic feet behind the rear seats, expanding to 34.5 cubic feet with them folded. The 60/40 split lets you carry longer loads while retaining a rear seating position, and a pass-through behind the center armrest adds flexibility for things like skis or even the occasional  2×4 from Home Depot. It’s a useful amount of space for a car that’s this much fun to drive.

The 2026 Golf GTI starts at $34,590 for the S, with the SE at $39,080 and Autobahn at $42,480, before destination. My test car’s $455 Kings Red Metallic paint and $1,275 destination charge brought its sticker to $44,210. That’s a substantial step up from the base car, but DCC and the additional comforts make the Autobahn worth considering. I’d still take a manual if Volkswagen offered one, but the Golf GTI remains an entertaining, practical sports car that won’t break the bank.

Hyundai Motor Company unveiled its fourth-generation Tucson during a global event at Long Island’s Sound River Studio situated on New City’s East River, with a backdrop of the Manhattan skyline; the city is the world’s leading financial center, and this midsize crossover is big business for Hyundai. Jose Munoz, Hyundai’s President and CEO, greeted members of the U.S. and international press and a cadre of the South Korean automaker’s design, engineering, and communications teams as the wraps came off the newest version of the Tucson.

Hyundai’s best-selling model is ranked as the 7th top-selling automobile worldwide, while Hyundai is the third-largest global automaker behind Toyota and Volkswagen. Since its launch in 2004, there have been more than 11 million Tucsons sold, with sales of close to 235,000 in the US in 2025, which represented a 14 percent increase over the previous year.

Hyundai describes its global icon as “ The Boldest Tucson” with a new “Art of Steel” footprint on the exterior and calls the premium interior “A Furnished Space”. What’s notable is dramatically different looks that transform the Tucson from a low and slightly bean-shaped crossover to a more upright, chiseled and flat-roofed SUV accented by carved fender flares that sit high on the beltline and pronounced lower cladding adorning the front, rear and sides, as well as new full-width LED lighting elements up front and in the rear.

Tucson’s body is 2.4 inches longer, 1.6 inches wider, with 1.2 inches added to the wheelbase, which makes for a more roomy cabin. Notable is the wider door-opening angles that expand to 83 degrees. Hyundai says that its raked windshield and aerodynamically designed wheels, as well as other smoothing lines, will improve fuel economy, reporting that the new hybrid version will get up to 42 miles per gallon, combined city and highway.

When the new Tucson goes on sale next year, there will be two powertrains-an ICE version powered by a 1.6-liter four-cylinder turbocharged engine that will get 184 horsepower and is backed by an eight-speed automatic transmission; the hybrid version will have two electric motors and the same engine with a horsepower rating of 233 and shifted by a six-speed transmission. Front- wheel drive and all-wheel-drive versions will be available; Hyundai expects the majority of buyers will choose AWD. The Tucson’s top speed is rated at 118 mph, and it’s expected that a range-extended version will come next year as well. The hybrid is rated to tow up to 3000 pounds, while the gasoline engine version will tow up to 2000 pounds when each is equipped with trailer brakes; trailer reverse assist is among the new driver-safety programs.

The Tucson’s interior has been redesigned and has a number of significant updates, with a new GLEO AI in-car assist feature as well as the PLEOS connect entertainment system. Of note, there are some physical buttons at the bottom of the available touch screens, which include a 12.9-inch or 17-inch version and a 9.9-inch driver display. Among the interior upgrades are massaging seats and premium materials, along with a new steering wheel with a flat top and bottom.

Tucson will come in a number of trims, including a new Sport model that will be revealed at the upcoming Paris auto show. The 2027 XRT PRO is built on the same platform and has the same overall shape, although it has a more rugged presence, with improved ground clearance, approach and departure angles, and greater off-road driving capability, with skid plates and embedded tow hooks.

The interesting part is how the hybrid system works. Two electric motors drive the wheels, while a gasoline engine generates electricity for the battery and motors. There’s no conventional transmission shifting through gears, and no charging cable to connect. The battery also captures energy through regenerative braking. Nissan says the engine runs less frequently around town, kicking in more often at highway speeds or under heavier loads.

Every Rogue Hybrid comes with dual-motor all-wheel drive and offers a combined 225 horsepower. Its generator uses a dedicated 1.5-liter turbocharged engine, and Nissan estimates fuel economy of up to 41 mpg city, 36 mpg highway, and 38 mpg combined.

The Rogue Hybrid’s exterior has a more angular look, with a hexagonal grille incorporating the LED headlights, sharply defined fenders, and an available full-width rear light bar. The SR adds its own fascias, wheels, and gloss black accents. I’m interested in seeing Horizon Blue Pearl Metallic in person, which Nissan says takes on red-yellow highlights in sunlight.

Inside, standard equipment includes heated front seats, a heated steering wheel, dual 12.3-inch displays, and wireless Apple CarPlay and Android Auto. Available upgrades include quilted TailorFit upholstery, a panoramic moonroof, ventilated front seats, and a 10-speaker Bose system. Higher-spec versions offer dual 14.3-inch displays with Google built-in. Qi2 wireless charging uses magnets to hold compatible phones in place and fans to manage heat, with dual charging pads available. It also looks like Nissan stuck with physical controls for climate, something most drivers will appreciate. One other upgrade is how the rear doors open nearly 90º for easy loading of passengers and back seat cargo.

The Rogue Hybrid SR with Technology Package is expected in limited quantities in November 2026, starting at $41,490. The broader lineup follows in January 2027, with the SV starting at $35,490, the SR at $37,490, and Platinum at $43,490, before destination charges. For me, the appeal is the electric driving response paired with the ease of fast and available refueling.

Power goes exclusively to the rear wheels through AMG’s SPEEDSHIFT TCT 9G nine-speed automatic and an electronically controlled limited-slip differential. Mercedes says the CLE 646 can accelerate from 0-to-62 mph in 3.9 seconds, hit 124 mph in 11.4 seconds, and reach a top speed of 193 mph. A titanium exhaust system developed with Akrapovič ensures the V8 provides an impressive soundtrack. The engine also has upgraded cooling designed to withstand sustained track use and high ambient temperatures.

AMG didn’t simply add more power. Engineers stripped roughly 375 pounds from the car and extensively modified its body structure. The front and rear tracks are each widened by about 2.4 inches, while numerous body panels and aerodynamic components are made from carbon fiber. The aero package and massive rear wing can generate more than 550 pounds of downforce, helping keep the coupe planted at high speeds. 20-inch forged wheels are wrapped in 305/30 ZR 20 front and 335/30 ZR 20 rear tires.

A specially developed KW coilover suspension emphasizes precision and driver feedback, while carbon-ceramic brakes reduce unsprung weight and provide serious stopping power. Inside, AMG continues the weight-saving approach with lightweight bucket seats, a roll bar structure, carbon-fiber components, reduced sound insulation, and fewer driver assistance nannies to get in the way.

The CLE 646 Spezialanfertigung is part of Mercedes-AMG’s ultra-exclusive Mythos series and will be assembled by hand in Affalterbach. Pricing hasn’t been revealed, but production is limited to just 30 cars, and all of them have already been spoken for. So too bad, so sad.

The Murano’s design remains one of its strong suits. It’s sleek and sophisticated without falling into the trap of looking like every other midsize crossover. Its wide front end, slim lighting, floating roof, modern LED accent lighting, and clean bodywork give it a premium presence. My test vehicle’s Aurora Blue Pearl Metallic paint was especially attractive, sparkling beautifully in the sunlight. It’s easily one of my favorite colors in Nissan’s current palette. The Platinum’s 21-inch alloy wheels fill out the wheel arches nicely, though I would have preferred if they skipped the exposed metal on the spokes and went with all black.

The 2026 Murano comes in SV, SL, and Platinum grades, with all-wheel drive standard across the lineup. Power comes from Nissan’s 2.0-liter variable-compression turbocharged 4-cylinder engine, producing 241 horsepower and 260 lb-ft. of torque. It’s paired with a 9-speed automatic transmission and Intelligent All-Wheel Drive. I’m glad Nissan ditched the previous Murano’s CVT too. The conventional automatic shifts smoothly and gives the powertrain a more natural feel, particularly when accelerating onto a highway. Fuel economy is rated at 21 MPG city, 27 MPG highway, and 23 MPG combined, and the Murano can tow up to 1,500 pounds in a pinch.

Nobody will accuse the Murano Platinum of being quick. Acceleration is adequate but unhurried, and there’s a moment of hesitation between pushing the pedal to the floor and the engine and gearbox delivering power to the wheels. Expect 0-to-60 MPH time somewhere around 7.6 seconds. That’s perfectly acceptable for commuting and highway driving, but given the Murano’s price, I wouldn’t mind another 40 or 50 horsepower.

The Murano is much more convincing when driven at a relaxed pace. Its suspension does an excellent job soaking up broken pavement, even with the Platinum’s large wheels, and the cabin remains impressively isolated from road noise and vibration. Handling is secure and composed rather than sporty. Body roll is controlled, the steering has a pleasant amount of weight, and the Murano goes where you point it. There’s not much feedback through the steering wheel, though, and it doesn’t encourage the kind of enthusiastic cornering you’d get from something like a Genesis GV70 or BMW X3, both of which offer configurations in the same price range as the top-of-the-line Murano. This is an SUV built around comfort, and that’s where it shines.

The Murano Platinum’s cabin continues that theme with materials that would be right at home in a luxury-branded SUV. The quilted semi-aniline leather seats look terrific and offer heating, ventilation, and massage functions up front. Soft-touch stitched surfaces cover much of the dashboard and doors, complemented by patterned metallic trim and wood-look accents. The glossy black center console is still prone to fingerprints, but the overall design is modern and elegant.

That said, I had mixed feelings about the Ivory Caramel color scheme in my test vehicle. Individually, the gray and caramel-toned materials are attractive, but I found their combination a little disjointed. Given the choice, I’d go with the darker Graphite Mahogany or Twilight Blue semi-aniline leather interiors Nissan offers on the Platinum. Those seem better suited to the Murano’s upscale personality, and would tie better to the Aurora Blue Pearl paint outside.

The Murano’s dashboard is dominated by a pair of 12.3-inch displays, one for the digital instrument panel and another for the NissanConnect multimedia system. The touchscreen is responsive and easy to navigate and includes Google built-in, wireless Apple CarPlay, and wireless Android Auto. A head-up display keeps speed and other important information in the driver’s line of sight, while the 10-speaker Bose audio system provides clean, punchy sound throughout the cabin.

One small but welcome improvement in my 2026 tester was its magnetic wireless charging tray, a feature that more cars should offer. It locks a MagSafe- or Qi2-compatible smartphone in the right position rather than simply relying on the phone to stay put on a flat charging surface. It’s a seemingly minor detail, but anyone who has watched their phone slide off a wireless charger or randomly stop charging will appreciate it. The updated charger also has active cooling to improve overall charging throughput and power delivery.

This particular Murano was also equipped with the $2,900 Technology Package, which significantly expands its driver assistance capabilities. It adds ProPILOT Assist 2.1, along with a driver monitoring system, driver attention and distraction warnings, and an upgraded 3D Around View Monitor with an ultra-wide view. ProPILOT Assist 2.1 allows hands-off, feet-off driving on compatible divided highways, assuming the driver is watching the road and ready to take control. The camera system is excellent, particularly the Invisible Hood view, which effectively lets you see through the nose of the SUV when negotiating curbs, parking spaces, and other tight spots.

Rear-seat passengers get plenty of room to stretch out, with 36.3 inches of legroom and good overall width. The outboard rear seats are heated, and Nissan includes pull-up window sunshades, rear climate vents, and USB-C charging. The seat cushioning is substantial enough for long trips, and despite the stylish roofline, the Murano doesn’t sacrifice much comfort for its looks. Nissan lists 37.9 inches of rear headroom in SL and Platinum models.

Cargo space is equally useful. There’s 32.9 cubic feet behind the second row and 63.5 cubic feet with the 60/40-split rear seats folded. The cargo floor is wide and reasonably flat, and my tester included Nissan’s Cargo Package with a retractable cover, net, cargo protector, and first-aid kit. I especially like the small recessed storage bins on either side of the cargo area. They’re perfect for keeping grocery bags, bottles, or other small objects from rolling around. A motion-activated power liftgate makes loading easier.

The 2026 Nissan Murano is a comfortable, quiet, and stylish two-row SUV with an interior that punches above the Nissan badge on its steering wheel. The drivetrain isn’t particularly exciting, but the smooth 9-speed automatic, composed handling, supportive seats, and nicely finished cabin make it an enjoyable place to spend time. Pricing starts at $41,670 for the Murano SV AWD, while the Platinum starts at $49,800. My heavily optioned tester added the Technology and Cargo packages, illuminated trim pieces, premium paint, floor and cargo protection, and other extras, bringing the sticker to $57,035 including destination. At that price, the Murano is unquestionably playing in luxury territory. Fortunately, much of the experience feels like it belongs there.

Porsche teamed up with Stratolaunch Systems to drive its most powerful production vehicle underneath the enormous Scaled Composites Model 351 Stratolaunch, aka “ROC,” an airplane capable of carrying up to 550,000 pounds of cargo. Now this wasn’t a race. While the electric SUV would have no trouble out-accelerating the super-jumbo jet’s 6.3-second 0 to 60 time, the Stratolaunch’s 340,500 lbf of thrust, power-to-weight ratio of 0.962 hp/lb., and top speed of 530 mph give the airplane a significant advantage over the EV’s 0.199 hp/lb ratio and 162 mph top speed, once things get moving.

At takeoff, the Stratolaunch hits speeds around 130 to 140 mph. Race driver Patrick Long pushed the Porsche’s pedal to the metal as the airplane revved up its jets and headed down the runway, precisely matching the plane’s speed so he didn’t end up behind its jets and get blown down the runway. Fortunately, the Cayenne Turbo Electric’s stability and control are more than enough to pull off the stunt in the hands of a skilled driver. Check out the stunt in the video below:

While the Aviator shares its rear-wheel-drive platform with the Ford Explorer, little about the Black Label cabin feels like an Explorer wearing a tuxedo. Lincoln has given the Aviator its own distinct personality, with a broad illuminated grille, slim lighting elements, elegant body lines, and a gently tapered roof. My test vehicle’s Cenote Green paint provided a deep, dark contrast with the 22-inch bright-machined wheels, chrome quad exhaust tips, and softly glowing Lincoln emblem.

Every 2026 Aviator is powered by a twin-turbocharged 3.0-liter V6 that produces 383 horsepower and 415 lb-ft. of torque, and paired with a buttery-smooth 10-speed automatic transmission. The Black Label comes standard with all-wheel drive, while less expensive versions can also be configured with rear-wheel drive. The Aviator has good passing power, accelerating from 0 to 60 mph in roughly 5.6 seconds, impressive for a vehicle weighing around 5,000 pounds. Its true dual exhaust system ends with four integrated chrome tips, though the cabin is suitably insulated to keep out any exhaust note. EPA fuel economy for the all-wheel-drive Aviator is 17 mpg city, 25 mpg highway, and 20 mpg combined.

Lincoln’s drive modes include Normal, Conserve, Excite, Slippery, and Deep Conditions. Normal mode suits the Aviator’s relaxed personality, while Conserve softens responses to prioritize efficiency. Excite mode sharpens accelerator response, changes transmission behavior, adds steering weight, and slightly firms the adaptive suspension. In this mode, the difference in acceleration and steering is more noticeable than the suspension changes.

The standard adaptive suspension is tuned quite softly, helping the Aviator glide over broken pavement and soften potholes and speed bumps. Its handling isn’t as car-like as some of the other unibody three-row SUVs I’ve driven lately. On the other hand, those who enjoy a softly cushioned ride will appreciate its limousine-like isolation, which helps explain its popularity with professional transportation services. The Aviator leans noticeably through corners and feels heavy during quick directional changes. Even in Excite mode, you are always aware of its size and weight.

I was also surprised by the amount of road noise generated by its large tires. The suspension does an excellent job isolating bumps and vibrations, but tire hum enters the cabin more readily than expected in a luxury SUV at this price. A little more sound insulation around the wheel wells would help the Aviator better live up to Lincoln’s sanctuary-like aspirations. I also wonder if a trim level with smaller wheels might be quieter.

BlueCruise 1.5 is standard and included for four years on every 2026 Aviator. It supports hands-free driving on more than 130,000 miles of mapped highways and can automatically change lanes when it detects slower traffic or an opportunity to maintain the selected speed. The latest system is exceptional. It holds the Aviator confidently in its lane, manages speed smoothly, and requires little intervention as long as the driver continues watching the road. Illuminated steering-wheel controls activate when the system is enabled for easy speed and distance adjustments.

The Aviator is offered in Premiere, Reserve, and Black Label grades. The Premiere starts at $56,910, while the Reserve jumps to $66,730. At $85,910 before options and destination, the Black Label costs nearly $20,000 more than the Reserve. That extra cash does load up the cabin with Perfect Position front seats, a Revel Ultima 3D audio system, and a choice of three elaborate interior themes: Invitation, Flight, and Moonbeam. Moonbeam pairs Moon Ash wood with light-colored Opulence leather and draws inspiration from exploration and the night sky. Flight is influenced by the romance of aviation, while Invitation uses dark wood, black leather, and Brandy-colored stitching to create a warm, club-like environment. The vehicle I drove had the Invitation theme, which struck a pleasant balance between traditional luxury and contemporary design.

Lincoln Black Label ownership also includes four years or 50,000 miles of premium maintenance, 70,000 Lincoln Access Rewards points, lifetime roadside assistance for the original owner, annual vehicle detailing, complimentary anytime car washes at participating retailers, remote vehicle delivery, service pickup and return, dedicated 24/7 support, and access to exclusive experiences.

The Black Label Aviator’s cabin goes a long way toward justifying its premium. Its Savannah leather is supple and rich, the wood trim looks cool with its geometric pattern, and even the glossy black surfaces come across as upscale rather than inexpensive. They also seemed more resistant to scratches and fingerprints than the piano-black trim I’ve encountered in other vehicles.

The front seats are a highlight. Lincoln’s 30-way Perfect Position seats provide an almost comical number of adjustments, including independent thigh supports, lumbar control, head-restraint articulation, heat, ventilation, and Active Motion massage. Placing the primary seat controls on the doors frees up space around the seat base, allowing for wide, comfortable cushions. Once dialed in, they are among the most accommodating seats available in any SUV. The multi-mode massage feature is delightful on a long drive, though its internal mechanisms can be a bit noisy, as can the sound from the pleasantly cool ventilation feature.

The dashboard combines a 13.2-inch center touchscreen with a 12.4-inch digital instrument cluster and a head-up display. The touchscreen rises several inches above the dashboard, making it look less elegant than the displays in vehicles where the screen is more seamlessly integrated. Lincoln’s current multimedia system has Google Maps, Google Assistant, and Google Play built in, along with wireless Apple CarPlay and Android Auto support. The system is quick and straightforward to navigate. I was happy to see that Lincoln included physical controls on the center stack for frequently used climate and media functions, reducing the need to hunt through menus. A crisp surround-view camera and parking sensors also make parking this 200-inch-long SUV much less intimidating.

Storage is good up front. A large covered bin sits beneath the center armrest, while the floating console creates an open shelf below for a small bag or other loose items. There is also a wireless charging pad, USB ports, and sensibly sized cupholders. A panoramic stretches over the first two rows, bringing plenty of light into the cabin when its powered, retractable shade is opened.

The Revel Ultima 3D audio system is another standout. Its 28 speakers create a broad, detailed soundstage with convincing bass and excellent clarity. With its main speakers sitting behind fancy perforated metal grilles, it has numerous drivers positioned throughout the cabin, including overhead. Even passengers in the third row receive a properly immersive listening experience. Every seat in this Aviator is the best seat in the house, at least from an audio perspective.

The second-row captain’s chairs are quite comfy as well, with the same theme-specific leather and perforation patterns as the front seats. These seats offer fold-down center armrests and both heat and ventilation. Both the seats and dedicated climate zone are controlled via a touchscreen on the back of the center console. Dual USB-C ports give passengers a convenient place to charge their devices, plus there’s a 110-volt AC accessory outlet. There’s also an optional center storage box with cupholders and wood trim.

The third row has good headroom, and I could fit back there despite my six-foot height. Knee room is tight, though foot space is helped by the raised lower edge of the second-row console. The bigger challenge is climbing in and out. The opening is narrow enough that taller adults may need to practice their yoga to get in and out. And never mind looking cool while maneuvering. You won’t. Children and shorter and more flexible adults have a much easier time. Third-row occupants get their own cupholders and phone holders, but both of the USB-C charging ports are grouped on the driver’s side, so you’ll need a long charging cable for the person on the passenger side if they want to keep their phone juiced up. There’s also a pair of climate vents back here that can be turned on and off from the main touchscreen.

Cargo capacity measures 16.5 cubic feet behind the third row, 39.9 cubic feet with it folded, and an ample 75.9 cubic feet behind the front seats. The power liftgate can open automatically as you approach, and the third row raises and lowers with pushbutton controls. The cargo area also includes a 12-volt outlet, tie-down points, folding grocery-bag hooks, and a small storage compartment beneath the floor.

The 2026 Lincoln Aviator Black Label succeeds most when driven in a reserved fashion. It is spacious, powerful, beautifully appointed, and quite comfortable, with remarkable front seats, a first-rate audio system, and one of the best hands-free highway driving systems available. It is more convincing as a luxury livery vehicle than as a sporty luxury SUV. The Black Label starts at $85,910, while my test vehicle carried a final sticker price of $89,955, including options and a $1,695 destination charge. That is a substantial premium over the already well-equipped Aviator Reserve. Still, buyers who value maximum comfort, distinctive materials, Black Label benefits, and a truly limo-like experience may find the upgrade worthwhile.

In addition to the circuit board, the kit includes all the resistors, capacitors, diodes, switches, and other electronic components you need. You’ll just need some basic hand tools, a soldering iron, and a pair of 3.7V 18650 rechargeable batteries. Putting something together like this seems like a great hands-on approach to learning instead of just watching a YouTube video or reading a book.

The kit sells for about 20 bucks and looks like a great way to introduce anyone to electronics and to practice their soldering skills. It’s by no means a gamer’s racing rig, but it looks like an entertaining way to learn about circuits and gives you something to show for your effort. That said, it won’t prepare you to work on the insanely complicated wiring harness on a modern vehicle.

Detailed specs for the Slate are that it starts with a 135kW, rear-mounted electric motor, and is rated at 205 miles of driving range per charge. The battery pack also supports DC fast charging, going from 20% to 80% in about 30 minutes. The base truck measures 174.6 inches long and 70.6 inches wide, and it has a 5-foot bed. Every Slate has a small 7 cubic foot frunk for storage under its hood. Towing capacity is rated at 2000 lb, with a 1500 lb. payload capacity. As you can see from the example designs below, Slate is really encouraging buyers to customize their rides, offering a wide variety of configurable features, ranging from colorful wraps and decals to racks, light grille plates, fender flares, and a variety of wheels and tires. Interior options are a bit simpler, with things like the dash and door panels, armrest, and stripped-down audio systems.

I played around with it a bit and came up with my ideal Slate – a Fastback SUV with a matte wrap in Creamsicle orange, a cab rack and roof extension kit, synthwave front and rear lamp plates, and a Diode Dynamics LED light bar (not pictured). I also went for the lift kit and the Klever A/T2 all-terrain tires wrapped around 17-inch wheels. Inside, I added front-center speaker audio along with the required dashboard panels, plus a center console storage box. The total price for this well-equipped configuration came to $37,364.84.

Unfortunately, the configurator doesn’t have previews available for every accessory, nor is the image rendering quality great, but hopefully Slate will work on improving it and adding more preview objects so it displays a more detailed and complete image. A $300 pre-order deposit secures your spot in line for a Slate when they start delivering in 2027. Are you thinking about reserving or buying a Slate?

While I still call four-door cars sedans, Mercedes thinks otherwise and insists on calling it a coupé. Regardless, there’s no question that the GT 4-Door has a sleek and commanding look, with a low-profile roofline, wide footprint, and an angry face that looks like it’s about to gobble up the ground in front of it. AMG engineers focused on aerodynamic efficiency to help the car slip through the air, with optimized airflow management designed to provide high-speed stability. Aero systems include underbody Venturi elements that deploy at speed, an active rear diffuser, and a rear spoiler to help improve downforce.

The GT 55 model has dual motors, which peak at 816 horsepower and 510 continuous horsepower, while the GT 63 has a tri-motor configuration, outputting up to 1169 peak horsepower and 721 continuous horsepower. The GT 55 zooms from 0-to-100 km/h (62 mph) in 2.8 seconds and 0-200 km/h (124 mph) in 9.0 seconds. The GT 63 bests those already impressive figures, hitting 100 km/h in 2.4 seconds and 200 km/h in 6.8 seconds. All these figures blow away the conventionally fueled GT 4-Doors that came before. The top speed for both models is 300 km/h (186 mph) with the Drivers Package.

Both offer all-wheel drive and torque vectoring for sharp cornering. Rear wheel steering move adds to the GT’s cornering prowess, with up to 6 degrees of movement at speeds below 50 mph. AMG-tuned hydraulic suspension and a low center of gravity keep it planted and predictable. Battery electric vehicles aren’t exactly known for their sound, so AMG includes the ability to turn on a synthetic soundtrack with simulated gear shifts and sounds inspired by the cacophonous AMG GT R. Like in the electric Dodge Charger Daytona, the sounds can be heard both inside and out.

The axial-flux motors are complemented with a high-performance 106 kWh battery system influenced by F1 and AMG ONE tech. Direct cell cooling helps to ensure the battery cells perform well even under heavy acceleration on track. AMG went with an 800-volt charging system, too, allowing rapid recharges. Mercedes-AMG says charging speeds can exceed 600 kW, allowing the battery to recharge from 10% to 80% in about 11 minutes under ideal conditions.

A sleek, modern interior features all digital displays for the instrument panel, multimedia system, and an available 14-inch passenger display. A trio of rotary controls in the center console allows drivers to tune throttle and powertrain aggressiveness, cornering balance and yaw behavior, and traction control.

The cabin seats four adults comfortably, making it as much a grand tourer as a sports car. There’s also a nice-sized cargo area under a hatchback lid, making the AMG 4-Door Coupé more of an AMG 5-Door Hatch.

There’s little doubt the Mercedes-AMG GT 4-Door Coupé will be quick and dynamic. Only time will tell if buyers start to accept that performance cars shouldn’t just be powered by fossil fuels. U.S. pricing has yet to be announced, but rumor has it the GT 55 will start around $170,000, and the GT 63 will start around $225,000.

That power comes thanks to a 2.4-liter turbocharged inline 4-cylinder engine paired with front and rear electric motors. This RX will zoom from 0 to 60 mph in 5.9 seconds, and low-end torque arrives fast thanks to the electric part of the drivetrain. A 6-speed, shift-by-wire automatic transmission helps give the drivetrain a more engaging feel than the CVTs often installed in hybrids. At 27 MPG combined, fuel economy is good for this much horsepower, but comparatively lower than something like a RAV4 Hybrid. The RX has a grille that takes the Lexus spindle signature design in a direction that’s more snoutlike than before. Most notably, it’s got a broader and more bottom-heavy appearance than past Lexus front ends, with a sort of gradient fade connecting the body-colored and black sections. It’s a design that still divides opinions, but I think it’s the most successful take on the spindle so far. Our test car came bathed in a beautiful color called Iridium, a rich, metallic color that’s reminiscent of liquid silver.

One thing that’s immediately noticeable about the new RX is how well it handles. This current-gen RX is lighter on its feet than before, the TNGA-K platform is stiffer, and the sport-tuned adaptive variable suspension does a great job managing ride quality and handling. It offers a comfy, cushioned ride in Normal mode and on bumpy roads. In Sport mode, the ride feels more controlled and provides good feedback to the driver. Many vehicles use torque vectoring to help offer more precise cornering, but the RX 500h F SPORT Performance goes one further by implementing a rear-wheel steering system. By turning the rear wheels up to four degrees, this technology not only improves the turning radius by more than three feet, but also sharpens cornering response.

Our test vehicle came with the Appearance Package, which updates the stock 21-inch alloy wheels to glossy black, adds orange brake caliper covers, and illuminated front door sills. Stopping power comes from big 15.74″ ventilated disc brakes and 6-piston front calipers, which offer excellent stopping power. Bigger wheels and smaller sidewalls mean more precise control, and Lexus went all-in with 235/50 all-season performance tires wrapped around those big wheels.

The interior of the RX 500h is upscale without being garish. In addition to soft leather seats with suede accents, the F SPORT has aluminum trim on the steering wheel and pedals. The choice of red and grey materials combo adds sporty flair. The front F SPORT seats offer good lumbar support and side bolstering and have heat and ventilation. The center console has a neat trick that allows either the driver or front seat passenger to access its contents, and a large panoramic sunroof brightens the cabin.

Our RX came equipped with a well-proportioned 14″ touchscreen display, backed by Lexus Interface tech. This system is fast and intuitive and has features like cloud-based navigation with real-time updates and a voice assistant that answers to “Hey, Lexus.” It also supports wireless Apple CarPlay and Android Auto, and those are nicely integrated. Controls are well placed, and there’s a good mix of touchscreen and tactile inputs, including dials for temperature and volume settings. However, I’d prefer a physical button or dial for changing drive modes. Our test vehicle also included Traffic Jam Assist, a feature bundled with the optional Convenience Package that can help reduce driver fatigue during slow highway commutes. The optional digital rearview mirror offers better visibility and a wider view than a conventional mirror. I was also impressed with the crisp image quality of the Panoramic View camera system and dynamic distance sensors, which help when parking in tight spaces.

Lexus and Mark Levinson consistently make some of the best-sounding car audio systems you can buy, and this one lives up to the hype. It offers great dynamic range, a punchy low end, and cranks out impressive volume without audible distortion. Plus, we love how the speaker grilles were integrated into the design of the microsuede door panels.

Of course, as an SUV, you’re likely to carry rear-seat passengers and cargo. The RX handles both of those with aplomb. The second row offers plenty of room for three people, with excellent legroom and headroom. Back here, you’ll find independent climate controls, a pair of USB-C charging ports, and optional heated and ventilated outboard seats for added comfort. There’s a center armrest with built-in cupholders, too.

The rear seats fold in a 40-20-40 split configuration for versatility. With the seats in use, you’ll find 29.6 cubic feet of space for cargo, and if you drop the seats, that increases to 46.2 cubic feet. That’s fine for everyday hauling, though maximum cargo space trails somemidsizee luxury SUV rivals like the BMW X5, Genesis GV80, and Mercedes-Benz GLE. The RX’s more modest cargo capacity appears to be more a function of its sleek packaging and cabin layout than the hybrid battery pack, which is located under the back seat. The power liftgate has a kick-to-open feature that makes access easy when carrying packages, and has a combo button that can close the liftgate and lock the vehicle.

Lexus took a gamble with a bolder and sportier look for the RX, and I think they made the right move. The new styling stands out from othermidsizee SUVs, and the RX 500h F SPORT has the performance chops to back up its look. With a base price of $66,200, it’s almost $12,000 more to start than an entry-level RX Hybrid, but it’s also much more fun to drive. The vehicle reviewed here had a sticker price of $78,970, including premium paint, the Technology Package, Convenience Package, and a $1450 delivery, processing, and handling fee.

Exterior Statement

The Lyriq’s front and rear lighting signatures accentuate the design. When approaching and departing, the Digital Key launches a choreographed LED lighting sequence. Starting up front, you are welcomed by the unmistakable black crystal face and its hundreds of LED lights that produce a waterfall effect. The Cadillac Crest emblem glows as do the turn signals and vertical daytime running lights. The door handles and puddle lights illuminate, as do the taillights that dramatically wrap back and up onto the rear pillars.

The side features gloss-black mirror caps with turn signals and cameras, gloss black and aluminum trim running the full length of the door bottoms, a gently sloping roof edged in a gloss black and slim aluminum strip that ends with a butter knife shape. A gloss black shark fin antenna finishes off the roof at the small spoiler that shades the hands-free power lift gate. Did the Cadillac designers go overboard with the gloss black treatment? Check it out at your local Cadillac dealer and let us know.

The Lyriq’s aerodynamic design is such that a rear wiper is not needed, as water naturally flows off the tinted rear glass. Smooth doors with flush handles, and purpose-designed aerodynamic 22-inch split-spoke alloy wheels in a dark After Midnight finish complete the look.

The rear lighted Cadillac emblem, which, when pressed gently, opens the lift gate, is joined by a simple L-Y-R-I-Q badge, and something Cadillac has been doing for a few years, a badge showing the Newton Meter torque rating, which in this case is 600E. The Newton Meter (Nm) is the International System of Units measurement of torque. 1 Nm is equal to 0.7376 foot-pounds (lb-ft.). 600 Nm works out to 442.54 lb-ft, though our test vehicle was rated at 450 lb-ft., so a more accurate badge should say 610.12E. Yes, this will be on the test.

Performance

The 2026 Cadillac Lyriq Signature Sport is available with rear-wheel drive or all-wheel drive. The RWD has one motor good for 365 horsepower and 325 lb-ft. of torque, with a 326-mile all-electric driving range. The AWD (like the one driven by 95Octane) has dual motors that kick it up to 515 horsepower, 450 lb-ft. and 303 to 319 all-electric miles driving range. Performance for the Lyriq Signature Sport is smooth, linear, and seamless, and we managed to pull a respectable 0-to-60 mph time of 5.1 seconds. Across 178 miles, driving through Southern California on a combination of freeways and city streets, the Lyriq averaged 3.2 M/kWh.

Ride and Handling

Not designed to eat up corners at high speeds, the Lyriq, with a near 50:50 weight distribution and Cadillac’s first-ever 5-link front and rear suspension and adaptive dampers, is designed for a serene and comfortable ride. The continuously variable electric steering is on the heavy side, which is how we like it, as this gives a truer, direct feel for the road. The Michelin Primacy 275/40 all-season tires on 22-inch alloy wheels gripped well and were noted for their quiet ride. The SUV’s tight turning radius impressed us as well.

The ride is quiet and comfortable without being cushy, as the Lyriq is meant to be used for road trips and in-town driving. There are four driver-selectable drive modes of Tour (default), Sport, Snow/Ice, and My Mode. Tour will get the best range, and Sport is when a bit more oomph is wanted. Snow/Ice is self-explanatory, and My Mode allows the driver to program ride customizations, including handling, steering, braking, and motor sound. Yes, Cadillac has programmed the Lyriq with simulated motor sounds, as some people just can’t get used to driving a car without engine noise.

Charging and Stopping

The Lyriq comes standard with an 11.5 kW onboard charger with an optional ($1,480) 19.2 kW onboard charger.
Its Lithium-ion battery has a peak DC fast charge rate of 190 kW that can add 76 miles in 10 minutes and go from 20% to 80% in under 45 minutes. Public charge stations such as the Combined Charging System (CCS) and the North American Charging System (NACS) can be used, but the NACS requires an optional ($275) adapter.

At home, a 240-volt Level 2 charger will deliver 50 to 60 miles of range per hour with a full charge overnight. We charged at home with the ChargePoint Home Flex charger. The Lyriq can also be charged using a common 120-volt wall outlet, but this will take more than 70 hours to get a full charge. A dual-level charge cord is included.

Charging while driving with Cadillac’s Regen on Demand regenerative braking system converts kinetic energy into electricity that is returned to the battery when braking or coasting. This system allows the driver to set One-Pedal Driving, and then control the level of regeneration, slowing, or even bringing the Lyriq to a complete stop, using only their fingertips on a pressure-sensitive paddle located on the backside of the steering wheel. Pulling on the paddle slows the motor and allows for one pedal driving. Once you get the hang of it, this will be your go-to method of driving.

Clean And Simple Interior

The first thing that hits you when sliding behind the driver’s seat is the one-piece, curved glass, 33-inch diagonal LED touchscreen that integrates the driver information center, navigation, and infotainment systems. Extending across more than half of the dash, Cadillac says it emits over 1 billion colors. The sleek dash is devoid of buttons, knobs, and switches, meaning a combination of voice commands, touches, and swipes is used to interact with the systems, features, and functions. Some controls can be found on the steering wheel and the command wheel on the center console.

There is obvious attention to detail in the Lyriq’s interior. Panel seams are tight, and the look is sleek and very modern. The use of soft materials, wood, and metal has a unified and complementary look, with the door speaker grilles one example of exceptional design. An area that may be addressed is the shiny chrome on the dash that doesn’t fit with the overall look, and when the sun hits it and the gloss piano black surfaces just right, the glare is more than noticeable. The bits of gloss piano black trim are a fingerprint and dust magnet, which is an annoyance.

The seats are covered in soft and supple Inteluxe, a premium synthetic leather. The front seats are heated and ventilated and are 8-way power adjustable for the driver and 4-way for the passenger. Both offer lumbar support, memory, and massage. The rear seating area offers plenty of leg, head, and shoulder room for two adults, three for shorter trips. The beauty of an electric vehicle is the flat floor, making for exceptional leg and head room for the rear passengers. The rear seats have adjustable headrests, recline, and the outboards are heated.

A large fixed glass roof panel has a power shade for diffused light. The cargo area offers 28 cubic feet of space when the rear seats are in use and 60.8 cubic feet when folded. These power-folding seats offer a 60:40 split for flexibility. Interior storage is found in the doors, under the cargo area floor, and the center cantilevered console has been designed so a purse or large bag can be conveniently stored in the lower tray. Make sure to check out the slick (but inconvenient) way to open the glove box.

Interior Technology

The high-end AKG Studio audio system has 26 speakers, including in the front seat headrests, and delivers full and lush sounds for FM, SiriusXM, and streaming. Road surface variations are sensed, and the AKG audio system uses active noise cancellation to cancel road-induced noise. For connectivity and charging, there are five USB-C ports: three in the front and two in the rear. Other appreciated features include a digital rear-view mirror, wireless phone charging, and OnStar. Also, be sure to try Super Cruise, which is a hands-free driver assistance technology covering 750,000 miles of compatible roads.

Other features include wireless Apple CarPlay and Android Auto, a Wi-Fi hotspot, an augmented reality head-up display, a universal home remote, three-zone automatic temperature control, and a cabin air filter. Plus, the MyCadillac app lets you use your phone as a key card if your key fob is ever lost.

Pricing

The 2026 Lyriq is assembled in Spring Hill, Tennessee. Below are the base prices, which include the $1,495 destination charge.

There are six exterior color options with metallics of Nimbus, Stellar Black, and Opulent Blue, having a $725 premium. Radiant Red Tintcoat and Vibrant White Tricoat (the color of our test Lyriq) are $1,325 extra. Opting for a black-painted roof (like ours) is an extra $600.

The Lyriq Signature Sport AWD reviewed here had $8,905 in options, and its sticker price was $78,700, including the destination charge.

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About the Author

John Faulkner is the Road Test Editor and Senior writer at Clean Fleet Report, where they give readers the information needed to move to cars, SUVs, and trucks with the best fuel economy and efficiency. This includes those propelled by electricity, plug-in hybrids, hybrids, hydrogen-electric fuel cells, advanced diesel, and gasoline engines.

John has more than 30 years of experience in branding, launching, and marketing automobiles. He has worked with General Motors (all Divisions), Chrysler (Dodge, Jeep, Eagle), Ford, Lincoln-Mercury, Honda, Mazda, Mitsubishi, Nissan, and Toyota on consumer events and sales training programs. He is a journalist member of the Motor Press Guild and Western Automotive Journalists.

With a curb weight of just 2579 pounds, it’s not much heavier than a well-equipped Mazda MX-5 Miata, but with more than twice the power. The engine is a BMW B58 (O1) inline-six, the same high-output 3.0-liter turbocharged power plant found in the BMW Z4 M40i and Toyota GR Supra A91. Power heads to the rear wheels exclusively via an 8-speed ZF automatic transmission. That’s sure to bang through the gears efficiently, but sports car purists will likely argue for a three-pedal setup. The top track speed for the spirited sports car is rated at 180 mph.

With its lightweight aluminum chassis, the Supersport 400 rolls on sexy five-spoke 19-inch Sportlite alloy wheels wrapped in sticky Michelin Pilot Sport 5 rubber. A dynamic suspension system with 24-point adjustable Nitron dampers has been optimized for sharp cornering. An upgraded high-flow exhaust system enhances the drop-top’s performance and accompanying soundtrack. If the exhaust note isn’t enough for you, there’s also a premium Sennheiser audio system in the cabin.

It also has unique lower bodywork and front wing vents to differentiate it from other Supersports. Inside, you’ll find upgrades like Alcantara fabric – including the grippy material on the steering wheel. Along with that, there’s custom stitching, a unique dial design, and an optional aluminum gear selector that looks amazing against the console’s handcrafted wood trim.

Morgan will offer the Supersport 400 in new satin paint finishes with optional coral accents. The company hasn’t announced plans to bring the Supersport 400 to the U.S., but UK buyers can order the car now, starting at £112,965 (about $152,625 US). I’ve never had the opportunity to drive a Morgan, but this is the model I’d love to test if the opportunity ever presents itself.

From mounting engines in the rear of its sports cars to improve traction and braking, to putting the ignition on the left side of the steering wheel to shave tenths of a second off of race launch times, the company isn’t known for coloring inside of the lines. And while decisions like making the four-door Panamera and the electric Taycan might not have always been popular with Porsche purists, they’re still fantastic cars that are fun to drive, handle brilliantly, and capture the essence of the brand.

With the Porsche 911 having debuted more than 60 years ago, the beloved sports car has evolved from a lightweight, analog sports car into a larger, more refined machine packed with modern technology. Despite gains in size, weight, and power, its unmistakable silhouette, rear-engine layout, and driver-focused character remain intact.

Backed by a symphonic version of Fatboy Slim’s Right Here, Right Now, the 2-minute video is packed with footage celebrating classic and modern Porsches, and reminds us at the end of the classic tagline, “Porsche: There is no substitute,” a line permanently etched into my teenage brain while watching Risky Business. Check out the ad spot below:

Lighting also plays a role in the redesigned interior with a selection of 10 colors that appear as standard ambient lighting, with perforated dots on door panels, footwells, seatbacks, and other locations on some trim levels, with 30 color choices on up-level versions. A new” Atmospheres” feature meshes lighting and audio. Base models get a new 9-speaker audio system, while a 14-speaker Harman Kardon unit comes on the top trim.

Other new elements include wood decor and soft-touch surfaces. There are two leather choices, including Nappa leather, with standard Leatherette on the base model, and massaging front seats and a 12-way ergonomic seat with four-way lumbar support for drivers on all models. The free-standing multimedia touchscreen is 15 inches on all but the base trim, which gets a 12.9-inch display. All trims also get VW’s 10.25-inch Digital Cockpit Pro configurable gauge cluster.

Made to enhance family appeal are the power tailgate, rear sunshades, dual wireless charging pads, voice control, and dual hatch lights, as well as improved ventilation and park-distance control for the front and rear. A new front center airbag elevates safety, and the standard IQ.DRIVE driver assistance is improved.

The new Driver Experience Dial in the center console has an Assist feature, which enables semi-automated hands-on driving from 0 to 95 mph; it has been upgraded to allow for driver-initiated lane change, and Emergency Assist has been upgraded. It will not only stop a vehicle if it appears that the driver is incapacitated, but after using the steering wheel, brake, and audible inputs in an effort to wake or rouse a driver, it will slow the vehicle, turn on a directional signal, and pull the SUV to the side of the road.

VW’s Interior designers moved the shifter to gain more space, which brings dual charging trays in the front and improved storage solutions. A round, raised knob controls audio volume as well as switches the vehicle’s drive modes, which include eco, comfort sport, snow, off-road, and an individual mode that will program a driver’s preferences.

Under the hood is VW’s new EA888 evo5 turbocharged and direct-injection 2.0-liter four-cylinder TSI engine that produces 282 horsepower and 258 lb-ft. of torque (this is 13 hp more than the outgoing vehicle). Towing capacity remains at 5,000 lbs.

VW reports that fuel economy has been improved, but it has not been verified by the EPA as of yet, so numbers have not been announced. The redesigned back-end brings a more aerodynamic profile along with a bigger spoiler, and “Miller cycle” improvements to the engine improve mileage, as well.

The Atlas is positioned above the long-wheelbase Tiguan but below the more luxury-canted Touareg. VW expects that buyers will cross-shop it with the Hyundai Palisade, Kia Telluride, and Honda Pilot. It’s been designed for everyday utility that will appeal to families with three children who need a third row as well as extra space, and will use it as a daily car for family needs.

Back in the early 1960s, the Grand Sport name was tied to lightweight, track-focused Corvettes built to take on the world’s best drivers and tracks. That spirit returns, though the formula has evolved dramatically. While it certainly weighs more than the original, the new car sits low and wide, its proportions dictated by its mid-engine layout. Aesthetic touches, such as the double hash marks and heritage-inspired colors, only hint at the performance upgrades.

I still think back to how much I enjoyed the C7 Grand Sport, which struck an almost perfect balance between everyday usability and track-ready performance. It had just enough edge to feel special without tipping into the hard-to-handle territory of the Z06. That same philosophy seems to carry forward here, while the powertrain takes a big leap forward.

At the heart of the Grand Sport is Chevrolet’s new 6.7-liter LS6 V8, a naturally aspirated engine that leans into its big displacement and mechanical character rather than forced-induction trickery. With 535 horsepower and 520 lb-ft. of torque, it delivers a broad, muscular powerband and the kind of response that makes you forget turbo lag ever existed. It’s paired with an eight-speed dual-clutch transmission that snaps off shifts quickly, whether you’re carving through a canyon or just showing off on an on-ramp. There’s no word on a manual gearbox option, but given Chevy’s stance on the matter, I wouldn’t hold my breath.

The standard Grand Sport sticks with rear-wheel drive, keeping things pure in the traditional Corvette sense. Magnetic Ride Control comes standard, constantly adjusting suspension damping to meet the road beneath you, while available performance and track packages add stickier rubber, stiffer suspension tuning, and serious braking hardware. It’s a car that can play both roles, comfortable enough for a long cruise through the mountains, but clearly itching for a track day. (Extra tires and brake pads not included.)

Then there’s the Grand Sport X, which brings a different kind of performance. Adding a front-mounted electric motor turns the Corvette into an all-wheel-drive machine with a combined 721 horsepower. Like the Corvette E-Ray before it, this setup’s extra traction transforms how the sports car launches and exits corners, while the electric boost fills in low-end torque instantly.

Chevrolet didn’t stop at just adding power with the Grand Sport X. The hybrid system brings some flexibility with it, including a quiet electric-only mode for low-speed city drives. It’s a strange idea in a Corvette, creeping silently through a parking lot before unleashing a V8 growl moments later, but it fits the broader theme of blending old and new.

What we have here is a pair of Corvettes that embrace the Grand Sport legacy without being held captive by it. The gas-only version targets Vette purists who want a raw, rear-drive experience, while the X model incorporates modern tech to push its performance and handling beyond normal Corvette limits. Either way, the message is clear. The Grand Sport is back, and it doesn’t look like it’s lost its edge.

The spirit behind RAD dates back to the early development of the R1T, when Rivian brought prototype trucks to South America for the Long Way Up series starring Ewan McGregor and Charley Boorman. Testing the trucks across thousands of miles of rugged terrain showed the team that the harder they pushed their vehicles, the more capability and fun they discovered.

Since then, Rivian engineers have been using real-world adventure as a proving ground. One of the most notable examples came in 2023, when a Rivian team won the Rebelle Rally, becoming the first electric vehicle to take victory in the longest off-road rally in the United States. Lessons learned in deep desert sand directly influenced Rivian’s Soft Sand driving mode. RAD has also tackled Pikes Peak, where Rivian set a production electric truck record in 2023 and then beat its own time in 2024, breaking the 11-minute barrier on the 14,115-foot mountain course.

Those extreme tests now feed directly into consumer features like RAD Tuner, a tool for Gen 2 Quad-motor Rivian models. It lets drivers create custom drive modes on the fly by adjusting torque distribution, stability control, regenerative braking, and power output. Presets such as Desert Rally and Hill Climb are based on data gathered from Rivian’s real competition runs.

RAD also recently made its public debut at the 2026 FAT Ice Race in Big Sky, Montana, which took place at the end of February. The winter motorsports festival blends vintage racers, modern performance cars, and winter driving on snow and ice, providing Rivian with another extreme environment to test its vehicles. The company brought a Quad-motor R1S to compete and demonstrate what its electric SUVs can do in icy conditions.

Rivian says RAD is about more than racing or records. It’s a way to stress-test vehicles in the harshest environments and bring those lessons back to everyday drivers, continually improving their SUVs and trucks. If Rivian has its way, the most extreme adventures its vehicles experience today will become the features owners rely on tomorrow.

Redesigned from top to bottom, the 2027 Highlander features a modern design with lots of straight lines, sharp angles, and rolling on wheels up to 22 inches. Built in Georgetown, Kentucky, the new EV will come in front-wheel drive single-motor and all-wheel drive dual-motor versions, with output ratings from 221 horsepower and 198 lb-ft. torque to 338 horsepower and 323 lb-ft. of torque. We don’t know how quick it’ll go from 0 to 60 yet, but I wouldn’t be surprised by a low 5-second rating for the dual-motor model.

The XLE FWD has a 77 kWh battery pack with 287 miles of range, and there’s an XLE AWD version with the same power source, but its range drops to 270 miles. The 95.8 kWh XLE AWD and Limited AWD trims are both good for up to 320 miles of driving range. Power flows via an NACS charging port, so it’s compatible with Tesla Superchargers, and it supports DC fast charging up to 150 kW.

Inside, the new Highlander is clearly taking aim at upscale three-row EVs like the Kia EV9 and Hyundai IONIQ 9, with a clean, linear aesthetic, a spacious, open design, and premium, soft-touch materials. Features like ambient lighting, a big 14-inch touchscreen, a digital instrument panel, and dual wireless chargers are just a few of its tech features. Toyota’s latest safety tech, TSS 4.0, comes standard, as does Toyota Multimedia with wireless support for Apple CarPlay and Android Auto. This system has built-in 5G connectivity, and can support two Bluetooth phone connections at the same time.

The cabin is designed to seat six or seven passengers, and comfy second-row captain’s chairs come standard. For those who prefer a bench seat, it’s available as an option on the XLE AWD. Adding to the new Highlander’s airy feel is an available panoramic glass roof. The front seats are heated, while the Limited grade adds ventilation and heated second-row seats.

Second and third row passengers get USB-C charging ports, and there are rear HVAC controls, ceiling vents, and available rear window shades. The third row seats can fold flat, providing 45.6 cubic feet of cargo space. With those seats in use, you still get 15.9 cubic feet – enough for groceries, backpacks, or golf clubs. It’s not clear how much space you get if you fold the second row seats, but I’ve heard numbers around 80 square feet.

The biggest question is whether the EV-only decision will drive hybrid Highlander loyalists to consider a battery electric, the more expensive Grand Highlander, or to shop other brands entirely. Only time will tell, but given Toyota’s track record, I think the bet will pay off – concentrating hybrid buyers into the Grand Highlander, and expanding their electric lineup at the same time. Toyota has yet to announce pricing or a release date for the 2027 Highlander.

Exterior Styling

Outside, the Trax ACTIV has a clean, modern look that’s sleeker than many subcompact SUVs. At 61.4 inches tall, it has a low, car-like profile, with crisp body styling. The ACTIV trim includes black body trim, gloss black mirrors, black Chevy bowtie emblems, 18-inch gloss black wheels, and signature LED daytime running lights. It doesn’t try too hard to be rugged, but it differentiates itself nicely from the Trax’s more conservative LS and sporty RS trims. Our test vehicle was done up in a handsome greyish-green hue called “Cacti Green” that contrasts nicely with the black trim to balance between urban and country driving.

Powertrain and Performance

For 2026, every Chevy Trax has the same engine – a diminutive 1.2-liter, three-banger that outputs 137 horsepower and 162 lb-ft. of torque. It’s not quick, nor is it intended to be. But the powertrain delivers smooth and predictable performance that’s appropriate for a compact crossover. The turbocharged engine offers sufficient low-end torque for in-town missions, and it’s smooth and well-behaved at higher speeds, never feeling overworked or buzzy. Fuel economy is reasonable at 28 MPG city, 32 MPG highway, and 30 MPG combined. With its 13.2-gallon tank, you can expect to drive roughly 400 miles between fillups.

I was happy to see that the Trax skipped the whiny CVTs found in many small and entry-level vehicles and went with a conventional 6-speed automatic. This gearbox feels more natural and engaging than a CVT, and its shifts are clean and unobtrusive. On the highway, the Trax feels calm and composed, despite its small engine, and the cabin is well insulated from road noise and wind – especially at this price point.

The Trax’s steering and suspension tuning are reasonably neutral, though it does understeer like most front-wheel drive cars. Steering weight is light and easy, though a bit insulated from the road. Since it’s built more like a car than an SUV, body roll is well handled, and while the Trax isn’t particularly dynamic, it offers good stability when cornering. On longer highway trips, it proved comfortable for both front and rear seat passengers. An active noise cancellation system helps keep the cabin quiet on the highway, part of what makes the Trax feel premium on the road.

While Chevrolet is an American car company, the Trax is built in South Korea, with engines sourced from Mexico and transmissions from Korea. I came away impressed with the overall build quality and fit and finish inside the cabin. No squeaks or rattles reared their heads during a week of driving on mixed pavement.

Interior Design and Layout

Chevy’s design team did a nice job with the interior of the Trax ACTIV. Like the outside, the aesthetic is clean, modern, and functional. There’s an emphasis on screens, with a digital instrument cluster and a wide touchscreen display for the multimedia system. The graphics on both screens are crisp and easy to read, and the interface is responsive. It does offer wireless support for both Apple CarPlay and Android Auto, though I did run into occasional audio gaps with CarPlay reading text messages. The wireless charging tray works better than many, keeping phones connected and without overheating – something that can’t always be said, even in more expensive vehicles.

There’s a solid suite of safety and driver convenience features on board, including remote start, keyless entry, and start. Our Trax was also equipped with the Driver Confidence Package, which adds adaptive cruise control, lane change alert, blind-spot monitoring, rear cross-traffic alert, and rear park assist.

Materials and Cabin Atmosphere

Overall, the materials in the Trax are about what you’d expect from an entry-level vehicle, but I think Chevy did a good job with shapes and textures to help basic materials stand out. There are plenty of hard plastics on the dashboard and doors, but they’re broken up with eye-catching patterns, shades, and angles. Plus, the ACTIV trim’s synthetic leather seats and door panels elevate its overall look. The tennis ball-inspired Optic Yellow piping and stitching add a bit of personality and energy to the cabin as well.

Front Seat Comfort and Storage

The front seats offer good support, and my body didn’t feel the least bit fatigued on long drives or sitting in stop-and-start city traffic. For added comfort, the Trax ACTIV has heated front seats and a heated steering wheel. I was also impressed with the storage options, with the center console offering a nice-sized storage box under the armrest, plus another open storage area in front. Storage in the front door pockets is good as well.

Rear Seat Space, Comfort, and Cargo Space

At first glance, I thought the rear seat would be a penalty box in such a small vehicle, but it’s not. Thanks to its relatively short nose, Chevy was able to dedicate more space to the interior of the Trax. Rear seat passengers enjoy ample headroom, and the positioning and curvature of the front seats let taller passengers sit in back comfortably. I drove over 100 miles with a 6-foot-3 passenger in the rear seat, and his knees didn’t hit my seatback once. I was in a comfortable driving position – and I’m 6-feet tall, too. Amenities are sparse for the rear seat, though, with just USB-C and USB-A ports, a small storage cubby, and no vents, which could make it stuffy on hot days. Cargo space is good, with 25.6 cubic feet behind the second row, and 54.1 cubic feet with the second row folded.

Pricing and Value

Getting into a Chevy Trax starts at just $23,495 for the base LS model, while the 1RS starts at $24,995. The sportiest 2RS and ACTIV trim tested here both start at $27,195. These sub-$30K price points make the Trax an accessible and viable option in a market in which the average new car sells for roughly $50,000.

Conclusion

For those looking to buy a brand-new car without breaking the bank, the 2026 Chevrolet Trax is a solid choice. The ACTIV trim adds a bit of adventurous personality without overstating its capabilities, and it offers good comfort, pleasant driving, and a nice technology package for the price. It’s certainly not a high-performance vehicle, nor are its driving dynamics thrilling, but as a daily driver, it handles well, offering calm and easygoing rides wherever you go. For first-time buyers, everyday commuters, or budget-constrained buyers, the 2026 Trax is well worth a test drive.