Author: James Riswick

2025 Volvo EX90 First Drive: Electric? Three rows? Luxury? Here’s your choice

James Riswick

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NEWPORT BEACH, Calif. – The following is a list of electric luxury vehicles with third rows you’d actually want to sit in: Rivian R1S … that concludes the list. If you want to throw the Kia EV9 in there on the strength of its abundant features and high-end interior, go for it, but the fact remains that your pickings have been slim. That changes in a big way with the 2025 Volvo EX90, which is effectively the next generation of Volvo’s rightfully popular XC90 three-row crossover. Anyone who has one of those, or even one of its many competitors, should feel right at home in the tasteful, cocoonlike comfort of this impressively luxurious SUV. That it’s all-electric will of course be a turnoff for some (there’s a reason the XC90 will survive), but if those seeking a three-row luxury SUV were ever going to take the EV plunge, the EX90 shouldn’t make them feel like they’re going off the high-dive.

There are two versions available: the Twin Motor and Twin Motor Performance. The former, which we did not get a chance to sample, has 408 horsepower and 568 pound-feet of torque. That sure seems like an absurdly high amount for a Volvo SUV, even if it’s tasked with lugging around at least 5,687 pounds. The 0-60 time is estimated at 5.7 seconds. Should you attempt one of those brisk launches, both the front and rear axle motors will be engaged, but most of the time, under moderate acceleration, the Twin Motor relies on the front axle that by itself produces 241 horsepower. The rear is good for 160.

The Twin Motor Performance has the same front motor, but the rear is upgraded to a 268-hp unit. Overall output jumps to 517 hp and 671 lb-ft. Power is distributed more equally and more readily about in this version. There’s also a torque-vectoring electronic clutch at the rear axle, which theoretically adjusts power output between the rear wheels to aid handling and poor weather traction. We found it awfully hard to detect, however, in part because the EX90 just isn’t the sort of SUV you’d want to drive with gusto. It doesn’t need to be, but an Acura MDX Type S lets you feel and appreciate its torque-vectoring all-wheel drive system; the EX90 not so much. 

Not surprisingly given its 4.7-second 0-60 time, the Twin Motor Performance will silently flatten you into your seat when charging up a highway on-ramp and make surrounding motorists do double takes after witnessing a beige Volvo SUV suddenly jump to light speed. There are no Star Warsy powertrain noises, which is good because they’re usually dopey, and would spoil what is a shockingly quiet interior. Wind noise is also practically nonexistent. Road noise seemed exceptionally quelled, too, but Orange County seems to repave its roads every few weeks, so it’s hard to determine for sure.

Those roads also made it a bit tough to determine ride quality. The XC90 always struggled to deliver a comfortable ride with big wheels – it felt like the equivalent of swapping the soles of your comfy running shoes with rigid work boot rubber. The EX90 seems to be better in this regard with its optional 22s, but there were a few bumps that felt more Dr. Martens than Hoka One Ones. This, despite our test car equipped with the active air suspension. In short, we’d opt for the smaller 21-inch standard wheels.

There are adjustable drive settings, but they are buried beneath so many touchscreen clicks you wonder why Volvo even bothered. Apparently, they’re buried because Volvo owners haven’t been wont to use them. Not surprising, really. Much like the torque-vectoring diff, increasing suspension firmness doesn’t come close to transforming the controlled and confident EX90 into anything remotely sporty – things just get a bit jigglier. The difference between the two steering settings is minimal too, with “Firm” being nowhere close to what you’d actually consider firm. All told, seems like a waste of effort. Just make it drive like a Volvo and be done with it.

One the other hand, regenerative braking could use an extra setting. The one-pedal drive mode is readily accessed via a docked touchscreen button, but it’s best suited to stop-and-go traffic only. The braking is too strong elsewhere and it was hard to establish enough throttle dexterity to prevent see-sawing our passenger’s head about. A middle-ground setting would be appreciated, much as the EV9 and many others provide, allowing you to enjoy some of the benefits of one-pedal driving without pulling the chute every time you ease off the gas … er, electrons.  

Like most in the segment, the EX90 is offered in six- and seven-passenger versions. The smaller count is the result of second-row captain’s chairs, but families with younger kids shouldn’t check that box so quickly since the standard 40/20/40-split bench is versatile, comfortable and includes a pop-up booster seat in the middle portion. The third row is the same either way, and although headroom is tight for taller folks, everyone should appreciate a seat that’s higher off the floor than the XC90’s — and therefore more comfortable and spacious. The Rivian R1S is still superior in the way back, though.

The front buckets certainly won’t disappoint those expecting Volvo to deliver exceedingly comfy seats. Unfortunately, Volvo has dove head first into the penny-pinching, switchgear-reducing pool and come up with a one-knob-does-all solution for seat adjustment controls that’s a, well, pain in the ass. A little button in the center of the knob cycles between different motions and you must look at the touchscreen to see which of those functions has been selected, before twisting or moving fore/aft the knob to make adjustments. Taking over the screen means it covers whatever you were looking at on that screen. The little selection button also stopped working in one of our test cars, requiring a switch to a different vehicle since we literally couldn’t move the seat to safely drive.

More penny-pinching is seen in the removal of rear window switches on the door, the hazard button integrated into the touchscreen, and most annoyingly, mirror and wheel adjustments that rely upon clicking through multiple touchscreen menus and then making adjustments using the steering wheel and instrument panel. Sorry Volvo, but it’s hard to claim safety as a top priority when you make someone take their eyes off the road that much just to tweak their mirror or wheel placement.

Of course, there’s a camera constantly staring at you to make sure you don’t get too lost in the splendors of mirror adjustment — or just nod off. That’s nothing compared to what’s going on up top, though. That conspicuous pod just above the windshield houses the LiDAR sensors that massively increase the EX90’s ability to detect things you could crash into, regardless of conditions. Jacob McKim, a senior software engineer from LiDAR supplier Luminar, said the conspicuous pod is where it is to provide the best-possible forward visibility – putting it in the fascia, for instance, would be like putting your eyes on your knees. He said next-generation sensors could be put behind glass (if an OEM wanted it), but that tech’s not quite there yet. The pod is necessary today.

The data collected from that pod, plus all the other radar and camera sensors, is fed into a Nvidia-supplied computer. We got a chance to hold that computer – it’s roughly the size of an Etch-a-Sketch, while the computer board that powers the infotainment system looks like a greeting card with some wires clamped to it. Wow. Importantly, however, we’re happy to report that all these systems seem to act well, without the sort of hyper-sensitive nannying or jumpy false alarms that make you turn them off and therefore defeat their intended purposes.

Speaking of that infotainment system, it features a 14.5-inch touchscreen with Google built-in, computing power by Snapdragon Cockpit Platforms and graphics visualization by Epic Games’ Unreal Engine. Sounds impressive, but it’ll take a longer test to determine how effective it is day-in and day-out. In terms of functionality, the layout is new to Volvo, and is roughly equivalent to Mercedes’ Zero Layer that prioritizes the navi map with a pair of selectable widgets below (phone and audio, for instance) and permanently docked climate controls below that. It seemed easy enough to figure out.

The $3,200 Bowers & Wilkins sound system in our test vehicle was exceptional, even if you don’t play Dolby Atmos content. Between the EX90’s interior silence and the sound system’s excellence, you’re basically going to be driving a recording studio on wheels. Think that’s hyperbole? Coming soon is an Abbey Road Studios setting for the stereo, developed by Bowers & Wilkins with Abbey Road engineers to recreate the sonic environment of the recording studio made famous by the Beatles. You can apparently set it to make it sound like you’re sitting in the control booth or on Ringo’s lap. Abbey Road head of studio products Mirec Stiles says it was tuned and tested for all genres, and that it’s intended to change the playback environment rather than what’s being played. We didn’t get a chance to sample it in the EX90 as it will arrive as an over-the-air update for Bowers & Wilkins-equipped cars in the second quarter of 2025.

As for the cabin’s design, it is clean and classy, but it’s really hard to make a humongous, vertically oriented screen the center of a distinctive design.. The cabin basically looks like a Tesla with a substantially higher materials and construction budget. Indeed, it is lovely inside. We had a chance to try two versions, neither featuring leather as it’s not available. One featured Nordico, a leather substitute made from pine oil, old wine corks and recycled polymers that sure looks and feels like the real stuff – we bet it will repel blue jean dye and various gunk better than Volvo’s old upgrade leather, too. The other choice is a wool blend fabric, certified by an animal welfare organization to be sheep-friendly, and blended with recycled polymers. It looks and feels sensational, like it should cost more than leather. No, it’s not itchy, but one does wonder how impervious it is to stains.

OK, so it’s a rolling cocoon with ample space, mind-blowing computing power, a killer stereo and way more acceleration than it needs. Swell upholstery, too. But what about the two biggest bugaboos of switching to an electric car? EPA-estimated range for both motor versions is between 300 miles with 20- and 22-inch wheels, and 310 miles with 21-inch wheels. Most versions of the Rivian R1S are better than that, but the Volvo tops the EV9. The Tesla Model X is just a few miles better, too. Ol’ Falcon Wing has the Supercharger network, though, and even though the EX90 can blitz through a recharge at a maximum of 250 kilowatts, its CCS plug means you’ll still be stuck with the Electrify Americas of the world until things start to get better (Volvo had announced it would be eventually be switching to NACS, but that day has not yet arrived). Of course, that’s when leaving the comfort of your greater metropolitan area. Recharge at home, and you’ll be A-OK, perfectly content to never visit a gas station again.

Pricing starts at $81,290 for the Twin Motor EX90 Plus trim level; the Ultra trim level goes up to $85,640. The Twin Motor Performance then adds $5,000 to either, though given the nature of the EX90, it seems hard to justify that. The Twin Motor is almost too powerful as it is. Our loaded test car stickered for $94,640. Eek. At least it looks, feels and drives expensive. Also, you can get the equivalent of a $7,500 discount should you lease the EX90; it’s built in South Carolina, and leasing negates the federal EV tax credits' purchase price and income limitations. Sure seems like that’s the way to go, meaning “is it worth it?” becomes a wee bit more complicated than simply looking at the MSRP.

One thing that’s more certain, though: If you’ve been waiting for an electric family hauler that unquestionably deserves the “luxury” descriptor and can unquestionably actually seat seven, the answer has finally arrived.  

2025 Volvo EX90 First Drive: Electric? Three rows? Luxury? Here’s your choice

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How the Lamborghini Temerario is more than a 907-hp hybrid that revs to 10 grand

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2025 Mercedes-AMG C 63 S E Performance First Drive: Overkill through complexity

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MALIBU, Calif – The Mercedes C 63 AMG has always been about delightful overkill. The sort of thing that results from a couple people sitting around a workshop after hours and wondering, “Hey, wouldn’t it be funny if we stuffed that into that?” In the beginning, said stuffing was the 6.2-liter naturally aspirated V8 from the grandest AMGs into the then-humblest, the C-Class compact sedan. While overkill was achieved back then by excessively large displacement, today’s new 2025 Mercedes-AMG C 63 S E Performance does so with another Mercedes staple: gratuitous complexity.

Today’s mightiest C utilizes a kitchen sink approach to excess. Things start with a 2.0-liter inline-four, which doesn’t sound like a sad trombone, but it’s hard not to hear one anyway. It’s also hard not to think that cylinder count will be underwhelming to some, possibly many, regardless of all the other stuff that we’re about to describe. That includes an enormous conch shell of a turbocharger featuring Mercedes F1-derived electrification – an electric motor spools up the turbo before exhaust gases can take over, thereby eliminating turbo lag. To the same end, it also keeps the turbo spooled up when you momentarily lift off the throttle. The overall result is 469 horsepower and 402 pound-feet of torque sent through an AMG nine-speed multi-clutch transmission, making this 2.0-liter the most powerful production four-cylinder in the world. It also has 18 hp more than that old 6.2-liter. Like it, however, today’s “M139I” 2.0-liter is still hand-built using AMG’s “one man, one engine” method. Our test car’s was built by a Maxímílían Bee£. That’s probably not his last name, so let’s assume his engine-building abilities are superior to his penmanship.

Things don’t end with Herr Bee£, however. As the “S E Performance” bit in its appropriately complex name implies, this is also a plug-in hybrid. But not that kind of plug-in hybrid. You don’t even have to plug it in as the engine keeps it topped up under most circumstances. EPA-estimated range is 3 miles. It’s therefore best to think of it more like a regular hybrid with an absurdly large, 6.1-kilowatt-hour battery pack that provides a commensurately absurd amount of power to a motor that’s packaged within an electric drive unit at the rear axle along with its own two-speed transmission and an electronic limited-slip differential. The motor’s maximum output  of 201 hp and 236 pound-feet of torque, or basically the same as a standard Volkswagen ID.4, is only sent to the rear axle through that two-speed gearbox (the maximum output last only 10 seconds, thereafter it’s 94 hp, we didn’t notice a difference during our drive). AMG development engineer Damian Hampen says the second gear engages at 81 to 83 mph to ensure that maximum electric boost is still available at higher, rarely-in-America speeds.

Although the electric motor only sends power to the rear axle, the big Bee£ 2.0-liter still sends its tidings to both axles through an AMG-ified 4Matic+ AWD system that does feature a Drift mode for those times you’ve grown tired of the front axle’s input. Total system output is 671 hp and 752 lb-ft of torque. As previously stated, overkill performance via gratuitous complexity. The estimated 0-60-mph time is 3.3 seconds.

The complexity extends to the drive modes, of which there are eight that we won’t bore you in describing, especially as you can change individual elements of each on the fly using the clever little control hub on the left side of the steering wheel (pictured above right). This meant we could drive in Sport, Sport+ or Race, but ease up the suspension firmness on bumpier portions of road. We ignored the more electric-forward drive modes as we exclusively were driving on fantastic mountain roads and doing so seemed like a waste. Also, again, 3 miles of range.

With the car in those spiciest drive modes, there’s nothing overtly hybrid-y about the power delivery. It just goes. There is indeed no lag, be it from the electric motor or turbocharger, just a whole bunch of slam-you-in-your-seat torque. The exhaust provides some snap, crackle and pop on overrun between shifts, which is basically the only bit of exciting noise from this powertrain, but then Mercedes “enhances” even that with the back seat speakers.

Plenty was done to the chassis. Not only is the car wider as has been typical, but the wheelbase is 0.4 inches longer than a standard C-Class, which is basically unheard of. Hampen says that this quirk was necessary to accommodate the engineers’ desired tires: 265 front and 275 rear. He also says doing so wasn’t that big of a deal: AMG always had its own body-in-white it could modify in such ways, and production wasn’t impacted because the factory is already set up for different cars going down the same line.

The adaptive “AMG Ride Control” suspension is broadly the same as what you’d find in the C 43, and like that car, it’s hard to think of many places on this continent where the ride won’t be uncomfortably firm and jostling. Even on the generally smooth pavement around Malibu, it got old. It was also necessary to switch the suspension to Comfort and Sport at times to better greet big mid-corner bumps. No denying its road holding, however, as the C 63 effectively scalpeled its way through extremely tight and technical mountain roads. To that end, it has standard rear-wheel steering, but its modest 2.5 degrees of articulation does not draw attention to itself (the EQS goes up to 10 and feels like a Disney ride). The steering is feelsome, too, thanks in part to Mercedes not dialing in a whole bunch of effort just for the sake of perceived sportiness. It feels friction-free and natural. Good job.

Less so the brakes. They are carbon ceramic as standard, but it’s doubtful that’s why the pedal action was inconsistent. There would usually be X amount of initial travel before a firmer foot was needed to increase stopping – in other words, totally normal. In a few corners, though, that initial travel would disappear and we were immediately faced with the firmer response. There didn’t seem to be a correlation with the type of braking or a particular situation and it wasn’t constant. There is regenerative braking present, including a one-pedal drive mode that definitely wasn’t active during our test drive, so that sure seems like the culprit, if by fault or by a quirk in design.

Visually, the 3-inch-wider fenders wrapping those uniquely larger wheels are the easiest telltale this isn’t a C 43. There’s also a unique front fascia that elongates the car by 2 inches, an aerodynamic hood vent, special red badges that’ll be the tell for all future E Performance models, and the first application of the Affalterbach badge to an AMG’s exterior (it replaces the usual Mercedes hood crest). The interior gets unique AMG and hybrid displays, an AMG Performance steering wheel that’s a delight to hold, and the option for AMG Performance seats. We found the standard “Sport” seats to be plenty grippy and abundantly adjustable.

All told, the C 63 S E Performance is a different sort of monster C-Class that caters more to the geekier of us who like to regale their friends, prompted or not, about all the whiz-bang geekery that went into their car. Describing old C 63s was more “V8, F- yeah!” followed by a high-five and a burnout. Maybe all that doesn’t matter. Maybe the world needs to move beyond V8s, and the new C 63 is indeed heaps more powerful than all AMG Cs that have come before, but there’s also something less loveable about this one. Complexity just isn’t as fun as largesse.

2025 Mercedes-AMG C 63 S E Performance First Drive: Overkill through complexity

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2025 Hyundai Ioniq 6 Review: An EV for those who’d still like a sedan

John Beltz Snyder

John Beltz Snyder

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Pros: Fun, efficient driving; stand-out design; quick charging and ample range; big back seat legroom; well-executed safety tech

Cons: Too-cheap interior materials, especially in SE; some irritating controls; small trunk; max range tied to base trim; no federal tax credit

For those interested in buying an electric car, you’re bound to find that there really aren’t that many that are literally “cars.” Most EVs, especially in the more affordable end of the spectrum, are more of the crossover SUV variety. While the Tesla Model 3 is by far the best-selling electric sedan, there is an alternative: the 2025 Hyundai Ioniq 6. This four-door car that looks like it materialized in your driveway from the future features a bold design that’s not only eye-catching, but indicative of how extremely aerodynamic it is. That translates to maximum ranges that greatly exceed that of its mechanically related SUV siblings, the Hyundai Ioniq 5 and Kia EV6.

Now, it should be said those ranges do differ widely depending on which battery, motor combination and trim level you choose. Unfortunately, the 361-mile max range is only available with the base SE trim level and its downmarket cabin. Other trim levels still have above-average range, though, and all benefit from rapid public charging speeds. We’ve also found the Ioniq 6 to be surprising fun to drive, regardless of whether it’s a single-motor, rear-drive model or a dual-motor, all-wheel drive one. It’s also comfortable and quiet on the highway, and its interior features more conventional controls and displays than the Model 3 (including an available head-up display for 2025).

As much as we enjoy the Ioniq 6, though, its hangups are not insignificant. Interior quality is one, some frustrating controls are another. The trunk is also small for a sedan. Admittedly, all those issues also exist in the Model 3. However, that has access to  Tesla’s unmatched Supercharger network, along with lower prices (at least at the time of this writing), stronger acceleration and better range with all-wheel drive. Both are excellent choices, though, and prove that you can happily get an electric vehicle that isn’t an SUV.

Interior & Technology    |   Passenger & Cargo Space    |   Performance & Fuel Economy

What it's like to drive    |   Pricing & Trim Levels    |   Crash Ratings & Safety Features

What's new for 2025?

Here at Autoblog, we love cars painted green, so it pains us to announce that the Ioniq 6’s Digital Green option is no longer available for 2025. So much for those pics we took of it last year. On the upside, a head-up display is now available and is exclusive to the Limited trim level.

What are the Ioniq 6 interior and in-car technology like?

The Ioniq 6 interior looks at first less bold than the streamlined exterior, but look closer, and it reveals itself to be one of the most creative cabins on the market. Though certainly reminiscent of the Ioniq 5, there are all kinds of  unique details, such as the ripples on the doors that reflect the multi-color ambient light. Those doors are also distinctive in that they’re bereft of window and locking buttons. Those are on the center console, which admittedly takes some getting used to (unless you’ve owned a  Jeep Wrangler  or old  BMW).

Materials quality also doesn’t look or feel as good as what you’d find in a  Hyundai Sonata, for instance, or other midsize sedans. This is particularly evident in the base SE (pictured above in black), which is the only trim level available with the 361-mile range estimate. Its mandatory cloth trim looks and feels cheap, while the hard plastic phone bin will be a constant reminder that you didn’t opt for a high trim as your phone slides around without the benefit of wireless charging. You can  read more about the Ioniq 6 SE interior here, but in general, we wish there were a way to get the max range with even a slightly nicer and better-equipped interior.

In terms of functionality, the Ioniq 6 mostly succeeds. The dual 12.3-inch screens are bright, clear and responsive, while the infotainment interface is one of the easiest in the industry to use. The supporting touch-sensitive climate controls are less so, and we dislike the need to call up a touchscreen menu to engage the heated and ventilated seats or heated steering wheel. We also miss the “radio” shortcut button found in most other Hyundai and  Kia  vehicles – again, you have to press one button (“Media”) to bring up a touchscreen submenu. On the other hand, the fact that the Ioniq 6 has physical controls at all, plus instruments in front of the driver, stands in sharp contrast to its main rival, the  Tesla Model 3  and its one-screen-does-everything interior.

How big is the Ioniq 6?

Like the other car’s on Hyundai’s E-GMP platform, the Ioniq 6 is deceptively large. The short overhangs and unusual proportions make it seem like a small vehicle, but it's only a couple inches shorter than the Hyundai Sonata family sedan. The long wheelbase allows the interior to be particularly large, especially in regard to legroom. Surprisingly, the hunkered-down shape of the Ioniq 6 doesn’t overtly compromise visibility (it’s quite good, actually), while headroom up front remains decent despite a seating position that’s perhaps a smidge high. The seats are wide but a bit flat, and loads of adjustment makes it easy to find a comfortable seating position. Rear headroom is a little tight due to that distinct shape created for the sake of aerodynamic efficiency, but again, legroom is vast. Six-footers will have no problem sitting back-to-back, and you’ll have no problem with kids’ shoes kicking the passenger seat up front.

Trunk space, on the other hand, is poor. Its volume of 11.2 cubic-feet would be small for a compact sedan, let alone a midsize one. Not surprisingly, the Ioniq 6 was unable to swallow all the bags of  our standardized luggage test. By contrast,  the Sonata’s 16.3-cubic-foot trunk  had space left over for multiple bags. There is a substantial underfloor storage area, however, plus a frunk compartment perfectly sized to store the tire mobility kit and charge cord.

What are the Ioniq 6 fuel economy and performance specs?

The Ioniq 6 has three powertrain options, two of which are single-motor, rear-drive setups, and the third with two motors and therefore all-wheel drive.

The first single-motor arrangement is exclusive to the SE Standard Range. It makes just 149 horsepower and 258 pound-feet of torque. It also gets the smallest  battery capacity, 53 kilowatt-hours, resulting in an estimated range of 240 miles. That’s actually not bad given the battery size and the ranges of other EVs. Credit for that can go to being quite efficient, coming in as the second-most frugal Ioniq 6 behind the long-range, rear-drive SE. It’s estimated by the EPA to return 135 miles-per-gallon-equivalent combined.

Moving up to the other trim levels, the standard powertrain is the long-range, rear-drive option. It has a 77.4-kWh battery with higher output that allows for more horsepower from the rear motor: 225 horsepower. Torque remains the same at 258 pound-feet. That bigger battery offers better range, but the amount varies depending on the trim level. The SE has the best range at 361 miles, which is due to it being more efficient than the SEL and Limited on account of their larger wheels. The SE with rear drive returns 140 mpg-e combined. The SEL and Limited return 117 mpg-e and have a range of 305 miles.

Optionally available is the dual-motor, all-wheel-drive powertrain. With the addition of a front motor, power rises to 320 horses and torque to 446 pound-feet. Efficiency drops with the SE getting 121 mpg-e combined. Its range is 316 miles. The SEL and Limited get 103 mpg-e combined with a range of 270 miles.

Finally, lets talk charging speed. The Ioniq 6’s advanced 800-volt architecture allows it to swallow down electrons quicker than most other EVs. This greatly depends on the amount of kilowatts available at a fast-charge station, but all things being equal, we’d definitely rather have the faster-charging car available. The Ioniq 6 also charges very quickly at home, with 11-kW max speeds possible with an appropriate home charger.

What's the Ioniq 6 like to drive?

Interestingly, the Hyundai Ioniq 6 is the sportiest base version of the E-GMP cars. The suspension is tuned stiffer, lending a much more responsive chassis with less body roll. The steering feels quicker and more accurate than its siblings, too. Selecting the heftier “Sport” steering mode really isn’t necessary.

The stiffer suspension does yield a correspondingly stiff(er) ride than its crossover(ish) cousins. That doesn’t mean it’s uncomfortable, though. Even on bigger wheels, we found it happily soaked up bumps and was an absolute highway champ during a road trip  between Los Angeles and Las Vegas.

Acceleration is a big factor. We have yet to test the standard-range version, but given its meager 149 horses, we figure it’ll feel awfully slow even if it provides the usual initial electric kick off the line. The 225-hp extended-range rear-drive version certainly doesn’t provide the oomph of the 320-hp dual-motor Ioniq 6, but it also doesn’t feel slow. Unless you need the all-weather traction that all-wheel drive allows, we would stick with the extra range and lower price tag of the rear-motor/extended-range combo. 

Also worth noting is that the Ioniq 6 has full one-pedal driving available. The regenerative  braking  force can be adjusted via the steering-wheel paddles, and at maximum, it can bring the car to a full stop. It's easily controllable, and the brake pedal feel and position remains consistent.

What other Hyundai Ioniq 6 reviews can I read?

2023 Hyundai Ioniq 6 First Drive Review: Slippery sedan adds big range

Our first drive review, including more in-depth information about its design and engineering.

Hyundai Ioniq 6 SE Interior Review

Taking a deep dive into the base trim level's interior, and therefore the only version that can achieve 361 miles of range.

Hyundai Ioniq 6 Luggage Test

Taking a close look at just how much you can fit in the Ioniq 6's trunk, which is small for a midsize sedan.

What is the 2025 Ioniq 6 price?

Pricing for 2025 was not available at the time of this writing.

We would expect a few hundred added to the below 2024 prices, all of which include the $1,115 destination charge.

SE RWD Standard Range: $38,650

SE RWD: $43,565
SEL RWD: $46,365
Limited RWD: $51,265

SE AWD: $47,065
SEL AWD: $49,865
Limited AWD: $54,765

What are the Ioniq 6 safety ratings and driver assistance features?

Every 2025 Ioniq 6 includes forward collision warning and automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, blind-spot and rear cross-traffic warning systems, Safe Exit warning (stops you from opening doors into cars or cyclists), driver inattention warning and adaptive cruise control with stop-and-go capability and lane-centering steering assist. The latter is known as Highway Drive Assist.

The SEL and Limited trims get Highway Drive Assist II, which adds partially automated lane changes (activate turn signal, car does the rest) and adapts itself to match your acceleration style. Those trims also add more proactive steering assistance for the forward collision and blind-spot warning systems. Finally, the Limited gains reverse automated braking, a surround-view parking camera system, remote smart parking using the vehicle remote, and a camera-based blind-spot monitor. Besides the sheer volume of these systems, it’s important to note that they are among the best-executed in the automotive industry.

The NHTSA gave the Ioniq 6 four out of five stars for frontal crash protection, and five stars for side protection. The Insurance Institute for Highway Safety named it a Top Safety Pick+ last year, the highest possible honor, for its sufficiently high scores in all relevant crash and crash prevention categories.

2025 Hyundai Ioniq 6 Review: An EV for those who’d still like a sedan

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2025 Buick Envista Review: Looks expensive, isn’t. A hidden gem

John Beltz Snyder

James Riswick

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Pros: Compelling design; ample space for the segment; quiet and refined driving experience; punchy and efficient engine; well-equipped; low price

Cons: All-wheel drive not available; armrests are a bit hard

The Buick Envista was arguably the most surprising new vehicle released last year. Both because we weren’t expecting it to be so wildly impressive and competitive, but because it legitimately surprised people when they found out what it was and how much it costs. We had multiple bystanders guess our test car cost $60,000 or even $80,000, and we agree it looks expensive. Thing is, our Sport Touring test car only went for about $30,000 and wasn’t even the top of the line. That’s very competitively priced for the subcompact segment, and moreover, you get a lot for your money – besides tricking folks into thinking you have a much higher car payment.

The 2025 Buick Envista boasts one of the biggest back seats and cargo areas in its segment, allowing it to be one of the more family friendly options. Its interior is well equipped, looks almost as good as the exterior, and has technology that’s attractive to look at and easy to use. Its tiny turbocharged engine also punches above its weight class by feeling quicker than its rather meager specs would indicate while delivering excellent fuel economy. The overall driving experience is awfully refined, too.

Cons? Well, if you have a lead foot, the engine will eventually run out of steam if you accelerate aggressively. All-wheel drive is also not available, and a few hard plastic interior surfaces betray the overall premium allusion. None of that prevents us from making the 2025 Buick Envista an Editor’s Pick. This is a thoughtfully engineered, designed and packaged small SUV that shows you don’t have to pay a lot to get a lot.

Interior & Technology    |   Passenger & Cargo Space    |   Performance & Fuel Economy

What it's like to drive    |   Pricing & Trim Levels    |   Crash Ratings & Safety Features

What's new for 2025?

Rear parking sensors are now standard on all trims, while remote ignition is standard on the Preferred and Sport Touring. The Sunrise Red option is no more, and you can no longer get Copper Ice Metallic on the Sport Touring – that’s the color-trim combo shown above, so don’t fall in love with it, K? The rest of the car carries over unchanged for 2025.

What are the Envista interior and in-car technology like?

There is lots of hard plastic inside the Envista, most notably on the doors. If that bothers you, it’ll probably be hard to find anything new at this price point. Otherwise, the Envista’s cabin is an attractive and user-friendly space. The Sport Touring’s leatherette seating (pictured) or the Avenir’s leather certainly maximize the Envista’s “It costs how much?” wow factor, though, especially with their dash-top pleather trim and contrast stitching.

We appreciate that Buick kept things simple in key places, such as its traditional shifter and physical buttons/knobs for the climate controls. Yet, the cabin’s showpiece is clearly the pair of displays encased in one curved housing. It looks expensive, and the screen graphics back it up. The all-digital instruments in particular are classy in appearance and simply provide the information you need (although the trip computer info being in the touchscreen is bound to confuse some at first). The 11-inch touchscreen is larger than most in the segment and is powered by a less feature-rich version of  GM’s Android-based infotainment system. It doesn’t do that much, but the radio controls look good and are well laid out, the menu icons remain docked on the left side of the screen at all times, and wireless Apple CarPlay and Android Auto are standard. Wireless charging is available on all trims.

How big is the Envista?

The Envista has roughly the same length and wheelbase as a  Honda CR-V, but it’s ultimately in the next segment down (subcompact) because its rakish roofline significantly diminishes its total interior volume, especially in terms of cargo. Importantly, its price tag is more in line with subcompacts.

In practice, this means it has an abundance of rear seat legroom for the segment. A 6-foot-3 person was able to still fit back there with the driver seat set for himself, while there was plenty of room for the passenger seat to be scooted up out of the reach of a kicking toddler’s shoes. Headroom definitely is less than boxy compact SUVs, but the hair of that same 6-foot-3 person wasn’t grazing the roof.

Cargo space does indeed suffer because of the roofline. A rigid cargo cover and a lack of a dual-level cargo floor (as most competitors offer) do hamper its space and versatility as well. Nevertheless, we found that once you chuck that cargo cover,  the Envista was better able to carry our standard allotment of cargo test suitcases  than everything in its segment save  the Bronco Sport,  VW Taos  and  Kia Seltos  (in that order). That includes its mechanically related cousin, the Chevy Trax, that actually has a higher on-paper cargo volume (the Envista’s cargo area is longer, which turns out to be more beneficial for stuffing in luggage than the Trax’s extra height). Pretty great for something that looks so sleek.

What are the Envista fuel economy and performance specs?

Every Envista has the same powertrain, and there are no options. A 1.2-liter turbocharged inline-three sends 137 horsepower and 162 pound-feet of torque through a six-speed automatic transmission. Front-wheel drive is mandatory; all-wheel drive is not an option.

EPA-estimated  fuel economy  is 28 mpg city, 32 mpg highway and 30 mpg combined. We were seeing similar fuel economy during our 300-plus miles behind the wheel. This is better fuel economy than most in the segment, although admittedly not by a lot.

What's the Envista like to drive?

Look at the above specs. They sound lame, right?  Three  cylinders? 137 horsepower?  Six-speed automatic? We didn’t even mention that the 0-60-mph sprint is somewhere in the 9s, making it one of the slowest cars in the segment and on the road, period. The thing is, you’d never know it by driving it. This is a good powertrain that’s been thoughtfully applied to this car to simultaneously assure a low price, good fuel economy and elevated refinement.

It starts with the engine itself. Forget the horsepower – those 162 pound-feet of torque come on early at 2,500 rpm, ensuring a punchy power delivery around town and when jumping into a faster lane of traffic. That six-speed automatic may sound antiquated, but it’s quick to respond and is more likely to find itself in the right gear (unlike eight-, nine- or 10-speed units), doesn’t stutter to engage (unlike a DCT) and doesn’t depressingly drone (unlike a CVT). Meanwhile, it still manages 30 mpg combined. Then there’s the ample sound deadening that reduces whatever racket that little triple-cylinder makes down to a pleasant muffled snarl. Basically, this car doesn’t feel slow and it sounds refined.

The accolades don’t stop there. We logged plenty of highway time and came away thoroughly impressed by the quiet noise levels, comfortable and well-composed ride, just-right steering effort, and comfortable driver seat. Our Sport Touring test car did come with the optional Watts linkage rear suspension upgrade that comes standard on the Avenir trim and is unavailable on the base Preferred. We have not tested the base suspension, so we don’t know just how much more comfortable and composed the upgrade makes the Envista, but given the car’s strong overall value, seeking a so-upgraded trim level seems like a good idea.

What other Buick Envista reviews can I read?

Buick Envista Avenir Interior Review

Get a closer look at the top-of-the-line Envista trim level, which ups the ante in terms of interior materials and ambience.

Buick Envista Luggage Test

Take a deep dive into the real-world capacity of the Envista's cargo area. It's better than we were expecting. 

Buick Envista Cupholder Mega Test

And now for the ultimate challenge: a jumbo Nalgene bottle!

Buick Envista First Drive Review: Budget belle

Our first time with the Envista, including information about its engineering and design.

What is the 2025 Envista price and where is it made?

The Envista is built in Bupyeong Gu, South Korea. Pricing starts at $22,900, but we didn’t know the destination charge for 2025 at the time of this writing. It was $1,095 last year. Assuming it stays relatively consistent, the overall base price is right in the heart of the subcompact SUV segment. If you’re simply prioritizing max passenger space in this price range, the base Envista Preferred would be a good choice.

The Sport Touring ($24,700 before destination) gets sharper looks and an upgraded interior with leatherette upholstery, plus access to the Experience Buick package that adds the Watts link suspension upgrade and 19-inch wheels. Otherwise, the same worthwhile Convenience package upgrades are available on both Preferred and Sport Touring: the Convenience I package (a power driver seat, heated front seats and steering wheel, proximity entry, remote ignition), the Convenience II package (power liftgate, auto wipers, wireless phone charging). 

All that optional content is standard on the Avenir pictured below ($28,600 before destination), which also gains leather upholstery, a rear center armrest, and various design/ambiance upgrades. Every Envista is available with the same package of driver assistance tech features described in the section below.

What are the Envista safety ratings and driver assistance features?

Every 2025 Envista comes standard with forward collision warning with automatic emergency  braking  and front pedestrian detection, lane-departure warning, lane-keeping assist and rear parking sensors. The Advanced Safety package available on all trims adds blind-spot and rear-cross-traffic warning and adaptive cruise control.

The Envista still had not been crash tested by a third party at the time of this writing.

2024 Hyundai Ioniq 5 Review: Still at the top of its game

James Riswick

James Riswick

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Pros: Futuristic styling with utilitarian design; lengthy range; rapid charging; surprisingly fun to drive; excellent infotainment

Cons: Base model is less appealing; less useful cargo space than rival EVs; no federal tax credit

The electric car market is expanding and evolving rapidly, but the 2024 Hyundai Ioniq 5 continues to hover high above much of the field despite its nameplate being three years old. It still wows with its digitalized retro looks and hatchback shape that disguise the fact that it’s actually quite big. That size grants it a degree of practicality and comfort that make it a great family vehicle, while Hyundai has tuned it to be surprisingly fun to drive.

The Ioniq 5 checks plenty of other key boxes, especially for the typical EV buyers. Electric range is above average and its 800-volt architecture makes it one of the fastest-charging EVs, period. Performance is quite strong, too, especially with the dual-motor model. Infotainment tech is top-notch – it looks cool and is easy to use. Safety tech is even better – it’s one of the most extensive and best-executed driver assistance suites on the market.

As much as we love the Ioniq 5, checking out the mechanically related Kia EV6 and Hyundai Ioniq 6 sedan is a must, as is the new Chevrolet Blazer EV (although its availability is limited in the coming year). One also can’t ignore the low prices and superior charging network offered by the Tesla Model 3 and Model Y. We’re not sure any of them are quite as cool as the Ioniq 5, though.

Note that the refreshed 2025 Hyundai Ioniq 5 is coming soon, and the hi-po 2025 Hyundai Ioniq 5 N is available now. We're not totally sure what's in store for the rest of the next model year, but we've driven the 2025 Hyundai Ioniq 5 N (it's incredibly fun), and have included it in this buying guide.

Interior & Technology    |   Passenger & Cargo Space    |   Performance & Fuel Economy

What it's like to drive    |   Pricing & Trim Levels    |   Crash Ratings & Safety Features

What's new for 2024?

There are a slew of added standard features that weren’t available at all last year. This includes rear seat side airbags, rear outboard seatbelt pretensioners, steering wheel haptic feedback added to the lane-keeping and blind-spot warning systems, and in-car Wi-Fi capability (subscription required). A digital rearview mirror is also now standard on the Limited.

And finally, in case you’re wondering about the wild, high-performance Ioniq 5 N, it’s here as a 2025 model year. You can read our Hyundai Ioniq 5 N review here.

What are the Ioniq 5 interior and in-car technology like?

The Ioniq 5’s cabin is big, bright and airy, with a minimalist design aesthetic that doesn’t lose sight of functionality. Everything isn’t controlled and displayed on one screen, and there are still conventional buttons and switches for things like the windows and climate controls where you expect them to be. Even the touch-sensitive buttons and electronic shifter, which can typically be a source of frustration, are well-executed.

In the Limited trim, the center console is moveable, sliding forward and backward. That console is home to a pair of cupholders, a large cargo tray, a slot for a phone — with an available wireless charging pad — and a pair of USB ports. It’s a clean and calming space that’s surprisingly spacious and airy. The color palette is limited: black monotone and two-tone gray with a two-tone green sadly only available with the Digital Teal or Shooting Star exterior Limited trim levels.

Every Ioniq 5 features dual 12.3-inch displays, with one serving as the instrument panel, the other as an infotainment touchscreen. It’s one of the better infotainment systems on the market (it's also likely to be replaced with Hyundai's updated one, as the Ioniq 5 N has, and we don't like it as much). The menus make sense, simple tasks like changing a radio station are easy, responses are quick, and it looks good. We also like the 60/40-split screen functionality that lets you look at audio and navigation, for instance, at the same time. Unfortunately, wireless Apple CarPlay and Android Auto are not available, which obviously means you have to plug in your phone to use them. Worse, the data USB port is under the dash down by your shin (below right), meaning your phone will end up stranded down there, too. The non-data USB ports and the available wireless charger are located in the center console (below).

The Limited trim gets a head-up display with integrated augmented reality. In addition to the usual HUD duties, it can also project images to highlight the car ahead of you, give alerts about lane safety and help indicate where and when to make the next turn on your route. If that sounds like a lot of visual information, it is, but you can tailor the content shown in your HUD through menu selections. This is the type of cutting-edge tech you can only find in upper-crust vehicles like the  Mercedes-Benz S-Class.

How big is the Ioniq 5?

It’s way bigger than it looks. While it looks like a hatchback in photos, seeing it in person, you can better understand why the Ioniq 5 is better classified as a midsize  crossover SUV. Its wheelbase is about 3 inches longer than that of the three-row  Hyundai Palisade. As such, the Ioniq 5 is fabulously roomy inside. Back seat legroom is vast, but then that’s pretty much an EV given at this point. The front row is especially spacious and open, however. The available sliding center console opens that lounge-like space up even more, and if you really want to lounge, the Limited includes a driver seat footrest to use while parked/charging (both pictured above). 

As for the cargo area, the footprint is big, but the aggressively raked rear window means taller items could impede the closure of the liftgate. The rear seats can slide forward to allow a little more luggage space, at the expense of second-row passenger space. The Ioniq 5 claims 27.2 cubic feet behind the second row, which is lower than the  Ford Mustang Mach-E’s 29.7  and  the Volkswagen ID.4’s 30.3. Its on-paper volume is  greater than that of its  Kia EV6 cousin,  but in our  Ioniq 5 Luggage Test, we found that the shape/slope of the hatchback impedes loading, shrinks usable size and ultimately makes the cargo less spacious than the  EV6  and the other electric  crossovers. There’s no front trunk (or “frunk,” if you prefer) under the hood apart from a small space (0.85 cubic feet) only big enough to stash the mobile charging cable or other small items. That’s at least better than needing to store them in the cargo area, and at this point, few EVs have useful frunks.

What are the Ioniq 5 fuel economy and range specs?

There are three drivetrain configurations for the Ioniq 5. The base standard-range version has a 58-kilowatt-hour battery good for 220 miles of driving. It is only available as a single-motor, rear-wheel-drive model with 168 horsepower and 258 pound-feet of torque. Its efficiency is rated at 110 miles-per-gallon-equivelent combined

Then there are two versions with the 77.4-kWh long-range battery. The single-motor rear-wheel-drive version provides 225 hp and 258 lb-ft of torque. That’s good enough for a sprint from 0-60 mph in around 7 seconds, which would be an average time for a midsize SUV. With a driving range of 303 miles, it’s rated at 110 mpg-e combined.

The all-wheel-drive version adds a second motor that powers the front wheels. The resulting total jumps significantly to 320 hp and 446 lb-ft of torque, which is why there’s a larger price premium for all-wheel drive than you’d see in gas-powered cars, plus the Toyota bZ4X and Chevrolet Blazer EV. All that extra juice motivates the Ioniq 5 from a stop to 60 mph in about 5 seconds, but range drops to a still useful 260 miles. It’s rated at 99 mpg-e combined.

On the charging front, the Ioniq 5’s 800-volt battery architecture means it can take advantage of 150- and 350-kW DC fast chargers, the latter able to take the battery from 10% up to 80% in just 18 minutes. It’s one of the fastest-charging EVs, period.

The 2025 Hyundai Ioniq 5 N gets dual-motor all-wheel drive good for 601 hp and 545 lb-ft of torque, or 641 hp and 568 lb-ft for 10 seconds at a time with the "N Grin Boost" function engaged. It'll do 0-60 in a claimed 3.25 seconds. Its 84-kWh battery has a range of 221 miles, and gets 72 mpg-e.

Zac Palmer

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What's the Ioniq 5 like to drive?

Both the all-wheel-drive and RWD versions of the Ioniq 5 are an absolute delight, but the dual-motor AWD model is the one that'll get your heart pumping. With all the headline-generating, eye-popping 0-60 times of ultra EVs like the  Tesla Model S  Plaid, it's easy to forget that a 5-second 0-60 time is still awfully quick (and honestly, the long-range RWD model is far from slow at 7 seconds). The Ioniq 5's instant torque is enough to snap you back into your seat as you rocket onto the freeway. With Sport mode engaged, the AWD Ioniq 5 will treat you to a light but delectable serving of the rear wheels breaking traction to let the rear end peek out. It’s an addictive pleasure, and one that is sure to induce an endless supply of giggles.

That said, the Ioniq 5 can also be incredibly well behaved. Its long wheelbase makes for a calming sense of stability at highway speeds, while you’re quietly and comfortably whisked away to your destination. Hyundai’s Highway Driving Assist system includes adaptive cruise control (with machine learning to adapt to your driving style) and a very adept lane centering feature. The Highway Driving Assist II feature on the SEL and Limited trims gets semi-automated lane changes and integration with the augmented reality head-up display. There are also driving modes — Normal, Eco, Sport and Snow — to fit your mood or situation, and you can also dial in different amounts of regenerative braking force using the paddles on the back of the steering wheel. The highest level allows for one-pedal driving.

We have yet to test the single motor standard battery version, but its combination of range, performance and price make the Ioniq 5 less competitive.

As for the 2025 Ioniq 5 N, it's wild with tons of power and the ability to mimic engine noises and an eight-speed transmission. With N E-Shift, the Ioniq 5 doesn’t drive like an EV. The electric motors initially delay response to give the feeling of turbo lag. The power peaks and surges like the turbo engines in Hyundai’s other N cars. You can rev high in each gear and the Ioniq 5 will lurch and cut power while your fake tach needle bangs off the fake rev limiter. The experience is legitimately uncanny. And it’s fun. Like, a ton of fun. Masterful suspension tuning and powertrain trickery, plus an e-LSD at the rear, contribute to a car that happily flings itself amongst narrow, technical, back-and-forth esses. It feels big, but definitely not as big as its dimensions would suggest. The brake feel is firm and trusty by EV standards, but still not as sensitive on track as top ICE models. In a nod to committed left-foot brakers, the Hyundai allows a simultaneous two-step on the brake pedal and accelerator without cutting power.

What other Hyundai Ioniq 5 reviews can I read?

10 thoughts about the future-classic Hyundai Ioniq 5 N

Wildly fun and dripping with character, the high-powered N will be remembered.

Hyundai Ioniq 5 N First Drive Review: Mega fun everywhere, not just 0-60

We drive the U.S.-spec N. Every part of the EV SUV is retuned, from suspension and battery to seats and screens.

Comparison Test: Hyundai Ioniq 5 vs Ford Mustang Mach-E

Both are great, but which is better? We decide in this comparison test.

Hyundai Ioniq 5 Luggage Test: How much cargo space?

The electric hatchback/crossover has a weirdly shaped cargo area, but a handy sliding back seat.

Hyundai Ioniq 5 vs Kia EV6 Interior Comparison | Mellow modernism vs. supreme sportiness

Having trouble deciding between the Ioniq 5 or EV6? Our interior comparison could provide you the answer.

Hyundai Ioniq 5 Cupholder Mega Test

We check the cupholders and door pockets of the 2023 Hyundai Ioniq 5 to see if it will fit our favored but oversized water bottle.

2022 Hyundai Ioniq 5 First Drive Review | The electric hits keep coming

This is our first crack at the Ioniq 5, and we drive the top trim level with all-wheel drive in the city, on the highway and through some winding mountain roads. Let’s just say we’re in love.

What is the 2024 Hyundai Ioniq 5 price and where is it built?

The Ioniq 5 is built in South Korea, so it is ineligible for federal tax credits when purchasing the car. It may qualify for state credits, though, depending on your income level.

Pricing starts at $42,985, including the $1,395 destination charge, but that’s for the short-range, small-motor, rear-wheel-drive version. The bigger battery and more powerful rear motor start with the SE at $47,035. We think that’s the best place to start, and from there, the Ioniq 5’s trim levels are the usual ladder-type structure where each gets extra equipment plus additional style options.

All prices below include the $1,335 destination charge. And note that the atypically high all-wheel-drive price premium is the result of the dual-motor model adding significant performance in addition to all-weather traction.

  • SE Standard-Range RWD: $43,195
  • SE RWD: $47,245
  • SE AWD: $50,745
  • SEL RWD: $48,795
  • SEL AWD: $52,295
  • Limited RWD: $54,895
  • Limited AWD: $58,795
  • D100 Platinum Edition (Disney-themed): $61,795

The 2025 Hyundai Ioniq 5 N comes in a single trim with all-wheel drive, and costs $67,495, including the $1,395 destination charge.

What are the Ioniq 5 safety ratings and driver assistance features?

Every Ioniq 5 comes standard with forward automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, blind-spot and rear cross-traffic warning, Safe Exit Assist (uses the last two items to warn you against opening doors into cars or bicycles), a driver inattention warning system, rear occupant alert, rear parking sensors and adaptive cruise control with stop-and-go functionality and lane-centering steering assist. Rear side airbags are also standard, which is rare. Also available are surround-view parking camera, blind spot view monitor, front parking sensors, as well as the added functionality of Highway Driving Assist II (automated lane changes, and improved logic for adaptive cruise control to better adjust to cars cutting in front of you or encroaching on your lane). Besides simply having all these driver assistance features, it’s important to note how well-executed they are.

The 2024 Hyundai Ioniq 5 received an IIHS Top Safety Pick+ award, scoring the highest marks in every crash test  category. Its base headlights scored an "Acceptable" rating, but the upgrade lights for the SEL and Limited scored the highest "Good" rating. The  NHTSA  gave the Ioniq 5 five out of five stars for overall, side and rollover crash protection. It got four stars for frontal crash protection.

Hyundai Santa Fe Calligraphy Interior Review: More functional than fancy

The new Hyundai Santa Fe boasts a controversial design on the outside that definitely won't be for everyone (I'm all for it, but can see how the Minecraft Ford Flex aesthetic is a bit weird). The interior is less polarizing. The design is certainly on the blocky side itself, and doesn't have the more organic and luxury-adjacent vibe of the Palisade, but its technology, switchgear and overall materials quality all speak to a premium environment. I don't think it's as luxe as the Palisade Calligraphy with its quilted leather and silver switchgear, but it certainly has the luxury feature content to back it up. I'll be touching on those features a bit in this interior review, but I'll mostly be focusing on this interior's impressive functionality, much of which is common throughout the Santa Fe lineup.

Let's talk about storage, as the Santa Fe has a lot of it. There is the typical drop-down glovebox, but just above that is a little shelf to put whatever. I'd say a phone, but the center console has your passenger covered for that (more on that in a moment).  

Above, you'll see there is a second glovebox hidden behind the pleather-covered trim panel. Apparently, as this is a Calligraphy, it has a UV Sanitizer inside meant to kill germs on whatever you put in there. I sadly did not have a petri dish on hand to see how effective it is. I guess this is a good thing? At the very least, it's something I've never come across before.

Speaking of which, I don't remember coming across a double-opening center armrest bin like this. Lots flip left or right, but this one has access buttons on both ends. Why do you want it to open the other way?

So those in the back can get access, that's why. They also have a handy pull out bin. 

Moving back up front, there is a now-common under console storage area. It has a rubberized floor to prevent whatever from sliding around.

Here's another novelty. Though not strictly unique, having two wireless charge pads in a car is exceedingly rare. These are right-smack in the middle of the center console and you can see they feature little platforms that let the outer edges of your phone have access to air rather than suffocating against rubber. 

You can also see the primary cupholders here, which were big enough to hold my wine-bottle-sized water bottle. 

Moving into the back, there are additional cupholders in the doors. I'm a big fan of this feature, mostly because I can put my son's daily water bottle for school right next to him where I can't possibly miss it when getting him out of the car. 

The hourglass shape allows for two cups or bottles, but is also intended to keep a phone on its side somewhat secure. 

In this photo, you can also see that the Calligraphy has heated second-row seats. So does the Limited. 

The front seat backs have little hooks and some Minecrafty embossments to spruce up what would otherwise be hard plastic. And before you complain about that hard plastic, I'd offer this is better to meet a kid's dirty shoes than leather/pleather.

As shown in the Santa Fe Luggage Test, there is some underfloor storage behind the third row, but it's indeed more "storage" than an expansion of the cargo area.

Let's talk about the seats. These are exclusive to the Calligraphy: the "Relaxation Comfort" seat first seen in the Hyundai Ioniq 5 Limited. I like them because of how high you can arch up the front of the seat bottom and dive the back of it -- I'm 6-foot-3, and sitting like this lets me sit closer to the wheel while providing under-thigh support and taking pressure off my lower back. A fellow editor once dubbed this "the birthing position." Porsche seats can often do this, as could BMW seats in the 2000s. 

For everyone else, putting this feature in the Santa Fe feels more like a "hey, why not?" feature. The Ioniq 5 has it, apparently, for relaxing while your car charges. You don't have to do that with the Santa Fe. Waiting for the kids to come out of school, maybe? Whatever, let's just go with "good for tall people."

The second-row captain's chairs in the Calligraphy are partially power-operated. They still slide fore-aft by pulling up on a bar and then moving the seat the old-fashioned way, or by pressing the quick-release button that slides it forward for third-row access. 

Recline and seat-bottom tilt are then handled with electric motors. This is great for comfort, but impedes third-row access by making it ... really ... slow ... to ... put ... the seatback ... back. A common issue with power-operated second-row seats. 

You can lower the second-row seatbacks with these buttons in the cargo area.

This is the third row. The seat is obviously quite flat, and it's quite close to the floor. You will be more comfortable in a Palisade, regardless of how big you are. That said, scooting the second row up to free up some extra space for those in the third row still leaves plenty of space for those sitting in the second (even with a tall driver up front). Also note how much headroom there is thanks to that boxy roofline, which also contributes to big, square quarter windows that makes it feel airier and more spacious than is typical. 

Speaking of airy, the Limited and Calligraphy have a dual-pane sunroof.

Back to the third row, which has air vents, hourglass double cupholders and a USB-C port on each side, plus a rear A/C fan control. The right side also has the 115-volt house-style electrical outlet that's more of a cargo feature.

The second row has sunshades in the Calligraphy. I think these should be standard in every family vehicle. 

Now let's move up front and talk about technology and controls.

This has basically the same shifter design as the Ioniq 5 and 6. Twist forward for drive, backward for reverse and press the button on the end of it for park. 

I have a tendency to want to do the opposite as the shifter's monostable functionality is generally similar to center console electronic shifters that do forward for reverse and back for drive (see BMW). 

There are different gauge layouts available, tied to drive mode if you'd like, but I just stuck with these. They are clean, easily read and go with the rest of the interior.

The Santa Fe has the same row of infotainment shortcuts as the Ioniq 5 N (which has removed the old Radio shortcut button for Search, booooooo), but it has more climate controls. Specifically, "buttons" for heated seats, ventilated seats and heated steering wheel. You don't have to wait for the infotainment system to clear a lawyer screen, press a general seat/wheel button and then do something on the screen. That's annoying. This isn't.

Also note that the mechanically related Kia Sorento has these rows of infotainment and climate controls integrated into a common housing and flips back and forth between them. This is better than that.

You can also see the big Drive Mode toggle here. Can't say I was inspired to press that in a Hyundai Santa Fe. 

Oh, you can also see the little button for killing the gunk on your phone with UV-C.

The Limited and Calligraphy have multi-color ambient lighting. There are 10 preferred choices with snazzy names, or you can go beyond that with a larger color wheel. My son demanded pink per usual.

And finally, the infotainment system, because it pisses me off. This is Hyundai/Kia's newest system and I don't like what they've done. I DO like that it no longer defaults onto a nothing page with some scenery on it every time you turn the car on, and the shortcuts along the bottom are fine. 

I listen to satellite radio, though, and what they've done to its interface is nonsensical. Since Sirius and XM debuted in cars nearly 20 years ago, a defining feature has been being able to see what song is playing. Furthermore, you've usually been able to see that information at the same time as your favorites list. That functionality is increasingly going away and I do not understand it. The Hyundai/Kia system is yet another culprit after previously doing Sirius XM controls totally normal and very well. 

Look above left. The currently selected station, Alt Nation, is indicated in three different places: highlighted in the channel list, shown as a thumbnail at the right, and in the lower right hand corner with its station number, SXM 36. The only thing indicating what song is playing is the tiny thumbnail of album art, as if anyone is supposed to know what the hell that is. This is barely better than the plain-old radio face plate in my 25-year-old BMW that just says "FM 106.7."

To find out what son is playing, you have to press that tiny thumbnail of album art. This takes over the entire damn screen (above right), and although you can now see the song info, it's in small font in the lower right hand corner. VW and BMW now do this full-screen takeover, and I don't get it. It makes you got back and forth, back and forth ...

Oh, but can't you use the split-screen functionality to show song info, you know, exactly where that Alt Nation logo is in the above left photo?

NO! I can't fathom why Hyundai/Kia got rid of the option for seeing entertainment info in the split screen view. This is particularly helpful when using the native navigation system, or as some cars let you do, with Apple CarPlay.

In the new Hyundai/Kia system, split screen content lets you see a map on top of a map, the weather forecast, or my personal favorite, extremely detailed geographic coordinates just in case you need to call in a missile strike on yourself. 

This obviously drives me bonkers. Why, Hyundai, why???

At this point, I can already hear people saying "Whatever, I just use Apple CarPlay." Well then, here, it has it, and the shortcut buttons make it easy to escape. 

Hyundai/Kia has also maintained the little star button, which is customizable for access any number of options. I set it for phone projection, granting quick access to Apple CarPlay at the push of a button. Again, I can no longer press a Radio button to easily get back to that screwy radio screen, but don't worry, I have easy access to Search for something. What, I don't know. "Hey Hyundai, why is your radio UI terrible now?"

So, obviously, I'm no fan of the infotainment system changes, but everything else about the Santa Fe's interior functionality is very impressive. 

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