Category: 2024

2025 Toyota 4Runner vs 2024 Toyota Land Cruiser: Exploring key differences

Toyota is on a roll with the 4Runner and Land Cruiser

The legendary Japanese automaker has been releasing redesigned versions of some of its most iconic models. Among the highlights are the 2024 Toyota Land Cruiser and the 2025 Toyota 4Runner. The Land Cruiser was revealed in February 2024, followed by the 2025 Toyota 4Runner in April.

Both models share undeniable similarities, but the differences between them are where things get interesting. Let’s break down how the 2024 Toyota Land Cruiser and 2025 Toyota 4Runner differ in terms of luxury, powertrain options, trims, and more.

2024 Toyota Land Cruiser and 2025 Toyota 4Runner: Built on Toyota’s TNGA-F global truck platform

Both the 2024 Toyota Land Cruiser and 2025 Toyota 4Runner are built on Toyota’s TNGA-F global truck platform, which also underpins the latest-gen Tundra, Sequoia, and Tacoma. This platform gives both vehicles a robust foundation for off-roading, durability, and towing capability.

2024 Toyota Land Cruiser

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Additionally, both SUVs come with a powerful 326-hp hybrid powertrain, known as the i-Force MAX. This setup pairs a turbocharged inline-4 engine with electric assistance to deliver potent performance, while standard 4WD with locking differentials ensures off-road prowess.

2024 Toyota Land Cruiser: Focus on luxury and comfort with off-road capability

The 2024 Toyota Land Cruiser leans more toward luxury and comfort. It offers a range of high-end features, including leather-trimmed, heated, and ventilated front seats with lumbar support and driver memory settings. The Land Cruiser also features reclinable rear seats, adding another layer of comfort for passengers. However, these premium features haven’t been confirmed for the 2025 Toyota 4Runner. What we do know is that the high-end Platinum trim of the 2025 4Runner will come with heated second-row seats, providing a touch of luxury at a lower price point.

2025 Toyota 4Runner: The ultimate off-road vehicle within the Toyota portfolio

While the 2024 Land Cruiser sticks to a single powertrain, the 2025 Toyota 4Runner offers more versatility under the hood. All Land Cruiser models are powered by the same 326-hp 2.4-liter turbocharged inline-4 hybrid engine. This i-Force MAX hybrid powertrain is standard on the TRD Pro, Trailhunter, and Platinum trims of the 2025 4Runner, while it’s optional for the TRD Off-Road and Limited trims.

2025 Toyota 4Runner Trailhunter exterior.

Toyota

In addition, the 2025 4Runner offers a second, base powertrain. Named i-Force, this engine is a 2.4-liter turbocharged inline-4 producing 278 horsepower. This setup is standard on the SR5, TRD Sport, TRD Off-Road, and Limited grades, giving customers a more affordable and traditional engine choice.

2024 Toyota Land Cruiser vs. 2025 Toyota 4Runner: Three trims vs. nine trims

Toyota keeps it simple with the 2024 Land Cruiser lineup, offering just three trims: 1958, Land Cruiser, and First Edition. The base 1958 trim features retro-inspired round LED headlamps, while the mid-spec Land Cruiser trim swaps them out for rectangular headlamps and adds more standard features. The top-of-the-line First Edition builds on the mid-spec trim with extra exterior off-road bits and additional features, making it the pinnacle of the Land Cruiser lineup.

In contrast, the 2025 Toyota 4Runner comes with a whopping nine trims to choose from, including some familiar names and a few new ones: SR5, TRD Sport, TRD Sport Premium, TRD Off-Road, TRD Off-Road Premium, Limited, Platinum, TRD Pro, and Trailhunter.

The new Platinum trim focuses on luxury, featuring unique black exterior styling elements, a head-up display, and other premium touches. Meanwhile, the Trailhunter trim is a factory-built overlanding rig, equipped with Old Man Emu 2.5-inch forged shocks from ARB, 33-inch Toyo Open Country A/T tires, a high-mount air intake, and other off-road-ready components.

2024 Toyota Land Cruiser vs. 2025 Toyota 4Runner: Full-time 4WD vs. 2WD and 4WD options

The 2024 Toyota Land Cruiser offers a full-time 4WD system across all trims. This system comes with standard center and rear locking differentials and a two-speed transfer case, simplifying the drivetrain configuration while ensuring optimal off-road performance.

On the other hand, the 2025 Toyota 4Runner provides more drivetrain options. It will be available in 2WD, part-time 4WD, and full-time 4WD iterations. The 2WD models come with an automatic limited-slip differential, while the 4WD versions gain an electronically controlled two-speed transfer case with high/low range gearing. The TRD Off-Road, TRD Pro, and Trailhunter trims further benefit from an electronic locking rear differential as standard equipment.

2025 Toyota 4Runner.

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Land Cruiser offers more advanced JBL audio system while 4Runner has a larger touchscreen

Infotainment technology in both vehicles is cutting-edge, with each offering something different. An 8-inch touchscreen is standard in the base variants of both models.

Related: 2025 Toyota 4Runner: After 15 years of waiting, here’s how the new generation raises the bar

However, higher-end trims of the 2024 Land Cruiser come with a 12.3-inch touchscreen and a premium 14-speaker JBL audio system. The 2025 Toyota 4Runner counters with an even larger 14-inch touchscreen in its top trims, but the audio system is limited to a 10-speaker JBL setup.

Pricing differences between the 2024 Toyota Land Cruiser and 2025 Toyota 4Runner

In terms of pricing, the 2025 Toyota 4Runner is expected to be significantly more affordable than the 2024 Toyota Land Cruiser, which starts at $55,950. This makes the 4Runner a more versatile option for buyers looking for a range of trims and drivetrain options at a lower cost.

Final thoughts:

Both the 2024 Toyota Land Cruiser and the 2025 Toyota 4Runner bring a lot to the table, but with different focuses. The Land Cruiser offers a more premium experience with a boxy, retro design and high-end features, while the 4Runner emphasizes rugged off-road performance with a more aggressive design and flexible powertrain options. Additionally, the 4Runner is expected to have a lower starting price compared to the Land Cruiser’s $55,950.

Related: 2024 Toyota Tacoma: Transmission failures spark reliability doubts, everything you need to know about the issue

2024 GMC 2500 AT4 vs 2024 Ford F-250 Tremor: Who takes the crown?

It should be no surprise that the US has been infatuated with trucks for quite a while. Their powerful engines and ever-growing size come in handy when carrying heavy loads or towing whatever you want, wherever you want. That’s not to say that trucks are exclusively work vehicles, with a portion of their fanbase often fitting them with lift kits, big tires, and any accouterments deemed necessary to conquer the off-road. Manufacturers have taken note of this trend and have begun offering off-road-focused packages or even entire trims to please that niche.

The offerings: AT4 vs Tremor

Two of the popular offerings on the market today are Ford’s “Tremor” variant and GMC’s “AT4” or “AT4X.” The Tremor can be had on the F-150 as a standalone trim level, much like the Lariat or King Ranch, while the more powerful F-250 and F-350 get it only as a $4,375 package on any 4WD crew cab with either the XLT, Lariat, King Ranch, or Platinum trim levels, and either the 7.3L 2-valve V8 engine (430 hp, 475 lb-ft torque) or the 6.7L Power Stroke V8 turbo diesel high output (500 hp, 1,200 lb-ft torque), all mated to a 10-speed automatic transmission.

On the GMC side of things, the AT4 and AT4X are standalone trim levels offered on any GMC truck or SUV with either the 6.6L V8 engine (401 hp, 464 lb-ft torque) or the 6.6L Duramax turbo-diesel V8 engine (470 hp, 975 lb-ft torque), also mated to a 10-speed automatic transmission.

2024 GMC 2500 AT4X

GMC

The question is: which of these two dirt-punishing beasts is superior? Are they both viable options with different pros and cons to offer? To attempt an objective answer, we’ll pit the Ford F-250 with the Tremor package against the GMC Sierra 2500 AT4 & AT4X in a battle of facts and numbers.

Ford F-250 Tremor

From the blue oval side hails the F-250 Tremor. Regardless of whether you pick the 7.3L 2-valve V8 engine or the 6.7L Power Stroke V8 turbo diesel, the Tremor package adds several goodies to help traverse rocky terrain.

More lift, bigger tires, and advanced off-road tech keep the F-250 Tremor on the right path

Special front springs provide an extra 2-inch ride height lift, resulting in 10.8 inches of ground clearance. Helping you take advantage of the extra lift are 18-inch wheels wrapped with beefy 35-inch off-road tires, a rear electronic locking differential with a 4.30 final drive ratio for the gas engine and 3.55 final drive ratio for the diesel, as well as a front limited-slip differential.

2023 Ford Super Duty F-250 Tremor

Ford

Performance front and rear shock absorbers, off-road running boards, and skid plates protecting the transfer case and fuel tank further enhance its ruggedness and keep the important bits safe from sharp rocks. The truck also features higher front air dams and water-fording vent tubes for the transfer case and axles, giving it a 33-inch water-fording capability for those Oregon Trail reenactments. Lane departure warning, Rock Crawl Mode, Trail Control Mode, and the signature Tremor Off-Road decal round out this impressive package while giving the Tremor a techy touch as well. Other noteworthy figures include a 31.6-degree approach angle and a 24.5-degree departure angle.

2023 Ford Super Duty F-250 Tremor exterior.

Ford

Off-road performance doesn’t come cheap

At the bottom rung of the ladder sits the XLT trim level with the 7.3L 2-valve V8 engine, the Tremor package, and no other options for $61,880. At the top is the Platinum trim level with the more powerful 6.7L Power Stroke V8 turbo diesel high output engine, the Tremor package, and no other options for $96,660. That number can always increase if any of the myriad optional equipment catches your eye. It should also be noted that there are significant luxury differences between the XLT and Platinum, like the sound system, climate control, display sizes, and interior materials, for those who want to tame the dunes in comfort.

2023 Ford Super Duty F-250 Limited interior.

Ford

GMC Sierra 2500 AT4/AT4X

Building an AT4/AT4X is a little easier than with Ford’s Tremor, given that it’s a standalone trim level and not a package depending on the truck’s base build. Both versions toughen up the Sierra 2500 for more serious off-road use.

The 2500 AT4 does off-road in a more comfortable and accessible fashion

On top of the SLT’s standard features, opting for an AT4 gives your interior a snazzier touch with a Jet Black color scheme bordered with Kalahari accents, as well as heated and ventilated perforated front leather seats.

The aluminum wheels are 2 inches bigger than the Tremor, sitting at 20 inches with a gloss-black finish (questionable for dirty off-road use) and available BFGoodrich off-road tires. The Off-Road Suspension Package with twin-tube Rancho shocks and skid plates gives the AT4 a total of 10.1 inches of ground clearance, while Hill Descent Control and the Autotrac 2-speed transfer case help you conquer whatever canyon you’re descending.

2024 GMC AT4X AVE Edition exterior.

GMC

Avoiding sharp rocks and other blunders is even easier in the AT4 thanks to 14 available camera views with HD Surround Vision. Once you’re back on the tarmac, hit the Adaptive Cruise Control and relax after a hard day on the dirt.

While the feature list may not be as extensive as the Tremor’s, it’s worth noting that the SLT comes standard with features like a 3.73 rear axle ratio, an automatic locking rear differential, an external engine oil cooler, an external auxiliary transmission oil cooler, a heavy-duty air filter, and Digital Variable Steering Assist. The AT4X is where things get more interesting, though.

Things get more serious with the GMC Sierra 2500 AT4X

At a glance, GMC clearly intends the AT4X to be the go-to trim level for serious off-roading. On top of the AT4’s goodies, the X adds a factory-installed 1.5-inch suspension lift for a total of 11.6 inches of ground clearance and Tremor-matching 35-inch Goodyear Territory MT tires. A rear electronic-locking differential helps get you out of ruts, the Multimatic DSSV dampers protect your spine if you hit those ruts, and larger steel and aluminum skid plates protect the truck’s vitals. The 31.6-degree approach angle remains the same as the Tremor’s, while the 25.7-degree departure angle is slightly higher.

2024 GMC Sierra 2500 AT4X interior.

GMC

That’s not to say the off-road additions eliminate the luxury features introduced in the AT4. Sixteen-way heated and ventilated power front seats with a massage feature keep you comfy, surrounded by an Obsidian Rush interior featuring full-grain leather with technical-grain leather accents and authentic Vanta ash wood.

AT4X American Expedition Vehicles offering

Want a snazzier touch to your build? Opt for the AT4X American Expedition Vehicles (AEV) Edition for an extra $9,390. On top of AEV-branded aesthetic differences both inside and outside, the AT4X AEV rides on special 18-inch Salta Wheels that increase ground clearance by 0.2 inches to 11.8 inches but lower the approach angle to 29.8 degrees.

Let’s talk pricing on AT4 & AT4X

The cheapest option is the 2500 AT4 with the 6.6L V8 engine and no options for $72,995. At the top is the 2500 AT4X with the 6.6L Duramax turbo-diesel V8 engine and no options for $94,685. We’ve left out the AEV package as it didn’t add much off-road prowess for the price tag.

2024 GMC Sierra 2500 AT4X exterior.

GMC

So who wins?

There you have it—a comprehensive comparison of two off-road-focused HD trucks available on the market right now. The base XLT Tremor is more than $11,000 cheaper than the 2500 AT4, with an extra 29 hp and more off-road capability thanks to the rear electronic locking differential, front limited-slip differential, and water-fording equipment. While the AT4 sits 2 inches higher, it still has lower ground clearance at 10.1 inches compared to the Tremor’s 10.8 inches. The rear axle ratios also differ, with the Tremor’s 4.30 ratio for the gas engine far surpassing the AT4’s 3.73 ratio. The diesel Tremor has a 3.55 ratio but at a higher price.

At the top end, the 2500 AT4X is almost $2,000 cheaper than the Platinum Tremor, has 30 fewer hp, but offers nearly an inch of extra ground clearance and a higher departure angle thanks to the bigger wheels. It lacks water-fording equipment, but like its lower-priced sibling, it makes up for it in comfort.

For a hardcore off-road experience, the F-250 Tremor Diesel is the way to go. The extra power and equipment should keep you competitive on the trails. If you’re after a lighter off-road experience with more comfort, the AT4X Diesel offers a fantastic balance of power, capability, and luxury.

2024 Audi RS3 vs. 2024 BMW M2: An epic battle of German engineering

Based on my real-world experience, the 2024 Audi RS3 and the 2024 BMW M2 are two of the best contemporary German compact cars on green earth. This opinion is mainly rooted in driving experience rather than aspects like comfort, luxury, and aesthetics. Looks are subjective and I acknowledge they may vary from person to person. While I was a fan of the bold, serious demeanor of the previous, first-generation F87 BMW M2, I actually prefer the current generation M2 as it now offers up a GT vibe thanks to an elongated hood, flared rear stance and larger than before cabin.

2024 Audi RS3 exterior.

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RS3 brings amped up A3 styling

On the other hand, the Audi is simply an aggressive Audi. It doesn't stand out much from the usual modern RS design language, which hasn't evolved significantly over the past few years. However, the 2024 RS3 looks proportionate, stylish, and just hardcore enough to convey that it's a high-performance car.

2024 Audi RS3 vs. 2024 BMW M2: Twin-turbo inline-6 vs. turbo inline-5 — two distinct juggernauts

BMW and inline-6 is a harmonious combination appreciated by enthusiasts worldwide. The 2024 BMW M2 sports an inline-6 that is truly monstrous. The M2's twin-turbocharged 3.0-liter engine delivers 453 horsepower and 406 lb-ft of torque, which is substantial for a car of its size. It's the same engine powering the current-gen BMW M4 and M3, though with 20 fewer horses. This powerhouse is undeniably a beast, and having experienced its performance in the M2's elder siblings, I can confidently say that it's most enjoyable in the compact M2.

2024 BMW M2 exterior.

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Powering the 2024 Audi RS3 is a different engine altogether. It’s one cylinder short but certainly not lacking in fun. The award-winning turbocharged 5-cylinder engine of the RS3 is unique yet outstanding — potent, smooth, and sonorous. It churns out 401 horsepower and 369 lb-ft of torque. While it might seem less powerful on paper, you wouldn't notice it from the driver's seat of the RS3.

Related: How the 2025 Corvette ZR1 moved from supercar to hypercar

How do these powertrains actually feel? 

The BMW M2's 6-cylinder is a tried-and-true instrument of high-speed propulsion. It's all-around impressive and represents the best of what BMW offers. The Audi RS3's 5-cylinder, on the other hand, provides a one-of-a-kind experience. It sounds and feels distinct from anything else on the road. Plus, if you opt for the RS3, you get the bragging rights for owning the most powerful 5-cylinder production car.

The 2024 Audi RS3 is faster to 60 MPH, while the 2024 BMW M2 offers a godsend 6-speed manual

The 2024 Audi RS3 comes with a 7-speed dual-clutch automatic transmission, which is among the best in the business. While I noticed a slight hesitation in downshifts during hard braking, this was effectively compensated by the car's strong brakes. This didn't hinder the driving experience to a noticeable extent, and the performance of this dual-clutch unit is truly exceptional. Acceleration to 60 mph takes around 3.3-3.5 seconds, and it feels both ballistic and firmly planted while sprinting.

2024 Audi RS3 interior.

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However, the 2024 BMW M2 offers two transmission options: a 6-speed manual and an 8-speed automatic. The one I drove had the manual, and it was as divine as you'd expect. No automated transmission can replicate that mechanical feel, which is exactly why you should go for the manual if you're considering an M2. It is slower to 60 mph, taking around 4 seconds, but that wait is totally worth it. The automatic version might be faster, but even then, the RS3 is likely to be quicker.

2024 Audi RS3 vs. 2024 BMW M2: Rally-redolent all-wheel drive vs. purebred rear-wheel drive

The BMW M2 is like a PB&J sandwich — something you can enjoy every day and also as occasional comfort food. The only downside is the occasional sugar rush, which in this case is butterflies in your stomach. This describes the driving experience of the 2024 BMW M2 perfectly. It's fun, versatile, and can serve as your daily driver, track car, drift machine, or road-trip companion. In its stock form, the M2 can fulfill all these roles elegantly.

2024 BMW M2 interior

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The 2024 Audi RS3 is less of a hooligan. If the M2 is a playful Bimmer, the RS3 is a sharp, controlled Quattro. In its usual RS modes, the RS3 is supremely in control, allowing even novice drivers to push it to the limits. It's more beginner-friendly, but that doesn't mean it lacks thrills for expert enthusiasts. The RS3 is a safe yet exciting car for a novice driver and a precise, thrilling machine for more experienced drivers. You might wonder if it can go sideways like the M2—the answer is yes. Although the RS3 is inherently an AWD car, it has a trick up its sleeve. It sports a rear-biased all-wheel drivetrain with a clever differential. Put it into "drift mode," and you're ready to swing the rear around.

Final thoughts

So, which one suits you better? The choice here boils down to personal preference. Both cars have provided me with the unexplainable pleasure of driving. You really can't go wrong with either. However, I would pick the RS3 for daily driving and the BMW M2 for those times I want an occasional adrenaline rush as it’s simply a little more fun with rear-wheel drive.

More stories from Autoblog:

2025 Rivian R1S range guide

Before the all-new generation of large all-electric SUVs came into existence, prospective shoppers in the segment had minimal choices regarding certain characteristics: they could either opt for a powerful or relatively fuel-efficient SUV, but not both. 

The introduction of the large, three-row EV crossovers — one of which is the unique-in-many-ways Rivian R1S — finally provides the luxury of having both. 

2025 Rivian R1S range guide.

Rivian

For a 7,000-pound, 200-inch-long behemoth, the 2025 Rivian R1S Gen 2 is surprisingly potent and quick off the mark, as well as correspondingly capable of embarking on long-distance trips with no range anxiety affecting its owners. Needless to say, the adventure-focused California-based EV automaker offers the R1S in different configurations with diverse ranges and price points to accommodate varying degrees of adventuring needs and other everyday requirements. 

The 2025 Rivian R1S comes in either dual, tri, or quad-motor setups (all with exclusive all-wheel drive), four different sets of tunes, and no fewer than five different range estimates. 

Let's take a look at what each of the available 2025 Rivian R1S models provides in terms of power and range, as well as how much each of the particular privileges costs.

Dual Standard Range: 270 miles MSRP: $75,900

The entry-level 2025 R1S dubbed the Dual Standard is powered by a dual-motor setup capable of generating 533 horsepower and 610 pound-feet of torque — more than enough for most drivers, especially since 0 to 60 time clocks in at 4.5 seconds. However, with "only" 270 miles of range on a single charge, the Standard 92.5-kWh battery pack trails behind the other available options within the Rivian portfolio and those of most of its competitors too. Rivian's pricing for this performance tier begins at $75,900, excluding destination and other applicable charges.

Interior of the 2025 Rivian R1S.

Rivian

Dual Large Range: 330 miles MSRP: $82,900

Opting for the Large 109.4-kWh battery pack-powered model will extend the range of an R1S by a meaningful 60 miles to 330 miles total. Percentage-wise, that translates to around 22 percent. But, wait, it's even better. The 22-percent range extension is accompanied by less than a 10-percent increase in pricing, making the Large model a no-brainer compared to their entry-level counterparts. Furthermore, the power output also gets a boost via a software tweak as the Large battery pack unlocks the full dual-motor setup’s potential of 665 horsepower and 829 pound-feet of torque. Acceleration follows suit as 0 to 60 times drop from 4.5 seconds to 3.4 seconds.

Dual Max Range: 410 miles MSRP: $89,900

The Max upgrades the 109.4-kWh battery pack to a 141.5-kWh unit and consequently raises the total expected range to 410 miles. The pricing, meanwhile, increases by $7,000 compared to Dual Large R1S. The horsepower ratings, meanwhile, remain at 655 ponies. The same goes for the acceleration.

The dash inside the 2025 Rivian R1S.

Rivian

Tri Max Range: 371 miles MSRP: $105,900

All-new for 2025, the 100-percent Rivian-built tri-motor setup consists of two rear motors and one front motor, generating a combined 850 horsepower and a whopping 1,103 pound-feet of torque. As its name suggests, it utilizes the largest currently available battery pack but fails to match the dual-motor setup’s range. In the tri-motor configuration, the R1S’s range drops by around 10 percent to 371 miles. However, those willing to compromise have the option to utilize Conservative mode, which effectively disconnects the rear axle from the rear motors, boosting the expected range to 405 miles. Unleashing the full potential of the tri-motor setup, on the other hand, provides blistering acceleration, with 0 to 60 times dropping to 2.9 seconds.

Quad Max Range: TBA MSRP: TBA

The ultimate iteration of the 2025 Rivian R1S, with four electric motors, now cranks out a blistering 1,025 horsepower and 1,198 pound-feet of torque, representing a 215-horsepower and 290-pound-feet increase over the outgoing models. Even more importantly, each wheel will be powered by its own electric motor, similar to systems with front and rear locking differentials, significantly enhancing the SUV’s off-roading capabilities. Rivian has yet to release the range estimates and pricing for the new range-topping R1S Quad Max, which is set to go on sale later in 2025. What we do know is that the new in-house-built setup will be enough to propel the 7,000-pound SUV from 0 to 60 mph in 2.6 seconds.

Exterior of the 2025 Rivian R1S EV SUV.

Rivian

Final thoughts

The 2025 Rivian R1S is a capable, versatile, and luxurious all-electric family SUV. Its spacious, upscale cabin, go-anywhere, do-anything demeanor, and impressive range and efficiency are hard to match, even among its longer-standing California counterparts like the Tesla Model X. To top it all off, Rivian offers its largest SUV in various levels of performance and range with corresponding pricing. It's a three-row EV that can embark on even the most demanding adventures and, as such, stands as one of the finest advocates of electric mobility. Rivian’s unique approach to outdoor recreation and adventuring in refined, environmentally friendly vehicles really shines through in the R1S, which is not only one of the most capable upscale SUVs but also one of the quickest and most powerful.

More automotive stories from across Arena Group: 

2024 Jeep Gladiator Mojave X: Five thoughts

2024 Jeep® Gladiator Mojave X

2024 Jeep Gladiator Mojave X (left) and 2024 Jeep Gladiator Rubicon X

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BLOOMFIELD HILLS, Mich. -- When it comes to driving something cool, a 2024 Jeep Gladiator Mojave X is near the top of the list. It has all of the Jeep vibes, but in truck form, which has pros and cons. I enjoyed a late summer weekend in the 2024 Gladiator Mojave X, and these are my thoughts.

It's a legit truck 

When Jeep revealed the Gladiator at the 2018 L.A. Auto Show, it was one of the most anticipated debuts the car industry has seen in years. There was palpable buzz. Right up until it was revealed, most expected Jeep to call its reborn truck the Scrambler. Nearly six years on, Gladiator was clearly the right choice. At the time, most thought the truck would be a Wrangler with a bed, but Jeep took great steps to make a legitimate midsize truck that is among the best in the segment with plenty of towing, hauling and storage capabilities.

There's pros and cons to that

From a format perspective, the truck has advantages and disadvantages over the Wrangler. If you need an SUV, well, obviously, the Wrangler is better. It’s shorter, which means it fits better in off-road situations and your garage. On the other hand, the Gladiator is longer with a longer wheelbase, which means it drives a little better and negates the Wrangler’s “I feel like I’m going to tip over feeling” that’s present in too many daily experiences. 

The driving dynamics are enough to make me think I’d go with a Gladiator as a daily commuter toy, which the Wrangler is used for all too often. I’d opt for the roll-up tonneau cover, which also allows the Jeep truck to function with crossover capability. There's something to be said for the Mojave X's Fox shocks and 1-inch lift kit, which make this desert runner even cushier on road, too.

The ubiquitous Pentastar soldiers on

The Pentastar V6 is ubiquitous in Stellantis products, and it’s the default ICE option for the Wrangler and Gladiator. It soldiers on in Jeep’s off-roaders, providing a traditional driving experience with expected dynamics. It was under the hood of this Gladiator Mojave X, and I generally liked it. Teamed with the eight-speed automatic, it’s predictable if a bit laborious. The Pentastar is the one that feels the most like a Jeep engine in the lineage of the long-running 4.0-liter inline six, which had American Motors’ origins.

The Gladiator gets a 4xe version in 2025. I would strongly consider the 4xe with a home charger, if I were in the market.

Rough fuel economy, easy roof removal

The fuel economy is rough, to the tune of 17 mpg city / 22 highway, ranking near the bottom of the segment, though the Gladiator does offer a range of up to 418 miles. The large all-terrain tires and numb steering make for a pontoon-like dynamic. The visibility, thanks to the ride height, is actually pretty good.

Take the roof panels off, and it's a cathartic open-air experience. It’s also super easy. Just pull a couple of levers and lift off. So easy, in fact, my son pulled one off entirely on his own and deposited it in the living room to my surprise.

What’s next for the Gladiator?

Sales are down 24% through the first half of the year, falling farther than the Wrangler (17%) and the Jeep brand overall (19%). The 2024 refresh should help, offering tech and design upgrades and two new trims. The Gladiator ranks near the bottom of the Jeep sales charts, (10,489 units) ahead of only the Jeep Grand Wagoneer luxury SUV and far behind the Wrangler (38,896) and Grand Cherokee (52,296).

To me, that speaks to the Gladiator’s coolness and niche status, which are attributes. But, with volume that low, the Jeep truck does seem vulnerable. Plus, it’s pretty expensive. Conversely, it’s genetically similar to the Wrangler and they’re built in the same Toledo, Ohio, facility, so there’s a business case for keeping it around as the Wrangler’s sidekick. That’s not a bad spot. When cross-shopping midsize trucks, it's different from anything else in the segment. That's a great spot.

Make time for a Miata

The single most wonderful perk of this job is the cars. Some are exciting; others are more mundane. Sometimes, a loaner car may sit for five of the seven days I have it in my driveway, a casualty of a busy life and a vocation that has me on the road nearly as often as not. But whenever I have the opportunity to drive a Miata — like the 2024 Club model pictured above — I make time. 

Some cars are the main event; others are simply accessories. A third category entirely comprises just those rare machines that will eagerly retreat into the margins in the quest to provide a better driving experience. That’s the Miata: always ready, ceaselessly deferential. And for most normal people, utterly useless. 

There was a time when I had no interest in owning one — zero, zip. not even an iota. In fact, when I first decided to dabble in amateur motorsports, I went out of my way to look at just about anything else to campaign. I wasn’t even so much opposed to the Miata itself as I was to its general popularity. Call it the rebelliousness of youth; I was dead set against it. And then, as tends to happen, one practically fell into my lap.

I bought my NA in 2008, just as the final wave of the $1,500 Miata phenomenon was receding (I paid $1,350). I’ve never owned another car as long as I’ve owned that Miata, nor do I expect I ever will. I certainly have no desire to sell it. It costs me nothing to own, and despite not having to rely on it (I have two other cars plus whatever Autoblog decides to send my way), it fires right up on command, asking only the attention of a modestly priced battery maintainer.

The shifter, sway bar and suspension bushings were all hanging on by desiccated threads. The shocks were original. The odometer read 210,000 miles. Not a single body panel was untouched by time, careless parkers or both. The “tombstone” piece of trim covering the center stack was missing entirely. There was a curious whine at steady speeds. A dying rear end? A failing wheel bearing? Crappy, unevenly worn tires?

I didn’t care. I knew the instant I turned the key that I was going to buy it.

An inspection revealed myriad small issues but no large ones. A suspension refresh and new tires cured the biggest ailments; the cosmetic bits were relegated to a short list that has only grown since — much like the then-nascent rust perforations in the Miata’s rocker panels.

I have that little Miata to thank for saving me a bundle of money. If it weren’t for my 200,000-mile clunker, I’d have certainly spent far more on a newer version of it by now. It’s like a vaccine for my finances; a few hundred spent maintaining that ratty little rust bucket inoculates me against spending thousands (or tens of thousands) on a newer, shinier example.

Because while they may indeed be shinier, new Miatas don’t really do much more than older Miatas — a fact of which I’m reminded every time one shows up in my driveway. Driving the latest doesn’t make me want to run out and buy a new one; it makes me want to invest more into making my now-34-year-old example roadworthy again. Mazda’s engineers have remained steadfastly dedicated to the roadster’s formula for the entirety of those three-plus decades. People often like to debate the merits of each generation, but at the end of the day it’s quite simple: The best Miata is the one you already own.

Despite its widespread adoration, there’s plenty the Miata is objectively bad at, and pretty much all of it stems from its size. It’s hard to describe to the uninitiated just how small a Miata is. Its cabin is cramped and utterly devoid of anything but the most fundamental of creature comforts. Back when Mazda’s little roadster was new, you could buy economy cars specced this way. Today, even the cheapest micro-CUVs feel palatially appointed compared to the ND roadster. And there’s no room to make your own space, either. In fact, if you plan to bring along both a beverage and a passenger, one of them is going to have a bad time.

This dearth of functionality is unheard of even in most of today’s sporty cars. The Toyota GR86 and Subaru BRZ may compete with the Miata in spirit, but they’re full-blown family haulers by comparison. Permanent cup holders? Functional storage cubbies? Back seats? Roofs? Might as well be minivans. Even the Corvette’s cabin feels indulgent after a stint in the Miata — and believe me, I’ve done my share.

Why was I so resistant for so long? Simple: I was a child of the magazine era, and the things that make the Miata great don’t translate all that well to print. The performance figures certainly aren’t staggering, and while the little roadster has always been able to count its looks among its positive attributes, it certainly doesn’t sell itself on sex appeal. The first-gen Miata didn’t look any more beastly next to a C4 Corvette or 964 than the current car does next to a C8 or 992.

But every time I fire up a Miata, new or old, I feel that same jolt. That same sense that this machine was built just for people like me. I love my CT4 Blackwing because it can do everything; I love my Miata because it can’t.

Drive one. You’ll see.

7 thoughts about the 2024 Toyota Land Cruiser 1958

John Beltz Snyder

John Beltz Snyder

View the 29 images of this gallery on the original article

The new, 2024 Toyota Land Cruiser is smaller, cheaper and simpler than the generation that came before. It’s not quite as capable as the one before it, which might not be the best news for hardcore off-roaders (though it still comes with standard, full-time four-wheel drive, rear and center locking differentials, crawl control, various terrain modes, and it offers a manually disconnecting stabilizer bar in the higher “Land Cruiser” trim). On the other hand, it's good news for folks who missed the nameplate, want another choice in rugged Toyota SUVs, and need something that’s a decent daily driver that can get you a bit off the beaten path.

We spent several days with the Toyota Land Cruiser 1958, the base trim starting at $57,400 (including $1,450 in destination fees). It uses the i-Force Max hybrid powertrain, which we’ve sampled in other Toyotas, and have liked so far. It’s also pretty basic, especially when it comes to the interior, as you’ll see in the paragraphs and photos below. Besides equipment quantity, materials quality is significantly lower than what you'll find in the "Land Cruiser" trim. Hard plastics and cloth upholstery are present instead of soft-touch surface and leather. Of course, it’s also $11,000 cheaper than the "Land Cruiser" (who thought that naming scheme was a good idea, by the way?). With that, here are several thoughts about the 2024 Toyota Land Cruiser 1958.

1. Boxy is back, it seems

Car design goes through cycles, it seems, of boxy, curvy, boxy, curvy, etc. Right now, it’s pretty clear that we’re entering another angular generation. As a kid who grew up loving 1980s Volvos, I’m pumped about it. It’s always looked good on off-roaders, too. This Land Cruiser is a pretty good execution of it. The multitude of straight lines and sharp angles make me want to bust out my large son’s Lego collection and start building cars of my own. Furthermore, the rigid geometry makes elements like the circular headlights and air vents really stand out. Whether you actually like that will depend on your personal taste. It’s almost a little too severe of a contrast, making me just the slightest bit uncomfortable, but I think it ends up being more fun than the pixel headlights of the eponymous Land Cruiser trim.

2. The grille is cool

Just look at it. It looks like some sort of cage. Where everything else today seems to have some sort of diamond mesh or big, chunky bars, the grille on this Land Cruiser looks quite wiry. The amount of negative space is off-putting, like rocks and bugs and road debris could dive right in there and do some damage, and make it a huge pain in the neck to clean. Yet, I still like it, at least visually. I wish I could replace all the hardware cloth on my chicken pen with this stuff, “TOYOTA” logo and all.

3. The hybrid powertrain is slick

All hail the i-Force Max! This 2.4-liter turbo mates to an eight-speed automatic with an integrated electric motor, providing a total of 326 horsepower and 465 pound-feet of torque. No, it’s not as efficient as your average hybrid, rated at 22 miles per gallon city, 25 highway and 23 combined, but boy is it great to use. Despite being down on horsepower from the previous Land Cruiser generation, the extra torque makes it feel quite responsive around town. While it may not post superb 0-60 times (nor does it need to), this powertrain is super-smooth and linear. I found it quite satisfying to use in daily driving. Whether I was cruising leisurely, trying to get somewhere in a hurry or creeping down a rutted dirt road, it always felt composed and unharried.

4. The interior … wow

The 1958 feels like 1985. It’s almost impressive how oppressive all the cloth and plastic are. How much gray can you handle? This is budget rental-car spec. Is it weird that I kind of like it?

5. But cloth seats aren’t terrible in the heat

The weather was quite warm when I had the Land Cruiser, and though there aren’t ventilated seats, the cloth chairs didn’t burn me like leather would when my skin touched the upholstery. The texture of the cloth is nice and airy, too, keeping my back from getting sweaty in the heat. The seats arere pretty soft, providing more cushion than support, which isn’t all too terrible in an upright seating position like this. I’d be curious to see how they will stand up over time, though.

6. The suspension is pretty good on-road

I found it a huge relief that the suspension in this Land Cruiser isn’t a total roller coaster. In the last Land Cruiser, whatever you put on the front passenger seat was certain to end up on the floor, whether it was a backpack, a water bottle or, in at least one instance, a bag of takeout — way more so than other cars under much harder braking. Hit the accelerator, the nose would go up. Do anything more than just brush the brake pedal, and it felt like the nose was going to burrow into the ground. It made for pretty miserable commuting.

The new Land Cruiser feels a lot less newborn-colt-like on its feet. There’s a little bit of give from the front suspension when you get on the brakes, but it didn’t dump my entire dinner on the floor between the restaurant and my house. It’s a lot more comfortable for it, too. All that porpoising gets tiring, and I’m glad to see it gone.

7. The suspension is still good when the pavement ends and the road gets rutty

Transitioning from good to poor pavement, then to no pavement at all, the Land Cruiser seems totally at ease. Going down gravel roads, dirt roads and roads that are barely roads at all (more moonscapes, really), this SUV shows its eagerness to keep going further, taking whatever you could put in its path. I’d love to take this thing to some trails up in North Michigan. I feel like it could tackle them without the kids shouting in discomfort about all the jostling. If I were going to go that route, though, I’d probably want to pony up for the equipment on the “Land Cruiser” trim. But the 1958 is plenty good for most of the light work you might encounter getting to a campsite or cabin in the woods … if you’re cool with that interior.

Related video:

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.

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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