HESSEL, Mich. — For the past decade, my family has kicked off summer with an extended camping weekend in Michigan’s Upper Peninsula, a largely raw and uncut part of the lower 48 states surrounded by the Great Lakes, Canada and Wisconsin. It’s four to five hours on Interstate 75 from Metro Detroit, and once there, it’s best to have most of the things you need, though there are a reasonable amount of grocery stories, bars and ice cream stands. This camping trip has served as a litmus test of sorts for most of the recent Autoblog long-termers, especially the larger ones. While I’ve had issues with our 2024 Mazda CX-90’s plug-in hybrid powertrain, the SUV came through with flying colors fulfilling its core mission as a versatile family hauler.
The trip begins with packing, and the CX-90 easily swallowed a cooler, sleeping bags, fishing poles, a large tent, boxes of food, two suitcases, a duffle bag and all sorts of other supplies. I could still see out the back window, which isn’t always the case on these adventures. Had I taken my golf clubs and an inflatable kayak, it might have been less comfortable. Still, the manifest was robust, and the Mazda was up for it.
Early the following day we set off, two adults, one child and a large golden retriever. The drive Up North, as we Michiganders say, was uneventful. The CX-90 is a solid expressway cruiser, generally quiet and comfortable. The steering is weightier and more precise than comparable SUVs. By now I’m used to, and mostly enjoy, the engagement during the long drive. The adaptive cruise control, lane-keeping assist and blind-spot monitoring were helpful aids and I’ve come to expect the help for long road trips in vehicles at this price point.
Good luck finding an EV charger in the part of the U.P. where we camped, but running just on premium fuel, we averaged 24.5 mpg, including one 341-mile stint where we logged 26.7 mpg, the second-best figure in the CX-90’s four-month Autoblog career. I still prefer Mazda’s turbo straight six-cylinder engine to this unit, the company’s first plug-in hybrid powertrain. The hybrid’s acceleration is hampered by an uneven partnership with the eight-speed automatic transmission. Despite the 323 horses and 369 lb-ft, the system doesn’t reach the full potential these figures imply.
Once there, we slept on the ground for three cool, wet nights and enjoyed four sunny hot days filled with swimming, fishing and other outdoor activities. By the end of it, the Mazda was covered in dirt and sand inside and out. This trip is always hard on the test cars, and this is about as grimy as we've gotten one. I spent a good chunk of the following Monday morning vacuuming sand and dog fur (see the pictures and you can imagine just how much dog fur was in the car) from every orifice. I even felt the need to bust out some Meguiar’s to put a shine on the dashboard and leather seats.
So, where does the CX-90 rank among my U.P. people haulers? It’s up against legendary long-termers like the 2014 VW Golf GTI, 2018 Chrysler Pacifica hybrid, 2019 Subaru Forester, 2021 Hyundai Palisade and 2023 Toyota Sienna. I also took a blacked-out 2017 Chevy Tahoe up there, slept in it for two nights and got a speeding ticket. Good times.
I’m putting the Mazda behind the Chrysler and Toyota minivans, which is a bit unfair, given the supreme functionality most minivans offer due to their layout. I also preferred the overall vibe of the Palisade and its light, airy interior, though the Mazda has been considerably more fuel efficient, leaving them in a dead heat in my book. The Forester was great, but it was only charged with a shorter hunting trip, and its main accomplishment was plowing through snow (not insignificant) and serving as a comfortable ride home after a chilly weekend in the woods. The Golf GTI was a clown car, filled to the brim with three adults and so much stuff the doors could barely close.
Tied for third in this least-scientific automotive comparison test? Not bad for the Mazda CX-90. It was a good trip, and the SUV lived up to its billing as a sporty three-row crossover with style and function. No new flaws emerged, and despite its uneven driving character I generally enjoyed my trip behind the wheel. It passed the U.P. Family Camping Test in all the ways that count. Hopefully the sand will come out by the end of summer.
Pros: 300+ mile range available; rapid acceleration; abundant interior space; easy and expansive Supercharger network
Cons: Infotainment system has steep learning curve; common features not available; stiff ride; iffy build quality; fluctuating prices not great for resale value; 'Full-Self Driving' feature can be dangerous
The Tesla Model Y is a value-packed compact SUV that has some truly high highs, but its lows could be deal-breakers for lots of potential buyers. As with any Tesla product, you’re buying into the unique ecosystem when you buy the car. It’s almost impossible to oversell the benefit of Tesla’s Supercharger network for road trips and its seamless integration with the car’s software. Speaking of technology, you’ll need to make peace with the lack of buttons or hardware inside the cabin, as virtually every car setting, control and readout is found within the large 15-inch touchscreen that does not support Apple CarPlay or Android Auto. Fans of minimalist style should enjoy the lack of decor in the Model Y, but others may find it barren and boring.
What isn’t boring is how the Model Y drives, particularly the Performance, which can hit 60 mph in only 3.5 seconds. That’s a shocking amount of performance for its $53,130 starting price, and that’s before you subtract $7,500 for the federal tax credit it qualifies for. The Model Y handles well and accelerates with plenty of verve in every trim, but it’s unfortunately one of the worst-riding and least refined (from a noise perspective) cars in its class. We’ve noticed all sorts of awry sounds from the rear end, and its ride is verging on abysmal for its size. On the flip side, its range figures (spanning from 279-320 miles depending on which version you choose) are plenty competitive, and charge stops are quick thanks to an impressive 250-kilowatt max charge rate.
What are the Model Y’s interior and in-car technology like?
The Model Y’s interior is minimalistic to a fault. The centerpiece is a 15-inch touchscreen that looks more like a tablet mounted horizontally on the dash. Missing are the banks of buttons, switches and knobs found in many of its competitors ... and just about any other car you've ever been in. There's no instrument panel in front of the driver, either, meaning you see your speed and other vitals over on the touchscreen. The seats and interior panels are upholstered with “vegan” synthetic leather, and shoppers can choose between black or, at additional cost, a white interior. The material has the look and feel of real leather, but it can be stifling on hot days and sadly, cooled or ventilated seats are not offered.
The front seats are firm and flat, making them prone to some hard contact points on longer road trips, and the same holds true for the second-row seats. There is a wealth of space for both rows, as 6-footers will have more than enough headroom and legroom. The optional (and extra-cost) third-row seats are notably cramped and barely even suitable for small children. Despite its limiting space, it’s still nice having those seats as an option when the carpool needs to expand.
Since the Model Y lacks instruments and most typical physical buttons, almost all functions are controlled and/or viewed through the touchscreen. There are scroll wheels on the steering wheel and stalks for the wipers/turn signal and gear shifter, but that's it. As a result, the number of on-screen menus and settings can be daunting, with a steep learning curve. The screen can also be distracting for the driver since you have to so frequently take your eyes off the road to use it or see your speed. There are several voice controls that can remedy many of those problems, though, and the steering wheel has two multifunction dials that control a few features such as mirror positioning, audio and cruise control.
A navigation system is standard equipment, and it’s powered by Google. On one hand, it’s a good thing because the maps and information will be up-to-date. On the other, it means you could have limited access if you’re in an area with limited data coverage. Unfortunately, neither Apple CarPlay nor Android Auto phone integration are available. There is also no wired audio link to your phone, forcing you to channel the audio through a lower-quality Bluetooth connection. There are some available streaming services you can login into on the screen, though, and games to play while charging. All of the above makes the Model Y atypical among most other cars.
How big is the Model Y?
The Model Y is classified as a compact SUV even though its footprint isn’t much bigger than the Model 3, which in turn is about the size of a BMW 3 Series sedan. The Model Y is only about 1 inch longer and a half inch wider than the Model 3, but the big difference is height. The Model Y stands just over 7 inches taller.
Those larger dimensions translate to a significant gain in interior space. There's enough room that Tesla even offers an optional third row, though it should be noted that you'll be lucky to even squeeze small children into the confining space. The Model Y’s rear hatch allows for quite a bit more cargo capacity, compared to the Model 3’s trunk, and do take note of the capacious under-floor storage in the trunk, too.
The Model Y can accommodate up to 30.2 cubic-feet of cargo behind the second-row seats and up to 72.1 cu-ft with those seats folded. If you opt for the third-row seats, those figures drop by 3 or 4 cu-ft, but even those specs are generous for both the compact SUV class and when compared to other crossover EVs. There’s also an additional 4.1 cu-ft in the frunk (front trunk).
What are the Model Y’s range and performance specs?
As of this writing in June 2024, there are three choices in the Model Y lineup: the Long Range RWD, Long Range AWD and the Performance. The Long Range RWD is estimated to return 320 miles of range on a full charge, while the AWD drops slightly to 308 miles. Note that both of those figures apply to Model Ys on the standard 19-inch wheels. Upgrade to the 20-inch option and range falls to 295 miles and 287 miles, respectively. Meanwhile, the Performance dips down to just 279 miles, and it comes with 21-inch wheels as standard equipment (no other options available).
The slowest version is the Long Range RWD model that gets to 60 mph in 6.5 seconds. The dual-motor AWD version drops this to a quick-feeling 4.8 seconds, and the Performance is shockingly-quick, getting to 60 in only 3.5 seconds. Unlike virtually every other car company, Tesla does not list official output figures for its various trims, nor does it list official battery or charging specs. That said, we know the max charge rate for the Model Y is 250 kilowatts, making it very competitive versus others in this class.
What's the Model Y like to drive?
Whether it’s the Long Range AWD or Performance, the Model Y is quicker than most drivers will ever need (we still haven't driven the Long Range RWD). Stomping the pedal to the floor, acceleration is instantaneous and quiet. Driven more conservatively, the Model Y is well-mannered and seamlessly smooth with a well-tuned one-pedal drive mode. These traits are emblematic of most EVs.
With a curb weight tipping the scale past 4,400 pounds, the Model Y is on the heavy side, but as with every EV, the considerable battery weight is optimally concentrated in the floor. This gives the Model Y a low center of gravity and greatly improves handling. It indeed can be said the Model Y drives like a smaller vehicle, and the Performance version is even more agile thanks to a lowered suspension and upgraded brakes.
Ride quality is firmer than you might expect and tends to unsettle the Model Y on broken pavement. The Performance model’s sport suspension is even stiffer, with sharp jolts regularly transmitted right into the cabin. If comfort is a priority, you may want to look into smaller wheel options, as the 21-inch wheels tend to exacerbate this problem. Consumer Editor Jeremy Korzeniewski (a Tesla Model 3 owner) also notes that the Model 3 is considerably more comfortable and refined than the Model Y.
Since there’s no internal combustion engine, the Model Y is mostly quiet, but that makes other noises more noticeable. Road noise is ever present, and road bumps often emit low thuds – a recent rental with over 40,000 miles on it was especially bad with constant suspension crashing and banging over poor roads. In our experience, after only a few thousand miles, the Model Y’s interior panels begin to creak and squeak with annoying regularity.
Back in July 2020, we got our first drive of the Model Y and found that it easily trumped the limited number of EV offerings from luxury manufacturers (Jaguar and Audi in particular). Things have changed since then, including the Model Y's specs.
What is the Model Y price?
By the very nature of being a Tesla, the Model Y is different from nearly any other car in purchase and delivery experience. Instead of the traditional purchasing process where you drop by a dealership to purchase a vehicle and drive off, you have to order your Tesla online or from one of its stores. On the website, Tesla also displays pricing with “potential savings” deducted from the actual purchase price. These deductions include likely tax credits, other local incentives, and potential gas savings, so make sure you're looking at the true numbers when calculating if you can afford one or not.
As of June 2024, the "entry-level" Model Y Long Range RWD is listed at $46,630 for purchase, including the $1,390 destination and $250 order fee charges. Factor in the point-of-purchase $7,500 tax credit, and that reduces the price to just $39,130. Every paint option except for Stealth Grey costs extra, with Ultra Red being the priciest at $2,000. The more stylish (but range-sapping) 20-inch wheels are a $2,000 add-on, and the two-tone white and black interior is an extra $1,000. If you want the third-row option, you'll need to step up to the Long-Range AWD and pay the extra $2,000 Tesla charges for those seats.
We don't recommend paying for it outright, but Tesla's "Full-Self Driving" package is $8,000 – if you want to try it out, we'd suggest subscribing to it for a month first to see if it's something you want. We describe why below.
Prices for all three versions of the Model Y are listed below.
Model Y Long-Range RWD: $46,630 Model Y Long-Range AWD: $49,630 Model Y Performance: $53,130
What are the Model Y safety ratings and driver assistance features?
A lot of noise has been made over Tesla’s automated driving systems, causing quite a bit of confusion. As for what comes standard, every Model Y has forward collision warning and automatic emergency braking, lane departure avoidance, adaptive cruise control, "Autosteer" (lane-centering), Lane Assist (a quasi-blind-spot monitoring system with active steering assist), a blind-spot camera and a driver inattentiveness camera.
"Full-Self Driving" (again, not an autonomous driving system) comes with additional features that include "Navigate on Autopilot," automatic lane changes, Smart Summon/Summon, Autopark and Traffic Light and Stop Sign Control. Plus, "Autosteer on city streets," that you've likely seen videos of at this point. Most competitors can’t match this, but Mercedes-Benz is notably the first OEM to offer true Level 3 autonomy under specific conditions.
That said, we have serious issues with the way Full-Self Driving functions. The system still requires constant supervision and can lead you into some dangerous situations. For a few examples, in our testing we saw it try to drive into curbs on multiple occasions, come to sudden stops at flashing yellow lights and even tried to cut around folks waiting in a right turn lane by using the paved shoulder to their right.
In crash tests conducted by the National Highway Traffic Safety Administration, the Model Y was awarded five-out-of-five stars across all evaluations. Similarly, it achieved the highest rating of “Good” across the board from the Insurance Institute for Highway Safety, which also names the Model Y a Top Safety Pick+ for 2024, its highest award.
BLUFFTON, S.C. — The 2024 GMC Acadia is a revamped take on the brand’s popular three-row SUV. It’s quite a bit bigger than the outgoing model, with 8.4 more inches of wheelbase and 10.6 extra inches of overall length. That’s a huge boon to cargo space (up 80%), while also adding 27% to second-row legroom. Its new looks align more closely now with the GMC Sierra pickup, granting it a brawnier personality.
While it’s in many ways quite similar to the updated 2024 Chevrolet Traverse, (including in size, now) GMC did an admirable amount of design work to differentiate the Acadia from its close relative. The tall, truck-like grille gives the Acadia more presence than before, and the C-shaped LED headlights add character. Along the side, the chunky C-pillar is hidden from sight, while the D-pillar is expanded. This provides a better view for third-row passengers, and has the added benefit of obscuring the cargo area from onlookers. Around back, we see more LED lighting, as well as quad exhaust tips GMC said were inspired by the C8 Chevy Corvette, complete with their squarish shape. The overall look is more truckish, but it still has a sporty slant.
Under the skin, much is shared with its Chevy platform-mate. It sports the same new 2.5-liter turbo four producing 328 horsepower and 326 pound-feet of torque and shifts via an eight-speed automatic transmission. The engine employs the same “ePhaser” to adjust the camshaft on the fly to advance and delay the spark according to power and efficiency needs. And just like the Traverse, the front-wheel-drive Acadia gets 20 miles per gallon city, 27 mpg highway and 23 mpg combined, or 19/24/21 mpg with all-wheel drive.
In addition to the base Elevation trim ($43,995 including destination, with AWD costing another $2,000), the Acadia boasts the more luxurious Denali trim ($55,695 for FWD and $57,695 for AWD), as well as the off-road-ready AT4 trim ($51,395 with AWD standard). We’ll have to wait to evaluate the feature content in the Elevation, but the Denali and AT4 were on hand for us to evaluate in South Carolina.
Our first stint in the Acadia was in the Denali. Getting inside, it’s immediately noticeable that the Acadia’s interior is a big step up over that of the Traverse. Up front, the centerpiece is the tech interface standard on all Acadia trims: a portrait-oriented 15-inch infotainment screen running Google Built-In, as well as an 11-inch driver display. The Denali also comes with a head-up display as standard. One feature that helped immensely (in both Acadias we drove) on unfamiliar roads was the ability to switch the instrument panel display to donate most of its real estate to mirror the Google Maps navigation, putting our directions directly in front of us while freeing up the infotainment screen for any other functions needed along the way. And, yes, this GM product still has Apple CarPlay and Android Auto.
The rest of the Denali’s interior design is inviting, with leather seats boasting truly attractive stitching. There are still some grainy, hard plastics to be found, but they don’t dominate the cabin. We really like the look of the open-pore ayous wood trim, complete with the Denali name etched at the far end of the dash. The fairing that covers the driver’s side of the dash is interestingly shaped, with good character for an element that would otherwise be easily overlooked both by designers and consumers. Its big center console is open underneath for convenient storage, thanks to GMC relocating the drive selector from the console to the steering column. We also appreciate the big, sturdy HVAC toggles integrated at the bottom of the infotainment screen.
Standard across the lineup is a seven-passenger layout with second-row captain’s chairs; there is no bench seat option. The second row is quite roomy, with seats that adjust backward and forward to offer more room or to punish whomever is sitting behind you. The third row is fairly large, though. With the driver’s seat in my ideal driver position and a comfortable second-row position behind that, I squeezed my 6-foot self into the third row and found my knees touching the seatback ahead of me. With a couple of minor adjustments from the forward seats — ones that wouldn’t be asking too much of the other occupants — I could fit in the third row fairly comfortably. A kid would be right at home for long trips. Adults would at least appreciate the decent headroom.
You could carry a good amount of luggage for all those passengers. Cargo volume behind the third row checks in at a segment-beating 23.0 cubic feet, with a large under-floor bin as a bonus. If it’s just a family of four taking the trip, flattening the third row opens that up to 57.3 cubic feet. Fold all the seats down for a maximum 97.5 cubes, and you’ve got a decent moving vehicle. There’s also 5,000 pounds worth of towing capacity if you somehow run out of space inside the Acadia.
Our particular Denali tester was equipped with the standard 20-inch wheels, not the optional 22-inchers and the “performance suspension” included in the Denali Reserve Package. That upgraded suspension uses passive, frequency-based dampers that behave differently according to input from the road. It’s probably more important to have when rolling on the bigger tires with their shorter sidewalls, but the 20-inchers with the standard suspension proved just fine for our drive. We didn’t encounter some of the tire-flattening, cratered pavement we see up in Michigan, but the imperfections we did encounter passed under tire without complaint.
GM’s Super Cruise hands-free driver assistance system is optional across the Acadia lineup, and our Denali had it. It’s still a great system, reducing fatigue and inspiring confidence in its abilities as it deftly moves along with traffic — or around it with automatic lane changes. As GM adds more mileage to its map of compatible roads (about 750,000 miles now!), we were sometimes surprised by some of the smaller highways it would work on. One such stretch of road had its share of intersections with stop lights. Ahead of some of these busier intersections, the Acadia would let us know to take over steering with a red light on the steering wheel, a message on the driver display and a vibration of the seat cushion (a great way to deliver an alert without freaking out any passengers on board). Super Cruise remains one of the more advanced driver assist systems that we actually enjoy using.
The 2.5-liter turbo engine felt like a good fit for the Acadia. While it may not seem as macho as a V6, it offered plenty of power to get and keep the Acadia moving. It doesn’t sound bad, either, and what you do hear isn’t very loud. Turbo lag is at a minimum, and there’s enough power on hand to get the front wheels to spin from a stop (which is accompanied by a suggestion on the driver display to switch to AWD mode). We’ll be interested to see if the engine still feels up to the task when loaded up with passengers and a trailer in tow, but nothing so far suggests it won’t.
The next morning, I got in the off-road-leaning Acadia AT4. That comes equipped with all-terrain tires mounted on 18-inch wheels. In all, the AT4 gains about 1.2 inches in ride height over the Elevation, about two-thirds of that coming from the suspension, while the tires account for the rest. The AT4 uses a version of the optional performance suspension from the Denali, though tuned for more rugged duty, and including the same hydraulic rebound stop found in the Chevy Traverse Z71. It also gets red tow hooks, underbody skid plates, a twin-clutch all-wheel drive system and Off-Road and Terrain drive modes. The exterior brightwork isn’t exactly bright, using tinted chrome that comes off as a broody, glossy graphite-ish color. We’d be remiss to ignore the AT4’s marker lights on its wheel arches — it’s a small detail, but a neat one, nonetheless.
Inside, the AT4 doesn’t automatically get the Denali’s standard features, like a head-up display, leather upholstery, ventilated front seats, heated second-row seats, one-touch-folding second-row and power-folding third-row seats, power steering column, memory settings and premium floor mats. Some of that is available, some not, but what you do get is still good and, we’d argue, suited to its purpose. The combination fabric and synthetic seats are comfortable and feel durable, and the rest of the interior design is still attractive, complete with wood trim. But despite fewer luxury trimmings, the AT4 feels even more special to drive.
The AT4 is particularly at home traversing down gravel roads at speeds that left huge plumes of dust behind us, the suspension doing an absolutely superb job of smoothing out the ruts and bumps. Once the gravel turned to fine, dry sand, the AT4 was a hoot. In Off-Road mode, it was perfectly happy to carry momentum and even accelerate fairly quickly through the loose medium. It felt a little playful, but not unruly as the front tires clawed through the sand, keeping the Acadia’s grille pointed where we wanted it. Just for fun, we switched the drive mode back to Normal mid-sand-rip, and the AT4 did indeed struggle to keep up momentum, slowing down significantly despite my inputs, as the traction control system fought against slippage. Popping it back into Off-Road mode via the (poorly placed) toggle to the left of the steering column, the Acadia was once again eager to charge forward as the AT4’s Active Torque Control AWD system allowed the wheels a little more freedom to spin.
GMC was kind enough to dig up one of the sandy roads on our drive route to let us get some wheels in the air. The AT4 was happy to creep through in Terrain mode without us having to fumble between the gas and brake pedals. Furthermore, every liftoff and touchdown of the wheels took place without drama — no noise, and managed with comfort (at least from the driver’s seat). We also turned on the vehicle’s exterior cameras, which would be useful if that portion of the trail had any turns.
Later, when we’d come back to the same spot, newly refreshed by GMC’s on-hand earth-moving equipment, the sandy ruts were deep and loose enough to get the Acadia temporarily stuck, wheels spinning to no avail. There was no need to resort to the tow hooks, though, as backing up a couple of inches, then rolling the front wheel back onto the incline and keeping a steady foot on the accelerator was enough to allow the all-wheel-drive system to sort the torque enough to get us up and out of the pit and, eventually, back onto mostly level ground.
On the pavement, the AT4 proved just about as comfortable as the Denali we had driven the day before. We were able to elicit a bit more wheel spin from the all-terrain tires when gunning it from a stop, and they gave a little bit of a roar when we called upon its lateral grip reserves when pushing through a corner. Excess body roll didn’t pose a problem from the driver’s seat, and the sweet suspension continued to level out whatever came at it on the straight parts of the road, too.
Our AT4 was also equipped with Super Cruise, which worked just as well as it did in the Denali. The only difference was that we noticed a bit more correction from the steering system, with just a slight wobble of the steering wheel on center as it cruised down the highway. That did not translate into any extra motion in the cabin, however, as everything felt calm and stable as we chugged straight ahead with our hands in our lap.
The 2024 Acadia is an attractive three-row SUV, perhaps more so than the slightly more affordable Chevy Traverse — even more affordable than that if you walk further down the Chevy’s deeper trim lineup. The Acadia’s exterior design is unique, and its interior design is a big draw over its cousin when comparing these comparable trims. Is that worth an extra few grand to you? Because beyond that, there’s not a lot, especially in terms of driving, that sets it apart from the Traverse. With that in mind, it’s simple enough to go test them back to back; they’re both in dealerships now, and they represent big upgrades over their outgoing versions.
Pros: Refined V6; excellent steering and handling; two cab sizes; long bed available with crew cab; small maneuverable size
Cons: Lack of powertrain options; small interior; mediocre fuel economy
The midsize pickup truck segment is seeing an influx of completely new models employing turbocharging and simplified cab configurations. By contrast, the 2024 Nissan Frontier is sticking with a decidedly old-school approach, and while it might not be the perfect truck answer for everyone, it might be for a select few. Not only is it old-school in its powertrain, cab/bed offerings and some of its features, but the truck itself is really a heavily revised version of its rather long-lived predecessor. But as we mentioned, that’s not entirely a bad thing.
In many ways, the Nissan Frontier is the driver’s choice for a midsize pickup truck (well, at least on-road). The handling is quite good for a pickup, and it’s bolstered by surprisingly good steering feel that puts some cars to shame. It’s also comfortable, and its smooth naturally aspirated, 310-horsepower V6 provides some added refinement that the turbo four-cylinder engines of competitors can’t quite match. It’s the standard engine, too, which sweetens the deal of the base models. Additionally, the Frontier offers a variety of configurations not available on several rivals, including an extended cab and the option of pairing a long bed with the crew cab. The Toyota Tacoma is the only other midsize truck to still offer those.
With that said, the Frontier doesn’t offer high-performance off-road variants like those from Toyota, Ford, Chevy and Jeep, nor does it have higher-performance engine options like Toyota and Ford. Nor is there a more luxurious variant to match the GMC Canyon Denali. The V6’s fuel economy lags behind the turbo four-cylinders, too, albeit not by a huge amount.
Whether the Frontier is right for you depends on your priorities. If you really value driving experience, small size and being able to get a specific body type, you can’t go wrong. But if you’re looking for fuel economy, off-road performance or prefer something a bit bigger, you may want to consider the competition.
The Nissan Frontier gets a couple new trim and package additions. The SL trim has been added as the range topper with most features included as standard, including heated leather seats and wheel, a 10-speaker sound system and a sunroof. There’s also the new Hardbody Edition package (pictured below) for the SV trim. This one comes with a bunch of exterior additions such as vintage graphics, a style bar and, most notably, special 17-inch alloy wheels that look just like the distinctive ones from the old Nissan Hardbody pickup truck.
What are the Frontier’s interior and in-car technology like?
This is one of the areas where the Nissan Frontier shines. It has a chunky, squared-off dashboard to match its rugged exterior, and the plastics are impressively high-quality and tight fitting. The Pro-X and Pro-4X models also offer the option of vibrant red stitching, embroidered logos and leather-wrapped steering wheel and shifter (pictured in the smaller photos above). On top of all that, all Frontiers come with highly comfortable seats that offer plenty of support. Visibility is superb, too, with tall windows and low sills.
All Frontiers also get at least an 8-inch touchscreen infotainment display, with a 9-inch unit on higher trims (pictured). They all use the same interface, which has minimal menus and large icons that make it easy to navigate, plus Apple CarPlay and Android Auto are standard. Both screens are bright, clear and responsive. We're also very pleased that climate and stereo functions are easy to use with traditional buttons and knobs. Four USB ports are standard, with two each in the front and rear cabins.
On the outside, the Frontier is the smallest truck in the midsize segment. Lengthwise, it has the shortest wheelbase and overall length (even when comparing crew cab/long bed configurations), and it's the narrowest. Its overall height is in the middle compared with other midsize trucks.
Speaking of cab and bed options, the Frontier can be had in either an extended cab (King Cab) or a full four-door crew cab. The King Cab comes only with the longer bed option (72.7 inches), but the crew cab can have either the short (59.5 inches) or long bed choices. The combination of crew cab and long bed is a feature only shared with the Toyota Tacoma. We take a deep dive into the Frontier bed in this driveway test.
Inside, the Frontier is on the smaller side of the spectrum, which is understandable considering its smaller exterior dimensions. By the numbers, it's an inch or two smaller than most, though head room and shoulder room are pretty solid. Legroom is really where things are on the tight side. The front occupants should feel fairly comfortable, but if you're on the tall side, you may find insufficient seat travel. The lack of a telescoping steering wheel is likely the bigger deal, regardless of your height. Adults can fit in the rear seats of the crew cab and be comfortable for short jaunts, but the lack of leg room will make them uncomfortable on long trips. The upright seat back doesn't help, either. Pretty much every other truck in the segment offers more generous rear accommodations. The extended King Cab, meanwhile, operates on a more even playing field with its competitors because you're just dealing with varying degrees of severely cramped. The Frontier King Cab's rear seats are only suitable for some pets or friends who are really small (or really need to get somewhere). It’s a rare thing, now, too, as only the Tacoma still offers an extended cab model, and that one doesn’t have rear seats at all.
What are the Frontier’s fuel economy and performance specs?
The Frontier offers only one powertrain: a naturally aspirated 3.8-liter V6 paired with a nine-speed automatic transmission. Output is 310 horsepower and 281 pound-feet of torque, which is strong, but isn’t quite the class-leader it once was. It’s tied in power with the high-output Colorado and Canyon, and behind the hybrid engines in the Tacoma, and the turbo V6 in the Ford Ranger Raptor. Torque now falls behind nearly every turbo engine in the segment, including some standard ones. As usual, there's a choice of rear-wheel drive or four-wheel drive, and both come standard with a limited-slip rear differential.
Unsurprisingly, the more frugal of the two options is the rear-drive Frontier. It gets 18 mpg in the city, 24 mpg highway, and 21 mpg combined. Four-wheel drive brings the numbers down to 18/23/20. The Pro-4X drops a little farther to 18/22/19. That puts it on par with some key competitors such as the Honda Ridgeline and Jeep Gladiator, but a bit behind most versions of the Ford Ranger and Chevy Colorado.
As for carrying stuff, the Frontier has towing and payload capacities at the back of the pack. Towing is the worst in segment at 6,720 pounds maximum (unless you consider the Ridgeline a competitor, in which case that’s worse). Payload is second worst at 1,610 pounds (Chevy Colorado is lower).
This is the other highlight for the Frontier. The V6 offers solid acceleration, but what's really impressive is how smooth it is. Even though it revs a bit high to deliver the power, it never sounds strained, and what sound you hear is at low volume. The nine-speed transmission is also seamless when not working hard, though it becomes a bit sluggish and with rougher shifts if you push it.
It's only slightly disappointing since the Frontier is a surprisingly good handler. The steering is an old-school hydraulic assist system that delivers the sort of feedback that's generally vanished from most modern vehicles of all segments (on the other hand, it's a lot heavier at slower speeds and can be a bit vague when driving in a straight line). It’s handy off-road, too, giving a good idea of what the surface and traction situation is under the front tires. With that said, it’s also rather heavy, so you’ll be working those arms harder than most other trucks. It’s far from a deal breaker, though. Body roll is mild and the truck feels stable, even a bit fun in corners, at least relative to other trucks. The ride is also smooth, even on rough dirt roads.
The small size of the Frontier is another big benefit everywhere, as it makes it very easy to maneuver; whether you’re getting into parking spots or sneaking between trees.
As the title says, we take a deep dive in to the Frontier interior (specifically, the PRO-4X) and the short bed included with the crew cab.
What is the 2024 Frontier’s price?
The Frontier, since it has only the V6 engine option, starts a bit higher than the competition at $31,265. That's for the base, two-wheel-drive, King Cab S model. Despite the bare-bones look and trim, it's reasonably well-equipped. It of course has the peppy engine, but it also has a limited-slip differential and modern convenience features including remote locking with push-button start, an 8-inch infotainment touchscreen with Apple CarPlay and Android Auto. The King Cab is only available on S and SV, and opting for the Crew Cab will add $1,300 for the S, $1,400 for the SV with a 5-foot bed, and $4,230 for the SV Crew Cab with 6-foot bed. Four-wheel drive adds $3,200 for the S and SV King Cab and $3,000 for the Crew Cab versions.
Two new trims and packages for the 2024 model year include the Hardbody Edition and the SL trim. The Hardbody Edition is a package that includes three-spoke wheels that are near replicas of alloys available on the Nissan Hardbody pickup of the 1980s and ‘90s. It also adds vintage-style graphics, black trim, a rear style bar, rocker rails, fender flares, a front skid plate, plus all-terrain tires. It costs an extra $3,890 when added to a four-wheel-drive Frontier SV.
As for the SL, it’s the range-topper that includes most features that are optional on other trims. Among them are LED headlights, heated leather seats and steering wheel, sunroof, 10-speaker sound system, remote start, 400-watt power outlets, spray-in bedliner, bed lighting and bed tracks.
Continuing from past years are the off-road-oriented Pro-X (RWD) and Pro-4X (4WD). They both get Bilstein shocks and matched springs, a rear anti-roll bar, 17-inch wheels, all-terrain tires, fender flares, LED fog lights, red tow hooks and embroidered seats with red stitching. They also get niceties including proximity key, dual-zone automatic climate control, a 9-inch infotainment system with navigation, power seats and leather-wrapped steering wheel and shifter. The Pro-4X also adds aluminum and steel skid plates, a locking rear differential and hill descent control
What are the Frontier’s safety ratings and driver assistance features?
The 2024 Nissan Frontier has been partially crash tested by the IIHS. It received top “Good” ratings for both the original and updated moderate overlap frontal crash tests, as well as “Acceptable” for the updated side crash test. The pedestrian crash prevention system is rated “Acceptable” as are the LED headlights, but the halogen units that are standard are rated “Poor.”
NHTSA has also tested the Frontier, and it gave the truck a four-star overall safety rating. It got four stars for frontal crash performance, five for side, and three for rollover.
Among the standard safety features are automatic headlights, forward collision warning with automatic emergency braking and pedestrian detection, and driver inattention monitor. Available as options or in other trim levels are rear automatic emergency braking, lane-departure warning, blind-spot warning, rear-cross traffic warning, adaptive cruise control, automatic high-beams, 360-degree cameras, parking sensors and traffic sign-recognition.
Pros: Great tech; reasonably fun to drive; turbo engine upgrade and electric model; more space with new generation
Cons: No wireless smartphone connection with upgrade system; no federal tax credit for Electric; no more Kona N (for now)
The 2024 Hyundai Kona represents the collective evolution of the subcompact crossover segment. While it shrinks from three models to just two for 2024 (say goodbye to the Kona N), the baby commuter now packs more space, more tech and more diversity of electric powertrains.
While the Kona may be new, it hasn’t lost the key attributes that made us like the first generation so much. It’s still pleasant to drive, even fun if you spring for one of the punchier models. It’s still packed with usable, well-thought-out tech. And it’s still small — albeit a lot less so than previously. Its position at the lower end of Hyundai’s lineup also helps the value proposition stick. Put another way: It’s still a bargain.
The Kona Electric also returns, now with a choice between ultimate range and a smaller, cheaper battery. Unfortunately, the loss of federal tax credits means its price won’t be as competitive as it used to be. But with other cheap EV options taking a break (looking at you, Chevrolet Bolt EUV), the Kona is positioned to make a splash in its second performance.
The Kona was redesigned for 2024 and now boasts significantly more cargo space along with a roomier rear seat. While both of the standard gasoline engines carried over largely unchanged, the high-output N performance model is discontinued, but don't count out a return at some point. The Kona Electric also returns, this time with two BEV powertrains to choose from, but the tire-burning torque of the last-gen electric model has been dialed back.
The new Kona also gets an overhauled interior featuring a host of new tech to go with its new skin. The new 12.3-inch infotainment system supports over-the-air updates and comes with USB-C ports front and rear. Wireless Android Auto and Apple CarPlay support is finally coming to navigation-equipped models, though it’ll come as an over-the-air update later in 2024.
(Kona Limited interior (light gray); Kona N-Line interior (black with red accents); Kona Electric interior (gray with yellow accents)
What are the Kona interior and in-car technology like?
For the money — and for this humble segment — the Kona interior is quite decent. The 2024 redesign brightens things up a bit in the front cabin, especially on the Limited and N-Line. Those trims get a column-mounted gear selector, freeing up space between the seats. Hyundai also borrowed the Palisade’s multi-function center console with cupholders that collapse out of the way to make room for storing larger items.
Kona has always been equipped with decent tech and infotainment; the new model is no exception. SE and SEL get a 12.3-inch center screen alongside a smaller 4.2-inch color cluster. This combo gets you wireless smartphone integration standard (Apple or Android). The Limited and N-Line get a navigation-equipped system with Bose audio and wired Android Auto and Apple CarPlay, but as is the case with Hyundai’s other current offerings, the high-end infotainment lacks wireless capability. For now. Hyundai is on track to offer an over-the-air update (another new feature) to add it to navigation-equipped models by the end of 2024.
The Kona offers USB-C charging front and rear, and can be equipped with a wireless device charger for phones or (very) small tablets.
How big is the Kona?
The Kona is a subcompact SUV. Put another way: It’s small. If you’re planning on using the back seat and cargo area a lot, take note. That said, it got significantly bigger and more functional for 2024. The previous model trailed virtually every competitor in headroom, legroom and cargo space, but the overhaul’s three additional inches of front headroom and rear legroom brings the Kona in line with the Honda HR-V, Toyota Corolla Cross and Kia Seltos. Its back seat is now solidly competitive with the heart of the subcompact class.
What are the Kona fuel economy and electric range specs?
The Kona makes this usually brief section a bit complicated. Including the Electric model, it is offered in six different powertrain combinations, with everything from frugality to a bit of performance mixed in.
The base engine (SE, SEL models) is a 2.0-liter four-cylinder that makes 147 horsepower and 132 pound-feet of torque. It’s paired with a continuously variable transmission and can be had in front- or all-wheel-drive configurations. The front-drive SE is rated at 28 mpg city, 35 mpg highway and 31 mpg combined. With AWD, those drop to 26/29/27, respectively. The SEL is inconsequentially less efficient.
Meanwhile, the N Line and Limited trims get a 1.6-liter turbocharged four-cylinder that makes 190 horsepower and 195 pound-feet of torque. This motor is paired to an eight-speed automatic transmission and again can be had in both FWD and AWD layouts. FWD models are rated at 26 mpg city, 32 mpg highway and 28 mpg combined; AWD models return 24/26/29.
And then there’s the Kona Electric. Again, it’s offered with two drivelines, but neither can be had with AWD, simplifying the math a bit. The Electric SE has a 133-horsepower motor mated to a 48.6 kWh battery with 197 miles of range. The Electric SEL and Limited get a larger, 201-horsepower motor paired to a 64.8 kWh battery, which Hyundai says is good for 260 miles. The smaller battery needs roughly 5 hours to charge on a level II home setup, while the larger will take about 6:15. Both batteries can be charged from 10-80% on a DC fast charger in 43 minutes.
Considering all those powertrain choices up there, the answer is “it really depends.” Front-wheel-drive models are fitted with a torsion beam suspension; AWD models get an independent multilink out back. If you want the better Kona to drive, you’ll want all-wheel drive. In general, though, every Kona impresses with a surprisingly fun driving experience highlighted by tidy body control and well-calibrated steering. It’s not quite as firmly sprung or as responsive as the first-gen Kona was, but considering its 200-pound weight gain and lack of corresponding power increase, we’re not surprised the Kona’s a little less playful than it used to be.
We’ve not yet been able to try out Hyundai’s continuously variable transmission (IVT in Hyundai parlance) on the standard 2.0-liter engine, but the new eight-speed (that replaced the old Kona’s DCT) paired to the turbo engine is more than adequate to the task. We’d like to see a bit less hesitation to downshift in around-town driving, as the Kona’s 1.6 can drone a bit with low load, but when you ask it for power (either via one of the paddle shifters or with a shove of your right foot), it’s there.
Hyundai’s mission to civilize the Kona clearly paid dividends. While it’s not whisper-quiet, the cabin is more serene than the outgoing model’s. This really shines through in the Kona Electric, which we’ve only briefly sampled so far. Without a gasoline engine to mask outside noise, it would be the most vulnerable to intrusive sound.
The updated Kona Electric loses a whopping 103 pound-feet of torque with its calibration for the new generation, but it still feels more than punchy enough to do the job. While the tire-roast torque of the last-gen Kona Electric may have been good for a grin, it didn’t add much else to the experience. The Electric is arguably the most composed of the Konas now, too, as its battery pack keeps the center of gravity low. We compared it to other similarly-priced EVs in our most recent EV Comparison Test where it came in third place, just besting its Kia Niro EV twin.
We didn't get as much time behind the wheel of the new Electric, but here you'll find our initial impressions plus all of the details about its new electric motor and battery lineup.
We pit four electric crossovers against each other, all priced at about the average price of a new car, approximately $45,000.
What is the 2024 Kona price?
Pricing for the 2024 Kona SE starts at $25,435. For that, you get front-wheel drive, the 147-horsepower 2.0-liter engine and the standard 12.3-inch infotainment unit with wireless Android Auto and Apple CarPlay.
The SEL ups the interior materials (leather on the shift knob and wheel, for example) and adds second-row climate controls. It can also be equipped with a $2,200 Convenience Package that also adds a power driver's seat, heated front seats, and wireless charging.
The N-Line and Limited come with the turbo 1.6-liter engine and the 12.3-inch digital cluster replaces the 4.2-inch unit from the SE and SEL. The N-Line gets you a sporty look, including flashy wheels and a gnarly spoiler, but no actual performance upgrades. The Limited model focuses more on creature comforts and a toned-down, more elegant looking exterior.
No matter what trim you choose, AWD works out to a $1,500 option. You can find a full rundown of added features for the other trims here on Autoblog.
SE: $25,435
SEL: $26,785
N Line: $31,985 (pictured in red below)
Limited: $32,985 (pictured in green below)
For the most part, the Kona Electric's equipment offerings follow the standard Kona's pricing structure, but with a higher starting price and no sporty N-Line model. 2024 Hyundai Kona Electric pricing breaks down as follows:
SE: $34,010
SEL: $38,010
Limited: $42,380
What are the Kona safety ratings and driver assistance features?
Every Kona comes standard with forward collision warning with pedestrian detection and automatic emergency braking, lane-keeping assist, blind-spot and rear cross-traffic warning, and a driver inattention warning system. Adaptive cruise control with stop-and-go capability is standard on the Limited. These systems are some of the best-executed on the market.
The 2024 Kona received a Top Safety Pick+ award from the IIHS where it scored a "Good" rating in every crash test. The single headlight option received an "Acceptable" rating, and its LATCH ease of use scored the same. The updated Kona still hasn't been rated by the NHTSA.
Just as Ford tapped into the spirit of desert racing with the F-150 Raptor, so it goes with the 2024 Mustang Mach-E Rally. See, rally drivers are the most audacious (or deranged) folks to ever set their butt behind the wheel of a car. They drive at incredible speeds down narrow roads with a navigator constantly feeding them a barrage of indecipherable instructions gleaned from just one sighting pass. You likely aren’t quite as crazy-pants as famous rally drivers like Michele Mouton or Sebastien Loeb, but that doesn’t mean you can’t have a bit of fun piloting Ford’s newest Mach-E trim on the dirt.
The Rally takes the Mach-E GT and adds a few tweaks to make it dirt-worthy. There is a one-inch lift and skid plates protecting the front and rear motors. The front splitter is modified just a touch for a better approach angle. It has a front recovery hook, and the rocker panels have a paint protector to defend against gravel damage. I really dig the larger rear spoiler, and the white 19-inch rally-inspired wheels are an absolute chef’s kiss.
The Rally trim’s two electric motors get Ford’s Performance Upgrade, pushing out 480 ponies and 700 pound-feet of near-instant torque. It also gets the extended-range battery with 91 kilowatt-hours of juice. However, you’ll get just 265 miles of range on a full charge, compared to the GT’s 280 miles or the Premium trim’s 300. Still, it’s not a bad hit to take for something that can deliver so much fun.
I get a few laps in the Mach-E Rally at DirtFish Rally driving school outside of Seattle. This being the Pacific Northwest, it’s raining, and the gravel/dirt course is a slippery, muddy mess. Here is where tires play a key role. Ford outfitted the Rally trim with a set of Michelin CrossClimate2 all-season tires. As a dedicated rally tire, this definitely would not be my first choice, but Ford has to split the difference between range and traction. These get the job done, but those who really plan on hooning their Mach-E Rally in the dirt and gravel will want a rally-specific tire that likely will not be DOT-compliant.
We start off on a small course with the car in the sportiest street mode, dubbed Unbridled — there are also Whisper and Engage modes, and whoever named them should probably rename them (what’s wrong with just Comfort, Sport and Sport Plus?). Regardless, in Unbridled mode on a slippery surface, the traction control kicks in early, keeping oversteer at bay. The steering feels pretty loose, and the torque delivery isn’t quite as instant as I want it to be. It’s fun, but it’s not, you know, fun.
We move to the larger track and I select the new RallySport mode. Now I have the full shebang at my disposal. The steering gets much heftier and communicates a bit more feel into the hands. It’s easier to tell when the tires are close to the edge of grip. RallySport mode doesn’t turn off all the nannies, but traction control is definitely less heavy-handed. Oh, and there isn’t any lift-off throttle brake regeneration. I have to use the mechanical brakes to get this 5,000-pound beast to slow down before a turn.
In fact, I have to brake a smidge earlier on corner entry than I want to, since this car is so porky. Not only do I need to slow the thing down — momentum can end your day in a hurry — but I also need to get some weight transferred over the front end to keep the Mach-E from understeering. But that is nothing compared to what happens on corner exit.
RallySport mode brings the torque in much quicker, and it’s very linear. Combined with the single-speed transmission, it means that I always have power coming out of a turn. There is no shifting here, no turbo lag — just getting on the throttle quickly, squeezing out the power and letting the all-wheel-drive system claw its way around the turn. Do I induce oversteer a few times? Heck yeah, I do! But a bit of countersteering and patience keep the Mach-E from coming around all the way.
I really love what the MagneRide suspension does, as well. These shocks have little magnetic particles that can change the viscosity of the shock fluid. The car’s computer runs a current through the fluid, causing those particles to clump together. The result is a shock that can be harder or softer in milliseconds. In RallySport mode, they even get electronic bump stops to soak up any high-impact events at the top or bottom of the shocks’ travel. So I can be in the middle of a turn, hit a rut and the car doesn’t get upset. It’s pretty slick.
Now, don’t get any fun ideas about the Mach-E Rally being a desert race car. It’s not, electronic bump stops or not. It doesn’t have the ground clearance or suspension travel to handle the challenges of whoops or rocks. It would probably be pretty darn fun in soft sand but, again, the minimum running ground clearance here is just 5.8 inches. It would be very easy to get high-centered on a dune.
Instead, this is a car for those who want to take their daily driver to a rallycross event every now and again. Driving it on the pavement is best done in Unbridled mode, as the steering in RallySport is way too heavy for corner carving on the pavement. The all-season tires do a nice job on wet pavement, keeping the car planted and secure during the Seattle downpour. The standard heated front seats and steering wheel are a nice touch too.
Commuting is made easier by plenty of standard advanced drivers’ aids. You’ll get blind-spot monitoring, lane-keeping assist, automatic emergency braking, adaptive cruise control and the like, but buyers also get a 90-day trial of Ford’s BlueCruise technology standard on the Rally trim that allows for hands-free driving and driver-indicated auto-lane changes.
During my time on the DirtFish course I’m having too much fun to really care about how many electrons I’m using up, but you’ll want to pay fairly close attention. The Mach-E Rally can accept a DC fast charge of 150 kW, but that’s just the peak rate – you won’t get that speed for the entire session. However, Ford says the Rally can charge from 10% to 80% in 36 minutes. If you’re charging at home, the 11.5-kW onboard charger is definitely quick enough to fill the battery overnight.
When it comes to the competition, well … there are plenty of electric SUVs on the market right now. The Tesla Model Y is likely its best rival, and Tesla owners are probably the only other folks who would want to rally their rides. I mean, come on — do you think someone in a Cadillac Lyriq is going to head out to the forest to see how fast they can slalom through the trees? No.
However, throw a set of rally tires on the Hyundai Ioniq 5 N and you could have a proper race, and I could also see the upcoming Rivian R3 throwing its battery into the ring. An actual OEM electric rally race series would be amazing, but alas, I think we’ll be lucky to see even one Mustang Mach-E Rally with a full roll cage, ready for the 100 Acre Wood Rally.
The 2024 Mustang Mach-E Rally starts at just under $62,000 including delivery, but the good news is that there aren’t too many options to add aside from a few paint colors or three years of BlueCruise. Even better news, many local rallies only require a helmet and neck restraint, so you can get out and have fun straight away. I guarantee you’ll have a dopey grin on your face the whole time.
Pros: Design is upscale and eye-catching; interior space is spectacular; it’s a tech powerhouse
Cons: Transmission can be unsmooth at times; no sporty intentions; meager cargo space when using third row
The 2024 Hyundai Santa Fe is a legitimately cool vehicle. That isn’t something we’ve been able to say about any Santa Fe up until now, and it’s all thanks to the Hyundai design department putting in some astounding work with this latest iteration of the three-row SUV. Its resemblance to Land Rovers of years past is uncanny, but even though it reminds of other SUVs, the box-like design is still plenty personal to and fitting with Hyundai. From the funky rear end to the massive windows and pixel lights, this Santa Fe is undoubtedly going to turn heads.
Its hybrid powertrain gives folks looking for efficiency a great option, maxing out at 36 mpg combined, and the 2.5-liter turbocharged engine is a torque monster that can tow up to 4,500 pounds in the off-road-centric XRT trim. Speaking of, the added lift and all-terrain tires on this model make it a nice option for those hoping to hit some rougher roads on their way to the campsite. Hyundai’s made the Santa Fe’s interior a lovely spot for all seven passengers, too, provided those in the third row are children or smaller adults. Its square shape gives it spectacular utility, though you won’t be fitting much behind the third row. If you want a more usable third row and space behind it, the Hyundai Palisade is lying in wait, but as it stands, the Santa Fe is a stylish and utilitarian three-row with a solid value argument to boot.
The Santa Fe is a totally new, redesigned model for 2024. It’s vastly different than the outgoing Santa Fe, as the SUV takes on a whole new character for this generation.
What are the Santa Fe’s interior and in-car technology like?
The Santa Fe’s Land Rover-like boxy design on the outside translates to the inside, as huge windows make for excellent visibility in all directions. It’s far classier inside than you’d expect for its price, made all the better when you select the two-tone green and cream or Pecan Brown (above, bottom left) interior options on upper trims.
The steering wheel also looks like it was ripped right out of a Land Rover, as do the squared-off air vents (that mimic the headlight design) and angled climate control screen flanked by temperature dials for the driver and passenger. The large center console area – provided you spec a higher trim – has two dedicated wireless charging pads for a pair of smartphones (a rarity, and some of the best wireless phone chargers we’ve ever used), and the cubby under the armrest opens from either the front or back.
A curved display houses a pair of 12.3-inch screens, one for the gauges and another for the Hyundai Group’s latest multimedia system that gets wireless Apple CarPlay and Android Auto. To the right, there are two gloveboxes: a top one behind the dash panel with an optional UV-C sterilization compartment (it uses UV light to sterilize small items) and a more traditional one by the passenger’s knees. This is in addition to deep door pockets that’ll hold huge water bottles and storage space under the center console.
How big is the Santa Fe?
The Santa Fe is another three-row Hyundai SUV (like the Palisade), but it’s notably smaller with the big restrictions being third-row space and cargo capacity, particularly when the third row is raised.
That said, you’ll find generous accommodations for first- and second-row passengers, with that boxy design lending itself to mega headroom. Getting into the third row is kind of a hassle, since the seats don’t slide forward enough, but once you manage to wedge yourself back there, the amount of space is just a touch less than what you’ll find in a Palisade. Your biggest annoyance in the way-back may well be the height of the seats that leave your knees pointing upwards. The remaining cargo space behind that third row is just plain tiny, much like the mechanically related Kia Sorento that has similar exterior dimensions. If that's a problem, loading extra stuff on the raised roof rails is uniquely aided by grab handles in the C pillars that help you hoist yourself up while standing on the rear tire.
Put the third row down, and you’ll enjoy plentiful space at 40.5 cubic feet. Drop the second row, and that expands to a cavernous 79.6 cubic feet. Loading items into the Santa Fe’s cargo area is uniquely pleasant, too, because Hyundai specifically set out to design a hatch with as wide an opening as possible by installing the hatch struts low on the body where you’d normally find taillights. Look at the extra load width utility on offer side-by-side with the previous-gen Santa Fe (comparison above), and you’ll start to understand why this new one has such a funky rear-end design.
What are the Santa Fe’s fuel economy and performance specs?
There are two powertrain options for the Santa Fe, with the standard model being equipped with a 2.5-liter turbocharged four-cylinder that shifts via an eight-speed dual-clutch automatic transmission. Output from the engine is rated at 277 horsepower and 311 pound-feet of torque. Front-wheel drive is standard, and all-wheel drive is optional on every trim level except for the XRT, where AWD is standard. Fuel economy for the FWD model is listed at 20 miles per gallon city, 29 mpg highway and 24 mpg combined. That drops to 20/28/23 mpg with AWD. Meanwhile, the XRT trim takes an efficiency hit thanks to its all-terrain tires and lifted stance, down to 19/26/22 mpg.
As for the hybrid, that powertrain consists of a 1.6-liter turbocharged four-cylinder, single electric motor and six-speed automatic transmission. Combined output is rated at 231 horsepower and 271 pound-feet of torque, and you can choose either front- or all-wheel drive. Of course, the “upgrade” here is all about fuel economy, as the hybrid is rated at 36 mpg city, 35 mpg highway and 36 mpg combined. Opting for AWD drops those down to 35/34/34 mpg.
What's the Santa Fe like to drive?
Both powertrain options offer smooth power delivery and enough oomph to get the Santa Fe out of its own way. But at higher speeds – or if you find a winding side road – the less-powerful hybrid setup can feel anemic, especially during mid-range acceleration. The more powerful 2.5-liter turbo setup really feels like the best option, able to move the large Santa Fe with greater confidence. It doesn’t sound half bad either, with a respectable growl.
The Santa Fe is plenty nice to drive, with decent steering and controlled body manners, but there’s nothing sporty about it. You sit high behind the steering wheel, and there’s a commanding view down the long, flat hood that – yep – kind of has a Land Rover vibe. Fitted with 21-inch wheels, the Santa Fe transmits some of the bigger bumps and blemishes through to the cabin, but the smaller 18-inch wheels and higher-sidewall tires smooth things out beautifully.
As for the off-road-leaning XRT, we're pleased to report that the extra height and the chunkier all-terrain tires don't really change the pavement experience, at least not in any significant way. On the gravel and dirt roads, what is pretty impressive is how comfortable and stable the Santa Fe feels. For the hills, the Santa Fe cruises up easily, with the all-wheel-drive lock adding some extra traction. With that said, things could get jerky on the 1-2 upshift. Between being a dual-clutch transmission that has to balance clutch slipping and the turbocharged powertrain, it's not the smoothest to change.
The 2024 Santa Fe starts at $35,345 for its base SE trim with the 2.5-turbo and front-wheel drive. We’d recommend stepping up to at least the $37,845 SEL model that adds nice-to-haves like a power driver’s seat, heated front seats, dual-zone climate control and roof rails. If you want the aforementioned (and highly recommended) green interior, though, you’ll need to step up to the Limited or Calligraphy trims.
The XRT model is an interesting proposition at $41,995 with its 1.5 inches of extra ground clearance, all-terrain tires, standard AWD, extra 1,000 pounds of towing capacity (4,500-pound max) and unique exterior appearance.
If you’re going for maximum efficiency, the Hybrid starts at $38,345 for the SEL model, which makes it only a smidge more expensive than the gas-only model. The most expensive version you can opt for is a Calligraphy Hybrid with AWD for $50,195 before options/accessories.
We’ve listed all the versions and their base prices below. Add $1,800 to any of the following to get the price with AWD.
SE: $35,345
SEL: $37,845
XRT: $41,995
Limited: $44,745
Calligraphy: $47,895
SEL Hybrid: $38,345
Limited Hybrid: $45,245
Calligraphy Hybrid: $48,395
What are the Santa Fe’s safety ratings and driver assistance features?
The Santa Fe comes with a huge number of standard driver assistance features including forward collision avoidance assist (pedestrian, cyclist and junction turning detection), blind spot warning with rear cross-traffic assist, full-speed adaptive cruise control, lane-keeping assist, lane-following assist, front and rear parking sensors, rear occupant alert and safe exit alert. Step up to higher trims and even more features come into the fold, like Hyundai’s Blind View Monitor, blind spot collision avoidance assist, forward attention warning, navigation-based adaptive cruise, Hyundai’s Highway Driving Assist 2, 360-degree camera, side parking sensors and Remote Smart Parking Assist.
The 2024 Hyundai Santa Fe received a Top Safety Pick award from the IIHS, scoring Good ratings on every crash test except the moderate overlap front test, where it scored a Moderate rating. The only available headlights scored an Acceptable rating. The NHTSA has not yet tested a 2024 Santa Fe.
