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.
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.
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.
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.
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.
Rivian is a California-based EV maker that emerged as a startup and flourished by delivering two of the most groundbreaking electric vehicles of recent times. When the Rivian R1S SUV and R1T pickup truck were first released in 2022, they immediately impressed me. The duo offered an exceptional blend of tech, practicality, on-road handling, and off-road capability — a never-before-seen combination in an electric vehicle.
2025 Rivian R1S exterior.
Kyle Edward
Meet the R1S
My test vehicle came in the optional Midnight shade ($1,750) and was equipped with 22-inch Sport Dark alloys ($1,000). It also featured the optional Darkout Package ($1,000), giving the exterior a bold, blacked-out appearance. The interior was configured with the Black Mountain + Dark Ash Wood trim ($750), completing the stealthy aesthetic. The Dual Max model starts at $89,900, but with these options, my test unit's price was around $94,000.
2025 R1S sheds 44 pounds
As of now, every single component in the Rivian R1S, from the software to the window control switches are custom to Rivian. The 2025 models feature an all-new electrical architecture, shedding over 44 lbs of wiring. After testing the revamped 2025 Rivian R1S Dual Max (dual motor long-range model), I can confidently say that Rivian has polished and perfected this impressive combination.
The 2025 Rivian R1S Dual Max is the mid-spec, most capable dual-motor version of the electric SUV, offering the highest range figure in the lineup. It sits above the base dual-motor variants and below the tri-motor and quad-motor models. Powered by two electric motors, it delivers 533 horsepower and 610 lb-ft of torque.
However, you can unlock a performance upgrade for $5,000 that pushes the power figures to 655 horsepower and 829 lb-ft of torque. The EPA-estimated range is 410 miles, while I experienced a real-world range of around 400 miles in mixed driving conditions, including high-speed cruising, 0-60 tests, and regular grocery runs. Charging the battery from 10% to 80% took about 45 minutes using a DC fast charger, which is quite reasonable.
The 2025 Rivian R1S impresses with dynamic handling
The driving experience in the R1S is as enjoyable as ever. On the road, it feels compliant and composed, and off-road, it's impressively capable. Despite being a large, full-size SUV, the R1S manages corners with surprising confidence and minimal body roll. Its precision and agility are commendable, allowing it to change direction with ease. These dynamic attributes complement the robust powertrain of this EV. Power is readily available, with abundant torque throughout the range.
Rivian logo on 2025 R1S.
Kyle Edward
Comfort and versatility in the 2025 R1S
While the R1S showcases impressive performance, Rivian hasn't compromised on comfort. The standard air suspension provides a smooth and comfortable travel experience for all occupants. Passengers remain largely unaffected by enthusiastic driving, even at higher speeds. This was particularly noticeable during mild off-roading, even my co-passenger found the ride remarkably smooth. Bad roads and large potholes are absorbed well, despite the large 22-inch wheels and the absence of the optional All-Terrain Package. For those seeking more off-road capability, the package adds 20-inch all-terrain wheels and enhanced underbody protection. However, even without it, the R1S embodies the California adventure lifestyle.
Retro-inspired design and advanced technology define the 2025 Rivian R1S
I've always admired the retro-inspired design of the R1S. A standout exterior feature is the new "Adaptive Drive Beam" headlamps, offering excellent nighttime visibility without blinding oncoming traffic. This tech, which I've appreciated in high-end Audis, adds a high level of functionality. The rest of the exterior remains stunning. In the all-black spec, the R1S evokes a bold, stealthy demeanor.
Inside, the 2025 Rivian R1S continues to impress. The seats are both comfortable and stylish, while the central touchscreen is one of the best I’ve used recently. The software is clean, intuitive, and user-friendly. The accompanying digital app rivals the Tesla app in terms of convenience, connectivity, and performance.
However, the lack of Android Auto and Apple CarPlay connectivity might bother some, though I didn’t find it an issue. A more significant drawback is the complete absence of physical buttons. While the touchscreen is excellent, having a few buttons for frequently used functions like trunk opening and audio controls would enhance usability. Despite this, the R1S interior is well-designed, practical, and comfortable.
Final thoughts on the 2025 Rivian R1S Dual Max
In essence, the 2025 Rivian R1S Dual Max is an outstanding family SUV and the best overall trim of this sporty, rugged EV. It is attractive, powerful, engaging to drive, exceptionally comfortable, and spacious for both passengers and cargo. It's also packed with tech and offers impressive range and charging times. Moreover, it's ready for off-road adventures. I recommend this mid-spec model for most people. Unless you're a speed enthusiast seeking blistering acceleration, spending extra on the tri-motor or quad-motor models seems unnecessary.
Surprisingly elegant and versatile for a 7,000-pound three-row SUV, the Rivian R1S is one of the top choices for adventure-oriented enthusiasts seeking a capable off-roader and daily family hauler, all in one.
It's been remarkable to witness the Rivian brand come to life and evolve since its founding in 2009, and the quality of their product continues to improve each year. Such is the case with the 2025 Rivian R1S Gen 2.
The large all-electric SUV received a host of upgrades this year, including significant improvements in performance and battery life, as well as a redesigned user interface with a particular emphasis on audio. So, let's take a deeper dive into some of its pros and cons.
Behold: The 2025 Rivian R1S.
Kyle Edward
2025 Rivian R1S Pros
New battery packs and more range
The 2025 Rivian R1S introduces an all-new battery chemistry for its trio of battery packs, reducing their capacities without significantly impacting range. The Standard battery pack is now a smaller 92.5-kWh unit, down from the previous 106-kWh, but still provides the same 270-mile range with a 200-kW maximum charging capacity. The Large 109.4-kWh battery pack replaces the 135-kWh unit and offers up to 330 miles of range with a 220-kW maximum charging rate, a slight drop from the 352 miles offered the previous year. Finally, the 2025 Rivian R1S now features a 141.5-kWh Max battery pack, replacing the outgoing 149-kWh unit. The maximum charging rate remains at 220 kW, as does the range of 410 miles.
Wide array of models and performance choices
While the Dual-motor setup paired with a Standard battery pack continues to deliver the same 533 horsepower and 610 pound-feet of torque, upgrading the battery packs now instantly yields 665 horsepower and 829 pound-feet of torque, something that required a special Performance upgrade back in 2024.
All-new for 2025, the Tri-motor setup places two electric motors on the rear axle, while one drives the front wheels. This setup pairs exclusively with the Max battery pack and generates an impressive 850 horsepower and 1,103 pound-feet of torque.
Coming later in 2025, the range-topping Quad-motor setup raises a ludicrous 1,025 horsepower and 1,198 pound-feet of torque, which is 215 horsepower and 290 pound-feet more than the 2024 Quad-motor R1S. More importantly, each of the four electric motors in Quad models drives a separate wheel, providing power at all times and greatly improving the R1S's off-road capabilities, much like front and rear differential locks in conventional gas-powered rock crawlers.
2025 Rivian R1S.
Kyle Edward
Subtle yet premium cabin
Much like Tesla, Rivian takes a minimalist approach to designing the interiors of its models. Design cues are traditional, with plenty of right-angle bends across the dash and center console, as well as leather inserts and wood accents. Everything else is contemporary, however, as the R1S heavily relies on touchscreen displays. With no physical controls to speak of, the traditional approach quickly turns into a futuristic one. While some might not appreciate the overly contemporary solution, there is much to love about the cabin in general. All three rows are filled with premium materials, and there is plenty of space for both passengers and their cargo.
The Rivian R1S makes a bold statement with its striking design, blending contemporary elements with nods to classic off-road icons. Its bold, angular silhouette and distinctive front fascia set it apart, giving it a menacing yet refined presence on the road. The front light bar, paired with vertical headlights, provides a futuristic look that contrasts with the vehicle's rugged, almost utilitarian shape, reminiscent of old Land Cruisers and Land Rovers.
This combination of sharp angles, smooth surfaces, and minimalistic detailing creates a modern tribute to overland vehicles of the past, deserving recognition for its unique approach to blending tradition with innovation.
2025 Rivian R1S.
Kyle Edward
Blistering acceleration
For a 7,000-pound SUV with a 200-inch-long frame, the 2025 Rivian R1S moves exceptionally well. Even the base model can sprint from 0 to 60 mph in just 4.5 seconds, a feat that most SUVs can't match. The Dual-motor setups equipped with the Large and Max battery packs accelerate to 60 mph in 3.4 seconds, while the new Tri-motor setup achieves this in 2.9 seconds. And the forthcoming Quad-motor R1S is reportedly capable of reaching 60 mph from a standstill in a mere 2.5 seconds.
2025 Rivian R1S.
Kyle Edward
2025 Rivian R1S Cons
Over-reliance on touchscreens
The disappearance of physical controls in modern cars is becoming more common, especially among EV-focused automakers. Rivian is no exception, so it's not surprising that the R1S relies heavily on touchscreens. While the user interface is intuitive and offers many advanced options that traditional knobs and buttons can't match, and the 15.6-inch infotainment display is impressively large, physical controls are still simpler to use and more accessible for a broader range of drivers.
No Apple CarPlay or Android Auto
Despite offering some unique connectivity and streaming options, the Rivian infotainment system does not support Apple CarPlay or Android Auto. That seems like a missed opportunity.
2025 Rivian R1S interior.
Kyle Edward
Increasing cost
Gone are the days of the $70,000 Founders Edition Rivian. As Tesla slashes prices and more affordable three-row electric vehicle alternatives emerge, the 2025 Rivian R1S hits an all-time high price. Base models now start at $75,900, which is $1,000 more than the previous year, while the Large and Max battery packs cost an additional $7,000 and $14,000, respectively. The Tri-motor models start at $105,900, with pricing for the flagship Quad-motor R1S models yet to be disclosed. Considering that the 2025 Tri-motor already costs significantly more than the 2024 Quad-motor models, the new Quad-motor R1S is unlikely to be affordable.
Final thoughts on the Rivian R1S
The 2025 Rivian R1S Gen 2 is an improvement in many ways over its predecessor. The fledgling California-based automaker has managed to iron out some of its lineup's issues more quickly than Tesla did in its early days, but there is still room for improvement. Elegant, refined, and powerful, the R1S plays to its strengths. Its drawbacks, while present, are more annoyances than dealbreakers. Overall, the R1S stands out as one of the better, though more expensive, EV SUV's on the market.
NEWPORT BEACH, Calif. – The following is a list of electric luxury vehicles with third rows you’d actually want to sit in: Rivian R1S … that concludes the list. If you want to throw the Kia EV9 in there on the strength of its abundant features and high-end interior, go for it, but the fact remains that your pickings have been slim. That changes in a big way with the 2025 Volvo EX90, which is effectively the next generation of Volvo’s rightfully popular XC90 three-row crossover. Anyone who has one of those, or even one of its many competitors, should feel right at home in the tasteful, cocoonlike comfort of this impressively luxurious SUV. That it’s all-electric will of course be a turnoff for some (there’s a reason the XC90 will survive), but if those seeking a three-row luxury SUV were ever going to take the EV plunge, the EX90 shouldn’t make them feel like they’re going off the high-dive.
There are two versions available: the Twin Motor and Twin Motor Performance. The former, which we did not get a chance to sample, has 408 horsepower and 568 pound-feet of torque. That sure seems like an absurdly high amount for a Volvo SUV, even if it’s tasked with lugging around at least 5,687 pounds. The 0-60 time is estimated at 5.7 seconds. Should you attempt one of those brisk launches, both the front and rear axle motors will be engaged, but most of the time, under moderate acceleration, the Twin Motor relies on the front axle that by itself produces 241 horsepower. The rear is good for 160.
The Twin Motor Performance has the same front motor, but the rear is upgraded to a 268-hp unit. Overall output jumps to 517 hp and 671 lb-ft. Power is distributed more equally and more readily about in this version. There’s also a torque-vectoring electronic clutch at the rear axle, which theoretically adjusts power output between the rear wheels to aid handling and poor weather traction. We found it awfully hard to detect, however, in part because the EX90 just isn’t the sort of SUV you’d want to drive with gusto. It doesn’t need to be, but an Acura MDX Type S lets you feel and appreciate its torque-vectoring all-wheel drive system; the EX90 not so much.
Not surprisingly given its 4.7-second 0-60 time, the Twin Motor Performance will silently flatten you into your seat when charging up a highway on-ramp and make surrounding motorists do double takes after witnessing a beige Volvo SUV suddenly jump to light speed. There are no Star Warsy powertrain noises, which is good because they’re usually dopey, and would spoil what is a shockingly quiet interior. Wind noise is also practically nonexistent. Road noise seemed exceptionally quelled, too, but Orange County seems to repave its roads every few weeks, so it’s hard to determine for sure.
Those roads also made it a bit tough to determine ride quality. The XC90 always struggled to deliver a comfortable ride with big wheels – it felt like the equivalent of swapping the soles of your comfy running shoes with rigid work boot rubber. The EX90 seems to be better in this regard with its optional 22s, but there were a few bumps that felt more Dr. Martens than Hoka One Ones. This, despite our test car equipped with the active air suspension. In short, we’d opt for the smaller 21-inch standard wheels.
There are adjustable drive settings, but they are buried beneath so many touchscreen clicks you wonder why Volvo even bothered. Apparently, they’re buried because Volvo owners haven’t been wont to use them. Not surprising, really. Much like the torque-vectoring diff, increasing suspension firmness doesn’t come close to transforming the controlled and confident EX90 into anything remotely sporty – things just get a bit jigglier. The difference between the two steering settings is minimal too, with “Firm” being nowhere close to what you’d actually consider firm. All told, seems like a waste of effort. Just make it drive like a Volvo and be done with it.
One the other hand, regenerative braking could use an extra setting. The one-pedal drive mode is readily accessed via a docked touchscreen button, but it’s best suited to stop-and-go traffic only. The braking is too strong elsewhere and it was hard to establish enough throttle dexterity to prevent see-sawing our passenger’s head about. A middle-ground setting would be appreciated, much as the EV9 and many others provide, allowing you to enjoy some of the benefits of one-pedal driving without pulling the chute every time you ease off the gas … er, electrons.
Like most in the segment, the EX90 is offered in six- and seven-passenger versions. The smaller count is the result of second-row captain’s chairs, but families with younger kids shouldn’t check that box so quickly since the standard 40/20/40-split bench is versatile, comfortable and includes a pop-up booster seat in the middle portion. The third row is the same either way, and although headroom is tight for taller folks, everyone should appreciate a seat that’s higher off the floor than the XC90’s — and therefore more comfortable and spacious. The Rivian R1S is still superior in the way back, though.
The front buckets certainly won’t disappoint those expecting Volvo to deliver exceedingly comfy seats. Unfortunately, Volvo has dove head first into the penny-pinching, switchgear-reducing pool and come up with a one-knob-does-all solution for seat adjustment controls that’s a, well, pain in the ass. A little button in the center of the knob cycles between different motions and you must look at the touchscreen to see which of those functions has been selected, before twisting or moving fore/aft the knob to make adjustments. Taking over the screen means it covers whatever you were looking at on that screen. The little selection button also stopped working in one of our test cars, requiring a switch to a different vehicle since we literally couldn’t move the seat to safely drive.
More penny-pinching is seen in the removal of rear window switches on the door, the hazard button integrated into the touchscreen, and most annoyingly, mirror and wheel adjustments that rely upon clicking through multiple touchscreen menus and then making adjustments using the steering wheel and instrument panel. Sorry Volvo, but it’s hard to claim safety as a top priority when you make someone take their eyes off the road that much just to tweak their mirror or wheel placement.
Of course, there’s a camera constantly staring at you to make sure you don’t get too lost in the splendors of mirror adjustment — or just nod off. That’s nothing compared to what’s going on up top, though. That conspicuous pod just above the windshield houses the LiDAR sensors that massively increase the EX90’s ability to detect things you could crash into, regardless of conditions. Jacob McKim, a senior software engineer from LiDAR supplier Luminar, said the conspicuous pod is where it is to provide the best-possible forward visibility – putting it in the fascia, for instance, would be like putting your eyes on your knees. He said next-generation sensors could be put behind glass (if an OEM wanted it), but that tech’s not quite there yet. The pod is necessary today.
The data collected from that pod, plus all the other radar and camera sensors, is fed into a Nvidia-supplied computer. We got a chance to hold that computer – it’s roughly the size of an Etch-a-Sketch, while the computer board that powers the infotainment system looks like a greeting card with some wires clamped to it. Wow. Importantly, however, we’re happy to report that all these systems seem to act well, without the sort of hyper-sensitive nannying or jumpy false alarms that make you turn them off and therefore defeat their intended purposes.
Speaking of that infotainment system, it features a 14.5-inch touchscreen with Google built-in, computing power by Snapdragon Cockpit Platforms and graphics visualization by Epic Games’ Unreal Engine. Sounds impressive, but it’ll take a longer test to determine how effective it is day-in and day-out. In terms of functionality, the layout is new to Volvo, and is roughly equivalent to Mercedes’ Zero Layer that prioritizes the navi map with a pair of selectable widgets below (phone and audio, for instance) and permanently docked climate controls below that. It seemed easy enough to figure out.
The $3,200 Bowers & Wilkins sound system in our test vehicle was exceptional, even if you don’t play Dolby Atmos content. Between the EX90’s interior silence and the sound system’s excellence, you’re basically going to be driving a recording studio on wheels. Think that’s hyperbole? Coming soon is an Abbey Road Studios setting for the stereo, developed by Bowers & Wilkins with Abbey Road engineers to recreate the sonic environment of the recording studio made famous by the Beatles. You can apparently set it to make it sound like you’re sitting in the control booth or on Ringo’s lap. Abbey Road head of studio products Mirec Stiles says it was tuned and tested for all genres, and that it’s intended to change the playback environment rather than what’s being played. We didn’t get a chance to sample it in the EX90 as it will arrive as an over-the-air update for Bowers & Wilkins-equipped cars in the second quarter of 2025.
As for the cabin’s design, it is clean and classy, but it’s really hard to make a humongous, vertically oriented screen the center of a distinctive design.. The cabin basically looks like a Tesla with a substantially higher materials and construction budget. Indeed, it is lovely inside. We had a chance to try two versions, neither featuring leather as it’s not available. One featured Nordico, a leather substitute made from pine oil, old wine corks and recycled polymers that sure looks and feels like the real stuff – we bet it will repel blue jean dye and various gunk better than Volvo’s old upgrade leather, too. The other choice is a wool blend fabric, certified by an animal welfare organization to be sheep-friendly, and blended with recycled polymers. It looks and feels sensational, like it should cost more than leather. No, it’s not itchy, but one does wonder how impervious it is to stains.
OK, so it’s a rolling cocoon with ample space, mind-blowing computing power, a killer stereo and way more acceleration than it needs. Swell upholstery, too. But what about the two biggest bugaboos of switching to an electric car? EPA-estimated range for both motor versions is between 300 miles with 20- and 22-inch wheels, and 310 miles with 21-inch wheels. Most versions of the Rivian R1S are better than that, but the Volvo tops the EV9. The Tesla Model X is just a few miles better, too. Ol’ Falcon Wing has the Supercharger network, though, and even though the EX90 can blitz through a recharge at a maximum of 250 kilowatts, its CCS plug means you’ll still be stuck with the Electrify Americas of the world until things start to get better (Volvo had announced it would be eventually be switching to NACS, but that day has not yet arrived). Of course, that’s when leaving the comfort of your greater metropolitan area. Recharge at home, and you’ll be A-OK, perfectly content to never visit a gas station again.
Pricing starts at $81,290 for the Twin Motor EX90 Plus trim level; the Ultra trim level goes up to $85,640. The Twin Motor Performance then adds $5,000 to either, though given the nature of the EX90, it seems hard to justify that. The Twin Motor is almost too powerful as it is. Our loaded test car stickered for $94,640. Eek. At least it looks, feels and drives expensive. Also, you can get the equivalent of a $7,500 discount should you lease the EX90; it’s built in South Carolina, and leasing negates the federal EV tax credits' purchase price and income limitations. Sure seems like that’s the way to go, meaning “is it worth it?” becomes a wee bit more complicated than simply looking at the MSRP.
One thing that’s more certain, though: If you’ve been waiting for an electric family hauler that unquestionably deserves the “luxury” descriptor and can unquestionably actually seat seven, the answer has finally arrived.
MINNEAPOLIS – With GM still heavily committed to electrification, the launch of the 2025 Chevrolet Equinox comes at an awkward time. Not to be confused with the battery-powered and mechanically unrelated Equinox EV, the standard Equinox is not only not electric, it’s not even available as a hybrid. With the ranks of ICE-only compact SUVs rapidly shrinking, one wonders how Chevy plans to keep its mainstream people-mover relevant.
Consider this: The Equinox is Chevy’s second-best selling model. If this were just about any other manufacturer, there wouldn’t be a Silverado-sized bogey hogging first place. This is as bread and butter as cars get these days, and with the volumes Equinox enjoys, this isn’t a segment where Chevy can afford to be uncompetitive.
With that in mind, let’s cut to the chase: The 2025 Equinox now looks great inside and out, but apart from interior passenger room, it is objectively lacking compared to virtually everything in its class — and perhaps more glaringly, has stagnated or regressed compared to the 2024 model.
Lest you think me hyperbolic, let me paint you a picture. The 2025 model carries over the 1.5-liter turbocharged four-cylinder along with its rated output of 175 horsepower – a figure that was and will continue to be among the lowest in the segment. The six-speed automatic transmission from the 2024 is gone, replaced here by two different transmissions. Front-wheel drive models get a continuously variable transmission, while those equipped with all-wheel drive are paired with GM’s eight-speed automatic.
Torque also differs by drivetrain. While AWD models achieve the same 203 pound-feet of torque as every 2024 Equinox produced, FWD models are now restricted to just 184 lb-ft. Again, this is the only engine offered in the 2025 Equinox. There’s no hybrid as most others offer (Ford, Toyota, Honda, Kia, Hyundai and soon Mazda and Subaru), no plug-in hybrid (Ford, Toyota, Kia, Hyundai) or even a high-output turbo or other performance upgrade to be found. The Equinox EV exists, but that’s by virtue of marketing and not any sort of mechanical relationship.
This is the part where you probably expect us to let Chevy off the hook for the CVT on the grounds that it’ll be more fuel efficient, but this is perhaps where the Equinox has most significantly regressed. Both the front- and all-wheel-drive variants of the 2025 match their 2024 equivalents for city fuel economy, but fare worse on the highway in the EPA’s test. FWD combined fuel economy is worse, too. You can see a direct comparison of the 2024 and 2025 models in the following table (straight from the EPA's website).
So that’s the bad news, but there’s at least a truly, genuinely, honestly-to-Godly, new-for-2025 Equinox: the Activ. We can’t help but hear echoes of Bronco Sport in this butched-up compact crossover, but since Chevy has no Bronco equivalent on which to base a rugged runabout (it flushed that opportunity down the toilet with the Blazer), GM’s product folks had to fabricate something on their own. The result is weird, but perhaps in a good way?
Strictly speaking, the Equinox Activ is an appearance package. It gets its own nose (with an admittedly questionable chrome insert), and “Activ” badges and embroidery. Like the Equinox LT, it rides on 17-inch wheels, but rather than a set of Michelin all-seasons, you get some General Grabber A/Ts. Yep, actual all-terrains. Believe it or not, they’re cheaper than the Primacies offered on the LT at the time of publication, so if you spend more up front for the off-roadier Activ, it may at least pay some dividends in maintenance costs.
The 2025 Equinox is 2.5 inches wider, which helps with its far more confident stance, but with that size comes more heft. The base 2WD LT is about 200 pounds heavier than the base 2024 LS (no such model exists for ’25), checking in at 3,428 pounds. The extra width does not, however, translate to more passenger room or a larger rear cargo area. In fact, the latter is a tenth of a cubic foot smaller than the 2024’s, which was already on the small size for the segment.
But let’s stick to the inside, because that’s a much better — but still not perfect — story. The 2024 Equinox’s cabin certainly wasn’t dreary, but new 2025 interior is unquestionably more attractive. The “Maple Sugar” tan and black combo (above) is especially nice to look at. Note that there’s no leather option (which isn’t unusual these days), so these accented pleather and faux suede combos represent the top rung of the Equinox’s interior ladder.
The biggest functional change inside is the relocation of the gear shifter. It’s now a stalk mounted on the steering column, as is fashionable and not necessarily without merit. Moving it there opened up room on the center console — the reason Mercedes did so years ago — but GM oddly filled that vacated space with a gigantic drive mode dial. And speaking of things randomly relocated, the transmission’s “L” mode (itself such a relic that GM didn’t save room for it on the gear selector) is toggled via a conspicuously large and out-of-place button on the steering wheel.
But let’s not dwell on anachronisms when there are futuristic delights to behold. The double-screen setup manages to look fleshed out and cohesive rather than busy and overwrought. Powered by GM’s latest Android-based infotainment software, the system seems reasonably responsive to normal inputs and contrary to widespread expectations, does include both Android Auto and Apple CarPlay integration. Panic not, Jobsians. You needn’t leave your orchard.
We took time to sample all three trim levels of the 2025 Equinox — a front-wheel drive LT, an all-wheel drive RS and an all-wheel drive Activ (yes, you can get it in FWD). The 17-inch wheel and tire packages on the LT and Activ did a much better job soaking up the uneven surfaces of urban Minneapolis, but the knobbier Generals on the latter became audible (though not intrusive) at speed. As for the RS, we’d nudge you toward its standard 19-inch wheels, rather than the available 20s. The Equinox’s comfort-tuned suspension matches up better with the extra sidewall.
Despite being down on torque for 2025, the front-wheel-drive LT will still happily light up the standard Michelin all-seasons if you’re enthusiastic about pulling into traffic. The RS is more composed off the line, while the Activ splits the difference thanks to the A/Ts. You can lean into that a bit more with an AWD RS or Activ model. Stick the drive mode selector in “Off Road” and the Equinox’s nannies will allow more wheelspin before pulling throttle. The engine may not excite, and the lack of an alternative limits the Equinox’s competitiveness, but it does perform as expected.
Suffice it to say, those expectations weren’t high. The lower torque output of the front-wheel drive model is hidden behind the rubber-band effect of the CVT, while the eight-speed fades pleasantly into the background. Keeping the engine on the boil with the CVT in tight merges makes things a bit noisy, but the little 1.5-liter can get it done — perhaps not with the panache of a Honda four-cylinder, but adequately enough. Given that neither variant is a mileage superstar, we’d be inclined to recommend all-wheel drive on spec even if foul-weather fortitude isn’t of much concern to you.
The Equinox is not the sort of car that needs to do any particular thing well. As it goes about the rather mundane mission of conveying its living payload in relative safety and comfort, its primary appeal is its inoffensiveness. The ride won’t jostle you too much; the acceleration won’t have you reaching for a grab handle. It’s smooth and compliant.
We did, however, note issues with the preinstalled navigation software. During one stretch of our drive, the navigation voice prompts were delayed, coming after we’d thankfully made the correct turn thanks to the screen directions working just fine. Another test group reported a complete crash of the infotainment system during one leg of their drive, forcing them to pull over and restart the car in order to reboot the software. In neither case was the car itself “bricked,” but we wouldn’t call it an amazing look for a car that is already for sale. That said, we experienced no additional anomalies or deficiencies in our two days of driving that aren’t evident from a glance at the Equinox’s spec sheet.
In all fairness, Chevy is not the only automaker whose core compact SUV model is offered with only one engine. There are even some we recommend — including the Mazda CX-50, Subaru Forester and Nissan Rogue. The Mazda and Subaru have hybrids on the way next year, though, and the most we (or anybody at GM, at least publicly) can say about a potential battery-assisted Equinox is that CEO Mary Barra has promised investors that the company will have a new plug-in hybrid on the market by 2027.
Why can’t the company that practically invented the plug-in hybrid come up with one sooner? Well, because it was never supposed to happen at all. In fact, the ICE Equinox was engineered to play second fiddle to the EV. There’s a reason Super Cruise is only available on the battery-powered model, which is already 40% more expensive than the standard Equinox before you add Super Cruise’s requisite Active Safety package.
If your chief complaint about the outgoing Chevy Equinox was just how insidiously dull it was to look at, the 2025 has you covered. It’s now nice looking inside and out, and its Android infotainment is feature-rich, if a version or two away from being stable. We’d more easily be able to forgive the throwaway drive experience and unremarkable handling if there was something more interesting and competitive going on under the hood, but it seems we’ll have to wait a couple of years for that. In the meantime, the 2025 Equinox is a competent but unengaging commuter.
A long-running trend in the luxury car segment has been prioritizing performance over comfort. A lot of the credit for this can be laid at the tires of BMW and Audi, or at least those that followed their lead, especially Cadillac in the mid- to late-2000s. As driving enthusiasts, we generally have appreciated the fruits of this trend (Cadillac builds some of the best sports sedans in the world, good enough for one of our own editors to own). But it does mean that a more traditional, comfort-focused luxury car is harder to find. Genesis, though, has such a car in its 2025 G80, and when it’s in its element, it’s sublime.
Really, the G80 is basically as good as this current generation has ever been, since the 2025 refresh isn’t that much different from the car that debuted for 2021. Genesis updated the bumpers, added “Micro Lens Array” headlights, and created unique versions of both for its Sport trim levels. Those Sport models also have exposed exhaust tips and dark chrome trim. Mechanically, changes are sparse, with the most significant one being the application of four-piston front brake calipers to the whole range, rather than just the Sport trims.
The biggest change is ultimately inside, where a 27-inch OLED screen replaces the old model’s separate instrument cluster and infotainment display. Some accompanying tweaks to the dash are made to accommodate the new display, along with some touch-sensitive buttons in the center stack.
We only had the opportunity to drive the top-spec 3.5T Sport Prestige. All models with its 3.5-liter turbo V6 make 375 horsepower and 391 pound-feet of torque; all models, period, now get standard all-wheel drive. The V6-equipped G80s also get adaptive suspension (as does the 2.5T Sport Prestige). The 3.5T Sport Prestige we're driving adds rear-wheel steering, an electronically controlled torque-vectoring rear limited-slip differential and a Sport+ drive mode. The Sport+ drive mode holds gears longer, sharpens throttle response, and adjusts suspension and traction control settings. There’s even a launch control function with the mode. It all sounds like fun stuff for the enthusiast, but it’s all completely out of place in this car.
The G80 is at its absolute happiest being a swift cruiser. On long straight highways, it’s darn near silent inside, even on nasty surfaces like concrete. Genesis says it managed to improve NVH by adopting foam filled tires on the 20-inch wheels, as well as the use of “dynamic dampers” on the upper control arms. The ride is steady on such roads, with gentle, slightly floaty motions going over bumps. The ever-punchy V6 and smooth eight-speed transmission are as good here as anywhere else in the Genesis lineup, with copious torque.
On the meandering country roads of Kentucky, the G80’s soft suspension tuning, commendable control and relative lowness allowed it to waft along at 6/10s to 7/10s in elegant comfort. It was perfect for getting where you want to be at a comfortable pace that doesn’t feel like a chore, but still lets you soak up your surroundings.
Pop it into Sport+, though, and it all goes wrong. The throttle response is overly sharp and jumpy. The transmission can’t shift quickly enough to match the throttle. The suspension settings don’t change enough to keep the roughly 4,500-pound sedan under control when trying to corner hard. You’ll never want to actually drive it hard enough to tell if the rear steering and fancy rear differential contribute anything to the experience (which in our drive, it didn’t seem to). We know that Genesis can build a sweet sporting machine, just look at the G70. But unless it produces something more dedicated like the G80 Magma Special (currently a Middle East market special with TBA specs), this half measure just doesn’t seem worth the added cost for what are superfluous performance add-ons.
Contributing to the G80’s chill driving experience is its excellent interior. The Sport Prestige has the fanciest cabin with Nappa leather, faux suede ceiling liner and carbon fiber trim. It really pops in the red leather option exclusive to Sport models. But every trim gets the same dash, which is simple, organic and rather calming. The vents blend into one big pseudo opening; the door panels gently curve to meet the dash; the soft, if low-contrast, beige cluster graphics particularly convey the soothing vibes. Some of the touch buttons would be more functional if they were fully physical, but they’re otherwise inoffensive. Also, because lower trims have virtually the same interior, just with either leatherette or normal leather upholstery, you’ll get similar experiences in every version. We’d actually argue some of the wood trim choices in lower trims are more attractive than our Sport Prestige’s carbon (speaking of superfluous performance add-ons).
The G80 is truly a classic luxury sedan in all the best ways. It’s elegant and composed, from its looks to the driving experience. It’s well-worth considering. Our only recommendation is to skip the 3.5 Sport Prestige for one of the other trims. You’ll save some money, and you won’t be tempted to ask the car to be something it isn’t. You and the G80 will be happier for it.
Pros: Stunning design; tech-forward and elegant interior; smooth ride; silky V6 engine; excellent driver assistance tech and safety ratings
Cons: Confusing trim structure; four-cylinder is a little raspy; third row is cramped and available in only one version
The 2025 Genesis GV80 enjoys its first substantial update for 2025, and this luxury SUV is all the better for it. Just like before, the GV80 doesn’t portend to be a luxury “performance” SUV; instead, it puts all its energy into being the most luxurious and relaxing option out there. In many ways, Genesis succeeds triumphantly. Its street presence alone is majestic with the large and classy grille matched with the double-line lights you’ll see both front and back. You’ll stand out in a sea of BMW and Mercedes-Benz SUVs, and it arguably looks better than said German rivals.
There isn’t much of a step down when you climb inside and take in the beautiful color options, surprising material choices and its new, pretty OLED infotainment screen. There’s obviously a lot of tech to get acquainted with, but it’s easy to learn, and the sheer scale of the screens doesn't suffocate or overpower the rest of the interior. Now, the GV80's price isn’t as much of a bargain as it was when it launched, but there’s still great value to be had, and there’s very little compromise to be made. Sheer driving dynamics and handling is where Genesis’ competitors still have a leg up, but if you just want an outstanding A-to-B luxury vehicle with space for a small family and all the belongings that come with it, the GV80 has to be on your shortlist.
The GV80 goes through a mid-cycle refresh for 2025, bringing small design tweaks outside and big tech updates inside. You can read more about those updates and how they improve the SUV in our first drive review here. A new GV80 Coupe model joins for 2025, as well, but we review that model separately right here.
What are the GV80’s interior and in-car technology like?
The GV80 cabin is just as impressive in person as it is in pictures. It's tastefully unique and genuinely luxurious. Plus, the update for 2025 makes it an even grander sight at first glance.
The dash is significantly revamped this year with a new 27-inch OLED screen encompassing both the instruments and infotainment. It's silky-smooth and crisp, offering wireless Apple CarPlay/Android Auto. We appreciate that Genesis has kept the redundant infotainment control setup featuring both touchscreen and rotary controller on the center console. We also like that Genesis maintains physical controls for volume, tuning and various menu shortcuts, and that the touch-based panel for climate controls looks great and is easy to use. The first owner of every GV80 gets Connected Services complimentary for as long as they own the car, which includes a WiFi hot spot, remote access, post-crash assistance and image capture from surround-view cameras. There’s a fingerprint reader on the console, too, for those who use the available Digital Key to further authenticate their identity.
Genesis went above and beyond with interior color and materials selections. Brown or crème-colored leather seats pair with a distinctive pale forest green on the dash, doors and steering wheel. There’s also a blue option with white seats. If you're not so adventurous, there's a simple all-black and a dark gray with a dark, reddish brown, too.
How big is the GV80?
The GV80 is just a hair longer than the BMW X5, Mercedes GLE and Volvo XC90, while falling 4 inches short of a Lincoln Aviator. It's shorter in height than all of them, however, which combines with some clever design elements to make the GV80 look especially long and sleek.
Despite the lower roof, the cabin doesn't suffer for headroom. There's plenty of it in rows one and two. Second-row legroom isn't as great as you might expect in a three-row crossover, but that's typical of RWD-based models, including the X5 and GLE. The seats are quite cushy and deeply contoured, and recline to a luxurious degree. They can be heated and ventilated.
The third-row seats (above, top right) are exclusively paired with the Advance trim, limiting selection for those in need of extra seating. This certainly curbs its appeal, but it's also not the most usable third-row. Legroom is actually perfectly usable (you don't even have to slide the second-row forward for an adult to fit), but headroom is tight, and it's difficult to reach. The third rows of the XC90 and Aviator are much better – they're also standard.
As for cargo capacity, it can hold the same number of suitcases as the Cadillac XT6, so it’s on the smaller side of three-row luxury SUVs. The five-passenger, two-row GV80s have a rated capacity of 36.5 cubic-feet, while third-row GV80s have just 11.6 cubes when the third row is in place.
What are the GV80’s fuel economy and performance specs?
There are two engines offered, indicated by the names 2.5T and 3.5T.
The base engine is a 2.5-liter turbocharged inline-four, which produces 300 horsepower and 311 pound-feet of torque. All-wheel drive is standard, and an eight-speed automatic is used for both powertrains. The four-cylinder returns an EPA-estimated 19 mpg city, 24 mpg highway and 21 mpg combined.
The 3.5T gets a 3.5-liter twin-turbo V6 good for 375 hp and 391 lb-ft of torque. All-wheel drive is again standard with this engine. Fuel economy is estimated to be 16/22/19 mpg.
If you're looking to get the GV80 at its finest, go with the 3.5T. Besides its abundant power, every version comes with adaptive dampers that can adjust their firmness based on information from a forward-looking camera. If that sounds impressive, it is, and it works. On cobblestone streets and broken pavement, the GV80 3.5T displayed good bump isolation that was indeed slightly better than the standard suspension version. Both variants seem firmly sprung, with tight control of body motions, although the 3.5T is still able to deliver a plush ride — the standard-sprung version, slightly less so.
The GV80’s precise steering inspires confidence. It's pleasantly weighted, neither over-boosted nor unnecessarily heavy. Overall, this is a highly agreeable chassis setup, and one without a dizzying array of configurability. Not that it's really needed since the various drive modes don’t have a huge impact on the proceedings beyond the Sport mode’s aggressive throttle tip-in, its preference for lower gear ratios and heavier steering.
The base 2.5-liter makes impressive power for a turbo-four, and it's certainly up to the job of moving the big, heavy GV80. It still demands a bit more patience when accelerating up to freeway speeds or executing a two-lane pass. It's also a bit gravelly under full-throttle acceleration. The turbo V6, therefore, is the better choice if you're less concerned with the price of entry or the price of gas. It's a punchy engine with well-metered throttle response, but we wouldn't call the acceleration as strong as the engine's output might suggest. In other words, it has the guts people expect from this segment, but don't expect an AMG rival.
The GV80 starts at $59,050 for the 2.5T base Standard model. The 3.5T V6 starts at $75,150 with the Advanced trim, and is the only version that comes with a third row.
Standard equipment includes 19-inch wheels, LED headlights, a full suite of driver assistance features (see Safety section below), a hands-free power liftgate, five-passenger seating, heated eight-way power front seats, leatherette upholstery, power tilt and telescoping steering wheel, four USB-C ports, wireless Apple CarPlay/Android Auto and the beautiful 27-inch infotainment/digital cluster screen.
The 3.5T Prestige brings in all the extra goodies at $80,650. Its exclusive upgrades include an electronic limited-slip differential, Nappa leather seating, ventilated second-row seats, three-zone climate control, power rear side sunshades, power soft-closing doors and active noise cancelling. This trim allows you to spec the beautiful Vanilla Beige Smoky Green or Earth Brown Smoky Green (just below) interiors, which we can’t recommend enough.
Below, you’ll find all of the various trims and their corresponding prices.
What are the GV80’s safety ratings and driver assistance features?
Every GV80 comes with the latest and greatest in Hyundai Group's substantial safety system arsenal. The standard forward collision warning system with automatic emergency braking not only detects pedestrians, but traffic coming from the left and right at intersections. Lane-keeping assist, blind-spot warning w/rear cross-traffic avoidance, safe-exit assist, auto high-beams, a rear occupant alert system and a driver inattention warning system are all standard, as is an advanced adaptive cruise control system with automated lane changes, highway steering assist and a unique AI-based system that learns the driver's driving characteristics and adapts its automated driving to be similar. For us, that puts the systems into their most aggressive settings with the quickest acceleration and closer following distance.
Optional systems include Hyundai's Smart Park assist, parking sensors, a surround-view parking camera and an enhanced blind-spot warning system with cameras that send images from each side of the car into the digital instrument cluster. The latter is an enhanced version of Autoblog's 2020 Tech of the Year.
The 2024 GV80 was named a Top Safety Pick+ by the Insurance Institute for Highway Safety, the highest rating possible, so there’s a good chance the 2025 model retains that rating when it’s re-tested. Only the headlights and child seat LATCH ease-of-use scored something other than the best, and even then, they were second-best marginal scores. The National Highway Traffic Safety Administration has not crash tested the GV80.
Pros: Excellent new hybrid; cool and well-made interior; very spacious; well-balanced driving dynamics; instant-classic Type R
Cons: Rudimentary standard touchscreen; no auto option for Si; no manual for mainstream models
Some things never change. In 2024, we said the Honda Civic was "our top compact car choice, and it's really not a close race." For 2025, Honda saw fit to bestow the Civic with a comprehensive set of updates and, well, it's even better than before. As before, it's offered in both sedan and hatchback body styles, and either option will offer enough passenger and cargo room that this so-called compact car could feasibly replace a midsize sedan or similarly sized SUV for buyers looking for a more efficient overall package. And, speaking of efficiency, there's an all-new Civic Hybrid for 2025 that offers a perfect blend of technology, fuel economy, performance and rational pricing. More on that below.
There's more to the Civic lineup than just well-rounded, value-packed transport. The top Touring trim level does a surprisingly good impression of an entry-level luxury car — buyers inclined to opt for the the mechanically related Acura Integra should definitely take note — while the sporty Si and instant-classic Civic Type R can realistically do double duty as weekend sports cars and daily drivers.
As before, the 2025 Civic sedan and hatchback boast a fashionable and functional interior, with full-width honeycomb air vents standing out as an eye-catching design highlight. Infotainment tech is a bit of a mixed bag, however, with top-spec models getting a much improved touchscreen system that makes the base version seem rudimentary and stale by comparison.
Still, from an objective and subjective perspective, the 2025 Civic lineup delivers against what has rapidly become a dwindling number of competitors, including the Mazda3, Hyundai Elantra, Kia Forte, Nissan Sentra and Toyota Corolla, plus Volkswagen’s Jetta, GTI and Golf R.
The 2025 Civic’s single largest change for its mid-cycle freshening is the addition of a powerful, efficient hybrid powertrain that shares a lot with the hybrid available in the Honda Accord and CR-V. It also takes the place of the outgoing 180-hp, 1.5-liter turbocharged option. The suspension gets retuned for 2025, though the changes only result in very minor improvements felt from behind the wheel. Similarly, there are some subtle updates to the Civic's exterior style, mainly to the front fascia, but they are also minor enough that shoppers may not notice.
A shiny new 9-inch touchscreen infotainment system is also new and powered by Google Built-In, which offers access to apps through the Play Store. Sadly, it only comes on top-level Sport Touring and Civic Si models. There are also some small improvements to the Honda Sensing safety package.
The enthusiast-grade Si gets darkened taillights and new 18-inch wheels, along with retuned shocks and reinforcements to the B-pillar and rear door sills. The automatic rev-matching system also now works for downshifts from second to first, which could be quite appealing for autocrossers.
What are the Civic interior and in-car technology like?
In a segment filled with surprisingly impressive interiors, the 2025 Civic interior still manages to stand out. That even applies to the base LX with its cloth seats and base 7-inch infotainment system that includes Apple CarPlay and Android Auto. This is still an economy car, so there's plenty of hard plastic about (center console, door sills), but what you see and touch most come together in a tasteful, modern design that looks (and feels) like it belongs in a much pricier car. There's more than a whiff of Audi right down to the way the buttons and knobs click satisfyingly. We also have to call out the dash-width air vents, with their honeycomb openings, metallic finish and clever knob controllers (they're outlined in red in the Civic Si). They're so great, Audi probably wishes it had come up with them first.
There are two infotainment systems available. The 7-inch base touchscreen (below left) is awfully simple, and although commendably easy to figure out, rival systems are superior. The 9-inch unit (below right) found in the Sport Touring Hybrid and Civic Si trims (we'd suspect the Type R will get it too) is far better, with an easy-to-use layout and access to Google's Play Store. This higher-end system supports wireless Android Auto and Apple CarPlay, but its inclusion of Google Maps with live traffic as the native navigation system will offer a familiar interface to many users. It’s a slick system that is easy to use, moves through its motions quickly with no discernible lag and benefits from physical Home and Back buttons, a real volume dial and smaller forward and reverse buttons at the bottom below the volume. We just wish it was more widely available.
As of right now, details of the 2025 Civic Type R have not filtered out. The 2024 version still has the older infotainment technology, although it's beefed up with the very cool LogR Telemetry package aimed at drivers who want to track performance data and improve their driving skills.
The LX, Sport and EX have a combination of analog speedometer and 7-inch multi-purpose display, but it all appears to blend together into one unit. It's traditional in design, yet modern in functionality. The Touring and Si get a completely digital, 10.2-inch instrument panel that's similar in basic appearance but provides greater functionality and flashier graphics. The Type R goes even further with unique graphics and shift lights above the IP that evokes race cars.
Finally, one minor note about the Si. As with its many predecessors, the interior features lots of little red accents, including cross stitching, air vent trim and, most notably, the front seat centers. Those in particular look and feel cheap, as if borrowed from padded backpack straps. The rich red hue of the Type R’s carpets and suede-like upholstery are far more successful. In both, however, the back seat is covered in a different fabric that’s black only. It looks and feels like a cost-cutting move rather than an aesthetic choice. One can also question the aesthetic wisdom of making red interiors mandatory even if the outside is painted orange or electric blue.
How big is the Civic sedan and hatchback?
The 2025 Civic is available in sedan and hatchback body styles, although the latter is more like an Audi A7 “Sportback” in body style than an old-school, Civic hatchback. The sedan is 4.9 inches longer, all of which is behind the back wheels, making the trunk a longer, more voluminous space than the Hatchback's. That’s right, we found the sedan could hold more luggage than the hatchback despite having less cargo volume on paper: 14.8 versus 24.5. What’s up with this? Basically, all the hatchback’s extra volume is up high where you’re less likely or able to utilize it for actual stuff. It does provide greater versatility, however, as lowering the seats grants a substantially larger space that’s fairly similar to what you’d find in a subcompact SUV. In short, either body style provides an exceptional amount of cargo space for a compact car. You may even find you don’t need to step up to a midsize sedan like the Accord or a small SUV like the HR-V.
That verdict carries over to the back seat as well. In the segment, its 37.4 inches of rear legroom is bettered only by the Hyundai Elantra, and is about 2 inches more than most competitors. For a compact car, it's definitely not compact back there. A 6-foot-3 driver with the seat pushed all the way back still found enough space in the back seat of both body styles to sit comfortably "behind himself." There was also just enough headroom. There’s also plenty of room left up front in the passenger seat after installing a rear-facing child seat in the back. The sedan is pictured below left and the hatchback, in the form of the four-passenger-only Type R, is below right.
One final note: The Si is sedan only while the Type R is hatchback only.
What are the Civic fuel economy and performance specs?
The Civic is available with a choice of four engines, but that’s including those in the Civic Si and Civic Type R.
A 2.0-liter four-cylinder remains the base engine in the LX for $24,345 and Sport for $27,345. Honda says it’s newly designed for ’25 to make 150 hp (down 8) and 133 lb-ft (down 5 but delivered earlier) and improve fuel mileage by between 1 and 2 mpg, depending on trim. The LX achieves figures of 32 in the city, 41 on the highway and 36 combined; Sport models get ratings of 31/39/34. Front-wheel drive and a continuously variable transmission (CVT) is standard with this base powertrain. It's fine, but it's not going to set any heartbeats aflutter. The 1.5-liter turbo we liked so much in 2024 is gone for 2025, along with its optional six-speed manual transmission.
As much as we mourn the loss of the sweet little turbo engine, the new-for-2025 2.0-liter hybrid powertrain is a formidable replacement. Honda has a somewhat unusual but ultimately agreeable hybrid system that relies almost exclusively on the electric motor to power the car forward -- its electricity comes from the battery or is generated by the 2.0-liter four-cylinder engine (there are some instances, such as when at a steady cruise on the highway when the engine does directly power the wheels). Total system output is 200 horsepower, which is a lot for a compact car. The Civic Hybrid’s solid performance does not come at the cost of efficiency. It is expected to return 50 miles per gallon in the city, 47 on the highway and 49 combined. The Toyota Corolla Hybrid, which is the most logical competitor, gets 53/46/50 in LE trim or 50/43/47 in its sportier SE flavor. The Honda certainly feels much sportier from behind the wheel than the Toyota, earning it the nod as the driver’s choice between the two.
The Honda Civic Si does keep its 1.5-liter turbocharged inline-four, producing 200 hp and 192 lb-ft of torque. Front-wheel drive and a six-speed manual are mandatory. It returns excellent fuel economy for a performance car at 27/37/31, but unlike the other Civics, it requires premium fuel.
Information about the 2025 Honda Civic Type R had not been revealed at the time of this writing, but we doubt engine specs will change. It should still have its 2.0-liter turbocharged inline-four that pumps out 315 hp and 310 lb-ft of torque. It too should be exclusively paired with front-wheel drive and a six-speed manual transmission. Fuel economy estimates for 2025 were also not available at the time of this writing, but it’s unlikely it would differ from the previous figures of 22/28/24.
The 2025 Civic Sport Touring sedan and Civic Si, as rendered by Honda in a dramatic, computer-generated world
What's the Civic like to drive?
Through its 11 generations, the Honda Civic has always been at its best and most competitive when it was responsive and even fun to drive. Don't expect that to change for '25. It's indeed fun to drive, with a lightweight and agile feel that encourages you to seek out winding roads. The steering is precise and consistently weighted, imparting a sense of connection to the driver. It’s also impressively comfortable, refined and even quiet for a compact car.
We think the new Civic Hybrid is the best bet for most buyers, combining performance and efficiency in one well-rounded package. Because the electric motor almost always is responsible for power the car forward, accelerating can at times feel EV-like in its responsiveness and torque-rich power generation. It can also cause the engine, which is responsible for generating electricity for that motor along with the battery pack, to not always work in sync with your right foot. It can be a bit odd, but that's countered by the system's unique ability to simulate shifts, making for a more natural acceleration feel than many drivers should appreciate. Overall, this is a good hybrid system.
Distinctively for a hybrid, there are four levels of regenerative braking, switchable by using paddles to the left and right of the steering wheel. The default position — call it level 1, if you will — is basically none, while 2, 3 and 4 ramp up the regen in successive steps. Even at the most aggressive level, though, the 2025 Civic Hybrid doesn’t brake as hard as a fully electric car’s one-pedal driving mode, and it does not bring the car to a full stop.
As much as we like the hybrid system, the naturally aspirated base engine is certainly acceptable – it has comparable power to its competitors, but it's smoother and sounds better. It is a Honda after all. The mandatory CVT makes up for some slightly blender-like noises by limiting the yo-yoing between high and low revs associated with this increasingly common transmission. It also simulates gear changes like other CVTs, but does so in a more natural way than what you'll find in a Subaru, for example.
Of course, if athleticism is your goal, there is the Honda Civic Si (as well as the mechanically related Acura Integra). We could wax poetically about the joy it is to drive those, but it’s probably best to dig into both deeper in our Civic Si review and our Integra review. As for the Civic Type R (above in white), it is quite simply one of the best performance cars you can buy, period. It’s a joy to drive every day and capable of blitzing around a race track. You can read more about it in depth in our specific Type R review and in our comparison test with the Toyota GR Corolla.
Get an in-depth look at what's different about the Civic Hatchback, including its cargo capacity and the six-speed manual transmission that isn't available on the Civic sedan.
What is the 2025 Civic price?
Honda divides the Civic into two separate categories, with unique pricing structures for the sedan and hybrid shapes. The sedan is typically the less expensive variant, and so far, those are the only prices that have been announced for 2025.
Sedan
LX: $25,345
Sport: $27,345
Sport Hybrid: $29,845
Sport Touring Hybrid: $32,845
Si (manual only): $31,045
Hatchback
Pricing for the 2025 Honda Civic Hatchback, including the high-performance Type R that's only offered in hatchback form, is not available as of this writing.
What are the Civic safety ratings and driver assistance features?
Every Civic comes standard with forward collision warning, automatic emergency braking, lane-keeping assist, and adaptive cruise control with steering assistance and stop-and-go capability. Blind-spot and rear cross-traffic warning are included on all but the LX.
The NHTSA gave both styles five out of five stars for overall, side and rollover crash protection, and four stars for frontal crash protection. The Insurance Institute for Highway Safety named the 2023 Civic Sedan and Hatchback a Top Safety Pick after it received the best-possible performance in most categories. It received second-best scores of “Acceptable” in the IIHS updated moderate overlap front and side crash tests. And yes, we did mean to write 2023 Civic there. Although the individual test results didn't change, the IIHS changed its reward criteria for 2024. It also hasn't updated those ratings for 2025.
MINNEAPOLIS — The Genesis GV80 is a decidedly solid vehicle that we’ve called out for its compelling design, richly contented interior, decent power and useful tech. It’s a luxury SUV that offers an interesting option to its more expensive German rivals. So what’s next? Well, following in the footsteps of the Germans, it’s time for Genesis to coupe-ify its flagship SUV. The BMW X5 has its X6 sibling; Audi has its Sportbacks; Porsche and Mercedes have Coupe versions of their midsize SUVs … now Genesis is offering the GV80 Coupe. It too has a sleeker roofline that degrades practicality, but it also turns up the heat with a supercharged engine option.
First, there are the obvious changes, and those start with the roofline from the B-pillar back. The steeper slope extends into an aggressive and dynamically shaped roof spoiler. Unlike the SUV’s more horizontal spoiler, the Coupe’s dips in the middle to create a sporty double-spoiler look. Below that is the aggressively raked liftgate, bisected horizontally by a large, lower lip spoiler. Its two-line taillights wrap across the corners onto the shapely curvature of the lower liftgate. The Coupe gets even more athletic touches below, like a sleeker lower fascia with prominent quad exhaust tips.
Further, less obvious design choices continue to set the Coupe apart as the sportier sibling to the more practical SUV. Up front, it gets its own version of the Genesis crest grille, with two layers of mesh providing both a three-dimensional effect and further protection to the internals behind it. The front bumper gets a larger air curtain, flanked by bigger air intakes at the fascia’s lower corners. From the side, the Coupe’s flush roof rails provide a more slippery silhouette (which helps to dramatize the new roofline), while exclusive wheels provide further attitude that the SUV doesn’t get. We especially liked the look of the 22-inch dark gray matte wheels on our tester, whose unique design suggests an almost crystalline lattice to complement each of the five spokes.
Moving inside, the GV80 Coupe’s cabin is rich and detail-oriented. Our tester’s Nappa leather interior had a Coupe-exclusive red and black color scheme, which we liked second only to the available Ultramarine Blue with orange stitching. Slinking in behind the sporty flat-bottom steering wheel, the intricate carbon-fiber trim stands out for its unique diamond-shape weave that gives it an interesting, almost holographic sense of depth. The stitching, quilting and textures of the switchgear invite you to touch them and lean in for a closer look. Go ahead, lean in — closer inspection won’t leave you disappointed.
And such a luscious interior surprisingly downplays what would otherwise be the focal point of the entire cockpit, which represents an overhaul for the entire 2025 GV80 line. A wide, 27-inch digital OLED display now stretches across the dash, serving as both infotainment and instrument panel. It’s crisp and colorful, putting information where you need it while providing a seamless look. The infotainment is controllable via touchscreen, or with a rotary dial on the center console (which is still too similar in size and general location as the rotary gear selector). The climate controls get their own, separate touch display, located further down on the center stack below a row of menu buttons and genuine knobs for audio volume and tuning. This Genesis interior gets it right, leveraging the digital where it makes sense, and without forcing you to hunt through menus for the items you use the most.
Looking at the GV80 Coupe, it seems safe to assume that the sloping roofline must have a significant impact on rear-seat comfort. On paper, however, the Coupe offers 37.6 inches of headroom, a sacrifice of just 0.8 inches compared to the SUV. Open the rear door, look at the ceiling and you’ll notice Genesis made great efforts to carve out whatever noggin space it could above the seatback, as the headliner rises into a cavity behind the sunroof. Sit in the back seat, and you’ll probably find it quite comfortable. This 6-foot-tall author would have no complaints riding along as a rear passenger for long drives. Even better, heated and ventilated second-row seats are standard in the GV80 Coupe, as are rear climate controls on the back of the center console.
The SUV’s third-row option is expectedly unavailable in the Coupe, but that’s not much of a loss. It’s cramped for everyone and only available on a single trim level in the regular version.
The GV80 Coupe offers 30.3 cubic feet of volume with the rear seats up, which is a fair amount less than the 36.5 cubes available behind the second row of the SUV, and puts it between the BMW X6 (27.4) and Mercedes GLE Coupe (31.6). When you look at the actual space, there’s a fairly large footprint, but the angle of the glass impedes on the backmost part of the cargo area. It seems great for filling with items like grocery bags, and we suspect that luggage would stack well up against the rear seats, but we suspect bigger bags or boxes will struggle to fit the further back you go. The Cayenne Coupe is similar in this regard.
The GV80 Coupe is available with two powertrains. The base engine is a twin-turbocharged 3.5-liter V6 making 375 horsepower and 391 pound-feet of torque — the same available at the top of the GV80 SUV line. The other version, unavailable in the SUV but borrowed from the G90 sedan, is the same twin-turbo V6 fitted with the Genesis “e-Supercharger.” Powered by a 48-volt mild-hybrid system, it fills in the performance gap caused by the turbochargers relying on exhaust gas to create boost. The result is immediate response, the elimination of turbo “lag” and even more power — a total of 409 horsepower and 405 pound-feet of torque. Interestingly enough, it also gives the GV80 Coupe a slight boost in fuel economy, providing 18 miles per gallon city, 22 mpg highway and 20 mpg combined, compared to the base engine’s 16/22/19 mpg.
We were only able to sample the e-Supercharger powertrain, and, boy howdy, it’s a treat. The right pedal introduces power smoothly and immediately thanks to the e-Supercharger. It pulls hard in a linear fashion, with a seamless transition from supercharged to turbocharged assistance, keeping acceleration predictable all the way to the next smooth shift from the eight-speed automatic. It’s a good blend of speed and comfort; you could drive pretty swiftly without causing a nervous passenger to keep checking the speedometer.
Genesis pipes in engine sound through the audio system, which is controversial but common these days. Here’s the thing: It sounds surprisingly good, and we repeatedly praised the solid soundtrack throughout the drive, forgetting that it was not all natural. It sure sounds natural — it’s actual powertrain sounds, with no extra notes developed by some audio engineer or musician. You can turn it off for a quieter cabin experience, but this was one of the rare instances where the feedback provided by the added volume was actually appreciated. It feels weird to say that.
Twist the drive mode selector, and you can add even more to the driving experience. Sport mode unleashes a bit more of the power, but the Sport+ mode is the secret sauce exclusive to the E-Supercharger variant. The idle speed rises from 750 to 1,000 rpm, steering heft increases and the suspension tightens up. The Sport+ transmission logic is particularly impressive, giving a nice, hearty blip on downshifts, and keeping the tach high in the rev range. It even holds onto gears rather than shifting automatically if you hit the rev limiter in manual mode. It makes hustling down a winding road an addictive venture, complete with a dollop of controlled wheelspin when urging the GV80 Coupe out of a corner.
That sense of control it affords in spirited driving carries over to less-than-ideal road conditions. Specifically, we encountered heavy rain on and off throughout the drive, and never caught the car out of sorts. The all-wheel-drive system is capable of applying 50-100% of the power to the rear (and, thusly, 0-50% to the front), but maximizes front torque in slippery conditions. It makes for a pleasantly adaptable experience based on conditions and mood.
The ride is geared toward comfort, without sacrificing too much agility or creating a numb or floaty sensation. As GV80 SUV’s available electronically controlled suspension is standard on the Coupe, it uses a forward camera to proactively adapt the damper to the road surface ahead. It provides a smooth experience for the occupants, complementing the interior’s luxuriousness.
GV80 Coupe pricing reflects its positioning alongside the very top of the GV80 SUV lineup, as well as its vast standard features list. It starts at $81,300 (including $1,350 in destination) for the base 3.5T AWD. It’s similarly equipped to the SUV’s line-topping GV80 3.5T AWD with the Prestige package, but $650 more. There are no options or packages. The same goes for the 3.5T e-Supercharger AWD, which rings in at $87,100 with destination. All those features we’ve talked about throughout are included as standard, along with further adornments like an excellent driver assist suite, head-up display, Bang & Olufsen audio system, digital key, wireless phone charger, wireless Apple CarPlay and Android Auto and rearview camera mirror.
While we tend to shy away from crossover coupes, preferring their more practical, full-bodied counterparts, Genesis has a compelling formula with its GV80 Coupe. It’s a rare instance where the coupe body style might actually look better than the SUV it’s based on (though that’s not going to be everybody’s opinion, of course). The availability and exclusivity of the even hotter E-Supercharger powertrain only makes it more compelling. So if you’re looking for a sportier-looking version of the already compelling GV80, complete with a hotter powertrain, and don’t mind sacrificing a small amount of practicality (but not much, really) you’ve now got the GV80 Coupe to satisfy your tastes. And don’t forget to switch it to Sport+ mode. It’s pretty sweet.
Pros: Compelling design; ample space for the segment; quiet and refined driving experience; punchy and efficient engine; well-equipped; low price
Cons: All-wheel drive not available; armrests are a bit hard
The Buick Envista was arguably the most surprising new vehicle released last year. Both because we weren’t expecting it to be so wildly impressive and competitive, but because it legitimately surprised people when they found out what it was and how much it costs. We had multiple bystanders guess our test car cost $60,000 or even $80,000, and we agree it looks expensive. Thing is, our Sport Touring test car only went for about $30,000 and wasn’t even the top of the line. That’s very competitively priced for the subcompact segment, and moreover, you get a lot for your money – besides tricking folks into thinking you have a much higher car payment.
The 2025 Buick Envista boasts one of the biggest back seats and cargo areas in its segment, allowing it to be one of the more family friendly options. Its interior is well equipped, looks almost as good as the exterior, and has technology that’s attractive to look at and easy to use. Its tiny turbocharged engine also punches above its weight class by feeling quicker than its rather meager specs would indicate while delivering excellent fuel economy. The overall driving experience is awfully refined, too.
Cons? Well, if you have a lead foot, the engine will eventually run out of steam if you accelerate aggressively. All-wheel drive is also not available, and a few hard plastic interior surfaces betray the overall premium allusion. None of that prevents us from making the 2025 Buick Envista an Editor’s Pick. This is a thoughtfully engineered, designed and packaged small SUV that shows you don’t have to pay a lot to get a lot.
Rear parking sensors are now standard on all trims, while remote ignition is standard on the Preferred and Sport Touring. The Sunrise Red option is no more, and you can no longer get Copper Ice Metallic on the Sport Touring – that’s the color-trim combo shown above, so don’t fall in love with it, K? The rest of the car carries over unchanged for 2025.
What are the Envista interior and in-car technology like?
There is lots of hard plastic inside the Envista, most notably on the doors. If that bothers you, it’ll probably be hard to find anything new at this price point. Otherwise, the Envista’s cabin is an attractive and user-friendly space. The Sport Touring’s leatherette seating (pictured) or the Avenir’s leather certainly maximize the Envista’s “It costs how much?” wow factor, though, especially with their dash-top pleather trim and contrast stitching.
We appreciate that Buick kept things simple in key places, such as its traditional shifter and physical buttons/knobs for the climate controls. Yet, the cabin’s showpiece is clearly the pair of displays encased in one curved housing. It looks expensive, and the screen graphics back it up. The all-digital instruments in particular are classy in appearance and simply provide the information you need (although the trip computer info being in the touchscreen is bound to confuse some at first). The 11-inch touchscreen is larger than most in the segment and is powered by a less feature-rich version of GM’s Android-based infotainment system. It doesn’t do that much, but the radio controls look good and are well laid out, the menu icons remain docked on the left side of the screen at all times, and wireless Apple CarPlay and Android Auto are standard. Wireless charging is available on all trims.
How big is the Envista?
The Envista has roughly the same length and wheelbase as a Honda CR-V, but it’s ultimately in the next segment down (subcompact) because its rakish roofline significantly diminishes its total interior volume, especially in terms of cargo. Importantly, its price tag is more in line with subcompacts.
In practice, this means it has an abundance of rear seat legroom for the segment. A 6-foot-3 person was able to still fit back there with the driver seat set for himself, while there was plenty of room for the passenger seat to be scooted up out of the reach of a kicking toddler’s shoes. Headroom definitely is less than boxy compact SUVs, but the hair of that same 6-foot-3 person wasn’t grazing the roof.
Cargo space does indeed suffer because of the roofline. A rigid cargo cover and a lack of a dual-level cargo floor (as most competitors offer) do hamper its space and versatility as well. Nevertheless, we found that once you chuck that cargo cover, the Envista was better able to carry our standard allotment of cargo test suitcases than everything in its segment save the Bronco Sport, VW Taos and Kia Seltos (in that order). That includes its mechanically related cousin, the Chevy Trax, that actually has a higher on-paper cargo volume (the Envista’s cargo area is longer, which turns out to be more beneficial for stuffing in luggage than the Trax’s extra height). Pretty great for something that looks so sleek.
What are the Envista fuel economy and performance specs?
Every Envista has the same powertrain, and there are no options. A 1.2-liter turbocharged inline-three sends 137 horsepower and 162 pound-feet of torque through a six-speed automatic transmission. Front-wheel drive is mandatory; all-wheel drive is not an option.
EPA-estimated fuel economy is 28 mpg city, 32 mpg highway and 30 mpg combined. We were seeing similar fuel economy during our 300-plus miles behind the wheel. This is better fuel economy than most in the segment, although admittedly not by a lot.
What's the Envista like to drive?
Look at the above specs. They sound lame, right? Three cylinders? 137 horsepower? Six-speed automatic? We didn’t even mention that the 0-60-mph sprint is somewhere in the 9s, making it one of the slowest cars in the segment and on the road, period. The thing is, you’d never know it by driving it. This is a good powertrain that’s been thoughtfully applied to this car to simultaneously assure a low price, good fuel economy and elevated refinement.
It starts with the engine itself. Forget the horsepower – those 162 pound-feet of torque come on early at 2,500 rpm, ensuring a punchy power delivery around town and when jumping into a faster lane of traffic. That six-speed automatic may sound antiquated, but it’s quick to respond and is more likely to find itself in the right gear (unlike eight-, nine- or 10-speed units), doesn’t stutter to engage (unlike a DCT) and doesn’t depressingly drone (unlike a CVT). Meanwhile, it still manages 30 mpg combined. Then there’s the ample sound deadening that reduces whatever racket that little triple-cylinder makes down to a pleasant muffled snarl. Basically, this car doesn’t feel slow and it sounds refined.
The accolades don’t stop there. We logged plenty of highway time and came away thoroughly impressed by the quiet noise levels, comfortable and well-composed ride, just-right steering effort, and comfortable driver seat. Our Sport Touring test car did come with the optional Watts linkage rear suspension upgrade that comes standard on the Avenir trim and is unavailable on the base Preferred. We have not tested the base suspension, so we don’t know just how much more comfortable and composed the upgrade makes the Envista, but given the car’s strong overall value, seeking a so-upgraded trim level seems like a good idea.
Our first time with the Envista, including information about its engineering and design.
What is the 2025 Envista price and where is it made?
The Envista is built in Bupyeong Gu, South Korea. Pricing starts at $22,900, but we didn’t know the destination charge for 2025 at the time of this writing. It was $1,095 last year. Assuming it stays relatively consistent, the overall base price is right in the heart of the subcompact SUV segment. If you’re simply prioritizing max passenger space in this price range, the base Envista Preferred would be a good choice.
The Sport Touring ($24,700 before destination) gets sharper looks and an upgraded interior with leatherette upholstery, plus access to the Experience Buick package that adds the Watts link suspension upgrade and 19-inch wheels. Otherwise, the same worthwhile Convenience package upgrades are available on both Preferred and Sport Touring: the Convenience I package (a power driver seat, heated front seats and steering wheel, proximity entry, remote ignition), the Convenience II package (power liftgate, auto wipers, wireless phone charging).
All that optional content is standard on the Avenir pictured below ($28,600 before destination), which also gains leather upholstery, a rear center armrest, and various design/ambiance upgrades. Every Envista is available with the same package of driver assistance tech features described in the section below.
What are the Envista safety ratings and driver assistance features?
Every 2025 Envista comes standard with forward collision warning with automatic emergency braking and front pedestrian detection, lane-departure warning, lane-keeping assist and rear parking sensors. The Advanced Safety package available on all trims adds blind-spot and rear-cross-traffic warning and adaptive cruise control.
The Envista still had not been crash tested by a third party at the time of this writing.
