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2024 Mercedes-Benz E-Class Review: The luxury and tech powerhouse you expect

Zac Palmer

View the 47 images of this gallery on the original article

Pros: Plush ride; smooth, quiet and powerful engines; beautiful interior with vast array of tech

Cons: Styling is verging on controversial; gets expensive quick with options

The 2024 Mercedes-Benz E-Class picks up right where the previous generation left off by being a classy, tech powerhouse that also happens to be oh-so-sweet to drive. For now, we get a four-cylinder and inline-six as powertrain options, but future years might see AMG return. Unlike BMW’s strategy in which its EVs and gas-powered sedans share a body, Mercedes continues on with its E-Class being a traditional three-box sedan and its EQE (electric equivalent) adopting the potato-like EQ styling for its EVs. We’re glad the E-Class hangs onto tradition here, as even though its flashy grille and three-pointed star taillights are a little much, it’s still a sleek and beautifully proportioned luxury sedan.

If you were hoping for the latest and greatest of Mercedes’ tech, you’re certainly getting it in the E-Class, perhaps to a fault. The “Superscreen” turns your whole dashboard into an array of bright and colorful touchscreens, although touch controls replace the previous generation’s clicky, satisfying buttons. In some ways, it’s a downgrade, but Mercedes tries to make up for the loss of analog goodness with fancy lights, a trick audio system and innovative features like video calling and artificial intelligence routines, the last effort in hopes you won’t even need to touch any buttons while the car automatically does your bidding. Mercedes isn’t alone in this focus on tech as BMW has similarly out-there features in the 5 Series, but for those who may not care about any of these “innovations,” rest easy that you can ignore them, turn them off or not specify them at all, leaving you to enjoy a new E-Class that still drives and comports itself as an E-Class is meant to do.

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

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

What's new for 2024?

The E-Class is completely new for 2024 as it enters its sixth generation. Its look is a familiar one, but Mercedes piled the tech high this time around.

Note that the E 450 All-Terrain wagon is being sold for 2024, but it’s still based on the previous generation and therefore extremely different from the sedan. This review is long enough without also packing it with descriptions of what is effectively a totally different car. You can read our review of it here.

What are the E-Class’ interior and in-car technology like?

Like most Mercedes these days, the in-car technology dictates the interior design. The E-Class offers an optional “Superscreen” (the lesser sibling to the EQ’s “Hyperscreen”), but it’s really just a questionably useful passenger-side screen added to the standard pair of screens. Frankly, we’d skip it, especially since you’ll be missing out on the beautiful wood trim that’s fitted without the screen.

There’s no avoiding screens, though. The 14.4-inch central touchscreen display is big, vibrant and utilizes the same interface found in other top-shelf Mercedes. You can default to a simple home screen of various icons or the “Zero Layer” that features a vivid navigation map and a preferred selection of tiles running along the bottom (such as audio or phone). There’s a lot to digest, and the learning curve is not surprisingly steep, but once acclimated, we’ve found it quite easy to use. The navigation system is also exceptional (programming it couldn’t be easier thanks to Mercedes’ above-average voice recognition system), limiting the need for Google Maps and possibly even Apple CarPlay and Android Auto that are still included. You can also fit a new dash-top camera that opens the door to video calling or shooting videos on TikTok, but that seems more like gimmickry.

It almost goes without saying, but the E-Class’ seats, materials and general appointments are all befitting of a car its price, and the color/trim choices are abundant. You’ll need some acclimation time to get fully up to speed with the tech, but there’s no debating the E-Class’ interior is state of the art in terms of both new features and luxury.

How big is the E-Class?

This E-Class is just a hair bigger than the previous one, meaning it still has plenty of rear seat space for adults, though we’ll note Mercedes mounts its front seats fairly low to the ground, so you could be slightly confined if there’s a taller driver in front of you. Compared to other midsize luxury sedans like the BMW 5 Series or Audi A6, the E-Class is right on par where it needs to be, as all three Germans are plenty large in back.

As for the trunk space, best to direct you to our comprehensive luggage test where we determine the E-Class’ 19 cubic-feet of space is definitely big, but slightly deceiving from a pure numbers perspective. That said, it’ll fit four people’s worth of luggage without protest and still have a little room left over.

What are the E-Class’ fuel economy and performance specs?

You can choose between the E 350 4Matic and the E 450 4Matic for 2024, and as the “4Matic” bit indicates, all-wheel drive is standard. The base E 350 4Matic uses a 2.0-liter turbocharged four-cylinder engine that develops 255 horsepower 295 pound-feet of torque. Both engines shift via a nine-speed automatic transmission and feature a mild-hybrid system. The base 2.0-liter is good enough for a 6.1-second 0-60 mph run. It returns an EPA-estimated 24 mpg city, 33 mpg highway and 27 mpg combined.

The E 450 has a 3.0-liter turbocharged inline-six good for 375 hp, 369 lb-ft and a 4.4-second 0-60 sprint. Its fuel economy falls to 22 mpg city, 31 mpg highway and 25 mpg combined.

Mercedes has revealed an AMG E 53 Hybrid (PHEV) for 2025, but we’ve not driven that model yet. You can read all about it in our reveal post here.

View the 31 images of this gallery on the original article

What's the E-Class like to drive?

We have not tested a 2024 E-Class with the stock suspension and steering system, so we can only comment about the E 350 and E 450 when equipped with the $3,200 Airmatic package. It sure seems worth the money, though, as it cements the E-Class’ status a a dual threat. It can coddle you with a pillowy-soft ride from its supple Airmatic air suspension, but it can also sharpen its responses enough to be both fun and fast on a mountain road. The addition of rear-wheel steering brings a lot to the table, offering 4.5 degrees of rear steering that allows the E-Class to drive smaller on tight city streets but still benefit from greater stability at high speeds.

Both the four-cylinder and inline-six benefit from a super-smooth 48-volt mild-hybrid system that makes starting and stopping the engine seamless in traffic. Neither engine makes much sound in the cabin, though the inline-six’s tuneful song can be heard when you’re hammering it, which is just the way we’d want it. Mercedes has yet again put together one of the best all-around daily driving luxury machines on the planet with the E-Class, from the noise isolation to the effortless way it moves down the road with near S-Class-level comfort. We’re excited for AMG versions to join the lineup to spice things up even further, though.

What other Mercedes-Benz E-Class reviews can I read?

2024 Mercedes-Benz E-Class First Drive Review: Driven to distraction

We go over everything that's new about the next-gen E-Class and provide initial driving impressions.

James Riswick

View the 30 images of this gallery on the original article

Mercedes-Benz E-Class Luggage Test: How big is the trunk?

Here's how much luggage you can fit in the E-Class' trunk.

What is the 2024 E-Class’ price?

The E-Class starts at $63,450 for the E 350 4Matic in its base Premium trim. There’s only one other trim available, named Pinnacle, and it starts at $66,000. For the extra coin you get an illuminated grille, the active ambient lighting, heat- and noise-insulating glass, and a head-up display.

If you want the inline-six-equipped E 450, it starts at $69,250, which is a fair price to pay for the extra power and excellent engine you’ll get. The Pinnacle version of the E 450 brings the highest base price up to $71,800.

Of course, you’re going to want options. The snazzy Manufaktur Alpine Grey you see in photos at the top of this post is $1,750, and the accompanying 21-inch AMG wheels are $3,050. Upgrading from MB-Tex to leather is $1,620, and going all the way to the top-shelf Nappa leather is $2,990. The Superscreen is a $1,500 standalone option we could go without, but the $1,950 Driver Assistance Package (brings in all of Mercedes’ stellar active assist systems) and $3,200 Airmatic Package (air suspension, adaptive dampers and rear-wheel steering) are highly recommended. The $990 Digital Lights and $1,030 Burmester 4D sound system make for some excellent nice-to-haves, as well.

What are the E-Class’ safety ratings and driver assistance features?

The E-Class comes with a massive array of standard (and even more optional) driver assistance features. Standard items include automatic emergency braking, blind-spot warning with exit-warning assist, auto high-beams, driver attention monitoring, and front and rear parking sensors. Notable optional extras include adaptive cruise control, lane-keeping, lane-centering, auto-lane change, auto emergency braking when turning or with cross-traffic, and projections for Digital Lights that can alert you to things like construction zones, following distance and more.

The E-Class had not been third-party crash tested at the time of this writing, but the previous generation 2023 E-Class received a Top Safety Pick+ award from the Insurance Institute for Highway Safety.

Related video:

Chevy Blazer EV Luggage Test: How much fits in the trunk?

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U.S. drivers in this study have the lowest fuel costs in the world

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Tesla Model Y Review: Electric SUV pioneer finally has company

Zac Palmer

View the 40 images of this gallery on the original article

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. 

We recently named the Model Y the best EV you can buy for the price of an average new car – around $45,000 – and while others are hot on its heels, anyone searching for a compact electric SUV should consider the Tesla when shopping. Just make sure you also take a peek at other budget options like the Chevrolet Equinox EV, VW ID.4, Nissan Ariya, entry-level versions of the Hyundai Ioniq 5 and Kia EV6 and so many others in this burgeoning class.

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

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

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.

What other Model Y reviews can I read?

EV Crossover Comparison Test: Tesla Model Y vs. VW ID.4, Kia Niro, Hyundai Kona Electric

We pit the Tesla Model Y against some of its 2024 competition in the $45,000 range.

Tesla Model Y First Drive | One of kind

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.

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Tesla Model Y Review: Electric SUV pioneer finally has company

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2025 Cadillac XT4 Review: The inbetweener of luxury compact SUVs

John Beltz Snyder

Cadillac

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Pros: Good infotainment and safety tech; nice in-between size; roomy second row

Cons: Ho-hum interior design; lack of configuration variety; small cargo area

The 2025 Cadillac XT4 is a handsome small luxury crossover that lands somewhere between the subcompact and compact segments, providing ample passenger room while still offering good maneuverability and parking for tighter city settings. It mostly carries over from last year, which saw updated exterior looks and a new 33-inch curved LED screen inside. Overall, it’s a right-sized SUV for some, with handsome exterior looks, good rear legroom, quality tech and a fairly affordable price for the luxury segment.

That said, the interior is a bit uninspiring; despite that new screen and some interesting touches, it feels more like a Chevy inside than the more high-quality and detailed interiors of recent Cadillacs. That’s not surprising considering the XT4 is far along in its lifecycle, but it’s true nevertheless. Also, there are no engine options other than the 2.0-liter turbo-four, even if that engine is plenty potent for this small crossover.

While there is no longer the base Luxury trim for 2025, what’s left is probably where you’d want to start with a luxury vehicle. Even so, many features we’d consider essential to luxury — heated seats and steering wheel, wireless charger, premium audio, etc. — are still part of options packages in the upper trims. That gives you a little more freedom to pick and choose what you want to pay for, but much of that seems like it ought to be standard in a Cadillac.

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

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

What's new for 2025?

Cadillac has eliminated the base Luxury trim, making the Premium Luxury the entry-level XT4. The Active Safety Package is now standard on the remaining trims.

What are the XT4 interior and in-car technology like?

The XT4’s interior improved with a bit of a refresh for the 2024 model year, when it gained a curved 33-inch screen (like the one in the Cadillac Lyriq) across the top of the dash serving as infotainment screen on the right and a digital instrument panel in front of the driver. It runs the Lyriq's same interface with a configurable gauge cluster and Google Built-In services. We also like the physical toggles below a corresponding digital display strip for the HVAC controls lower on the center stack. Wireless Apple CarPlay and Android Auto are standard, and buyers can upgrade with a 14-speaker AKG Studio sound system.

Other than that, the interior isn’t exactly impressive, and perhaps a bit forgettable. There are the occasional design touches, like the patch of interesting stitching design on the dash, but there’s a lot of grainy plastic surface area throughout the cabin without much else to liven things up. At least the XT4 uses soft-touch materials in most of the places it’ll likely come into contact with your skin.

How big is the XT4?

The XT4 is an in-betweener kind of vehicle. It's about 6 inches longer and a few hundred pounds heavier than the smallest luxury crossovers, which include the Volvo XC40 and BMW X1. But it's a bit smaller than "compact" SUVs like the Audi Q5, Mercedes GLC and Acura RDX. The Lexus NX is probably the XT4's closest rival in terms of the exterior dimensions.

The interior is a different story, though, as the XT4's lengthy wheelbase helps grant it rear legroom that actually exceeds many of those SUVs that are larger on the outside. Now, differences in the way interior measurements are done by manufacturers can make such claims tenuous – the XT4 is no limo – but rear occupants should have more space than you'd expect. Unfortunately, the rear seatback is awfully upright and doesn't recline, so overall comfort could still be better.

Despite passenger space being indicative of the segment above, the XT4's cargo capacity is closer to the segment below. That's still OK, as its 22.5 cubic feet of space allowed us to stuff five suitcases into the cargo area. Its maximum cargo capacity of 48.9 cubic feet is very underwhelming, but is likely the result of a rather low roof and not having much "air space" in the cargo area above the back seat line. It's therefore not a great choice for carrying bulky items.

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What are the XT4’s fuel economy and performance specs?

Every 2025 XT4 comes with a 2.0-liter turbocharged inline-four that produces 235 horsepower and 258 pound-feet of torque. Published 0-60-mph times have been in the low 7-second range, whereas competitors both larger and smaller tend to be in the 6's.

A nine-speed automatic and front-wheel drive are standard, but all-wheel drive is an option on both trim levels. Unusually (for vehicles other than GM’s), the driver must choose to manually turn on the all-wheel-drive system in order for it to be active. Once it is engaged, however, it not only shunts power front and back, but side to side at the rear for improved handling and poor-weather traction.

The EPA hasn’t published 2025 fuel economy estimates as of this writing, but with no powertrain changes, we expect it to remain at 24 mpg city, 29 mpg highway and 26 mpg combined with front-wheel drive. They suffer just a but, at 23/28/25 mpg, with AWD.

What's the XT4 like to drive?

The XT4's turbo four-cylinder is perhaps a bit buzzy at start-up, but once underway impresses with its refinement and low-end torque. This is a high-tech engine, as we documented in  our XT4 first drive, capable of achieving strong fuel economy and highway passing power. Acceleration should be more than sufficient for most, but know that rival SUVs are a bit quicker.

The throttle pedal that controls the engine could be better, however. It's too mushy and numb in the Tour drive mode, and then just a bit too caffeinated in Sport without an increase in pedal feel. This contrasts with the brake pedal, which has an ultra-firm initial bite that makes it hard to modulate. The steering is another misstep. Effort is inconsistent and unnatural in Tour mode, while Sport increases effort but remains numb. Neither offers anything akin to Cadillac's sharp-steering rear-wheel-drive sedans. At the same time, it doesn't provide a linear, nice-and-easy experience of old-time Cadillacs, either.

The ride, however, is a perfect compromise. Continuously-variable damping is available on Sport models, and we found that it capably sops up nasty bumps. Happily, the standard conventional dampers are well calibrated as well. Both suspensions result in a ride that's comfortable while still maintaining body control and not negating what is otherwise sound handling. Really, the XT4 could be excellent to drive, but it's betrayed by its various control inputs.

What other Cadillac XT4 reviews can I read?

2020 Cadillac XT4 Sport Drivers' Notes Review

Our editors take turns in the XT4 Sport. As is usual for Cadillac, opinions were mixed.

2019 Cadillac XT4 First Drive Review | Fashionably late

Our first drive of the XT4, including in-depth information about its engineering and design.

2019 Cadillac XT4 vs 2020 Lincoln Corsair: How they compare on paper

We compare the dimensions, engine specs and photos of the  Cadillac XT4  with its fellow American small SUV: the new  Lincoln Corsair. 

What is the 2025 XT4 price?

As of this writing, the 2025 model isn’t available to configure on Cadillac’s website, but an early order guide puts the MSRP at $41,990 for the Premium Luxury trim and $42,790 for the Sport. All-wheel drive will likely remain a $2,500 option.

With the discontinuation of the base Luxury trim for 2025, the new entry-level XT4 comes fairly well equipped. Standard equipment includes 18-inch wheels, LED lighting, leather seats with perforated inserts, 33-inch LED display with Google Built-In, wireless Apple CarPlay and Android Auto, power liftgate and the Active Safety Package with adaptive cruise control (more below in the safety section). The Sport trim has different aesthetic touches, but most of the same standard equipment. Optional equipment includes heated and ventilated front seats, power lumbar massage, heated steering wheel, heated rear outboard seats, wireless phone charger, digital rear-view camera mirror

What are the XT4’s safety ratings and driver assistance features?

The 2025 XT4 comes with the standard Active Safety Package, which includes adaptive cruise control, speed limit assist, lane keep assist with lane departure warning, traffic sign recognition, surround-view parking camera, rear pedestrian alert, side bicyclist alert and forward and reverse automatic emergency braking.

The IIHS hasn’t updated its scores for 2025 yet, but the 2024 XT4 earned its best overall “Good” rating for the front moderate overlap and side crash tests. NHTSA hasn’t rated the 2025 XT4, and didn’t rate the 2024 model, but it gave the 2023 XT4 its best score of five stars for overall safety, with four stars for frontal crash test, five stars for side crash test and four stars for its rollover test.

Best midsize SUVs of 2024, reviewed by experts

In the beginning, buying an SUV almost certainly meant you were going to be buying a midsize SUV. Early models like the Explorer, Blazer, Grand Cherokee, Pathfinder and 4Runner are the reason a niche, off-roading vehicle segment morphed into the bread-and-butter family transportation choice and then spawned numerous offshoot segments based on size, capability, performance and luxury.

All those different directions can be easily seen in today's selection of midsize SUVs (most of which are technically crossovers), including the current versions of those SUV pioneers. There are the three-row family haulers that consumers happily gobble up instead of minivans. These are best suited for families, likely with more than one child, who can use the extra cargo space and/or extra row of seats -- even just for occasional use. There are two-row, style-oriented choices like the Chevy Blazer, Nissan Murano and Volkswagen Atlas Cross Sport that are resolutely intended to stay nice and clean on-road. These are still great choices for families. On the opposite end, there are the old-school, body-on-frame, definitely-not-a-crossover Jeep Wrangler, Ford Bronco and Toyota 4Runner. While plausible for family use (especially the huge 4Runner), they are less efficient and comfortable. And then you have segment-bending oddities that don't exactly fit into a single category like the Kia Sorento and Subaru Outback, plus the new selection of electric SUVs that are vaguely midsize in dimension and vaguely SUV in shape. Oh, and lots and lots of luxury choices, which we cover in our Best Luxury SUVs list.

So here are our best midsize SUVs, listed alphabetically: Two-row midsize SUVs, Three-row midsize SUVs and Electric midsize SUVs. You can also read our list of the Best midsize luxury SUVs.

Best three-row midsize SUVs of 2024

2024 Honda Pilot

Why it stands out: Exceptional storage and cargo space; unique second-row functionality; refined ride; versatile and capable TrailSport; advanced AWD
Could be better: Subpar acceleration with lackadaisical transmission and engine response; so-so driver assistance tech

Read our full 2024 Honda Pilot Review

The Honda Pilot was completely redesigned for 2023. It maintains its predecessor's family friendly packaging and overall focus, but it has injected a welcome sense of style (especially in the TrailSport pictured above) that makes it stand out much better from the big crossover crowd. The Pilot's restrained adornment and classic proportions are refreshing compared to the increasingly busy Kia Telluride, Hyundai Palisade and Subaru Ascent. Let's talk about practicality, though, which is ultimately the Pilot's best attribute. While every other three-row SUV makes owners choose between a second-row bench seat or captain's chairs (and therefore six-, seven- or eight-passenger capacity depending on vehicle), the Pilot's removable second-row middle seat means that every Pilot can be a seven- or eight-passenger vehicle. That middle seat even fits under the cargo floor in all trims but the TrailSport (its full-size all-terrain spare tire takes up too much space). There's also plenty of thoughtful, family-friendly storage throughout and a well-rounded driving experience true to the Honda norm. 

2024 Hyundai Palisade

Why it stands out: More third-row and cargo space; well-executed tech; high-style interior
Could be better: No hybrid or performance version

Read our 2024 Hyundai Palisade Review and our long-term Palisade test

The Hyundai Palisade is mechanically related to the Kia Telluride, and choosing between this pair of masterfully executed family haulers could basically come down to a coin flip. Or, more realistically, which you think looks better. For its part, the Palisade has a more luxurious vibe, which is most obvious in its Limited and Calligraphy trim levels that could easily compete with actual luxury-brand SUVs. The main reason for this is the stylish, well-made cabin that not only looks great, but boasts useful storage, user-friendly infotainment tech and more space than nearly every competitor — bigger kids and even adults will be perfectly comfortable in the third row, and you can fit more stuff behind the raised third row. Hyundai's driver assistance and safety tech is also among the best-executed in the industry. If there's a major hole in its game, it's the lack of a hybrid powertrain or a more powerful version. 

2024 Kia Sorento

Why it stands out:  Unique size; efficient engines including two hybrid choices; high-end cabin; well-executed tech
Could be better: Less standard power than similarly priced midsize models; hybrids are extra-hard to come by

Read our 2024 Kia Sorento Review or specifically our Sorento PHEV review

The Kia Sorento basically has the exterior dimensions of a two-row midsize SUV, but manages to sandwich in a third row for those who could foresee needing one on occasion, but not frequently enough to warrant driving around a bigger, thirstier and pricier vehicle like Kia's Telluride. It's basically for those who don't necessarily think that bigger is better. And for its part, the Kia Sorento is appealing for myriad other reasons. Interior materials quality is elevated, the designs are handsome and technology is excellent. The same well-executed driver assistance and safety features that so impress in the Palisade and Telluride are also available in the  Sorento. Perhaps most significantly, however, is that the Sorento is one of the very few three-row SUVs offered as a hybrid. Its 37 mpg blows away the V6-powered competition, and there's an exceptional plug-in hybrid choice (pictured above right). It is important to note, however, that 2024 is an odd year for the Sorento. The gas-only versions get revised exterior and interior design, and new infotainment tech. The hybrids get those updates for 2025, meaning the 2024 versions carry over from last year. The Sorento is recommended regardless of these updates. 

2024 Kia Telluride

Why it stands out: More third-row and cargo space; well-executed tech; well-made interior; doesn't look like a family hauler
Could be better: No hybrid or performance version available; X-Pro's firm ride

Read our full 2024 Kia Telluride Review

If you've already read the above description of the Hyundai Palisade, you've been briefed about its mechanical commonalities with the Telluride and that they share the same fundamental strong points: space, technology, quality and value. They also do so to an extent that outpaces their competitors. Of the two, the Kia Telluride has received the greater share of accolades, largely because its styling seems to resonate with more people. Basically, style is the tie breaker. There's more than a whiff of Range Rover to its blocky proportions and restrained detailing. Heck, "Telluride" is even written across the hood, much like a Range Rover would be. Basically, the Kia Telluride doesn't look like a three-row family hauler despite being one of the best three-row family haulers. Win-win. 

2024 Toyota Grand Highlander hybrids

Why it stands out: Exceptional fuel economy for a three-row SUV or big-time power for a three-row SUV; tons of space behind the third row
Could be better: Some infotainment irritations; expensive

Read our full 2024 Toyota Grand Highlander Review

While the Toyota Highlander has previously been on this list, it was almost entirely because of its hybrid model that provides exceptional fuel economy none of its competitors could match. We always included the caveat that you'd be sacrificing third-row and cargo space for that fuel economy. That is not the case with the new Toyota Grand Highlander, a separate model despite its name, that's substantially larger where it counts: in the third row and behind it. It too is available with a traditional, fuel-sipping Toyota hybrid powertrain that achieves a sky-high (for a three-row family vehicle) 33-36 mpg combined, but also offers the performance-oriented Hybrid Max powertrain that gets above-average fuel economy while also boasting 362 horsepower -- an amount few rivals approach. Add it up, and the Grand Highlander is an easy replacement here for its non-grand sibling. The hefty price tag does give us pause, but you're at least getting an awful lot of family hauler.

Best two-row midsize SUVs of 2024

2024 Ford Bronco

Why it stands out: Off-road capability; wide range of models; better to drive on road than Wrangler; compelling design
Could be better: Very loud; very hard to get one

Read our Ford Bronco Review

We were tempted to exclude the Bronco from this list simply because it's so difficult to get, and even if you could, dealer markups could seriously reduce its appeal. That said, supply constraints are easing, so welcome to the list Bronco! Ford's iconic off-roader makes its long-awaited return, and it's just as good as we all would've hoped when we first saw its cool, retro looks applied to both two- and four-door body styles. Beyond those choices, it offers a wonderful array of trim levels that go beyond a simple escalation of equipment to include differing style, capability and areas of expertise. We've tested many of those combinations at this point and have enjoyed them all, including the Black Diamond (pictured above), the new Everglades, the insane Bronco Raptor and anything with the available manual. Many will ask is the Bronco better than the Wrangler? As a daily driver, yes. As something to attack a trail or barren landscape, perhaps not. Would you be happy with either? Most definitely, and that's why they're both here on this list.

2024 Jeep Grand Cherokee

Why it stands out:  Off-road capability; towing capacity; user-friendly tech; luxurious interior; variety of models
Could be better:  Meager performance from base V6; interior space

Read our most recent Jeep Grand Cherokee Review

After a decade of valiant service, the fourth-generation  Jeep Grand Cherokee  has finally been retired. Long live the fifth generation. It's very much an evolution of its predecessor in terms of design and overall concept, but key upgrades include a beautiful new interior packed with well-executed technology. In top-end trim levels, the leather-lined interior can easily compete with luxury-branded SUVs. Although every Grand Cherokee is more off-road capable than the typical crossover SUV (which the JGC technically is given its unibody construction), the rugged Trailhawk model can go even further thanks to its extra ground clearance (its air suspension, available elsewhere, can go even higher), electronic sway bar disconnect (shared with the Wrangler Rubicon), all-terrain tires and additional Selec-Terrain drive modes. If there's one area of disappointment (and lack of advancement), it's under the hood where Jeep returns the old V6 and V6 engines with inconsequential changes. One is iffy on power, the other fuel economy. This is the main reason why the Grand Cherokee L fails to climb above the other three-row SUVs on this list. There are fewer two-row midsize competitors, though, and the two-row Grand Cherokee offers something the L does not, at least for now: the plug-in hybrid 4xe. 

2024 Jeep Wrangler

Why it stands out: Off-roading legend; vast variety of models and options; it's really cool
Could be better: On-road handling; ride comfort; interior noise; fuel economy; cargo space; cabin security

Read our most recent Jeep Wrangler Review, plus our specific reviews of the Wrangler 4Xe, the Rubicon 392 and the 2022 Xtreme Recon

The Wrangler isn't really a competitor for any of the above midsize SUVs, and we definitely don't recommend it as a family vehicle. In fact, we are quick to point out the Wrangler's innumerable practical drawbacks: handling, ride comfort, interior noise, safety ratings, fuel economy, cargo space, windows that come undone with a zipper. ... Basically, think long and hard about whether you can live with these drawbacks to what is otherwise a masterful off-roading SUV. Available in two- and four-door body styles, five engine options (including the plug-in hybrid 4xe and 470-horsepower Rubicon 392), multiple hard- and soft-top roof styles, and numerous trim levels and special style packages, there's bound to be a Wrangler for everyone. Heck, there's also the Jeep Gladiator pickup. Ultimately, we recommend the Wrangler because despite those many drawbacks, this latest generation is in fact far more refined and livable than past generations. A Honda Passport it isn't, but it's now unlikely to beat up your spine, blow out your ears and confuse your hands with spooky steering. 

2024 Subaru Outback

Why it stands out: More space and ground clearance than other midsize crossovers; fuel economy; easy-to-load roof racks
Could be better: The droning CVT; boring to drive; hyper-vigilant driver assistance tech

Read our full 2024 Subaru Outback Review

You're right, the Outback isn't technically an SUV. But then, everything else on this list except the traditional, body-on-frame Wrangler and 4Runner aren't technically SUVs, either. They're crossovers that feature car-like unibody construction — just like the Outback. And despite looking like a wagon, it has more ground clearance, more cargo capacity, more back seat space and better fuel economy than most other midsize crossovers. It's a genuinely sensible and usable vehicle, especially for those who actually like to take their vehicles off the beaten path (versus those who just like to project the appearance of such weekend adventures). The Outback Wilderness, pictured above, lets you go even further off that path. Throw in its abundance of safety and infotainment tech, standard all-wheel drive, solid reliability ratings and improved interior quality with its most recent redesign, and you have a vehicle that's easy to recommend.

Best electric midsize SUVs of 2024

2024 Ford Mustang Mach-E

Why it stands out: Distinctive style; compelling performance; user-friendly tech; high-quality cabin
Could be better:  Back seat is mounted a bit low; cabin design is a bit anonymous; hard to get

Read our full Ford Mustang Mach-E Review

One of the most talked about (and controversial) new cars is also one of the best electric cars you can buy. No, this is not "the new Mustang" (this is). The Mach-E is a new thing, not a replacement, that effectively makes "Mustang" a Ford sub-brand by creating an electric crossover with styling cues and a performance-oriented driving character inspired by the still-very-much-on-sale Mustang coupe and convertible that are still powered by gasoline. That's a big part of the Mach-E's appeal: It looks cooler and drives better because it's a Mustang. Plus, its crossoverish body style provides usable backseat and cargo space, its giant Sync 4A touchscreen has impressed our editors with its clean simplicity, and its wide variety of drivetrain and battery combos makes Ford's first from-scratch electric car open to a wide range of needs and taste. Although there are now additional crossoverish EVs available for roughly the same price, the Mach-E remains firmly entrenched on this list of favorites even if it's awfully hard to get one. 

2024 Hyundai Ioniq 5

Why it stands out: Airy and versatile cabin space; exceptional infotainment and safety tech; fun to drive
Could be better:  Sci-fi hatchback styling won't be for everyone; initially available in few states; not as quick as Tesla Model 3

Read our  2024 Hyundai Ioniq 5 Review and our comparison test versus the Mach-E

We're not sure if the Ioniq 5 looks like it came from the future or from a "Back to the Future Part II"-style vision of the future, but either way, it sure is different. Although it looks like a compact hatchback, in reality, it's as long as the quite-large Hyundai Tucson with a wheelbase longer than the very-large Hyundai Palisade. It's not very tall or high off the ground, but inside, its deceptive dimensions provide a surprisingly airy, spacious and versatile cabin. We also love its user-friendly and well-executed technology, both in terms of infotainment and safety, plus the clean, minimalist look that still maintains some physical controls. Yes, that's a knock on Tesla. The base Ioniq 5 includes a 58-kWh battery, 220 miles of range and a single rear motor with modest power. The upper trim levels get a 77.4-kilowatt-hour battery pack and a choice of a single rear motor good for 303 miles (RWD) and 225 horsepower, or a dual-motor AWD setup good for 256 miles and 320 hp. That's as big of a performance jump as it seems (7.3 seconds with RWD vs 5.1 with AWD). Importantly, every Ioniq 5 has 800-volt electrical architecture, making it possible to charge from 10-80% at a 350-kW charger in just 18 minutes. It'll speed things up at less powerful chargers as well.

2024 Kia EV6

Why it stands out: Cool and well-made interior; exceptional infotainment and safety tech; fun to drive
Could be better:  Some confusing interior controls; other EVs offer more complimentary charging

Read our 2024 Kia EV6 Review and our long-term EV6 test

Although based on the same platform as the Hyundai Ioniq 5, including its 800-volt electric architecture, the Kia EV6 is its own thing. You definitely can't tell they're mechanically related by looking at them inside and out. The EV6 is similarly shaped and sized as the Mustang Mach-E, itself an unusual "what is it exactly?" body style that's somewhere in between SUV, wagon and hatchback. The term "crossover" has never been so apt. Like the Mach-E, the EV6 skews toward the sporty end of the spectrum — especially the new 2023 EV6 GT that boasts 576 horsepower and 0-60 time of 3.4 seconds. The Ioniq 5 doesn't offer such a high-performance model (yet). The EV6 starts things off with a 58-kWh battery pack with a range of 232 miles and modest performance; the 77.4-kWh pack kicks it up to 310 miles with RWD and 274 miles with AWD. All of this basically means the EV6 is fully competitive on the EV front, but simply viewed as a car, we love its design, its well-executed tech, comfortable and engaging driving experience, and nicely crafted cabin that's also pretty cool to look at. 

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