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Continue reading 2025 BMW 5 Series Review: A balanced luxury sedan
2025 BMW 5 Series Review: A balanced luxury sedan originally appeared on Autoblog on Thu, 22 Aug 2024 06:00:00 EDT. Please see our terms for use of feeds.
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Zac Palmer
Zac Palmer
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.
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.
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.
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.
Our first drive of the revamped and refreshed 2025 Genesis GV80.
When we first drove this generation of GV80, here's what we thought about this winner of an SUV.
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.
GV80 2.5T Standard: $59,050
GV80 2.5T: $60,050
GV80 2.5T Select: $62,950
GV80 2.5T Advanced: $66,950
GV80 2.5T Prestige: $71,800
GV80 3.5T Advanced: $75,150
GV80 3.5T Prestige: $80,650
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.
John Beltz Snyder
John Beltz Snyder
For those interested in buying an electric car, you’re bound to find that there really aren’t that many that are literally “cars.” Most EVs, especially in the more affordable end of the spectrum, are more of the crossover SUV variety. While the Tesla Model 3 is by far the best-selling electric sedan, there is an alternative: the 2025 Hyundai Ioniq 6. This four-door car that looks like it materialized in your driveway from the future features a bold design that’s not only eye-catching, but indicative of how extremely aerodynamic it is. That translates to maximum ranges that greatly exceed that of its mechanically related SUV siblings, the Hyundai Ioniq 5 and Kia EV6.
Now, it should be said those ranges do differ widely depending on which battery, motor combination and trim level you choose. Unfortunately, the 361-mile max range is only available with the base SE trim level and its downmarket cabin. Other trim levels still have above-average range, though, and all benefit from rapid public charging speeds. We’ve also found the Ioniq 6 to be surprising fun to drive, regardless of whether it’s a single-motor, rear-drive model or a dual-motor, all-wheel drive one. It’s also comfortable and quiet on the highway, and its interior features more conventional controls and displays than the Model 3 (including an available head-up display for 2025).
As much as we enjoy the Ioniq 6, though, its hangups are not insignificant. Interior quality is one, some frustrating controls are another. The trunk is also small for a sedan. Admittedly, all those issues also exist in the Model 3. However, that has access to Tesla’s unmatched Supercharger network, along with lower prices (at least at the time of this writing), stronger acceleration and better range with all-wheel drive. Both are excellent choices, though, and prove that you can happily get an electric vehicle that isn’t an SUV.
Here at Autoblog, we love cars painted green, so it pains us to announce that the Ioniq 6’s Digital Green option is no longer available for 2025. So much for those pics we took of it last year. On the upside, a head-up display is now available and is exclusive to the Limited trim level.
The Ioniq 6 interior looks at first less bold than the streamlined exterior, but look closer, and it reveals itself to be one of the most creative cabins on the market. Though certainly reminiscent of the Ioniq 5, there are all kinds of unique details, such as the ripples on the doors that reflect the multi-color ambient light. Those doors are also distinctive in that they’re bereft of window and locking buttons. Those are on the center console, which admittedly takes some getting used to (unless you’ve owned a Jeep Wrangler or old BMW).
Materials quality also doesn’t look or feel as good as what you’d find in a Hyundai Sonata, for instance, or other midsize sedans. This is particularly evident in the base SE (pictured above in black), which is the only trim level available with the 361-mile range estimate. Its mandatory cloth trim looks and feels cheap, while the hard plastic phone bin will be a constant reminder that you didn’t opt for a high trim as your phone slides around without the benefit of wireless charging. You can read more about the Ioniq 6 SE interior here, but in general, we wish there were a way to get the max range with even a slightly nicer and better-equipped interior.
In terms of functionality, the Ioniq 6 mostly succeeds. The dual 12.3-inch screens are bright, clear and responsive, while the infotainment interface is one of the easiest in the industry to use. The supporting touch-sensitive climate controls are less so, and we dislike the need to call up a touchscreen menu to engage the heated and ventilated seats or heated steering wheel. We also miss the “radio” shortcut button found in most other Hyundai and Kia vehicles – again, you have to press one button (“Media”) to bring up a touchscreen submenu. On the other hand, the fact that the Ioniq 6 has physical controls at all, plus instruments in front of the driver, stands in sharp contrast to its main rival, the Tesla Model 3 and its one-screen-does-everything interior.
Like the other car’s on Hyundai’s E-GMP platform, the Ioniq 6 is deceptively large. The short overhangs and unusual proportions make it seem like a small vehicle, but it's only a couple inches shorter than the Hyundai Sonata family sedan. The long wheelbase allows the interior to be particularly large, especially in regard to legroom. Surprisingly, the hunkered-down shape of the Ioniq 6 doesn’t overtly compromise visibility (it’s quite good, actually), while headroom up front remains decent despite a seating position that’s perhaps a smidge high. The seats are wide but a bit flat, and loads of adjustment makes it easy to find a comfortable seating position. Rear headroom is a little tight due to that distinct shape created for the sake of aerodynamic efficiency, but again, legroom is vast. Six-footers will have no problem sitting back-to-back, and you’ll have no problem with kids’ shoes kicking the passenger seat up front.
Trunk space, on the other hand, is poor. Its volume of 11.2 cubic-feet would be small for a compact sedan, let alone a midsize one. Not surprisingly, the Ioniq 6 was unable to swallow all the bags of our standardized luggage test. By contrast, the Sonata’s 16.3-cubic-foot trunk had space left over for multiple bags. There is a substantial underfloor storage area, however, plus a frunk compartment perfectly sized to store the tire mobility kit and charge cord.
The Ioniq 6 has three powertrain options, two of which are single-motor, rear-drive setups, and the third with two motors and therefore all-wheel drive.
The first single-motor arrangement is exclusive to the SE Standard Range. It makes just 149 horsepower and 258 pound-feet of torque. It also gets the smallest battery capacity, 53 kilowatt-hours, resulting in an estimated range of 240 miles. That’s actually not bad given the battery size and the ranges of other EVs. Credit for that can go to being quite efficient, coming in as the second-most frugal Ioniq 6 behind the long-range, rear-drive SE. It’s estimated by the EPA to return 135 miles-per-gallon-equivalent combined.
Moving up to the other trim levels, the standard powertrain is the long-range, rear-drive option. It has a 77.4-kWh battery with higher output that allows for more horsepower from the rear motor: 225 horsepower. Torque remains the same at 258 pound-feet. That bigger battery offers better range, but the amount varies depending on the trim level. The SE has the best range at 361 miles, which is due to it being more efficient than the SEL and Limited on account of their larger wheels. The SE with rear drive returns 140 mpg-e combined. The SEL and Limited return 117 mpg-e and have a range of 305 miles.
Optionally available is the dual-motor, all-wheel-drive powertrain. With the addition of a front motor, power rises to 320 horses and torque to 446 pound-feet. Efficiency drops with the SE getting 121 mpg-e combined. Its range is 316 miles. The SEL and Limited get 103 mpg-e combined with a range of 270 miles.
Finally, lets talk charging speed. The Ioniq 6’s advanced 800-volt architecture allows it to swallow down electrons quicker than most other EVs. This greatly depends on the amount of kilowatts available at a fast-charge station, but all things being equal, we’d definitely rather have the faster-charging car available. The Ioniq 6 also charges very quickly at home, with 11-kW max speeds possible with an appropriate home charger.
Interestingly, the Hyundai Ioniq 6 is the sportiest base version of the E-GMP cars. The suspension is tuned stiffer, lending a much more responsive chassis with less body roll. The steering feels quicker and more accurate than its siblings, too. Selecting the heftier “Sport” steering mode really isn’t necessary.
The stiffer suspension does yield a correspondingly stiff(er) ride than its crossover(ish) cousins. That doesn’t mean it’s uncomfortable, though. Even on bigger wheels, we found it happily soaked up bumps and was an absolute highway champ during a road trip between Los Angeles and Las Vegas.
Acceleration is a big factor. We have yet to test the standard-range version, but given its meager 149 horses, we figure it’ll feel awfully slow even if it provides the usual initial electric kick off the line. The 225-hp extended-range rear-drive version certainly doesn’t provide the oomph of the 320-hp dual-motor Ioniq 6, but it also doesn’t feel slow. Unless you need the all-weather traction that all-wheel drive allows, we would stick with the extra range and lower price tag of the rear-motor/extended-range combo.
Also worth noting is that the Ioniq 6 has full one-pedal driving available. The regenerative braking force can be adjusted via the steering-wheel paddles, and at maximum, it can bring the car to a full stop. It's easily controllable, and the brake pedal feel and position remains consistent.
Our first drive review, including more in-depth information about its design and engineering.
Taking a deep dive into the base trim level's interior, and therefore the only version that can achieve 361 miles of range.
Taking a close look at just how much you can fit in the Ioniq 6's trunk, which is small for a midsize sedan.
Pricing for 2025 was not available at the time of this writing.
We would expect a few hundred added to the below 2024 prices, all of which include the $1,115 destination charge.
SE RWD Standard Range: $38,650
SE RWD: $43,565
SEL RWD: $46,365
Limited RWD: $51,265
SE AWD: $47,065
SEL AWD: $49,865
Limited AWD: $54,765
Every 2025 Ioniq 6 includes forward collision warning and automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, blind-spot and rear cross-traffic warning systems, Safe Exit warning (stops you from opening doors into cars or cyclists), driver inattention warning and adaptive cruise control with stop-and-go capability and lane-centering steering assist. The latter is known as Highway Drive Assist.
The SEL and Limited trims get Highway Drive Assist II, which adds partially automated lane changes (activate turn signal, car does the rest) and adapts itself to match your acceleration style. Those trims also add more proactive steering assistance for the forward collision and blind-spot warning systems. Finally, the Limited gains reverse automated braking, a surround-view parking camera system, remote smart parking using the vehicle remote, and a camera-based blind-spot monitor. Besides the sheer volume of these systems, it’s important to note that they are among the best-executed in the automotive industry.
The NHTSA gave the Ioniq 6 four out of five stars for frontal crash protection, and five stars for side protection. The Insurance Institute for Highway Safety named it a Top Safety Pick+ last year, the highest possible honor, for its sufficiently high scores in all relevant crash and crash prevention categories.
Filed under: Hyundai,Buying Guide,New Car Reviews,Electric,Sedan
Continue reading 2025 Hyundai Ioniq 6 Review: An EV for those who'd still like a sedan
2025 Hyundai Ioniq 6 Review: An EV for those who'd still like a sedan originally appeared on Autoblog on Thu, 25 Jul 2024 10:00:00 EDT. Please see our terms for use of feeds.
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John Beltz Snyder
James Riswick
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.
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.
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.
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.
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.
Get a closer look at the top-of-the-line Envista trim level, which ups the ante in terms of interior materials and ambience.
Take a deep dive into the real-world capacity of the Envista's cargo area. It's better than we were expecting.
Buick Envista Cupholder Mega Test
And now for the ultimate challenge: a jumbo Nalgene bottle!
Buick Envista First Drive Review: Budget belle
Our first time with the Envista, including information about its engineering and design.
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.
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.
James Riswick
James Riswick
The electric car market is expanding and evolving rapidly, but the 2024 Hyundai Ioniq 5 continues to hover high above much of the field despite its nameplate being three years old. It still wows with its digitalized retro looks and hatchback shape that disguise the fact that it’s actually quite big. That size grants it a degree of practicality and comfort that make it a great family vehicle, while Hyundai has tuned it to be surprisingly fun to drive.
The Ioniq 5 checks plenty of other key boxes, especially for the typical EV buyers. Electric range is above average and its 800-volt architecture makes it one of the fastest-charging EVs, period. Performance is quite strong, too, especially with the dual-motor model. Infotainment tech is top-notch – it looks cool and is easy to use. Safety tech is even better – it’s one of the most extensive and best-executed driver assistance suites on the market.
As much as we love the Ioniq 5, checking out the mechanically related Kia EV6 and Hyundai Ioniq 6 sedan is a must, as is the new Chevrolet Blazer EV (although its availability is limited in the coming year). One also can’t ignore the low prices and superior charging network offered by the Tesla Model 3 and Model Y. We’re not sure any of them are quite as cool as the Ioniq 5, though.
Note that the refreshed 2025 Hyundai Ioniq 5 is coming soon, and the hi-po 2025 Hyundai Ioniq 5 N is available now. We're not totally sure what's in store for the rest of the next model year, but we've driven the 2025 Hyundai Ioniq 5 N (it's incredibly fun), and have included it in this buying guide.
There are a slew of added standard features that weren’t available at all last year. This includes rear seat side airbags, rear outboard seatbelt pretensioners, steering wheel haptic feedback added to the lane-keeping and blind-spot warning systems, and in-car Wi-Fi capability (subscription required). A digital rearview mirror is also now standard on the Limited.
And finally, in case you’re wondering about the wild, high-performance Ioniq 5 N, it’s here as a 2025 model year. You can read our Hyundai Ioniq 5 N review here.
The Ioniq 5’s cabin is big, bright and airy, with a minimalist design aesthetic that doesn’t lose sight of functionality. Everything isn’t controlled and displayed on one screen, and there are still conventional buttons and switches for things like the windows and climate controls where you expect them to be. Even the touch-sensitive buttons and electronic shifter, which can typically be a source of frustration, are well-executed.
In the Limited trim, the center console is moveable, sliding forward and backward. That console is home to a pair of cupholders, a large cargo tray, a slot for a phone — with an available wireless charging pad — and a pair of USB ports. It’s a clean and calming space that’s surprisingly spacious and airy. The color palette is limited: black monotone and two-tone gray with a two-tone green sadly only available with the Digital Teal or Shooting Star exterior Limited trim levels.
Every Ioniq 5 features dual 12.3-inch displays, with one serving as the instrument panel, the other as an infotainment touchscreen. It’s one of the better infotainment systems on the market (it's also likely to be replaced with Hyundai's updated one, as the Ioniq 5 N has, and we don't like it as much). The menus make sense, simple tasks like changing a radio station are easy, responses are quick, and it looks good. We also like the 60/40-split screen functionality that lets you look at audio and navigation, for instance, at the same time. Unfortunately, wireless Apple CarPlay and Android Auto are not available, which obviously means you have to plug in your phone to use them. Worse, the data USB port is under the dash down by your shin (below right), meaning your phone will end up stranded down there, too. The non-data USB ports and the available wireless charger are located in the center console (below).
The Limited trim gets a head-up display with integrated augmented reality. In addition to the usual HUD duties, it can also project images to highlight the car ahead of you, give alerts about lane safety and help indicate where and when to make the next turn on your route. If that sounds like a lot of visual information, it is, but you can tailor the content shown in your HUD through menu selections. This is the type of cutting-edge tech you can only find in upper-crust vehicles like the Mercedes-Benz S-Class.
It’s way bigger than it looks. While it looks like a hatchback in photos, seeing it in person, you can better understand why the Ioniq 5 is better classified as a midsize crossover SUV. Its wheelbase is about 3 inches longer than that of the three-row Hyundai Palisade. As such, the Ioniq 5 is fabulously roomy inside. Back seat legroom is vast, but then that’s pretty much an EV given at this point. The front row is especially spacious and open, however. The available sliding center console opens that lounge-like space up even more, and if you really want to lounge, the Limited includes a driver seat footrest to use while parked/charging (both pictured above).
As for the cargo area, the footprint is big, but the aggressively raked rear window means taller items could impede the closure of the liftgate. The rear seats can slide forward to allow a little more luggage space, at the expense of second-row passenger space. The Ioniq 5 claims 27.2 cubic feet behind the second row, which is lower than the Ford Mustang Mach-E’s 29.7 and the Volkswagen ID.4’s 30.3. Its on-paper volume is greater than that of its Kia EV6 cousin, but in our Ioniq 5 Luggage Test, we found that the shape/slope of the hatchback impedes loading, shrinks usable size and ultimately makes the cargo less spacious than the EV6 and the other electric crossovers. There’s no front trunk (or “frunk,” if you prefer) under the hood apart from a small space (0.85 cubic feet) only big enough to stash the mobile charging cable or other small items. That’s at least better than needing to store them in the cargo area, and at this point, few EVs have useful frunks.
There are three drivetrain configurations for the Ioniq 5. The base standard-range version has a 58-kilowatt-hour battery good for 220 miles of driving. It is only available as a single-motor, rear-wheel-drive model with 168 horsepower and 258 pound-feet of torque. Its efficiency is rated at 110 miles-per-gallon-equivelent combined
Then there are two versions with the 77.4-kWh long-range battery. The single-motor rear-wheel-drive version provides 225 hp and 258 lb-ft of torque. That’s good enough for a sprint from 0-60 mph in around 7 seconds, which would be an average time for a midsize SUV. With a driving range of 303 miles, it’s rated at 110 mpg-e combined.
The all-wheel-drive version adds a second motor that powers the front wheels. The resulting total jumps significantly to 320 hp and 446 lb-ft of torque, which is why there’s a larger price premium for all-wheel drive than you’d see in gas-powered cars, plus the Toyota bZ4X and Chevrolet Blazer EV. All that extra juice motivates the Ioniq 5 from a stop to 60 mph in about 5 seconds, but range drops to a still useful 260 miles. It’s rated at 99 mpg-e combined.
On the charging front, the Ioniq 5’s 800-volt battery architecture means it can take advantage of 150- and 350-kW DC fast chargers, the latter able to take the battery from 10% up to 80% in just 18 minutes. It’s one of the fastest-charging EVs, period.
The 2025 Hyundai Ioniq 5 N gets dual-motor all-wheel drive good for 601 hp and 545 lb-ft of torque, or 641 hp and 568 lb-ft for 10 seconds at a time with the "N Grin Boost" function engaged. It'll do 0-60 in a claimed 3.25 seconds. Its 84-kWh battery has a range of 221 miles, and gets 72 mpg-e.
Zac Palmer
Both the all-wheel-drive and RWD versions of the Ioniq 5 are an absolute delight, but the dual-motor AWD model is the one that'll get your heart pumping. With all the headline-generating, eye-popping 0-60 times of ultra EVs like the Tesla Model S Plaid, it's easy to forget that a 5-second 0-60 time is still awfully quick (and honestly, the long-range RWD model is far from slow at 7 seconds). The Ioniq 5's instant torque is enough to snap you back into your seat as you rocket onto the freeway. With Sport mode engaged, the AWD Ioniq 5 will treat you to a light but delectable serving of the rear wheels breaking traction to let the rear end peek out. It’s an addictive pleasure, and one that is sure to induce an endless supply of giggles.
That said, the Ioniq 5 can also be incredibly well behaved. Its long wheelbase makes for a calming sense of stability at highway speeds, while you’re quietly and comfortably whisked away to your destination. Hyundai’s Highway Driving Assist system includes adaptive cruise control (with machine learning to adapt to your driving style) and a very adept lane centering feature. The Highway Driving Assist II feature on the SEL and Limited trims gets semi-automated lane changes and integration with the augmented reality head-up display. There are also driving modes — Normal, Eco, Sport and Snow — to fit your mood or situation, and you can also dial in different amounts of regenerative braking force using the paddles on the back of the steering wheel. The highest level allows for one-pedal driving.
We have yet to test the single motor standard battery version, but its combination of range, performance and price make the Ioniq 5 less competitive.
As for the 2025 Ioniq 5 N, it's wild with tons of power and the ability to mimic engine noises and an eight-speed transmission. With N E-Shift, the Ioniq 5 doesn’t drive like an EV. The electric motors initially delay response to give the feeling of turbo lag. The power peaks and surges like the turbo engines in Hyundai’s other N cars. You can rev high in each gear and the Ioniq 5 will lurch and cut power while your fake tach needle bangs off the fake rev limiter. The experience is legitimately uncanny. And it’s fun. Like, a ton of fun. Masterful suspension tuning and powertrain trickery, plus an e-LSD at the rear, contribute to a car that happily flings itself amongst narrow, technical, back-and-forth esses. It feels big, but definitely not as big as its dimensions would suggest. The brake feel is firm and trusty by EV standards, but still not as sensitive on track as top ICE models. In a nod to committed left-foot brakers, the Hyundai allows a simultaneous two-step on the brake pedal and accelerator without cutting power.
Wildly fun and dripping with character, the high-powered N will be remembered.
We drive the U.S.-spec N. Every part of the EV SUV is retuned, from suspension and battery to seats and screens.
Both are great, but which is better? We decide in this comparison test.
The electric hatchback/crossover has a weirdly shaped cargo area, but a handy sliding back seat.
Having trouble deciding between the Ioniq 5 or EV6? Our interior comparison could provide you the answer.
We check the cupholders and door pockets of the 2023 Hyundai Ioniq 5 to see if it will fit our favored but oversized water bottle.
This is our first crack at the Ioniq 5, and we drive the top trim level with all-wheel drive in the city, on the highway and through some winding mountain roads. Let’s just say we’re in love.
The Ioniq 5 is built in South Korea, so it is ineligible for federal tax credits when purchasing the car. It may qualify for state credits, though, depending on your income level.
Pricing starts at $42,985, including the $1,395 destination charge, but that’s for the short-range, small-motor, rear-wheel-drive version. The bigger battery and more powerful rear motor start with the SE at $47,035. We think that’s the best place to start, and from there, the Ioniq 5’s trim levels are the usual ladder-type structure where each gets extra equipment plus additional style options.
All prices below include the $1,335 destination charge. And note that the atypically high all-wheel-drive price premium is the result of the dual-motor model adding significant performance in addition to all-weather traction.
The 2025 Hyundai Ioniq 5 N comes in a single trim with all-wheel drive, and costs $67,495, including the $1,395 destination charge.
Every Ioniq 5 comes standard with forward automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, blind-spot and rear cross-traffic warning, Safe Exit Assist (uses the last two items to warn you against opening doors into cars or bicycles), a driver inattention warning system, rear occupant alert, rear parking sensors and adaptive cruise control with stop-and-go functionality and lane-centering steering assist. Rear side airbags are also standard, which is rare. Also available are surround-view parking camera, blind spot view monitor, front parking sensors, as well as the added functionality of Highway Driving Assist II (automated lane changes, and improved logic for adaptive cruise control to better adjust to cars cutting in front of you or encroaching on your lane). Besides simply having all these driver assistance features, it’s important to note how well-executed they are.
The 2024 Hyundai Ioniq 5 received an IIHS Top Safety Pick+ award, scoring the highest marks in every crash test category. Its base headlights scored an "Acceptable" rating, but the upgrade lights for the SEL and Limited scored the highest "Good" rating. The NHTSA gave the Ioniq 5 five out of five stars for overall, side and rollover crash protection. It got four stars for frontal crash protection.
BMW
John Beltz Snyder
Pros | Cons |
Strong performance Available X5 plug-in hybrid Loaded with (mostly) useful tech X5’s useful split tailgate/liftgate | Steep tech learning curve Back seat not as big as you’d expect X6’s practicality compromises $$$ |
The 2025 BMW X5 and X6 are a pair of mechanically similar two-row luxury SUVs with different body styles. The X5 is a more traditional midsize crossover SUV, while the X6 features a “crossover coupe” silhouette with a sloping roofline that gives it a unique look at the sacrifice of space. Both are fairly opulent, and quite sporty, but only the X5 offers a plug-in hybrid powertrain option. They now benefit from mild-hybrid technology for smoother performance, and both offer high-performance M Competition versions with a twin-turbo V8 making 617 horsepower.
The X5 and X6 are also packed full of tech, much of it flashy, most of it useful. A lot of it, like the infotainment system, comes with a fairly steep learning curve. Some of it, like the gesture control, is just goofy. But there’s a high level of comfort whether you’re a driver or passenger, and available luxury items that can make the X5 and X6 quite cozy — and costly. Just be aware that despite being awfully big and heavy vehicles on the outside, passenger space isn’t as generous as you might expect.
Nevertheless, between its technology, luxury, comfort and performance, the BMW X5 — or the slightly less practical X6 — is a heavy hitter in the midsize luxury SUV set, and should not be overlooked.
The 2025 X5 and X6 mostly carry over from the 2024 model year, which received a mid-cycle refresh with updated styling, revised technology, a mild-hybrid system, plus more power and range for the plug-in hybrid. For 2025, BMW added a lane-change assist feature to its hands-free Highway Assist system. Model year 2025 also sees a limited X5 Silver Anniversary Edition with exclusive off-road equipment. Pricing has also risen a bit.
The BMW X5 and X6 mostly share a luxurious and sporty interior that’s both comfortable and high-tech. Materials are of high quality, whether it’s the base “Sensafin” synthetic leather or the more expensive Merino actual leather, in unique colors and patterns. And as is typical for this lofty segment of luxury SUVs, you can outfit the X5 in a truly opulent manner with things like a leather-wrapped dash, heated just-about everything (front and rear seats, steering wheel, armrests and cupholders), a 20-speaker Bowers & Wilkins sound system, and multiple choices of wood trim, metal weaves, and glass finishings on center console controls. With the latter, you can make the electronic shifter look like a sort of crystal talisman from a fantasy novel.
The centerpiece of the interior is a curved display housing a 14.9-inch infotainment screen and 12.3-inch driver display. Make sure to set aside lots of time during a test drive (and delivery, if you buy one) to learn about the innumerable features and customization settings controlled by BMW's iDrive 8 infotainment system. This isn't a car you just hop in and drive away. Everything from the way the gauges look to your preferred combination of powertrain and chassis settings can be programmed the way you like it. Opting for an X5 (or X6) M Competition only adds to the customizability of the driving experience. Plus, it can be controlled through a multitude of different means: the center console knob and surrounding capacitive menu "buttons," the touchscreen, natural voice commands, or the rather useless gesture control (wave your hands about like a wizard to accomplish tasks, just in case that crystal talisman wasn’t enough). We found we liked to accomplish different tasks using different means of interface, which speaks to the value in such control redundancy.
The X5 is a midsize SUV that seats five people in two rows. That configuration, along with its general exterior dimensions, makes it consistent with a Mercedes-Benz GLE-Class, Porsche Cayenne and Audi Q8. The Lexus RX 350 is also within spitting distance of this group, but costs much less. Inside, we found the rear seat doesn't exactly provide the sprawl out space you might expect from a high-dollar SUV. The seat back also doesn't recline. Headroom in the rear of the X5 is abundant, however, and shoulder room is typical for the segment, meaning fitting three across shouldn't be an issue. You sacrifice a little bit of that headroom in the X6 thanks to it “coupe” body style’s raked roofline.
Now, while rear passenger space is just OK, X5 cargo space is among the best in the two-row segment. It also features a distinctive cargo opening: a power-operated liftgate and tailgate combination. This allows you to access things inside without fear of those things rolling out when you open the tailgate. It also creates a nice, clean place to sit, and one our editors reports it makes for a perfect baby changing table when on the go. That extra length does make it hard to reach items deep in the cargo area, or to attach car seats to the anchor on the back of the seat.
The X6 unique shape results in a sacrifice of cargo space for style. It offers 27.5 cubic feet behind the second row, as compared to the X5 and its 33.9 cubic feet of luggage-swallowing cargo area. It still fares pretty well when it’s time to pack the car up, though, as we found with our luggage test. It also doesn’t boast that slick, two-part liftgate/tailgate.
The base powertrain is the turbocharged, mild-hybrid-assisted 3.0-liter inline-six and eight-speed automatic transmission in the rear-wheel-drive X5 sDrive40i, and the all-wheel drive X5 xDrive40i and X6 xDrive40i. It produces 375 horsepower and 398 pound-feet of torque, pushing the rear-drive X5 from 0-60 in 5.3 seconds, while the all-wheel-drive X5 and X6 do it in 5.2 seconds. Both X5 drivetrain configurations have a fuel economy rating of 23 miles per gallon city, 27 mpg highway and 25 mpg combined. The X6 xDrive40i gets 23/26/24 mpg.
The X5 gets a plug-in hybrid powertrain — called xDrive50e — that the X6 doesn’t offer. It also uses the turbocharged 3.0-liter inline-six, combined with a lithium-ion battery and an electric motor integrated into the eight-speed automatic transmission. The system is good for a total of 483 horsepower and 516 pound-feet of torque, with a 0-60 time of 4.6 seconds. While the EPA hasn’t yet published official fuel economy figures, BMW says it gets 58 miles-per-gallon equivalent when the battery is charged. Electric-only driving range is 40 miles.
Moving up to the X5 and X6 M60i xDrive, they feature a mild-hybrid twin-turbo 4.4-liter V8, an eight-speed automatic transmission and all-wheel drive. Output increases to 523 horsepower and 553 pound-feet of torque, while the 0-60 sprint decreases to 4.2 seconds. Fuel economy drops to 17 mpg city, 22 mpg highway and 19 mpg combined.
The top of the line, and the only full M variant for 2025, comes in the X5 and X5 M Competition. Its twin-turbocharged V8 also features mild-hybrid tech, and puts 617 horsepower and 553 pound-feet of torque to all four wheels via an eight-speed automatic transmission. Both the X5 and X6 go from 0-60 in 3.7 seconds, which is madness for a large luxury SUV. They unsurprisingly also have the worst fuel economy of the lineup at 13 mpg city, 18 mpg highway and 15 mpg combined.
The X5 and X6 are soft, quiet and buttery smooth around town or on the highway, feeling impeccably engineered to make you only mildly aware of your surroundings. When you start to hustle them along, however, there's a poise and sophistication to the way they take corners that you wouldn't expect from something so comfy the rest of the time. Selecting Sport or Individual tightens the steering, suspension, transmission and throttle response accordingly. The height-adjustable suspension even lowers itself in Sport.
The plug-in hybrid — available in the X5 but not the X6 — benefits not just in terms of power than the 40i, but in getting electric-only range. It’s quick, its 483 horsepower and 516 pound-feet of torque providing sub-5-second 0-60 rips. But you can also drive it around efficiently, and on electric power only for up to 40 miles. With the electric motor integrated into the transmission, it feels seamless and natural switching between electric and gas power. It’s still fairly well balanced in the corners, despite its hefty curb weight.
With 617 horsepower and 553 pound-feet of torque, they’re mighty quick, to the point that they can get a little squirrelly on you with everything put into sport modes. There’s a whole lotta oomph with very little effort. The breathy V8 roars to life without hesitation. It’s almost too eager, with a casual tip-in eliciting a bit more snap than one might like when trying to drive smoothly in traffic. It’s not a problem when you’ve got wide-open road ahead of you, though. After that initial punch off the line, the V8 continues to pull hard, taking you to exciting speeds with an appropriate amount of fanfare. The transmission is a blast to interact with when you put it in manual mode and use the paddle shifters, as well.
They’re able to calm down and behave when you need them too, making the X5 and X6 M Competition suitable daily drivers despite their performance leanings.
It brings the heat, but does the luxury crossover stuff well
The original crossover 'coupe' started a trend. The new model defends its territory
A full M crossover sounds like sacrilege, but it's impossible to not be amazed after our first go in the X5 M.
It’s the stylish one, assuming crossover coupes are your style
There are a lot of settings to choose from.
It’s usable, but not as much as the X5.
The base, rear-wheel-drive X5 sDrive40i starts at $66,875 with the $1,175 destination fee factored in, while that all-wheel drive xDrive40i begins at $69,175. The X6 starts at $75,675
For the xDrive40i. Standard and optional features are so abundant, we could be here all day listing them. As such, you can dig a little deeper with these breakdown of features, pricing and specs of the BMW X5 and BMW X6, as well as the X5 M Competition and X6 M Competition.
All prices below include the $1,175 destination charge:
The BMW X5 and X6 include standard forward collision warning with pedestrian detection and emergency automatic braking, lane-departure warning, blind-spot and rear cross-traffic warning systems, driver inattention monitoring, and BMW Assist eCall emergency communications. The Active Protection System can detect imminent accidents, then prepares by automatically pretensioning seat belts, closing windows and sunroof, and activating post-crash braking. BMW also offers a Driving Assistance Professional Package, which is a hands-free highway driving assist system that still requires the driver to pay attention to the road. A standard Reversing Assistant that maneuvers the car out of parking spaces by retracing the route it took into it, while the optional Parking Assistant Professional allows the car to enter and exit parking spaces with the driver inside or outside the vehicle.
The Insurance Institute for Highway Safety awarded the 2025 BMW X5 its Top Safety Pick designation, giving it its best “Good” score in crashworthiness categories, pedestrian front crash prevention and LATCH ease of use, but its second-best “Acceptable” rating for headlights. It gave the X6 a “Good” rating for its front overlap crash tests and pedestrian front crash prevention. It also got and “Acceptable” rating for headlights. The National Highway Traffic Safety Administration has not yet rated the 2025 X5 or X6, but it gave the 2024 X5 a four-star (out of five) safety rating.
Related video:
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In a world where small SUVs can easily fall into impractical penalty box territory, the Mercedes-Benz GLB-Class is a breath of fresh air. Unlike many of its peers, it’s big enough, versatile enough and premium enough to warrant the elevated price it commands and make it a genuine luxury offering, even if it is among the cheaper options Mercedes offers.
What’s the GLB’s secret? Well, as small SUVs go, it’s actually pretty big inside. Credit the practical, boxy shape and whip-smart packaging. They combine to deliver a usable, comfortable space with a family-friendly back seat and class-dominating cargo carrying capacity. The material quality and design of the interior are both above average for the segment, and there's no shortage of tech goodies from Mercedes' deep toy box available -- just know that infotainment can be a bit overwhelming to find what you're looking for. Another potential downside is the GLB 250's powertrain, particularly its dual-clutch automated manual transmission, which can be slow in responding to throttle inputs and generally feels less refined than what you'll find in rivals (most notably the BMW X1). In other dynamics regards, it's quite competent, while the AMG-prepped GLB35 goes much further than mere competence by basically being a hot hatch with better visibility. It runs circles around the likes of the X1, Audi Q3, Lexus UX and even the Mercedes-Benz GLA as a practical daily driver. Ultimately, we recommend both GLB models.
Mercedes put the GLB under the knife for a little nip-and-tuck for 2024. The fundamentals remain the same, but the engine gets a mild-hybrid boost and the styling and interior both received attention. The big inclusion in this round of updates is the latest version of Benz’s MBUX Infotainment system. Gone is the old 7-inch base display; the new standard, 10.25-inch setup packs improved performance and wireless Android Auto and Apple CarPlay compatibility. The old console-mounted touchpad controller is also gone, leaving behind a shallow, grippy storage pad of questionable value. Some behind-the-scenes updates improve the performance of the GLB’s active safety systems and, for the first time, a heated steering wheel can be optioned with AMG appearance packages.
No matter where you look in the GLB, its clever packaging impresses. It offers lots of storage in both the passenger cabin and cargo area, making it more practical than most luxury offerings in this segment (and indeed many others). The GLB’s driving position is excellent, and its front- and second-row seats are comfortable and supportive with plenty of adjustment.
The GLB is on the inexpensive side for a Mercedes-Benz, but the quality of materials and available options are on par or better for expectations at this price point. The fancier options will drive up the price, of course, but even the fundamental components are high-quality and precise.
Every GLB includes the last iteration of Mercedes-Benz’s MBUX infotainment suite, which is controlled by a collection of redundant input choices: a new dual 10.25-inch display, steering wheel controls and natural-language commands. The old center console touchpad has been evicted for 2024, though, which is OK from a functionality stand point (we probably used it less than anything else) but the oddly shaped, grippy storage pad that is left in its wake is questionably useful (an iPhone 15 won't fit in it for example) and seems like a waste of space in what is otherwise a well laid out interior. Also, while we like the infotainment system's "have it your way approach" to inputs and appreciate this system's rapid responses and pretty graphics, it just isn't always simple to use. Standard Wireless Android Auto and Apple CarPlay are both great to have, and we appreciate that Mercedes makes it easy to quickly go between the MBUX and Apple/Android interfaces with permanently docked icons in the screen's upper left corner.
The GLB's wheelbase is closer to that of many midsize offerings, and its overall length exceeds that of most competitors. You don't really notice this behind the wheel – it still feels pretty small – and this extra length combined with the boxy design results in the GLB being a cargo-hauling rockstar. On paper, Mercedes says the GLB offers 24 cubic feet with the second-row seats up, but in reality, there's actually far more than that number would imply. Its rear load floor can be lowered to accommodate larger items, but even with the floor in its standard position, the GLB can swallow more cargo than crossovers in the bigger, pricier compact segment.
This extra length translates into tons of second-row space, where passengers will find sliding and reclining seats for extra comfort (you don't get those in the mechanically related GLA). The combination of fold-down seatbacks and sliding bases can also be exploited for additional cargo space if the roomy hatch alone will not suffice, making the GLB a versatility rockstar, too.
The GLB also has available third-row seating, which its smaller competitors and even those in the larger compact class lack. We suppose this option doesn't hurt, but these optional rearmost seats just aren't that habitable, even for kids. We'd skip them or get a non-luxury three-row vehicle for the same price.
The GLB 250 name indicates that the GLB in question has the base engine: a 2.0-liter turbocharged inline-four producing 221 horsepower and 258 pound-feet of torque, with a 13-horsepower boost coming from its mild-hybrid assist system. It has an eight-speed dual-clutch automated manual transmission and standard front-wheel drive. In this configuration, the GLB 250 is rated at 25 mpg city, 33 mpg highway and 28 mpg combined. With the “4Matic” all-wheel-drive system, those numbers drop to 24 mpg city, 32 mpg highway and 27 mpg combined.
The Mercedes-AMG GLB 35 also has a 2.0-liter turbo, but it’s been worked over by Mercedes’ AMG tuning division to produce 302 hp and 295 lb-ft of torque. It’ll hit 60 in 5.4 seconds. The eight-speed DCT and standard all-wheel drive are also special AMG versions. It achieves 21 mpg city, 26 mpg highway and 23 mpg combined.
There is technically an electric GLB available, although it’s officially known as the Mercedes-Benz EQB. You can read our EQB first drive review here.
The new Mercedes-Benz GLA and The new Mercedes-Benz GLB; Mercedes-Benz GLA 250 e (preliminary figures: fuel consumption combined, weighted: 1.4-1.1 l/100 km; CO2 emissions combined, weighted: 31-24 g/km; electricity consumption combined, weighted: 23.8-21.1 kWh/100 km) Information on fuel consumption, CO2 emissions, electricity consumption and range is provisional and was determined internally in accordance with the "WLTP test procedure" certification method. Neither confirmed values from an officially recognised testing organisation nor an EC type approval nor a certificate of conformity with official values are available to date.. Deviations between the data and the official values are possible.
The GLB 250 is more about luxury and comfort than performance. Thanks to its long wheelbase and supple suspension, it delivers in spades for this segment. The optional adaptive suspension will tighten up the handling on demand, but even with that option that we're guessing will rarely show up on dealer lots, the GLB 250 never rises to the level of "fun to drive." That's perfectly OK, though – it doesn't need to be. As for what's under the hood, the GLB 250’s standard four-cylinder provides plenty of punch but does come off a little thrashy compared to what you'll experience in pricier Benz models. The dual-clutch automated manual transmission can also be slow to engage, resulting in delayed responses to throttle inputs and a general lack of powertrain refinement. Indeed, dynamic refinement in general is where the GLB shows its lower price tag when in comparison to pricier Benzes like the GLC. It's a reduction at least commensurate with its price tag, though (maybe not the transmission), and better than what you'll find in some rivals in the segment.
As for the AMG GLB 35, it is legitimately fun even if it doesn’t quite reach the level of “extra-tall hot hatch” as the smaller GLA 35 does. The larger footprint and extra tallness result in it being not nearly as agile or darty. Nevertheless, like the GLA and other AMG 35 models, the GLB 35 is just “on” from the second you pop it into Drive. The snappy and quick eight-speed dual-clutch automatic transmission cracks off upshifts with a pop that accentuates and underlines every shift. Indeed, the level of drama and added theater encourages a heavy right foot. And thanks to its AMG-tuned chassis, you can still happily hustle this little crossover around a winding road. With the Sport drive mode selected, body motions are nicely controlled with the stiffness and sharpness you’d expect from an AMG. Steering response is a bit numb, though, and its weighting isn’t as sharp as other AMG 35s.
AMG's 35-badged models go under the knife as well
Take a closer look at the 302-horsepower, AMG-tuned GLB that injects a spunky amount of fun into what is otherwise a surprisingly sensible small SUV.
Our initial drive of the GLB features more details about its design and engineering. It really hasn't changed much since then.
Forget the official numbers. The boxy and versatile GLB punches above its weight class. All of this stuff fits in the cargo area.
Senior Editor James Riswick breaks out odds and ends to stuff inside Mercedes' most utility-focused model. The GLB has actually added a storage area since this was done (where the old MBUX touchpad was), but it doesn't really add much.
The 2024 Mercedes-Benz GLB 250 starts at $45,600, including the $1,150 destination charge. That’s nearly $5,000 more than in 2023. The all-wheel-drive GLB 250 4Matic starts at $47,600. The AMG GLB 35 starts at $60,200, which is almost $8,000 more than it was in 2023.
The GLB offers far more customization than is typical at this price point. There are the usual packages, including the $1,500 Exclusive Trim package that adds navigation to the standard 10.25-inch display, but many features, including the optional third row of seating ($850) are stand-alone options unless you go for the all-in Pinnacle Trim ($5,150). This means it can be difficult to find exactly what you want in stock at a dealer lot, but it also means that if you have some patience, you can order exactly what you want and not pay for stuff you don’t.
Another key option to consider is the AMG Night Package that adds unique styling elements (such as the black AMG wheels below) to the GLB.
The GLB 250’s standard driver assistance equipment includes forward collision warning with automatic emergency braking and pedestrian detection, blind-spot and rear cross-traffic warning, and a driver inattention monitor. The Driver Assistance package adds a mountain of systems, most of which are better executed than many comparable systems. These include lane-keeping assist, automated evasive steering assist for the blind-spot and forward collision warning systems, automatic emergency braking for the rear cross-traffic warning system, a higher speed threshold for the forward automatic emergency braking system, automated speed reduction based on posted speed limits (you can turn this one off like most of these systems), Mercedes’ Pre-Safe pre-crash preparation systems, and Mercedes excellent Distronic adaptive cruise control system with stop-and-go capability and lane-centering steering assist.
Should all of that still fail to prevent a crash, the NHTSA gave the GLB four out of five stars for overall frontal crash protection, and five stars for overall side crash protection. The Insurance Institute for Highway Safety hasn’t tested it.
Filed under: Green,Chevrolet,Buying Guide,New Car Reviews,Crossover,SUV,Electric,Luxury
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