Category: Reviews

Must-have camping gear from REI for your next adventure reviewed

For most of us who love being outdoors, once summer hits and the temperatures sore there are a few ways to cool off: hit the lake or hit the mountains and go camping. I have a few go-to spots but one of my favorites is a lakeside campground up in the mountains with an abundance of sites as well as trails, but it books up quickly, normally months ahead of time. I was fortunate enough to snag a last minute cancellation this week, so I packed up the car with some of REI’s best camping essentials and spent a few days among the trees testing them out to see what you should bring on your next camping trip.

Here's my comprehensive review of the gear I plan on bringing along on future trips, focusing on their performance, functionality, and overall value. For a more comprehensive list of hiking and camping gear,  read this.

REI Co-op Half Dome SL 3+ Tent - A big backpacking tent loaded with lightweight features

PROS

CONS

Lightweight and compact Easy and quick setup Dual doors and vestibules

Limited space for gear inside the tent Not as durable as heavier tents Not suitable for large groups

Buy at REI

When it comes to tents, there are many types: roof top tents, expedition tents, bivy sacks just to name a few. For this trip I used two different tents from REI, a lightweight backpacking tent and a much heavier 3-season dome tent, the Half Dome SL 3+ Tent with Footprint being the former.

As someone who has camped in all sorts of tents, trailers, vans, campers and hammocks, my favorite way to spend the night while still feeling like I’m lying out in nature has to be in a backpacking tent. Built to be packed in your backpack and carried with you on the trails, these tents are lighter weight than other tents and, in my experience, much easier to set up. 

Key Specs

  • Packaged Weight: 5 lbs. 11.7 oz.
  • Trail Weight (tent body, rainfly and poles only): 4 lbs. 13 oz.
  • Capacity: 3 people
  • Dimensions: 90 x 78 inches (floor); 44 inches (peak height)
  • Materials: Ripstop nylon rainfly; mesh canopy; polyester footprint
  • Features: Color-coded setup, double-wall construction, two doors and vestibules, included footprint for added protection
  • Ventilation: Large mesh panels for enhanced airflow

Speaking of setting up, it couldn’t be easier than it gets with the Half Dome, thanks to color coded poles and the clip system, which eliminates the need to slide the poles through sleeves. Also, the poles themselves all connect as one, so you aren’t searching around wondering which pole goes where. Even setting up the rainfly, which I used because of the thunderclouds overhead threatening to soak my campsite, was a simple process.

When it comes to size, for a backpacking tent the Half Dome SL 3+ does what it says it will do, which is fit three campers relatively comfortably. With some simple math, at 90 by 78 inches, each person gets roughly 30 by 78 inches of room if you divide things evenly which sounds like quite a bit. When you factor in room for your gear, things get a little bit tighter. That’s where the rainfly comes in handy. With the rainfly assembled the tent has not one but two exterior vestibules that will keep your boots and gear covered, allowing for even more space inside. 

Speaking of the room inside, it is important to note that this is a backpacking tent, which is lighter than your average car camping tent, which means that something had to go. Most backpacking tents aren’t as tall as regular car camping tents, and the Half Dome is no exception. Unless you are a child there will be no standing up in this tent, not even while hunched over. This makes it harder to get changed and move around easily, but saves a ton of weight and is something to note when looking at what type of tent you should buy. 

For most of the tents out there, the footprint, the piece of durable fabric that you place under your tent to help prevent wear and tear from rocks, roots, and moisture, is an item that you have to purchase separately. This not only adds to the cost of the tent but to the weight that you’re carrying as well. This isn’t the case with the Half Dome SL 3+. Included in the price and the total weight is a footprint that comes attached to the bottom of the tent, making for an easy setup and a more comfortable tent floor. Don’t want/need the footprint? No problem. It’s easily removable.

REI Co-op Magma 15-Degree Sleeping Bag - Lightweight warmth in a ton of sizes

Pros

Cons

Lightweight and Packable High-loft down Multiple sizes to ensure accurate fit

Mummy design can feel restrictive Loses insulating properties when wet

Buy at REI

When it comes to dialing in comfort for those nights under the stars, the REI Co-op Magma 15-Degree Sleeping Bag hits all the right notes. This bag’s nine different inclusive sizing options means everyone can find their perfect fit, tailored to body shape and sleeping preferences. Its light performance fit contours to your body, minimizing weight while maximizing thermal efficiency. Wrapped in a recycled shell and filled with water-resistant 850-fill-power goose down, it promises cozy warmth and an ultra-soft feel. Plus, the nonfluorinated durable water repellent (DWR) finish ensures moisture beads up and rolls off effortlessly.

Key Specs

  • Temperature Rating: 15°F (-9°C)
  • Weight: Approximately 2 lbs 3.6 oz (size medium)
  • Insulation Type: 850-fill-power goose down
  • Shell Fabric: 15-denier ripstop nylon with durable water repellent (DWR) finish

The hood, with its contoured shape, fits snugly around your head and cinches up easily for extra warmth, thanks to dual drawcords. Inside, variable baffle spacing keeps the down fill perfectly in place, boosting thermal efficiency and keeping the weight low. The zipper path, which smartly wraps around the front of your chest, makes zipping in and out a breeze, while the "anti-snag" strip and zipper cover do their best to eliminate those frustrating snags (I still had one or two but far less than I normally do in my down sleeping bags). The trapezoidal footbox offers room to wiggle your toes, yet cuts down on excess space to keep things toasty and lightweight. An insulated yoke seals off the neck and shoulder gap, locking in heat where you need it most. And for those small essentials? An interior stash pocket keeps them within easy reach.

Pack it all up in the included stuff sack for your adventure, and when you’re back, store it in the roomy mesh sack for breathable storage. Maintenance is simple: hand-wash or machine wash warm on a gentle cycle in a front-load washer, and then air dry or tumble dry on low. Say goodbye to cold, uncomfortable nights—this bag has you covered.

While I found the fit to be great, it did take some getting used to, as my other mummy bags are a bit looser than the Magma. At first what could be described as claustrophobic-ly tight, once I settled down for the night and got used to the bag moving with me I found the fit to be quite comfortable. That said, if you want more room, my advice would be to go to your nearest REI store and try out a larger size. 

Black Diamond Spot 400-R Rechargeable Headlamp - Convenient and rechargeable light at night

Pros

Cons

Rechargeable Incredibly bright Compact and lightweight

Limited battery life on high settings Multiple modes and buttons can be confusing USB-Micro charging port is outdated

Buy at REI

Story time: over a decade ago I was a novice when it came to camping. The sun was setting on our Glacier National Park campsite so I made the trek to the bathroom to wash up and brush my teeth before bed. Not having spend the money on a headlamp, I figured the tiny light from my phone would be enough to get me back to camp. By the time I was done and headed back the forest had turned pitch black. I kept the light aimed at the ground to make sure I wasn't tripping over anything when a forehead-level branch the size of a Louisville Slugger made contact with my head. I fell asleep that night head-throbbing and vowed to never forget to bring a headlamp along on a camping trip again.

Key Specs

  • Lumens: Up to 400 lumens
  • Battery: Rechargeable lithium-ion battery (included)
  • Weight: 2.6 oz 
  • Beam Distance: Up to 100 meters (high setting)

The Black Diamond Spot 400-R Rechargeable Headlamp is a game-changer for night-time adventurers. Packed with a powerful 1500 mAh Li-ion battery and a handy micro-USB charge port, this headlamp ensures you're never left in the dark. It cranks out an impressive 400 lumens, lighting up the trail ahead with ease. The headband, crafted from recycled elastic and Repreve fiber, sits comfortably against your skin, making those long nights out feel a bit more manageable.

This headlamp's IP67 rating that guarantees performance even after being submerged in a meter of water for 30 minutes. Versatility is at its core, with settings ranging from full strength in proximity and distance modes to dimming, strobe, and red night-vision. It even includes a digital lock mode to prevent accidental battery drain. Speaking of which, the integrated battery meter keeps you informed of your remaining power at all times.

What sets the Spot 400-R apart is its Brightness Memory feature, allowing you to switch it on and off at your preferred brightness without resetting to default. The multifaceted optical efficiency lens technology ensures every lumen is put to good use, and the red night vision mode, complete with dimming and strobe options, activates seamlessly without cycling through the white light—perfect for those stealthy nocturnal missions. On top of all that, all Black Diamond lighting products are backed by a comprehensive three-year warranty policy, ensuring reliable performance and peace of mind for your outdoor adventures.

Yeti Tundra Cooler (35, 45 and 65-quart) - A solid, high-end cooler with a price tag to match

Pros

Cons

Keeps ice frozen for days Made to withstand rugged use Large enough for long trips

Heavy, especially when fully loaded Premium price tag Takes up significant space

Buy at REI

If you're reading this there's no doubt you've heard of the brand Yeti. The Yeti Tundra 65 Cooler offers a robust 57.6-liter capacity that can hold 39 cans plus plenty of ice, and it's perfectly designed to accommodate long-neck bottles (though I don't recommend bringing glass to a beach or campsite). Constructed with rotomolded polyethylene—the same process used to make whitewater kayaks—this cooler is built to withstand the toughest impacts and endure years of rugged use. Its extra-thick walls house proprietary PermaFrost insulation, pressure-injected to provide exceptional resistance to external temperatures, keeping your contents chilled for extended periods. Durable rubber T-latches fit snugly into the molded latch keepers, ensuring the lid stays securely closed, while the Interagency Grizzly Bear Committee certifies the Tundra 65 as bear-resistant when secured with two padlocks (not included), making it perfect for keeping your food safe in bear country. My campsite, like many I've visited, came supplied with a bear box so all I needed to do was put the cooler in and shut the door.

Key Specs

  • Capacity: Holds up to 39 cans
  • Weight: 27 lbs (empty)
  • Dimensions: 30.5 x 17.4 x 16 inches (LxWxH)
  • Material: Rotomolded polyethylene with PermaFrost insulation

Convenience is key with the Tundra 65, featuring molded tie-down slots for secure mounting in your boat or truck, allowing easy access to the cooler's contents even when it's strapped down. A full-length, rustproof aluminum rod connects the body and lid, with molded hinge stops ensuring the hinge will never break. The screw-in gasketed drain plug ensures leak-free performance and easy draining of water without fully removing the plug.

Carrying the loaded cooler is made easier (not easy) with haul handles on the ends, secured with marine-grade nylon rope and textured grips for a secure hold. Integrated recessed handles are also available for solo carrying. Inside, an included dry goods rack keeps your sandwiches and other items from getting soggy. Non-marking rubber feet on the bottom prevent the cooler from sliding around on the deck of your boat or in the back of a truck. 

The Tundra 65 is a great cooler, but if you're solo camping like I was, and the campsite is a little ways from your vehicle, also like mine was, I suggest you look elsewhere. Once fully-loaded for a weekend or weeklong trip, the 65 (or even the 35) is very heavy and will leave you sweating before you even begin to setup camp. Instead, the Yeti Tundra Haul wheeled-cooler is easier to move and still featured everything there is to love about the regular Tundra.

Patagonia Black Hole Mini MLC - The best for overnight, weekend, and other one-bag adventures

Pros

Cons

Can be used as a backpack, shoulder bag, or duffel Made from tough, water-resistant materials Personal carry-on bag size

Small for longer trips or heavy-packers Premium price tag No wheels for those who prefer rolling luggage

Buy at REI

I am a bag-aficionado, or as my friends and family call it, "you have a bag problem," meaning I am always on the lookout for the best bag for my trips. I finally found my white whale nearly a decade ago when Patagonia came out with the MLC 45 and my wife bought it for me for my birthday. I loved everything about it: the color, the organization, how comfortable it was, and for years it has accompanied me on my travels, from Antarctica to Patagonia, Iceland to Japan, New Zealand to Australia. At 45 liters it is the perfect size for overhead compartments (MLC stands for maximum legal carry-on).

Key Specs

  • Capacity: 30 liters
  • Weight: 2 lbs 13 oz (1.29 kg)
  • Dimensions: 20" x 12" x 7" (LxWxH)
  • Material: 100% recycled polyester ripstop with TPU-film laminate and DWR finish

These days as a dad I try and pack a bit lighter, since most of our carry-ons are filled with diapers, bottles and other child-related items. That leaves the room under the seat in front of me on the plane for my gear, which domestically means the bag should not exceed 18 inches by 14 inches by 8 inches. A quick look at the specs above shows that this bag just barely exceeds that measurement, but if you don't overstuff it, it'll fit with ease. I've tried this on Delta, United, American and even Frontier baggage testers and it has fit in all of them, though your mileage may vary.

When it comes to blending durability with versatility, the Patagonia Black Hole Mini MLC 30L hits the sweet spot. This scaled-down version of my favorite 45-liter MLC is perfect for me, featuring tuck-away shoulder straps and a quick-stash padded hip belt that doubles as a shoulder strap, offering multiple carrying options. Whether you're using it as a backpack, shoulder bag, or duffel, the straps can be conveniently tucked away, allowing for a seamless transition between modes.

Inside, the Mini MLC offers ample space and smart organization. The large main compartment includes two interior organization pockets, while an exterior stretch-mesh pocket fits a variety of water bottles. A dedicated padded laptop pocket accommodates most 15" laptops and features a TSA-compliant design that lies flat for easy inspection. External lash points provide additional gear attachment options, and a wide webbing loop on the back can be used as a grab handle or slipped over rolling luggage handles for added convenience.

The Mini MLC isn't a camping-specific bag, nor is it one that I would bring along if I was solely backpacking, as there are plenty of bags that will do better for those circumstances. That said, if I were to pick one travel bag to cover all my bases, including car-camping, the MLC would be it.

Other Top Picks

2025 Volvo EX90 First Drive: Electric? Three rows? Luxury? Here’s your choice

James Riswick

View the 42 images of this gallery on the original article

NEWPORT BEACH, Calif. – The following is a list of electric luxury vehicles with third rows you’d actually want to sit in: Rivian R1S … that concludes the list. If you want to throw the Kia EV9 in there on the strength of its abundant features and high-end interior, go for it, but the fact remains that your pickings have been slim. That changes in a big way with the 2025 Volvo EX90, which is effectively the next generation of Volvo’s rightfully popular XC90 three-row crossover. Anyone who has one of those, or even one of its many competitors, should feel right at home in the tasteful, cocoonlike comfort of this impressively luxurious SUV. That it’s all-electric will of course be a turnoff for some (there’s a reason the XC90 will survive), but if those seeking a three-row luxury SUV were ever going to take the EV plunge, the EX90 shouldn’t make them feel like they’re going off the high-dive.

There are two versions available: the Twin Motor and Twin Motor Performance. The former, which we did not get a chance to sample, has 408 horsepower and 568 pound-feet of torque. That sure seems like an absurdly high amount for a Volvo SUV, even if it’s tasked with lugging around at least 5,687 pounds. The 0-60 time is estimated at 5.7 seconds. Should you attempt one of those brisk launches, both the front and rear axle motors will be engaged, but most of the time, under moderate acceleration, the Twin Motor relies on the front axle that by itself produces 241 horsepower. The rear is good for 160.

The Twin Motor Performance has the same front motor, but the rear is upgraded to a 268-hp unit. Overall output jumps to 517 hp and 671 lb-ft. Power is distributed more equally and more readily about in this version. There’s also a torque-vectoring electronic clutch at the rear axle, which theoretically adjusts power output between the rear wheels to aid handling and poor weather traction. We found it awfully hard to detect, however, in part because the EX90 just isn’t the sort of SUV you’d want to drive with gusto. It doesn’t need to be, but an Acura MDX Type S lets you feel and appreciate its torque-vectoring all-wheel drive system; the EX90 not so much. 

Not surprisingly given its 4.7-second 0-60 time, the Twin Motor Performance will silently flatten you into your seat when charging up a highway on-ramp and make surrounding motorists do double takes after witnessing a beige Volvo SUV suddenly jump to light speed. There are no Star Warsy powertrain noises, which is good because they’re usually dopey, and would spoil what is a shockingly quiet interior. Wind noise is also practically nonexistent. Road noise seemed exceptionally quelled, too, but Orange County seems to repave its roads every few weeks, so it’s hard to determine for sure.

Those roads also made it a bit tough to determine ride quality. The XC90 always struggled to deliver a comfortable ride with big wheels – it felt like the equivalent of swapping the soles of your comfy running shoes with rigid work boot rubber. The EX90 seems to be better in this regard with its optional 22s, but there were a few bumps that felt more Dr. Martens than Hoka One Ones. This, despite our test car equipped with the active air suspension. In short, we’d opt for the smaller 21-inch standard wheels.

There are adjustable drive settings, but they are buried beneath so many touchscreen clicks you wonder why Volvo even bothered. Apparently, they’re buried because Volvo owners haven’t been wont to use them. Not surprising, really. Much like the torque-vectoring diff, increasing suspension firmness doesn’t come close to transforming the controlled and confident EX90 into anything remotely sporty – things just get a bit jigglier. The difference between the two steering settings is minimal too, with “Firm” being nowhere close to what you’d actually consider firm. All told, seems like a waste of effort. Just make it drive like a Volvo and be done with it.

One the other hand, regenerative braking could use an extra setting. The one-pedal drive mode is readily accessed via a docked touchscreen button, but it’s best suited to stop-and-go traffic only. The braking is too strong elsewhere and it was hard to establish enough throttle dexterity to prevent see-sawing our passenger’s head about. A middle-ground setting would be appreciated, much as the EV9 and many others provide, allowing you to enjoy some of the benefits of one-pedal driving without pulling the chute every time you ease off the gas … er, electrons.  

Like most in the segment, the EX90 is offered in six- and seven-passenger versions. The smaller count is the result of second-row captain’s chairs, but families with younger kids shouldn’t check that box so quickly since the standard 40/20/40-split bench is versatile, comfortable and includes a pop-up booster seat in the middle portion. The third row is the same either way, and although headroom is tight for taller folks, everyone should appreciate a seat that’s higher off the floor than the XC90’s — and therefore more comfortable and spacious. The Rivian R1S is still superior in the way back, though.

The front buckets certainly won’t disappoint those expecting Volvo to deliver exceedingly comfy seats. Unfortunately, Volvo has dove head first into the penny-pinching, switchgear-reducing pool and come up with a one-knob-does-all solution for seat adjustment controls that’s a, well, pain in the ass. A little button in the center of the knob cycles between different motions and you must look at the touchscreen to see which of those functions has been selected, before twisting or moving fore/aft the knob to make adjustments. Taking over the screen means it covers whatever you were looking at on that screen. The little selection button also stopped working in one of our test cars, requiring a switch to a different vehicle since we literally couldn’t move the seat to safely drive.

More penny-pinching is seen in the removal of rear window switches on the door, the hazard button integrated into the touchscreen, and most annoyingly, mirror and wheel adjustments that rely upon clicking through multiple touchscreen menus and then making adjustments using the steering wheel and instrument panel. Sorry Volvo, but it’s hard to claim safety as a top priority when you make someone take their eyes off the road that much just to tweak their mirror or wheel placement.

Of course, there’s a camera constantly staring at you to make sure you don’t get too lost in the splendors of mirror adjustment — or just nod off. That’s nothing compared to what’s going on up top, though. That conspicuous pod just above the windshield houses the LiDAR sensors that massively increase the EX90’s ability to detect things you could crash into, regardless of conditions. Jacob McKim, a senior software engineer from LiDAR supplier Luminar, said the conspicuous pod is where it is to provide the best-possible forward visibility – putting it in the fascia, for instance, would be like putting your eyes on your knees. He said next-generation sensors could be put behind glass (if an OEM wanted it), but that tech’s not quite there yet. The pod is necessary today.

The data collected from that pod, plus all the other radar and camera sensors, is fed into a Nvidia-supplied computer. We got a chance to hold that computer – it’s roughly the size of an Etch-a-Sketch, while the computer board that powers the infotainment system looks like a greeting card with some wires clamped to it. Wow. Importantly, however, we’re happy to report that all these systems seem to act well, without the sort of hyper-sensitive nannying or jumpy false alarms that make you turn them off and therefore defeat their intended purposes.

Speaking of that infotainment system, it features a 14.5-inch touchscreen with Google built-in, computing power by Snapdragon Cockpit Platforms and graphics visualization by Epic Games’ Unreal Engine. Sounds impressive, but it’ll take a longer test to determine how effective it is day-in and day-out. In terms of functionality, the layout is new to Volvo, and is roughly equivalent to Mercedes’ Zero Layer that prioritizes the navi map with a pair of selectable widgets below (phone and audio, for instance) and permanently docked climate controls below that. It seemed easy enough to figure out.

The $3,200 Bowers & Wilkins sound system in our test vehicle was exceptional, even if you don’t play Dolby Atmos content. Between the EX90’s interior silence and the sound system’s excellence, you’re basically going to be driving a recording studio on wheels. Think that’s hyperbole? Coming soon is an Abbey Road Studios setting for the stereo, developed by Bowers & Wilkins with Abbey Road engineers to recreate the sonic environment of the recording studio made famous by the Beatles. You can apparently set it to make it sound like you’re sitting in the control booth or on Ringo’s lap. Abbey Road head of studio products Mirec Stiles says it was tuned and tested for all genres, and that it’s intended to change the playback environment rather than what’s being played. We didn’t get a chance to sample it in the EX90 as it will arrive as an over-the-air update for Bowers & Wilkins-equipped cars in the second quarter of 2025.

As for the cabin’s design, it is clean and classy, but it’s really hard to make a humongous, vertically oriented screen the center of a distinctive design.. The cabin basically looks like a Tesla with a substantially higher materials and construction budget. Indeed, it is lovely inside. We had a chance to try two versions, neither featuring leather as it’s not available. One featured Nordico, a leather substitute made from pine oil, old wine corks and recycled polymers that sure looks and feels like the real stuff – we bet it will repel blue jean dye and various gunk better than Volvo’s old upgrade leather, too. The other choice is a wool blend fabric, certified by an animal welfare organization to be sheep-friendly, and blended with recycled polymers. It looks and feels sensational, like it should cost more than leather. No, it’s not itchy, but one does wonder how impervious it is to stains.

OK, so it’s a rolling cocoon with ample space, mind-blowing computing power, a killer stereo and way more acceleration than it needs. Swell upholstery, too. But what about the two biggest bugaboos of switching to an electric car? EPA-estimated range for both motor versions is between 300 miles with 20- and 22-inch wheels, and 310 miles with 21-inch wheels. Most versions of the Rivian R1S are better than that, but the Volvo tops the EV9. The Tesla Model X is just a few miles better, too. Ol’ Falcon Wing has the Supercharger network, though, and even though the EX90 can blitz through a recharge at a maximum of 250 kilowatts, its CCS plug means you’ll still be stuck with the Electrify Americas of the world until things start to get better (Volvo had announced it would be eventually be switching to NACS, but that day has not yet arrived). Of course, that’s when leaving the comfort of your greater metropolitan area. Recharge at home, and you’ll be A-OK, perfectly content to never visit a gas station again.

Pricing starts at $81,290 for the Twin Motor EX90 Plus trim level; the Ultra trim level goes up to $85,640. The Twin Motor Performance then adds $5,000 to either, though given the nature of the EX90, it seems hard to justify that. The Twin Motor is almost too powerful as it is. Our loaded test car stickered for $94,640. Eek. At least it looks, feels and drives expensive. Also, you can get the equivalent of a $7,500 discount should you lease the EX90; it’s built in South Carolina, and leasing negates the federal EV tax credits' purchase price and income limitations. Sure seems like that’s the way to go, meaning “is it worth it?” becomes a wee bit more complicated than simply looking at the MSRP.

One thing that’s more certain, though: If you’ve been waiting for an electric family hauler that unquestionably deserves the “luxury” descriptor and can unquestionably actually seat seven, the answer has finally arrived.  

2025 Chevrolet Equinox First Drive: Steady as she goes

MINNEAPOLIS – With GM still heavily committed to electrification, the launch of the 2025 Chevrolet Equinox comes at an awkward time. Not to be confused with the battery-powered and mechanically unrelated Equinox EV, the standard Equinox is not only not electric, it’s not even available as a hybrid. With the ranks of ICE-only compact SUVs rapidly shrinking, one wonders how Chevy plans to keep its mainstream people-mover relevant.

Consider this: The Equinox is Chevy’s second-best selling model. If this were just about any other manufacturer, there wouldn’t be a Silverado-sized bogey hogging first place. This is as bread and butter as cars get these days, and with the volumes Equinox enjoys, this isn’t a segment where Chevy can afford to be uncompetitive.

With that in mind, let’s cut to the chase: The 2025 Equinox now looks great inside and out, but apart from interior passenger room, it is objectively lacking compared to virtually everything in its class — and perhaps more glaringly, has stagnated or regressed compared to the 2024 model.

Lest you think me hyperbolic, let me paint you a picture. The 2025 model carries over the 1.5-liter turbocharged four-cylinder along with its rated output of 175 horsepower – a figure that was and will continue to be among the lowest in the segment. The six-speed automatic transmission from the 2024 is gone, replaced here by two different transmissions. Front-wheel drive models get a continuously variable transmission, while those equipped with all-wheel drive are paired with GM’s eight-speed automatic.

Torque also differs by drivetrain. While AWD models achieve the same 203 pound-feet of torque as every 2024 Equinox produced,  FWD models are now restricted to just 184 lb-ft. Again, this is the only engine offered in the 2025 Equinox. There’s no hybrid as most others offer (Ford, Toyota, Honda, Kia, Hyundai and soon Mazda and Subaru), no plug-in hybrid (Ford, Toyota, Kia, Hyundai) or even a high-output turbo or other performance upgrade to be found. The Equinox EV exists, but that’s by virtue of marketing and not any sort of mechanical relationship.

This is the part where you probably expect us to let Chevy off the hook for the CVT on the grounds that it’ll be more fuel efficient, but this is perhaps where the Equinox has most significantly regressed. Both the front- and all-wheel-drive variants of the 2025 match their 2024 equivalents for city fuel economy, but fare worse on the highway in the EPA’s test. FWD combined fuel economy is worse, too. You can see a direct comparison of the 2024 and 2025 models in the following table (straight from the EPA's website).

So that’s the bad news, but there’s at least a truly, genuinely, honestly-to-Godly, new-for-2025 Equinox: the Activ. We can’t help but hear echoes of Bronco Sport in this butched-up compact crossover, but since Chevy has no Bronco equivalent on which to base a rugged runabout (it flushed that opportunity down the toilet with the Blazer), GM’s product folks had to fabricate something on their own. The result is weird, but perhaps in a good way?

Strictly speaking, the Equinox Activ is an appearance package. It gets its own nose (with an admittedly questionable chrome insert), and “Activ” badges and embroidery. Like the Equinox LT, it rides on 17-inch wheels, but rather than a set of Michelin all-seasons, you get some General Grabber A/Ts. Yep, actual all-terrains. Believe it or not, they’re cheaper than the Primacies offered on the LT at the time of publication, so if you spend more up front for the off-roadier Activ, it may at least pay some dividends in maintenance costs.

The 2025 Equinox is 2.5 inches wider, which helps with its far more confident stance, but with that size comes more heft. The base 2WD LT is about 200 pounds heavier than the base 2024 LS (no such model exists for ’25), checking in at 3,428 pounds. The extra width does not, however, translate to more passenger room or a larger rear cargo area. In fact, the latter is a tenth of a cubic foot smaller than the 2024’s, which was already on the small size for the segment.

But let’s stick to the inside, because that’s a much better — but still not perfect — story. The 2024 Equinox’s cabin certainly wasn’t dreary, but new 2025 interior is unquestionably more attractive. The “Maple Sugar” tan and black combo (above) is especially nice to look at. Note that there’s no leather option (which isn’t unusual these days), so these accented pleather and faux suede combos represent the top rung of the Equinox’s interior ladder.

The biggest functional change inside is the relocation of the gear shifter. It’s now a stalk mounted on the steering column, as is fashionable and not necessarily without merit. Moving it there opened up room on the center console — the reason Mercedes did so years ago — but GM oddly filled that vacated space with a gigantic drive mode dial. And speaking of things randomly relocated, the transmission’s “L” mode (itself such a relic that GM didn’t save room for it on the gear selector) is toggled via a conspicuously large and out-of-place button on the steering wheel.

But let’s not dwell on anachronisms when there are futuristic delights to behold. The double-screen setup manages to look fleshed out and cohesive rather than busy and overwrought. Powered by GM’s latest Android-based infotainment software, the system seems reasonably responsive to normal inputs and contrary to widespread expectations, does include both Android Auto and Apple CarPlay integration. Panic not, Jobsians. You needn’t leave your orchard.

We took time to sample all three trim levels of the 2025 Equinox — a front-wheel drive LT, an all-wheel drive RS and an all-wheel drive Activ (yes, you can get it in FWD). The 17-inch wheel and tire packages on the LT and Activ did a much better job soaking up the uneven surfaces of urban Minneapolis, but the knobbier Generals on the latter became audible (though not intrusive) at speed. As for the RS, we’d nudge you toward its standard 19-inch wheels, rather than the available 20s. The Equinox’s comfort-tuned suspension matches up better with the extra sidewall.

Despite being down on torque for 2025, the front-wheel-drive LT will still happily light up the standard Michelin all-seasons if you’re enthusiastic about pulling into traffic. The RS is more composed off the line, while the Activ splits the difference thanks to the A/Ts. You can lean into that a bit more with an AWD RS or Activ model. Stick the drive mode selector in “Off Road” and the Equinox’s nannies will allow more wheelspin before pulling throttle. The engine may not excite, and the lack of an alternative limits the Equinox’s competitiveness, but it does perform as expected.

Suffice it to say, those expectations weren’t high. The lower torque output of the front-wheel drive model is hidden behind the rubber-band effect of the CVT, while the eight-speed fades pleasantly into the background. Keeping the engine on the boil with the CVT in tight merges makes things a bit noisy, but the little 1.5-liter can get it done — perhaps not with the panache of a Honda four-cylinder, but adequately enough. Given that neither variant is a mileage superstar, we’d be inclined to recommend all-wheel drive on spec even if foul-weather fortitude isn’t of much concern to you.

The Equinox is not the sort of car that needs to do any particular thing well. As it goes about the rather mundane mission of conveying its living payload in relative safety and comfort, its primary appeal is its inoffensiveness.  The ride won’t jostle you too much; the acceleration won’t have you reaching for a grab handle. It’s smooth and compliant.

We did, however, note issues with the preinstalled navigation software. During one stretch of our drive, the navigation voice prompts were delayed, coming after we’d thankfully made the correct turn thanks to the screen directions working just fine. Another test group reported a complete crash of the infotainment system during one leg of their drive, forcing them to pull over and restart the car in order to reboot the software. In neither case was the car itself “bricked,” but we wouldn’t call it an amazing look for a car that is already for sale. That said, we experienced no additional anomalies or deficiencies in our two days of driving that aren’t evident from a glance at the Equinox’s spec sheet.

In all fairness, Chevy is not the only automaker whose core compact SUV model is offered with only one engine. There are even some we recommend — including the Mazda CX-50, Subaru Forester and Nissan Rogue. The Mazda and Subaru have hybrids on the way next year, though, and the most we (or anybody at GM, at least publicly) can say about a potential battery-assisted Equinox is that CEO Mary Barra has promised investors that the company will have a new plug-in hybrid on the market by 2027.

Why can’t the company that practically invented the plug-in hybrid come up with one sooner? Well, because it was never supposed to happen at all. In fact, the ICE Equinox was engineered to play second fiddle to the EV. There’s a reason Super Cruise is only available on the battery-powered model, which is already 40% more expensive than the standard Equinox before you add Super Cruise’s requisite Active Safety package. 

If your chief complaint about the outgoing Chevy Equinox was just how insidiously dull it was to look at, the 2025 has you covered. It’s now nice looking inside and out, and its Android infotainment is feature-rich, if a version or two away from being stable. We’d more easily be able to forgive the throwaway drive experience and unremarkable handling if there was something more interesting and competitive going on under the hood, but it seems we’ll have to wait a couple of years for that. In the meantime, the 2025 Equinox is a competent but unengaging commuter. 

2025 Genesis G80 First Drive Review: Classic luxury through and through

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A long-running trend in the luxury car segment has been prioritizing performance over comfort. A lot of the credit for this can be laid at the tires of BMW and Audi, or at least those that followed their lead, especially Cadillac in the mid- to late-2000s. As driving enthusiasts, we generally have appreciated the fruits of this trend (Cadillac builds some of the best sports sedans in the world, good enough for one of our own editors to own). But it does mean that a more traditional, comfort-focused luxury car is harder to find. Genesis, though, has such a car in its 2025 G80, and when it’s in its element, it’s sublime.

Really, the G80 is basically as good as this current generation has ever been, since the 2025 refresh isn’t that much different from the car that debuted for 2021. Genesis updated the bumpers, added “Micro Lens Array” headlights, and created unique versions of both for its Sport trim levels. Those Sport models also have exposed exhaust tips and dark chrome trim. Mechanically, changes are sparse, with the most significant one being the application of four-piston front brake calipers to the whole range, rather than just the Sport trims.

The biggest change is ultimately inside, where a 27-inch OLED screen replaces the old model’s separate instrument cluster and infotainment display. Some accompanying tweaks to the dash are made to accommodate the new display, along with some touch-sensitive buttons in the center stack.

We only had the opportunity to drive the top-spec 3.5T Sport Prestige. All models with its 3.5-liter turbo V6 make 375 horsepower and 391 pound-feet of torque; all models, period, now get standard all-wheel drive. The V6-equipped G80s also get adaptive suspension (as does the 2.5T Sport Prestige). The 3.5T Sport Prestige we're driving adds rear-wheel steering, an electronically controlled torque-vectoring rear limited-slip differential and a Sport+ drive mode. The Sport+ drive mode holds gears longer, sharpens throttle response, and adjusts suspension and traction control settings. There’s even a launch control function with the mode. It all sounds like fun stuff for the enthusiast, but it’s all completely out of place in this car.

The G80 is at its absolute happiest being a swift cruiser. On long straight highways, it’s darn near silent inside, even on nasty surfaces like concrete. Genesis says it managed to improve NVH by adopting foam filled tires on the 20-inch wheels, as well as the use of “dynamic dampers” on the upper control arms. The ride is steady on such roads, with gentle, slightly floaty motions going over bumps. The ever-punchy V6 and smooth eight-speed transmission are as good here as anywhere else in the Genesis lineup, with copious torque.

On the meandering country roads of Kentucky, the G80’s soft suspension tuning, commendable control and relative lowness allowed it to waft along at 6/10s to 7/10s in elegant comfort. It was perfect for getting where you want to be at a comfortable pace that doesn’t feel like a chore, but still lets you soak up your surroundings.

Pop it into Sport+, though, and it all goes wrong. The throttle response is overly sharp and jumpy. The transmission can’t shift quickly enough to match the throttle. The suspension settings don’t change enough to keep the roughly 4,500-pound sedan under control when trying to corner hard. You’ll never want to actually drive it hard enough to tell if the rear steering and fancy rear differential contribute anything to the experience (which in our drive, it didn’t seem to). We know that Genesis can build a sweet sporting machine, just look at the G70. But unless it produces something more dedicated like the G80 Magma Special (currently a Middle East market special with TBA specs), this half measure just doesn’t seem worth the added cost for what are superfluous performance add-ons.

Contributing to the G80’s chill driving experience is its excellent interior. The Sport Prestige has the fanciest cabin with Nappa leather, faux suede ceiling liner and carbon fiber trim. It really pops in the red leather option exclusive to Sport models. But every trim gets the same dash, which is simple, organic and rather calming. The vents blend into one big pseudo opening; the door panels gently curve to meet the dash; the soft, if low-contrast, beige cluster graphics particularly convey the soothing vibes. Some of the touch buttons would be more functional if they were fully physical, but they’re otherwise inoffensive. Also, because lower trims have virtually the same interior, just with either leatherette or normal leather upholstery, you’ll get similar experiences in every version. We’d actually argue some of the wood trim choices in lower trims are more attractive than our Sport Prestige’s carbon (speaking of superfluous performance add-ons).

The G80 is truly a classic luxury sedan in all the best ways. It’s elegant and composed, from its looks to the driving experience. It’s well-worth considering. Our only recommendation is to skip the 3.5 Sport Prestige for one of the other trims. You’ll save some money, and you won’t be tempted to ask the car to be something it isn’t. You and the G80 will be happier for it.

Make time for a Miata

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

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

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

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

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

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

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

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

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

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

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

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

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

Drive one. You’ll see.

7 thoughts about the 2024 Toyota Land Cruiser 1958

John Beltz Snyder

John Beltz Snyder

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

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

1. Boxy is back, it seems

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

2. The grille is cool

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

3. The hybrid powertrain is slick

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

4. The interior … wow

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

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

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

6. The suspension is pretty good on-road

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

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

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

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

Related video:

2025 Genesis GV80 Review: Beautiful looks backed up by true luxury

Zac Palmer

Zac Palmer

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Pros: Stunning design; tech-forward and elegant interior; smooth ride; silky V6 engine; excellent driver assistance tech and safety ratings

Cons: Confusing trim structure; four-cylinder is a little raspy; third row is cramped and available in only one version

The 2025 Genesis GV80 enjoys its first substantial update for 2025, and this luxury SUV is all the better for it. Just like before, the GV80 doesn’t portend to be a luxury “performance” SUV; instead, it puts all its energy into being the most luxurious and relaxing option out there. In many ways, Genesis succeeds triumphantly. Its street presence alone is majestic with the large and classy grille matched with the double-line lights you’ll see both front and back. You’ll stand out in a sea of BMW and Mercedes-Benz SUVs, and it arguably looks better than said German rivals.

There isn’t much of a step down when you climb inside and take in the beautiful color options, surprising material choices and its new, pretty OLED infotainment screen. There’s obviously a lot of tech to get acquainted with, but it’s easy to learn, and the sheer scale of the screens doesn't suffocate or overpower the rest of the interior. Now, the GV80's price isn’t as much of a bargain as it was when it launched, but there’s still great value to be had, and there’s very little compromise to be made. Sheer driving dynamics and handling is where Genesis’ competitors still have a leg up, but if you just want an outstanding A-to-B luxury vehicle with space for a small family and all the belongings that come with it, the GV80 has to be on your shortlist.

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?

The GV80 goes through a mid-cycle refresh for 2025, bringing small design tweaks outside and big tech updates inside. You can read more about those updates and how they improve the SUV in our first drive review here. A new GV80 Coupe model joins for 2025, as well, but we review that model separately right here.

What are the GV80’s interior and in-car technology like?

The GV80 cabin is just as impressive in person as it is in pictures. It's tastefully unique and genuinely luxurious. Plus, the update for 2025 makes it an even grander sight at first glance.

The dash is significantly revamped this year with a new 27-inch OLED screen encompassing both the instruments and infotainment. It's silky-smooth and crisp, offering wireless Apple CarPlay/Android Auto. We appreciate that Genesis has kept the redundant infotainment control setup featuring both touchscreen and rotary controller on the center console. We also like that Genesis maintains physical controls for volume, tuning and various menu shortcuts, and that the touch-based panel for climate controls looks great and is easy to use. The first owner of every GV80 gets Connected Services complimentary for as long as they own the car, which includes a WiFi hot spot, remote access, post-crash assistance and image capture from surround-view cameras. There’s a fingerprint reader on the console, too, for those who use the available Digital Key to further authenticate their identity.

Genesis went above and beyond with interior color and materials selections. Brown or crème-colored leather seats pair with a distinctive pale forest green on the dash, doors and steering wheel. There’s also a blue option with white seats. If you're not so adventurous, there's a simple all-black and a dark gray with a dark, reddish brown, too.

How big is the GV80?

The GV80 is just a hair longer than the BMW X5, Mercedes GLE and Volvo XC90, while falling 4 inches short of a Lincoln Aviator. It's shorter in height than all of them, however, which combines with some clever design elements to make the GV80 look especially long and sleek.

Despite the lower roof, the cabin doesn't suffer for headroom. There's plenty of it in rows one and two. Second-row legroom isn't as great as you might expect in a three-row crossover, but that's typical of RWD-based models, including the X5 and GLE. The seats are quite cushy and deeply contoured, and recline to a luxurious degree. They can be heated and ventilated.

The third-row seats (above, top right) are exclusively paired with the Advance trim, limiting selection for those in need of extra seating. This certainly curbs its appeal, but it's also not the most usable third-row. Legroom is actually perfectly usable (you don't even have to slide the second-row forward for an adult to fit), but headroom is tight, and it's difficult to reach. The third rows of the XC90 and Aviator are much better – they're also standard.

As for cargo capacity, it can hold the same number of suitcases as the Cadillac XT6, so it’s on the smaller side of three-row luxury SUVs. The five-passenger, two-row GV80s have a rated capacity of 36.5 cubic-feet, while third-row GV80s have just 11.6 cubes when the third row is in place.

What are the GV80’s fuel economy and performance specs?

There are two engines offered, indicated by the names 2.5T and 3.5T. 

The base engine is a 2.5-liter turbocharged inline-four, which produces 300 horsepower and 311 pound-feet of torque. All-wheel drive is standard, and an eight-speed automatic is used for both powertrains. The four-cylinder returns an EPA-estimated 19 mpg city, 24 mpg highway and 21 mpg combined. 

The 3.5T gets a 3.5-liter twin-turbo V6 good for 375 hp and 391 lb-ft of torque. All-wheel drive is again standard with this engine. Fuel economy is estimated to be 16/22/19 mpg.

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What's the GV80 like to drive?

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. 

What other Genesis GV80 reviews can I read?

2025 Genesis GV80 First Drive: It's what's inside that counts

Our first drive of the revamped and refreshed 2025 Genesis GV80.

2021 Genesis GV80 First Drive | In the (second) beginning ...

When we first drove this generation of GV80, here's what we thought about this winner of an SUV.

View the 18 images of this gallery on the original article

What is the 2025 GV80’s price?

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

What are the GV80’s safety ratings and driver assistance features?

Every GV80 comes with the latest and greatest in Hyundai Group's substantial safety system arsenal. The standard forward collision warning system with automatic emergency braking not only detects pedestrians, but traffic coming from the left and right at intersections. Lane-keeping assist, blind-spot warning w/rear cross-traffic avoidance, safe-exit assist, auto high-beams, a rear occupant alert system and a driver inattention warning system are all standard, as is an advanced adaptive cruise control system with automated lane changes, highway steering assist and a unique AI-based system that learns the driver's driving characteristics and adapts its automated driving to be similar. For us, that puts the systems into their most aggressive settings with the quickest acceleration and closer following distance.

Optional systems include Hyundai's Smart Park assist, parking sensors, a surround-view parking camera and an enhanced blind-spot warning system with cameras that send images from each side of the car into the digital instrument cluster. The latter is an enhanced version of Autoblog's 2020 Tech of the Year.

The 2024 GV80 was named a Top Safety Pick+ by the Insurance Institute for Highway Safety, the highest rating possible, so there’s a good chance the 2025 model retains that rating when it’s re-tested. Only the headlights and child seat LATCH ease-of-use scored something other than the best, and even then, they were second-best marginal scores. The National Highway Traffic Safety Administration has not crash tested the GV80.

2025 Honda Civic Review: New hybrid adds even more excellent variety

SAMSUNG CSC

SAMSUNG CSC

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Pros: Excellent new hybrid; cool and well-made interior; very spacious; well-balanced driving dynamics; instant-classic Type R

Cons: Rudimentary standard touchscreen; no auto option for Si; no manual for mainstream models

Some things never change. In 2024, we said the Honda Civic was "our top compact car choice, and it's really not a close race." For 2025, Honda saw fit to bestow the Civic with a comprehensive set of updates and, well, it's even better than before. As before, it's offered in both sedan and hatchback body styles, and either option will offer enough passenger and cargo room that this so-called compact car could feasibly replace a midsize sedan or similarly sized SUV for buyers looking for a more efficient overall package. And, speaking of efficiency, there's an all-new Civic Hybrid for 2025 that offers a perfect blend of technology, fuel economy, performance and rational pricing. More on that below.

There's more to the Civic lineup than just well-rounded, value-packed transport. The top Touring trim level does a surprisingly good impression of an entry-level luxury car — buyers inclined to opt for the the mechanically related Acura Integra should definitely take note — while the sporty Si and instant-classic Civic Type R can realistically do double duty as weekend sports cars and daily drivers.

As before, the 2025 Civic sedan and hatchback boast a fashionable and functional interior, with full-width honeycomb air vents standing out as an eye-catching design highlight. Infotainment tech is a bit of a mixed bag, however, with top-spec models getting a much improved touchscreen system that makes the base version seem rudimentary and stale by comparison.

Still, from an objective and subjective perspective, the 2025 Civic lineup delivers against what has rapidly become a dwindling number of competitors, including the Mazda3, Hyundai Elantra, Kia Forte, Nissan Sentra and Toyota Corolla, plus Volkswagen’s Jetta, GTI and Golf R.

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?

The 2025 Civic’s single largest change for its mid-cycle freshening is the addition of a powerful, efficient hybrid powertrain that shares a lot with the hybrid available in the Honda Accord  and  CR-V. It also takes the place of the outgoing 180-hp, 1.5-liter turbocharged option. The suspension gets retuned for 2025, though the changes only result in very minor improvements felt from behind the wheel. Similarly, there are some subtle updates to the Civic's exterior style, mainly to the front fascia, but they are also minor enough that shoppers may not notice.

A shiny new 9-inch touchscreen infotainment system is also new and powered by Google Built-In, which offers access to apps through the Play Store. Sadly, it only comes on top-level Sport Touring and Civic Si models. There are also some small improvements to the Honda Sensing safety package.

The enthusiast-grade Si gets darkened taillights and new 18-inch wheels, along with retuned shocks and reinforcements to the B-pillar and rear door sills. The automatic rev-matching system also now works for downshifts from second to first, which could be quite appealing for autocrossers.

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

In a segment filled with surprisingly impressive interiors, the 2025 Civic interior still manages to stand out. That even applies to the base LX with its cloth seats and base 7-inch infotainment system that includes Apple CarPlay and Android Auto. This is still an economy car, so there's plenty of hard plastic about (center console, door sills), but what you see and touch most come together in a tasteful, modern design that looks (and feels) like it belongs in a much pricier car. There's more than a whiff of Audi  right down to the way the buttons and knobs click satisfyingly. We also have to call out the dash-width air vents, with their honeycomb openings, metallic finish and clever knob controllers (they're outlined in red  in the Civic Si). They're so great, Audi probably wishes it had come up with them first.

There are two infotainment systems available. The 7-inch base touchscreen (below left) is awfully simple, and although commendably easy to figure out, rival systems are superior. The 9-inch unit (below right) found in the Sport Touring Hybrid and Civic Si trims (we'd suspect the Type R will get it too) is far better, with an easy-to-use layout and access to Google's Play Store. This higher-end system supports wireless Android Auto and Apple CarPlay, but its inclusion of Google Maps with live traffic as the native navigation system will offer a familiar interface to many users. It’s a slick system that is easy to use, moves through its motions quickly with no discernible lag and benefits from physical Home and Back buttons, a real volume dial and smaller forward and reverse buttons at the bottom below the volume. We just wish it was more widely available. 

As of right now, details of the 2025 Civic Type R have not filtered out. The 2024 version still has the older infotainment technology, although it's beefed up with the very cool LogR Telemetry package aimed at drivers who want to track performance data and improve their driving skills.

The LX, Sport and EX have a combination of analog speedometer and 7-inch multi-purpose display, but it all appears to blend together into one unit. It's traditional in design, yet modern in functionality. The Touring and Si get a completely digital, 10.2-inch instrument panel that's similar in basic appearance but provides greater functionality and flashier graphics. The Type R goes even further with unique graphics and shift lights above the IP that evokes race cars.

Finally, one minor note about the Si. As with its many predecessors, the interior features lots of little red accents, including cross stitching, air vent trim and, most notably, the front seat centers. Those in particular look and feel cheap, as if borrowed from padded backpack straps. The rich red hue of the Type R’s carpets and suede-like upholstery are far more successful. In both, however, the back seat is covered in a different fabric that’s black only. It looks and feels like a cost-cutting move rather than an aesthetic choice. One can also question the aesthetic wisdom of making red interiors mandatory even if the outside is painted orange or electric blue. 

How big is the Civic sedan and hatchback?

The 2025 Civic is available in sedan and hatchback body styles, although the latter is more like an Audi A7 “Sportback” in body style than an old-school, Civic hatchback. The sedan is 4.9 inches longer, all of which is behind the back wheels, making the trunk a longer, more voluminous space than the Hatchback's. That’s right, we found the sedan could hold more luggage than the hatchback despite having less cargo volume on paper: 14.8 versus 24.5. What’s up with this? Basically, all the hatchback’s extra volume is up high where you’re less likely or able to utilize it for actual stuff. It does provide greater versatility, however, as lowering the seats grants a substantially larger space that’s fairly similar to what you’d find in a subcompact SUV. In short, either body style provides an exceptional amount of cargo space for a compact car. You may even find you don’t need to step up to a midsize sedan like the  Accord  or a small SUV like the  HR-V.

That verdict carries over to the back seat as well. In the segment, its 37.4 inches of rear legroom is bettered only by the  Hyundai Elantra, and is about 2 inches more than most competitors. For a compact car, it's definitely not compact back there. A 6-foot-3 driver with the seat pushed all the way back still found enough space in the back seat of both body styles to sit comfortably "behind himself." There was also just enough headroom. There’s also plenty of room left up front in the passenger seat after installing a rear-facing child seat in the back. The sedan is pictured below left and the hatchback, in the form of the four-passenger-only Type R, is below right.

One final note: The Si is sedan only while the Type R is hatchback only.

What are the Civic fuel economy and performance specs?

The Civic is available with a choice of four engines, but that’s including those in the Civic Si and  Civic Type R.

A 2.0-liter four-cylinder remains the base engine in the LX for $24,345 and Sport for $27,345. Honda says it’s newly designed for ’25 to make 150 hp (down 8) and 133 lb-ft (down 5 but delivered earlier) and improve fuel mileage by between 1 and 2 mpg, depending on trim. The LX achieves figures of 32 in the city, 41 on the highway and 36 combined; Sport models get ratings of 31/39/34. Front-wheel drive and a continuously variable transmission (CVT) is standard with this base powertrain. It's fine, but it's not going to set any heartbeats aflutter. The 1.5-liter turbo we liked so much in 2024 is gone for 2025, along with its optional six-speed manual transmission.

As much as we mourn the loss of the sweet little turbo engine, the new-for-2025 2.0-liter hybrid powertrain is a formidable replacement. Honda has a somewhat unusual but ultimately agreeable hybrid system that relies almost exclusively on the electric motor to power the car forward -- its electricity comes from the battery or is generated by the 2.0-liter four-cylinder engine (there are some instances, such as when at a steady cruise on the highway when the engine does directly power the wheels). Total system output is 200 horsepower, which is a lot for a compact car.  The Civic Hybrid’s solid performance does not come at the cost of efficiency. It is expected to return 50 miles per gallon in the city, 47 on the highway and 49 combined. The Toyota Corolla Hybrid, which is the most logical competitor, gets 53/46/50 in LE trim or 50/43/47 in its sportier SE flavor. The Honda certainly feels much sportier from behind the wheel than the Toyota, earning it the nod as the driver’s choice between the two.

The  Honda Civic Si does keep its 1.5-liter turbocharged inline-four, producing 200 hp and 192 lb-ft of torque. Front-wheel drive and a six-speed manual are mandatory. It returns excellent fuel economy for a performance car at 27/37/31, but unlike the other Civics, it requires premium fuel.

Information about the 2025 Honda Civic Type R had not been revealed at the time of this writing, but we doubt engine specs will change. It should still have its 2.0-liter turbocharged inline-four that pumps out 315 hp and 310 lb-ft of torque. It too should be exclusively paired with front-wheel drive and a six-speed manual transmission. Fuel economy estimates for 2025 were also not available at the time of this writing, but it’s unlikely it would differ from the previous figures of 22/28/24.

The 2025 Civic Sport Touring sedan and Civic Si, as rendered by Honda in a dramatic, computer-generated world

What's the Civic like to drive?

Through its 11 generations, the Honda Civic has always been at its best and most competitive when it was responsive and even fun to drive. Don't expect that to change for '25. It's indeed fun to drive, with a lightweight and agile feel that encourages you to seek out winding roads. The steering is precise and consistently weighted, imparting a sense of connection to the driver. It’s also impressively comfortable, refined and even quiet for a compact car.

We think the new Civic Hybrid is the best bet for most buyers, combining performance and efficiency in one well-rounded package. Because the electric motor almost always is responsible for power the car forward, accelerating can at times feel EV-like in its responsiveness and torque-rich power generation. It can also cause the engine, which is responsible for generating electricity for that motor along with the battery pack, to not always work in sync with your right foot. It can be a bit odd, but that's countered by the system's unique ability to simulate shifts, making for a more natural acceleration feel than many drivers should appreciate. Overall, this is a good hybrid system. 

Distinctively for a hybrid, there are four levels of regenerative braking, switchable by using paddles to the left and right of the steering wheel. The default position — call it level 1, if you will — is basically none, while 2, 3 and 4 ramp up the regen in successive steps. Even at the most aggressive level, though, the 2025 Civic Hybrid doesn’t brake as hard as a fully electric car’s one-pedal driving mode, and it does not bring the car to a full stop.

As much as we like the hybrid system, the naturally aspirated base engine is certainly acceptable – it has comparable power to its competitors, but it's smoother and sounds better. It is a Honda after all. The mandatory CVT makes up for some slightly blender-like noises by limiting the yo-yoing between high and low revs associated with this increasingly common transmission. It also simulates gear changes like other CVTs, but does so in a more natural way than what you'll find in a Subaru, for example. 

Of course, if athleticism is your goal, there is the Honda Civic Si (as well as the mechanically related Acura Integra). We could wax poetically about the joy it is to drive those, but it’s probably best to dig into both deeper in our  Civic Si review  and our  Integra review. As for the Civic Type R (above in white), it is quite simply one of the best performance cars you can buy, period. It’s a joy to drive every day and capable of blitzing around a race track. You can read more about it in depth in our specific Type R review and in our comparison test with the Toyota GR Corolla.

What other Honda Civic reviews can I read?

2025 Honda Civic Hybrid First Drive Review: Leader of the pack

Our in-depth first drive of the new-for-2025 Civic Hybrid, with a specific focus on the top-level Sport Touring sedan.

SAMSUNG CSC

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Honda Civic Si Road Test: The cheap, do-everything performance car

We go on a road trip from Detroit to the Indiana Nurburgring to fully test the performance-bargain Si.

Zac Palmer

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Honda Civic Type R First Drive Review: All grown up isn't so bad

Our first drive of the Civic Type R included track time at Sonoma Raceway as well as a more in-depth look at its engineering.

Honda Civic Type R vs Toyota GR Corolla Comparison Test & Video

Two of the best performance cars on the market go head-to-head. The results were surprising.

Honda Civic Sedan Luggage Test

A deep dive into how much stuff you can fit inside the Civic sedan's trunk (Spoiler: A lot!)

Honda Civic Hatchback Luggage Test

It can't fit quite as much in the trunk as the sedan, but it's also more versatile for bigger jobs than luggage.

2022 Honda Civic Hatchback First Drive Review

Get an in-depth look at what's different about the Civic Hatchback, including its cargo capacity and the six-speed manual transmission that isn't available on the Civic sedan. 

What is the 2025 Civic price?

Honda divides the Civic into two separate categories, with unique pricing structures for the sedan and hybrid shapes. The sedan is typically the less expensive variant, and so far, those are the only prices that have been announced for 2025.

Sedan

  • LX: $25,345
  • Sport: $27,345
  • Sport Hybrid: $29,845
  • Sport Touring Hybrid: $32,845
  • Si (manual only): $31,045

Hatchback

Pricing for the 2025 Honda Civic Hatchback, including the high-performance Type R that's only offered in hatchback form, is not available as of this writing. 

What are the Civic safety ratings and driver assistance features?

Every Civic comes standard with forward collision warning, automatic emergency  braking, lane-keeping assist, and adaptive cruise control with steering assistance and stop-and-go capability. Blind-spot and rear cross-traffic warning are included on all but the LX.

The NHTSA gave both styles five out of five stars for overall, side and rollover crash protection, and four stars for frontal crash protection. The Insurance Institute for Highway Safety named the 2023 Civic Sedan and Hatchback a Top Safety Pick after it received the best-possible performance in most categories. It received second-best scores of “Acceptable” in the IIHS updated moderate overlap front and side crash tests. And yes, we did mean to write 2023 Civic there. Although the individual test results didn't change, the IIHS changed its reward criteria for 2024. It also hasn't updated those ratings for 2025.

Related video:

2025 Mercedes-AMG C 63 S E Performance First Drive: Overkill through complexity

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MALIBU, Calif – The Mercedes C 63 AMG has always been about delightful overkill. The sort of thing that results from a couple people sitting around a workshop after hours and wondering, “Hey, wouldn’t it be funny if we stuffed that into that?” In the beginning, said stuffing was the 6.2-liter naturally aspirated V8 from the grandest AMGs into the then-humblest, the C-Class compact sedan. While overkill was achieved back then by excessively large displacement, today’s new 2025 Mercedes-AMG C 63 S E Performance does so with another Mercedes staple: gratuitous complexity.

Today’s mightiest C utilizes a kitchen sink approach to excess. Things start with a 2.0-liter inline-four, which doesn’t sound like a sad trombone, but it’s hard not to hear one anyway. It’s also hard not to think that cylinder count will be underwhelming to some, possibly many, regardless of all the other stuff that we’re about to describe. That includes an enormous conch shell of a turbocharger featuring Mercedes F1-derived electrification – an electric motor spools up the turbo before exhaust gases can take over, thereby eliminating turbo lag. To the same end, it also keeps the turbo spooled up when you momentarily lift off the throttle. The overall result is 469 horsepower and 402 pound-feet of torque sent through an AMG nine-speed multi-clutch transmission, making this 2.0-liter the most powerful production four-cylinder in the world. It also has 18 hp more than that old 6.2-liter. Like it, however, today’s “M139I” 2.0-liter is still hand-built using AMG’s “one man, one engine” method. Our test car’s was built by a Maxímílían Bee£. That’s probably not his last name, so let’s assume his engine-building abilities are superior to his penmanship.

Things don’t end with Herr Bee£, however. As the “S E Performance” bit in its appropriately complex name implies, this is also a plug-in hybrid. But not that kind of plug-in hybrid. You don’t even have to plug it in as the engine keeps it topped up under most circumstances. EPA-estimated range is 3 miles. It’s therefore best to think of it more like a regular hybrid with an absurdly large, 6.1-kilowatt-hour battery pack that provides a commensurately absurd amount of power to a motor that’s packaged within an electric drive unit at the rear axle along with its own two-speed transmission and an electronic limited-slip differential. The motor’s maximum output  of 201 hp and 236 pound-feet of torque, or basically the same as a standard Volkswagen ID.4, is only sent to the rear axle through that two-speed gearbox (the maximum output last only 10 seconds, thereafter it’s 94 hp, we didn’t notice a difference during our drive). AMG development engineer Damian Hampen says the second gear engages at 81 to 83 mph to ensure that maximum electric boost is still available at higher, rarely-in-America speeds.

Although the electric motor only sends power to the rear axle, the big Bee£ 2.0-liter still sends its tidings to both axles through an AMG-ified 4Matic+ AWD system that does feature a Drift mode for those times you’ve grown tired of the front axle’s input. Total system output is 671 hp and 752 lb-ft of torque. As previously stated, overkill performance via gratuitous complexity. The estimated 0-60-mph time is 3.3 seconds.

The complexity extends to the drive modes, of which there are eight that we won’t bore you in describing, especially as you can change individual elements of each on the fly using the clever little control hub on the left side of the steering wheel (pictured above right). This meant we could drive in Sport, Sport+ or Race, but ease up the suspension firmness on bumpier portions of road. We ignored the more electric-forward drive modes as we exclusively were driving on fantastic mountain roads and doing so seemed like a waste. Also, again, 3 miles of range.

With the car in those spiciest drive modes, there’s nothing overtly hybrid-y about the power delivery. It just goes. There is indeed no lag, be it from the electric motor or turbocharger, just a whole bunch of slam-you-in-your-seat torque. The exhaust provides some snap, crackle and pop on overrun between shifts, which is basically the only bit of exciting noise from this powertrain, but then Mercedes “enhances” even that with the back seat speakers.

Plenty was done to the chassis. Not only is the car wider as has been typical, but the wheelbase is 0.4 inches longer than a standard C-Class, which is basically unheard of. Hampen says that this quirk was necessary to accommodate the engineers’ desired tires: 265 front and 275 rear. He also says doing so wasn’t that big of a deal: AMG always had its own body-in-white it could modify in such ways, and production wasn’t impacted because the factory is already set up for different cars going down the same line.

The adaptive “AMG Ride Control” suspension is broadly the same as what you’d find in the C 43, and like that car, it’s hard to think of many places on this continent where the ride won’t be uncomfortably firm and jostling. Even on the generally smooth pavement around Malibu, it got old. It was also necessary to switch the suspension to Comfort and Sport at times to better greet big mid-corner bumps. No denying its road holding, however, as the C 63 effectively scalpeled its way through extremely tight and technical mountain roads. To that end, it has standard rear-wheel steering, but its modest 2.5 degrees of articulation does not draw attention to itself (the EQS goes up to 10 and feels like a Disney ride). The steering is feelsome, too, thanks in part to Mercedes not dialing in a whole bunch of effort just for the sake of perceived sportiness. It feels friction-free and natural. Good job.

Less so the brakes. They are carbon ceramic as standard, but it’s doubtful that’s why the pedal action was inconsistent. There would usually be X amount of initial travel before a firmer foot was needed to increase stopping – in other words, totally normal. In a few corners, though, that initial travel would disappear and we were immediately faced with the firmer response. There didn’t seem to be a correlation with the type of braking or a particular situation and it wasn’t constant. There is regenerative braking present, including a one-pedal drive mode that definitely wasn’t active during our test drive, so that sure seems like the culprit, if by fault or by a quirk in design.

Visually, the 3-inch-wider fenders wrapping those uniquely larger wheels are the easiest telltale this isn’t a C 43. There’s also a unique front fascia that elongates the car by 2 inches, an aerodynamic hood vent, special red badges that’ll be the tell for all future E Performance models, and the first application of the Affalterbach badge to an AMG’s exterior (it replaces the usual Mercedes hood crest). The interior gets unique AMG and hybrid displays, an AMG Performance steering wheel that’s a delight to hold, and the option for AMG Performance seats. We found the standard “Sport” seats to be plenty grippy and abundantly adjustable.

All told, the C 63 S E Performance is a different sort of monster C-Class that caters more to the geekier of us who like to regale their friends, prompted or not, about all the whiz-bang geekery that went into their car. Describing old C 63s was more “V8, F- yeah!” followed by a high-five and a burnout. Maybe all that doesn’t matter. Maybe the world needs to move beyond V8s, and the new C 63 is indeed heaps more powerful than all AMG Cs that have come before, but there’s also something less loveable about this one. Complexity just isn’t as fun as largesse.

2025 Audi Q7 & 2024 Q8 First Drive Review: Audi’s midsize SUVs get midlife updates

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PARK CITY, Utah – It’s not often that I go to a press event to drive four cars, yet here I am, smack dab in the mountains of Utah with scheduled time in the 2024 Audi Q8 and SQ8 as well as the 2025 Audi Q7 and SQ7. The good news is that there are a lot of similarities to these midsize luxury SUVs. The bad news is that despite being refreshed for each of their model years, both (all?) are showing their age.

The Q7 is in its second generation, which started way back in 2016 with the SQ7 joining the lineup for 2020. The Q8/SQ8 might be in its first generation, but even that started in 2019. This mid-cycle refresh is one thing, but there are a few key elements that might only be fixed with a next-generation relaunch.

First, the looks. All four vehicles share the same 118-inch wheelbase, but the Q7 and SQ7 are about 3.5 inches longer overall. This extra length, and the squared-off rear end, allows Audi to shove a third row into the Q7/SQ7. Meanwhile, the Q8/SQ8 gets a sloping rear roofline and a bit more of an athletic presence.

For their respective model years, these midsize SUVs get revised fascias, including grilles and squinty headlights. Bumpers and diffusers have been tweaked. The SQ7/SQ8 get digital OLED taillights and the SQ8 goes a bit further by offering four selectable lighting signatures. Also on hand are new wheel designs and exterior colors. The interior just gets a few new bits of trim, but the screens, layout and design all remain the same.

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Audi didn’t change up the engine options. The Q7 is available with the 45 TFSI – a 2.0-liter turbocharged inline four-cylinder engine with 261 horsepower and 273 pound-feet of torque, available on the Premium and Premium Plus trims. The 55 TFSI, available on the Q7 and standard on the Q8, is a 3.0-liter turbo V6 with 335 ponies and 369 lb-ft of torque. The SQ7 and SQ8 pump up the bass with a 4.0-liter turbocharged V8 with 500 ponies and 568 pound-feet of torque. All engines are paired with an eight-speed automatic transmission and all-wheel drive.

I didn’t get to sample the base engine, but the 55 TFSI is a solid choice with enough zing for most drivers. When driving around town, the eight-speed automatic does its job in the background, although it falters a bit when pushed – more on that a bit later. Even without the SQ’s fancy active roll stabilization option, the Q7 and Q8 handle like a dream. Both my testers have the optional four-wheel steering, and they attack winding roads with equal aplomb, remaining mostly flat in the corners and making short work of quick slalom-like turns.

Drive modes in all four vehicles include Comfort, Auto, Dynamic, Individual, All Road, for flat dirt roads, and Off Road for more rough stuff. Mind you, I wouldn’t take these vehicles too far afield in their stock form, but it’s nice that Audi will allow drivers to turn off the ESC for those who want to try.

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Getting into the SQ7 and SQ8 is where the fun starts. My test drive takes place on some of the best back roads Utah has to offer, and these midsize SUVs attack them with vigor that belies their large-ish stature. In Dynamic mode, throttle response is immediate, and I’m able to pass slow-moving trucks safely on the short passing sections Utah has seen fit to allow.

Both my SQ testers have the optional electromechanical active roll stabilization, and this tech brings another level of cornering prowess to already fantastic-handling SUVs. This 48-volt system on the front and rear uses an electric motor that rotates the split stabilizer bar in opposite directions, reducing body roll. This means I can maintain more speed in the turns and power out quicker, all while remaining flat and stable.

However, across all four cars, the transmission in Dynamic mode is a bit of a letdown. I can let it go in the Q7 and Q8 since folks choosing those are unlikely to be driving enthusiasts, but it’s a sin in the uprated SQ7 and SQ8. The transmission doesn’t reliably downshift on braking, allowing the car to bog down on corner exit until the computer realizes I want more power. This is something Mercedes-Benz and Porsche have mastered in their Sport modes, and I expect nothing less here. Fortunately, the SQs have a manual mode with paddle shifters to solve the problem, but it’s still something that should be addressed in the Audi’s next generation.

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Another quibble across all four cars is the steering feel. It weights up nicely in Dynamic mode, but there isn’t much communication coming from the road. This is a tough nut to crack with electric power steering, but again, Audi’s rivals just do it better.

It’s hard to get a read on fuel economy on a first drive, but the EPA gives Audi’s midsize crossovers efficiency ratings that are merely OK. Midsize three-row SUVs from the likes of Acura, Lexus, Mercedes-Benz and Volvo all do it better. The 45 TFSI does the best, returning 20 miles per gallon in the city, 26 mpg highway and 22 mpg combined. The 55 TFSI sits at 18/23/20, while the SQ7 returns 15/21/17. The SQ8 returns the exact same, but curiously, the two-row Q8 55 TFSI returns 1 mpg worse in the city and combined ratings than the Q7 version.

The Q7/SQ7 in theory has room for seven passengers, but you better hope those sitting in the third row are tiny humans. As a full-sized adult, I’d rather be strapped to the roof like Aunt Edna in “National Lampoon’s Vacation” than endure one minute back there. The second-row seats are also a little cumbersome to flip and fold to allow entry into that third row, but at least the third row is power folding, which is convenient. In the 7 models you’ll get 14.1 cubic feet of space behind the third row (you can see how much that translates into actual stuff here), expanding to 35.7 when the third row is folded. Tuck everything away and you’re looking at 69.6 cubes. That’s about mid-pack in the class. The Q8 with its sloped roofline and shorter body only manages 30.5 cubes behind the rear seats and 60.7 cubic feet of space overall.

The infotainment is pretty easy to figure out, menu-wise, but you really have to push on the tiles to activate them. It won’t accept a simple tap. I’m also not a fan of all the HVAC controls being on a second, smaller screen. Again, I have to really use finger force to activate the tiles, and the screen takes up what could be a valuable small storage location in what is otherwise a storage-light center console.

However, I am absolutely in love with Audi’s configurable digital gauge cluster. Audi was one of the first manufacturers to implement this kind of tech, and it still looks as fresh as it did when I was wow-ed by it those many years ago. Mostly what I dig is the availability of a map, in satellite view no less, front and center in the gauge cluster. And I mean the whole cluster – not a little square or rectangle or circle. The whole thing. Please never change this.

When it comes to the Advanced Driver Assistance Systems in this lineup, there is good news and bad news. The good news is that pretty much everything is customizable. You can set the system as a whole to be Maximum or Basic, but you can also dial in the settings for things like your speed and distance warnings, side assist and lane departure warning.  You can even set the adaptive cruise control to Comfort, Standard or Sport mode, tell the system to take corners a bit quicker and set the speed limit assist to have some tolerance. However, Audi doesn’t have any kind of hands-free/eyes-up highway driving assistant. Instead, there’s adaptive cruise control and lane centering to relieve some stress of highway driving, but the lane centering isn’t great. It bounces back and forth in the lane and doesn’t really inspire confidence. Like the sport transmission, this is something competitors do better.

The 2025 Audi Q7 starts at $61,795, including $1,295 for destination. Buyers who want the larger 55 TFSI engine will pay an extra $5,300. The fully-loaded Prestige tester is a whopping $88,790. The SQ7 starts at $92,095 including destination, and my tester with every single option sits at $116,540.

The Q8 starts at $75,695, including $1,295 for destination. Our bells-and-whistles tester sits at $100,440. Meanwhile, the SQ8 can be had for $98,895, including destination, but again, our tester has it all and sits at $127,640.

Frankly, those six-figure price tags are pretty hard to swallow when the standard ADAS tech is behind the times and the transmission falls short of a good time. If you can keep the options at bay, then go for it. However, it might be better to wait until the next-generation of these midsize Audis show up.

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