Category: Reviews

2025 Genesis GV80 Coupe First Drive Review: Better for it

John Beltz Snyder

John Beltz Snyder

View the 32 images of this gallery on the original article

MINNEAPOLIS — The Genesis GV80 is a decidedly solid vehicle that we’ve called out for its compelling design, richly contented interior, decent power and useful tech. It’s a luxury SUV that offers an interesting option to its more expensive German rivals. So what’s next? Well, following in the footsteps of the Germans, it’s time for Genesis to coupe-ify its flagship SUV. The BMW X5 has its X6 sibling; Audi has its Sportbacks; Porsche and Mercedes have Coupe versions of their midsize SUVs … now Genesis is offering the GV80 Coupe. It too has a sleeker roofline that degrades practicality, but it also turns up the heat with a supercharged engine option.

First, there are the obvious changes, and those start with the roofline from the B-pillar back. The steeper slope extends into an aggressive and dynamically shaped roof spoiler. Unlike the SUV’s more horizontal spoiler, the Coupe’s dips in the middle to create a sporty double-spoiler look. Below that is the aggressively raked liftgate, bisected horizontally by a large, lower lip spoiler. Its two-line taillights wrap across the corners onto the shapely curvature of the lower liftgate. The Coupe gets even more athletic touches below, like a sleeker lower fascia with prominent quad exhaust tips.

Further, less obvious design choices continue to set the Coupe apart as the sportier sibling to the more practical SUV. Up front, it gets its own version of the Genesis crest grille, with two layers of mesh providing both a three-dimensional effect and further protection to the internals behind it. The front bumper gets a larger air curtain, flanked by bigger air intakes at the fascia’s lower corners. From the side, the Coupe’s flush roof rails provide a more slippery silhouette (which helps to dramatize the new roofline), while exclusive wheels provide further attitude that the SUV doesn’t get. We especially liked the look of the 22-inch dark gray matte wheels on our tester, whose unique design suggests an almost crystalline lattice to complement each of the five spokes.

Moving inside, the GV80 Coupe’s cabin is rich and detail-oriented. Our tester’s Nappa leather interior had a Coupe-exclusive red and black color scheme, which we liked second only to the available Ultramarine Blue with orange stitching. Slinking in behind the sporty flat-bottom steering wheel, the intricate carbon-fiber trim stands out for its unique diamond-shape weave that gives it an interesting, almost holographic sense of depth. The stitching, quilting and textures of the switchgear invite you to touch them and lean in for a closer look. Go ahead, lean in — closer inspection won’t leave you disappointed.

And such a luscious interior surprisingly downplays what would otherwise be the focal point of the entire cockpit, which represents an overhaul for the entire 2025 GV80 line. A wide, 27-inch digital OLED display now stretches across the dash, serving as both infotainment and instrument panel. It’s crisp and colorful, putting information where you need it while providing a seamless look. The infotainment is controllable via touchscreen, or with a rotary dial on the center console (which is still too similar in size and general location as the rotary gear selector). The climate controls get their own, separate touch display, located further down on the center stack below a row of menu buttons and genuine knobs for audio volume and tuning. This Genesis interior gets it right, leveraging the digital where it makes sense, and without forcing you to hunt through menus for the items you use the most.

Looking at the GV80 Coupe, it seems safe to assume that the sloping roofline must have a significant impact on rear-seat comfort. On paper, however, the Coupe offers 37.6 inches of headroom, a sacrifice of just 0.8 inches compared to the SUV. Open the rear door, look at the ceiling and you’ll notice Genesis made great efforts to carve out whatever noggin space it could above the seatback, as the headliner rises into a cavity behind the sunroof. Sit in the back seat, and you’ll probably find it quite comfortable. This 6-foot-tall author would have no complaints riding along as a rear passenger for long drives. Even better, heated and ventilated second-row seats are standard in the GV80 Coupe, as are rear climate controls on the back of the center console.

The SUV’s third-row option is expectedly unavailable in the Coupe, but that’s not much of a loss. It’s cramped for everyone and only available on a single trim level in the regular version.

The GV80 Coupe offers 30.3 cubic feet of volume with the rear seats up, which is a fair amount less than the 36.5 cubes available behind the second row of the SUV, and puts it between the BMW X6 (27.4) and Mercedes GLE Coupe (31.6). When you look at the actual space, there’s a fairly large footprint, but the angle of the glass impedes on the backmost part of the cargo area. It seems great for filling with items like grocery bags, and we suspect that luggage would stack well up against the rear seats, but we suspect bigger bags or boxes will struggle to fit the further back you go. The Cayenne Coupe is similar in this regard.

The GV80 Coupe is available with two powertrains. The base engine is a twin-turbocharged 3.5-liter V6 making 375 horsepower and 391 pound-feet of torque — the same available at the top of the GV80 SUV line. The other version, unavailable in the SUV but borrowed from the G90 sedan, is the same twin-turbo V6 fitted with the Genesis “e-Supercharger.” Powered by a 48-volt mild-hybrid system, it fills in the performance gap caused by the turbochargers relying on exhaust gas to create boost. The result is immediate response, the elimination of turbo “lag” and even more power — a total of 409 horsepower and 405 pound-feet of torque. Interestingly enough, it also gives the GV80 Coupe a slight boost in fuel economy, providing 18 miles per gallon city, 22 mpg highway and 20 mpg combined, compared to the base engine’s 16/22/19 mpg.

We were only able to sample the e-Supercharger powertrain, and, boy howdy, it’s a treat. The right pedal introduces power smoothly and immediately thanks to the e-Supercharger. It pulls hard in a linear fashion, with a seamless transition from supercharged to turbocharged assistance, keeping acceleration predictable all the way to the next smooth shift from the eight-speed automatic. It’s a good blend of speed and comfort; you could drive pretty swiftly without causing a nervous passenger to keep checking the speedometer.

Genesis pipes in engine sound through the audio system, which is controversial but common these days. Here’s the thing: It sounds surprisingly good, and we repeatedly praised the solid soundtrack throughout the drive, forgetting that it was not all natural. It sure sounds natural — it’s actual powertrain sounds, with no extra notes developed by some audio engineer or musician. You can turn it off for a quieter cabin experience, but this was one of the rare instances where the feedback provided by the added volume was actually appreciated. It feels weird to say that.

Twist the drive mode selector, and you can add even more to the driving experience. Sport mode unleashes a bit more of the power, but the Sport+ mode is the secret sauce exclusive to the E-Supercharger variant. The idle speed rises from 750 to 1,000 rpm, steering heft increases and the suspension tightens up. The Sport+ transmission logic is particularly impressive, giving a nice, hearty blip on downshifts, and keeping the tach high in the rev range. It even holds onto gears rather than shifting automatically if you hit the rev limiter in manual mode. It makes hustling down a winding road an addictive venture, complete with a dollop of controlled wheelspin when urging the GV80 Coupe out of a corner.

That sense of control it affords in spirited driving carries over to less-than-ideal road conditions. Specifically, we encountered heavy rain on and off throughout the drive, and never caught the car out of sorts. The all-wheel-drive system is capable of applying 50-100% of the power to the rear (and, thusly, 0-50% to the front), but maximizes front torque in slippery conditions. It makes for a pleasantly adaptable experience based on conditions and mood.

The ride is geared toward comfort, without sacrificing too much agility or creating a numb or floaty sensation. As GV80 SUV’s available electronically controlled suspension is standard on the Coupe, it uses a forward camera to proactively adapt the damper to the road surface ahead. It provides a smooth experience for the occupants, complementing the interior’s luxuriousness.

GV80 Coupe pricing reflects its positioning alongside the very top of the GV80 SUV lineup, as well as its vast standard features list. It starts at $81,300 (including $1,350 in destination) for the base 3.5T AWD. It’s similarly equipped to the SUV’s line-topping GV80 3.5T AWD with the Prestige package, but $650 more. There are no options or packages. The same goes for the 3.5T e-Supercharger AWD, which rings in at $87,100 with destination. All those features we’ve talked about throughout are included as standard, along with further adornments like an excellent driver assist suite, head-up display, Bang & Olufsen audio system, digital key, wireless phone charger, wireless Apple CarPlay and Android Auto and rearview camera mirror.

While we tend to shy away from crossover coupes, preferring their more practical, full-bodied counterparts, Genesis has a compelling formula with its GV80 Coupe. It’s a rare instance where the coupe body style might actually look better than the SUV it’s based on (though that’s not going to be everybody’s opinion, of course). The availability and exclusivity of the even hotter E-Supercharger powertrain only makes it more compelling. So if you’re looking for a sportier-looking version of the already compelling GV80, complete with a hotter powertrain, and don’t mind sacrificing a small amount of practicality (but not much, really) you’ve now got the GV80 Coupe to satisfy your tastes. And don’t forget to switch it to Sport+ mode. It’s pretty sweet.

2025 Mercedes-AMG SL 63 S E Performance First Drive: The most SL

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IMMENDINGEN, Germany – After dominating the Autobahn with the GT 63 S E Performance, we took a detour into the lush, undulating south German countryside. It wasn’t just to mix things up. There, lurking in the forest just outside the tiny town of Immendingen, was a Mercedes testing facility and the brief chance to sample the 2025 Mercedes-AMG SL 63 S E Performance.

And by brief, we mean it – two half-hour stints on twisty rural roads around the facility as well as some slow-speed village cruising. No Autobahn, and no high-speed blasts at the “Prüf- und Technologiezentrum,” either. It wasn’t a lot of time, but the good news is that the SL 63 S E Performance is basically a convertible GT 63.

The powertrain is identical, including the 4.0-liter twin-turbo V8, nine-speed automatic, 4Matic+ all-wheel-drive and a rear-mounted motor fed by a 6.1-kilowatt battery pack and sent through a two-speed rear gearbox. The SL 63 S E Performance has the same 805 horsepower and 1,047 pound-feet of torque as the GT version, plus the same estimated 8 miles of electric range in European testing. It’s only a tenth of a second slower to 60 mph (2.8 seconds) and 3 mph slower in top speed (196 mph).

The similarities don’t stop there. The two cars share the same width and wheelbase, are nearly the same length (the SL is shorter by a little more than half an inch), and the interiors are basically the same. Rear axle steering, carbon ceramic brakes and the trick Active Ride Control suspension are similarly all standard. The SL is basically a convertible GT with a different front fascia and a center screen that can tilt to reduce glare with the top down.

So mostly everything we said about the GT 63 also applies to the SL. But there are indeed some differences. The biggest, well, aside from that cloth roof, is the suspension tuning. Though it also has the Active Ride Control suspension (among a variety of wildly complex elements, the adaptive dampers are interlinked hydraulically), the tuning is a bit softer across the board than the GT. It’s not a dramatic difference – the SL is darn-near as fleet-footed on the street as the GT – but it’s enough to imply that the SL is meant to be a bit more relaxed. It sacrifices that little bit of response for a little less harshness. This character shift also helps make the somewhat disconnected steering much more forgivable.

So what we have is the GT, but just a tad more chill. There may be merit to that for some, but we’re ultimately left with a less intense version of a car we concluded wasn’t intense enough given its prodigious power. It almost seems wasted, even more so in the SL. The 577-horsepower, non-hybrid SL 63 offers more than enough wallop, making the 805-hp S E Performance overkill, and not necessarily in a fun, Hellcat sort of way. A boisterous AMG V8 will sound just as growly with the top down whether or not it has an electric motor up its backside.

Now, what the non-hybrid can’t provide, is peaceful, silent, top-down cruising. As fun as hearing that V8 echo through the German hills was, it was equally as lovely to let those pipes go quiet and just enjoy the wind rustling past as the sun set. The sleepy little villages we silently passed through probably didn’t mind, either. Also, as we previously covered, the motor’s 200 horsepower is plenty for toodling around, even up to highway speeds.

But then we ran into the same problem as before: You can barely go anywhere on electric power. In no time at all, you’ll have drained that dinky all-electric range, and you’ll be needing to run the V8 to recharge the pack. That’s also assuming you charged it up before hand.

So just like the GT, we’re left wondering about the powertrain’s fitness for the purpose. In the GT, it seemed like the car was bestowed with enormous power, but not made sporty enough to properly take advantage of it. In the case of the SL, it’s more that it seems like Mercedes didn’t go far enough in electrifying it. The electric function is highly appealing, but the range so meager as to be nearly pointless for just weekend outings, never mind daily driving. And since it’s not a maximum-attack sports car, it would’ve been nice to see Mercedes focus more on range and capacity, instead of rapid discharging and power. For that matter, it leaves us pining for a fully electric SL.

There is something we know about the SL that we don’t about the GT: price. The base price for the SL 63 S E Performance will start at $208,150. That’s a pretty similar price jump between the SL 55 and the SL 63, and for a much bigger power increase. So at least in terms of power per dollar, it’s not a terrible deal.

If you want the most SL, the S E Performance is unquestionably the choice. And it’s still a beautiful, comfortable and fast machine, one that’s a pretty reasonable price considering what it adds on paper. But what it adds in experience is more questionable. Its V8-only siblings offer nearly all the gas-powered experience, while its own electrified benefits are negligible. It’s conflicted, and as result, so are we.

2025 Hyundai Ioniq 6 Review: An EV for those who’d still like a sedan

John Beltz Snyder

John Beltz Snyder

View the 31 images of this gallery on the original article

Pros: Fun, efficient driving; stand-out design; quick charging and ample range; big back seat legroom; well-executed safety tech

Cons: Too-cheap interior materials, especially in SE; some irritating controls; small trunk; max range tied to base trim; no federal tax credit

For those interested in buying an electric car, you’re bound to find that there really aren’t that many that are literally “cars.” Most EVs, especially in the more affordable end of the spectrum, are more of the crossover SUV variety. While the Tesla Model 3 is by far the best-selling electric sedan, there is an alternative: the 2025 Hyundai Ioniq 6. This four-door car that looks like it materialized in your driveway from the future features a bold design that’s not only eye-catching, but indicative of how extremely aerodynamic it is. That translates to maximum ranges that greatly exceed that of its mechanically related SUV siblings, the Hyundai Ioniq 5 and Kia EV6.

Now, it should be said those ranges do differ widely depending on which battery, motor combination and trim level you choose. Unfortunately, the 361-mile max range is only available with the base SE trim level and its downmarket cabin. Other trim levels still have above-average range, though, and all benefit from rapid public charging speeds. We’ve also found the Ioniq 6 to be surprising fun to drive, regardless of whether it’s a single-motor, rear-drive model or a dual-motor, all-wheel drive one. It’s also comfortable and quiet on the highway, and its interior features more conventional controls and displays than the Model 3 (including an available head-up display for 2025).

As much as we enjoy the Ioniq 6, though, its hangups are not insignificant. Interior quality is one, some frustrating controls are another. The trunk is also small for a sedan. Admittedly, all those issues also exist in the Model 3. However, that has access to  Tesla’s unmatched Supercharger network, along with lower prices (at least at the time of this writing), stronger acceleration and better range with all-wheel drive. Both are excellent choices, though, and prove that you can happily get an electric vehicle that isn’t an SUV.

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?

Here at Autoblog, we love cars painted green, so it pains us to announce that the Ioniq 6’s Digital Green option is no longer available for 2025. So much for those pics we took of it last year. On the upside, a head-up display is now available and is exclusive to the Limited trim level.

What are the Ioniq 6 interior and in-car technology like?

The Ioniq 6 interior looks at first less bold than the streamlined exterior, but look closer, and it reveals itself to be one of the most creative cabins on the market. Though certainly reminiscent of the Ioniq 5, there are all kinds of  unique details, such as the ripples on the doors that reflect the multi-color ambient light. Those doors are also distinctive in that they’re bereft of window and locking buttons. Those are on the center console, which admittedly takes some getting used to (unless you’ve owned a  Jeep Wrangler  or old  BMW).

Materials quality also doesn’t look or feel as good as what you’d find in a  Hyundai Sonata, for instance, or other midsize sedans. This is particularly evident in the base SE (pictured above in black), which is the only trim level available with the 361-mile range estimate. Its mandatory cloth trim looks and feels cheap, while the hard plastic phone bin will be a constant reminder that you didn’t opt for a high trim as your phone slides around without the benefit of wireless charging. You can  read more about the Ioniq 6 SE interior here, but in general, we wish there were a way to get the max range with even a slightly nicer and better-equipped interior.

In terms of functionality, the Ioniq 6 mostly succeeds. The dual 12.3-inch screens are bright, clear and responsive, while the infotainment interface is one of the easiest in the industry to use. The supporting touch-sensitive climate controls are less so, and we dislike the need to call up a touchscreen menu to engage the heated and ventilated seats or heated steering wheel. We also miss the “radio” shortcut button found in most other Hyundai and  Kia  vehicles – again, you have to press one button (“Media”) to bring up a touchscreen submenu. On the other hand, the fact that the Ioniq 6 has physical controls at all, plus instruments in front of the driver, stands in sharp contrast to its main rival, the  Tesla Model 3  and its one-screen-does-everything interior.

How big is the Ioniq 6?

Like the other car’s on Hyundai’s E-GMP platform, the Ioniq 6 is deceptively large. The short overhangs and unusual proportions make it seem like a small vehicle, but it's only a couple inches shorter than the Hyundai Sonata family sedan. The long wheelbase allows the interior to be particularly large, especially in regard to legroom. Surprisingly, the hunkered-down shape of the Ioniq 6 doesn’t overtly compromise visibility (it’s quite good, actually), while headroom up front remains decent despite a seating position that’s perhaps a smidge high. The seats are wide but a bit flat, and loads of adjustment makes it easy to find a comfortable seating position. Rear headroom is a little tight due to that distinct shape created for the sake of aerodynamic efficiency, but again, legroom is vast. Six-footers will have no problem sitting back-to-back, and you’ll have no problem with kids’ shoes kicking the passenger seat up front.

Trunk space, on the other hand, is poor. Its volume of 11.2 cubic-feet would be small for a compact sedan, let alone a midsize one. Not surprisingly, the Ioniq 6 was unable to swallow all the bags of  our standardized luggage test. By contrast,  the Sonata’s 16.3-cubic-foot trunk  had space left over for multiple bags. There is a substantial underfloor storage area, however, plus a frunk compartment perfectly sized to store the tire mobility kit and charge cord.

What are the Ioniq 6 fuel economy and performance specs?

The Ioniq 6 has three powertrain options, two of which are single-motor, rear-drive setups, and the third with two motors and therefore all-wheel drive.

The first single-motor arrangement is exclusive to the SE Standard Range. It makes just 149 horsepower and 258 pound-feet of torque. It also gets the smallest  battery capacity, 53 kilowatt-hours, resulting in an estimated range of 240 miles. That’s actually not bad given the battery size and the ranges of other EVs. Credit for that can go to being quite efficient, coming in as the second-most frugal Ioniq 6 behind the long-range, rear-drive SE. It’s estimated by the EPA to return 135 miles-per-gallon-equivalent combined.

Moving up to the other trim levels, the standard powertrain is the long-range, rear-drive option. It has a 77.4-kWh battery with higher output that allows for more horsepower from the rear motor: 225 horsepower. Torque remains the same at 258 pound-feet. That bigger battery offers better range, but the amount varies depending on the trim level. The SE has the best range at 361 miles, which is due to it being more efficient than the SEL and Limited on account of their larger wheels. The SE with rear drive returns 140 mpg-e combined. The SEL and Limited return 117 mpg-e and have a range of 305 miles.

Optionally available is the dual-motor, all-wheel-drive powertrain. With the addition of a front motor, power rises to 320 horses and torque to 446 pound-feet. Efficiency drops with the SE getting 121 mpg-e combined. Its range is 316 miles. The SEL and Limited get 103 mpg-e combined with a range of 270 miles.

Finally, lets talk charging speed. The Ioniq 6’s advanced 800-volt architecture allows it to swallow down electrons quicker than most other EVs. This greatly depends on the amount of kilowatts available at a fast-charge station, but all things being equal, we’d definitely rather have the faster-charging car available. The Ioniq 6 also charges very quickly at home, with 11-kW max speeds possible with an appropriate home charger.

What's the Ioniq 6 like to drive?

Interestingly, the Hyundai Ioniq 6 is the sportiest base version of the E-GMP cars. The suspension is tuned stiffer, lending a much more responsive chassis with less body roll. The steering feels quicker and more accurate than its siblings, too. Selecting the heftier “Sport” steering mode really isn’t necessary.

The stiffer suspension does yield a correspondingly stiff(er) ride than its crossover(ish) cousins. That doesn’t mean it’s uncomfortable, though. Even on bigger wheels, we found it happily soaked up bumps and was an absolute highway champ during a road trip  between Los Angeles and Las Vegas.

Acceleration is a big factor. We have yet to test the standard-range version, but given its meager 149 horses, we figure it’ll feel awfully slow even if it provides the usual initial electric kick off the line. The 225-hp extended-range rear-drive version certainly doesn’t provide the oomph of the 320-hp dual-motor Ioniq 6, but it also doesn’t feel slow. Unless you need the all-weather traction that all-wheel drive allows, we would stick with the extra range and lower price tag of the rear-motor/extended-range combo. 

Also worth noting is that the Ioniq 6 has full one-pedal driving available. The regenerative  braking  force can be adjusted via the steering-wheel paddles, and at maximum, it can bring the car to a full stop. It's easily controllable, and the brake pedal feel and position remains consistent.

What other Hyundai Ioniq 6 reviews can I read?

2023 Hyundai Ioniq 6 First Drive Review: Slippery sedan adds big range

Our first drive review, including more in-depth information about its design and engineering.

Hyundai Ioniq 6 SE Interior Review

Taking a deep dive into the base trim level's interior, and therefore the only version that can achieve 361 miles of range.

Hyundai Ioniq 6 Luggage Test

Taking a close look at just how much you can fit in the Ioniq 6's trunk, which is small for a midsize sedan.

What is the 2025 Ioniq 6 price?

Pricing for 2025 was not available at the time of this writing.

We would expect a few hundred added to the below 2024 prices, all of which include the $1,115 destination charge.

SE RWD Standard Range: $38,650

SE RWD: $43,565
SEL RWD: $46,365
Limited RWD: $51,265

SE AWD: $47,065
SEL AWD: $49,865
Limited AWD: $54,765

What are the Ioniq 6 safety ratings and driver assistance features?

Every 2025 Ioniq 6 includes forward collision warning and automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, blind-spot and rear cross-traffic warning systems, Safe Exit warning (stops you from opening doors into cars or cyclists), driver inattention warning and adaptive cruise control with stop-and-go capability and lane-centering steering assist. The latter is known as Highway Drive Assist.

The SEL and Limited trims get Highway Drive Assist II, which adds partially automated lane changes (activate turn signal, car does the rest) and adapts itself to match your acceleration style. Those trims also add more proactive steering assistance for the forward collision and blind-spot warning systems. Finally, the Limited gains reverse automated braking, a surround-view parking camera system, remote smart parking using the vehicle remote, and a camera-based blind-spot monitor. Besides the sheer volume of these systems, it’s important to note that they are among the best-executed in the automotive industry.

The NHTSA gave the Ioniq 6 four out of five stars for frontal crash protection, and five stars for side protection. The Insurance Institute for Highway Safety named it a Top Safety Pick+ last year, the highest possible honor, for its sufficiently high scores in all relevant crash and crash prevention categories.

2025 Buick Envista Review: Looks expensive, isn’t. A hidden gem

John Beltz Snyder

James Riswick

View the 19 images of this gallery on the original article

Pros: Compelling design; ample space for the segment; quiet and refined driving experience; punchy and efficient engine; well-equipped; low price

Cons: All-wheel drive not available; armrests are a bit hard

The Buick Envista was arguably the most surprising new vehicle released last year. Both because we weren’t expecting it to be so wildly impressive and competitive, but because it legitimately surprised people when they found out what it was and how much it costs. We had multiple bystanders guess our test car cost $60,000 or even $80,000, and we agree it looks expensive. Thing is, our Sport Touring test car only went for about $30,000 and wasn’t even the top of the line. That’s very competitively priced for the subcompact segment, and moreover, you get a lot for your money – besides tricking folks into thinking you have a much higher car payment.

The 2025 Buick Envista boasts one of the biggest back seats and cargo areas in its segment, allowing it to be one of the more family friendly options. Its interior is well equipped, looks almost as good as the exterior, and has technology that’s attractive to look at and easy to use. Its tiny turbocharged engine also punches above its weight class by feeling quicker than its rather meager specs would indicate while delivering excellent fuel economy. The overall driving experience is awfully refined, too.

Cons? Well, if you have a lead foot, the engine will eventually run out of steam if you accelerate aggressively. All-wheel drive is also not available, and a few hard plastic interior surfaces betray the overall premium allusion. None of that prevents us from making the 2025 Buick Envista an Editor’s Pick. This is a thoughtfully engineered, designed and packaged small SUV that shows you don’t have to pay a lot to get a lot.

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?

Rear parking sensors are now standard on all trims, while remote ignition is standard on the Preferred and Sport Touring. The Sunrise Red option is no more, and you can no longer get Copper Ice Metallic on the Sport Touring – that’s the color-trim combo shown above, so don’t fall in love with it, K? The rest of the car carries over unchanged for 2025.

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

There is lots of hard plastic inside the Envista, most notably on the doors. If that bothers you, it’ll probably be hard to find anything new at this price point. Otherwise, the Envista’s cabin is an attractive and user-friendly space. The Sport Touring’s leatherette seating (pictured) or the Avenir’s leather certainly maximize the Envista’s “It costs how much?” wow factor, though, especially with their dash-top pleather trim and contrast stitching.

We appreciate that Buick kept things simple in key places, such as its traditional shifter and physical buttons/knobs for the climate controls. Yet, the cabin’s showpiece is clearly the pair of displays encased in one curved housing. It looks expensive, and the screen graphics back it up. The all-digital instruments in particular are classy in appearance and simply provide the information you need (although the trip computer info being in the touchscreen is bound to confuse some at first). The 11-inch touchscreen is larger than most in the segment and is powered by a less feature-rich version of  GM’s Android-based infotainment system. It doesn’t do that much, but the radio controls look good and are well laid out, the menu icons remain docked on the left side of the screen at all times, and wireless Apple CarPlay and Android Auto are standard. Wireless charging is available on all trims.

How big is the Envista?

The Envista has roughly the same length and wheelbase as a  Honda CR-V, but it’s ultimately in the next segment down (subcompact) because its rakish roofline significantly diminishes its total interior volume, especially in terms of cargo. Importantly, its price tag is more in line with subcompacts.

In practice, this means it has an abundance of rear seat legroom for the segment. A 6-foot-3 person was able to still fit back there with the driver seat set for himself, while there was plenty of room for the passenger seat to be scooted up out of the reach of a kicking toddler’s shoes. Headroom definitely is less than boxy compact SUVs, but the hair of that same 6-foot-3 person wasn’t grazing the roof.

Cargo space does indeed suffer because of the roofline. A rigid cargo cover and a lack of a dual-level cargo floor (as most competitors offer) do hamper its space and versatility as well. Nevertheless, we found that once you chuck that cargo cover,  the Envista was better able to carry our standard allotment of cargo test suitcases  than everything in its segment save  the Bronco Sport,  VW Taos  and  Kia Seltos  (in that order). That includes its mechanically related cousin, the Chevy Trax, that actually has a higher on-paper cargo volume (the Envista’s cargo area is longer, which turns out to be more beneficial for stuffing in luggage than the Trax’s extra height). Pretty great for something that looks so sleek.

What are the Envista fuel economy and performance specs?

Every Envista has the same powertrain, and there are no options. A 1.2-liter turbocharged inline-three sends 137 horsepower and 162 pound-feet of torque through a six-speed automatic transmission. Front-wheel drive is mandatory; all-wheel drive is not an option.

EPA-estimated  fuel economy  is 28 mpg city, 32 mpg highway and 30 mpg combined. We were seeing similar fuel economy during our 300-plus miles behind the wheel. This is better fuel economy than most in the segment, although admittedly not by a lot.

What's the Envista like to drive?

Look at the above specs. They sound lame, right?  Three  cylinders? 137 horsepower?  Six-speed automatic? We didn’t even mention that the 0-60-mph sprint is somewhere in the 9s, making it one of the slowest cars in the segment and on the road, period. The thing is, you’d never know it by driving it. This is a good powertrain that’s been thoughtfully applied to this car to simultaneously assure a low price, good fuel economy and elevated refinement.

It starts with the engine itself. Forget the horsepower – those 162 pound-feet of torque come on early at 2,500 rpm, ensuring a punchy power delivery around town and when jumping into a faster lane of traffic. That six-speed automatic may sound antiquated, but it’s quick to respond and is more likely to find itself in the right gear (unlike eight-, nine- or 10-speed units), doesn’t stutter to engage (unlike a DCT) and doesn’t depressingly drone (unlike a CVT). Meanwhile, it still manages 30 mpg combined. Then there’s the ample sound deadening that reduces whatever racket that little triple-cylinder makes down to a pleasant muffled snarl. Basically, this car doesn’t feel slow and it sounds refined.

The accolades don’t stop there. We logged plenty of highway time and came away thoroughly impressed by the quiet noise levels, comfortable and well-composed ride, just-right steering effort, and comfortable driver seat. Our Sport Touring test car did come with the optional Watts linkage rear suspension upgrade that comes standard on the Avenir trim and is unavailable on the base Preferred. We have not tested the base suspension, so we don’t know just how much more comfortable and composed the upgrade makes the Envista, but given the car’s strong overall value, seeking a so-upgraded trim level seems like a good idea.

What other Buick Envista reviews can I read?

Buick Envista Avenir Interior Review

Get a closer look at the top-of-the-line Envista trim level, which ups the ante in terms of interior materials and ambience.

Buick Envista Luggage Test

Take a deep dive into the real-world capacity of the Envista's cargo area. It's better than we were expecting. 

Buick Envista Cupholder Mega Test

And now for the ultimate challenge: a jumbo Nalgene bottle!

Buick Envista First Drive Review: Budget belle

Our first time with the Envista, including information about its engineering and design.

What is the 2025 Envista price and where is it made?

The Envista is built in Bupyeong Gu, South Korea. Pricing starts at $22,900, but we didn’t know the destination charge for 2025 at the time of this writing. It was $1,095 last year. Assuming it stays relatively consistent, the overall base price is right in the heart of the subcompact SUV segment. If you’re simply prioritizing max passenger space in this price range, the base Envista Preferred would be a good choice.

The Sport Touring ($24,700 before destination) gets sharper looks and an upgraded interior with leatherette upholstery, plus access to the Experience Buick package that adds the Watts link suspension upgrade and 19-inch wheels. Otherwise, the same worthwhile Convenience package upgrades are available on both Preferred and Sport Touring: the Convenience I package (a power driver seat, heated front seats and steering wheel, proximity entry, remote ignition), the Convenience II package (power liftgate, auto wipers, wireless phone charging). 

All that optional content is standard on the Avenir pictured below ($28,600 before destination), which also gains leather upholstery, a rear center armrest, and various design/ambiance upgrades. Every Envista is available with the same package of driver assistance tech features described in the section below.

What are the Envista safety ratings and driver assistance features?

Every 2025 Envista comes standard with forward collision warning with automatic emergency  braking  and front pedestrian detection, lane-departure warning, lane-keeping assist and rear parking sensors. The Advanced Safety package available on all trims adds blind-spot and rear-cross-traffic warning and adaptive cruise control.

The Envista still had not been crash tested by a third party at the time of this writing.

2024 Hyundai Ioniq 5 Review: Still at the top of its game

James Riswick

James Riswick

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Pros: Futuristic styling with utilitarian design; lengthy range; rapid charging; surprisingly fun to drive; excellent infotainment

Cons: Base model is less appealing; less useful cargo space than rival EVs; no federal tax credit

The electric car market is expanding and evolving rapidly, but the 2024 Hyundai Ioniq 5 continues to hover high above much of the field despite its nameplate being three years old. It still wows with its digitalized retro looks and hatchback shape that disguise the fact that it’s actually quite big. That size grants it a degree of practicality and comfort that make it a great family vehicle, while Hyundai has tuned it to be surprisingly fun to drive.

The Ioniq 5 checks plenty of other key boxes, especially for the typical EV buyers. Electric range is above average and its 800-volt architecture makes it one of the fastest-charging EVs, period. Performance is quite strong, too, especially with the dual-motor model. Infotainment tech is top-notch – it looks cool and is easy to use. Safety tech is even better – it’s one of the most extensive and best-executed driver assistance suites on the market.

As much as we love the Ioniq 5, checking out the mechanically related Kia EV6 and Hyundai Ioniq 6 sedan is a must, as is the new Chevrolet Blazer EV (although its availability is limited in the coming year). One also can’t ignore the low prices and superior charging network offered by the Tesla Model 3 and Model Y. We’re not sure any of them are quite as cool as the Ioniq 5, though.

Note that the refreshed 2025 Hyundai Ioniq 5 is coming soon, and the hi-po 2025 Hyundai Ioniq 5 N is available now. We're not totally sure what's in store for the rest of the next model year, but we've driven the 2025 Hyundai Ioniq 5 N (it's incredibly fun), and have included it in this buying guide.

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

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

What's new for 2024?

There are a slew of added standard features that weren’t available at all last year. This includes rear seat side airbags, rear outboard seatbelt pretensioners, steering wheel haptic feedback added to the lane-keeping and blind-spot warning systems, and in-car Wi-Fi capability (subscription required). A digital rearview mirror is also now standard on the Limited.

And finally, in case you’re wondering about the wild, high-performance Ioniq 5 N, it’s here as a 2025 model year. You can read our Hyundai Ioniq 5 N review here.

What are the Ioniq 5 interior and in-car technology like?

The Ioniq 5’s cabin is big, bright and airy, with a minimalist design aesthetic that doesn’t lose sight of functionality. Everything isn’t controlled and displayed on one screen, and there are still conventional buttons and switches for things like the windows and climate controls where you expect them to be. Even the touch-sensitive buttons and electronic shifter, which can typically be a source of frustration, are well-executed.

In the Limited trim, the center console is moveable, sliding forward and backward. That console is home to a pair of cupholders, a large cargo tray, a slot for a phone — with an available wireless charging pad — and a pair of USB ports. It’s a clean and calming space that’s surprisingly spacious and airy. The color palette is limited: black monotone and two-tone gray with a two-tone green sadly only available with the Digital Teal or Shooting Star exterior Limited trim levels.

Every Ioniq 5 features dual 12.3-inch displays, with one serving as the instrument panel, the other as an infotainment touchscreen. It’s one of the better infotainment systems on the market (it's also likely to be replaced with Hyundai's updated one, as the Ioniq 5 N has, and we don't like it as much). The menus make sense, simple tasks like changing a radio station are easy, responses are quick, and it looks good. We also like the 60/40-split screen functionality that lets you look at audio and navigation, for instance, at the same time. Unfortunately, wireless Apple CarPlay and Android Auto are not available, which obviously means you have to plug in your phone to use them. Worse, the data USB port is under the dash down by your shin (below right), meaning your phone will end up stranded down there, too. The non-data USB ports and the available wireless charger are located in the center console (below).

The Limited trim gets a head-up display with integrated augmented reality. In addition to the usual HUD duties, it can also project images to highlight the car ahead of you, give alerts about lane safety and help indicate where and when to make the next turn on your route. If that sounds like a lot of visual information, it is, but you can tailor the content shown in your HUD through menu selections. This is the type of cutting-edge tech you can only find in upper-crust vehicles like the  Mercedes-Benz S-Class.

How big is the Ioniq 5?

It’s way bigger than it looks. While it looks like a hatchback in photos, seeing it in person, you can better understand why the Ioniq 5 is better classified as a midsize  crossover SUV. Its wheelbase is about 3 inches longer than that of the three-row  Hyundai Palisade. As such, the Ioniq 5 is fabulously roomy inside. Back seat legroom is vast, but then that’s pretty much an EV given at this point. The front row is especially spacious and open, however. The available sliding center console opens that lounge-like space up even more, and if you really want to lounge, the Limited includes a driver seat footrest to use while parked/charging (both pictured above). 

As for the cargo area, the footprint is big, but the aggressively raked rear window means taller items could impede the closure of the liftgate. The rear seats can slide forward to allow a little more luggage space, at the expense of second-row passenger space. The Ioniq 5 claims 27.2 cubic feet behind the second row, which is lower than the  Ford Mustang Mach-E’s 29.7  and  the Volkswagen ID.4’s 30.3. Its on-paper volume is  greater than that of its  Kia EV6 cousin,  but in our  Ioniq 5 Luggage Test, we found that the shape/slope of the hatchback impedes loading, shrinks usable size and ultimately makes the cargo less spacious than the  EV6  and the other electric  crossovers. There’s no front trunk (or “frunk,” if you prefer) under the hood apart from a small space (0.85 cubic feet) only big enough to stash the mobile charging cable or other small items. That’s at least better than needing to store them in the cargo area, and at this point, few EVs have useful frunks.

What are the Ioniq 5 fuel economy and range specs?

There are three drivetrain configurations for the Ioniq 5. The base standard-range version has a 58-kilowatt-hour battery good for 220 miles of driving. It is only available as a single-motor, rear-wheel-drive model with 168 horsepower and 258 pound-feet of torque. Its efficiency is rated at 110 miles-per-gallon-equivelent combined

Then there are two versions with the 77.4-kWh long-range battery. The single-motor rear-wheel-drive version provides 225 hp and 258 lb-ft of torque. That’s good enough for a sprint from 0-60 mph in around 7 seconds, which would be an average time for a midsize SUV. With a driving range of 303 miles, it’s rated at 110 mpg-e combined.

The all-wheel-drive version adds a second motor that powers the front wheels. The resulting total jumps significantly to 320 hp and 446 lb-ft of torque, which is why there’s a larger price premium for all-wheel drive than you’d see in gas-powered cars, plus the Toyota bZ4X and Chevrolet Blazer EV. All that extra juice motivates the Ioniq 5 from a stop to 60 mph in about 5 seconds, but range drops to a still useful 260 miles. It’s rated at 99 mpg-e combined.

On the charging front, the Ioniq 5’s 800-volt battery architecture means it can take advantage of 150- and 350-kW DC fast chargers, the latter able to take the battery from 10% up to 80% in just 18 minutes. It’s one of the fastest-charging EVs, period.

The 2025 Hyundai Ioniq 5 N gets dual-motor all-wheel drive good for 601 hp and 545 lb-ft of torque, or 641 hp and 568 lb-ft for 10 seconds at a time with the "N Grin Boost" function engaged. It'll do 0-60 in a claimed 3.25 seconds. Its 84-kWh battery has a range of 221 miles, and gets 72 mpg-e.

Zac Palmer

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What's the Ioniq 5 like to drive?

Both the all-wheel-drive and RWD versions of the Ioniq 5 are an absolute delight, but the dual-motor AWD model is the one that'll get your heart pumping. With all the headline-generating, eye-popping 0-60 times of ultra EVs like the  Tesla Model S  Plaid, it's easy to forget that a 5-second 0-60 time is still awfully quick (and honestly, the long-range RWD model is far from slow at 7 seconds). The Ioniq 5's instant torque is enough to snap you back into your seat as you rocket onto the freeway. With Sport mode engaged, the AWD Ioniq 5 will treat you to a light but delectable serving of the rear wheels breaking traction to let the rear end peek out. It’s an addictive pleasure, and one that is sure to induce an endless supply of giggles.

That said, the Ioniq 5 can also be incredibly well behaved. Its long wheelbase makes for a calming sense of stability at highway speeds, while you’re quietly and comfortably whisked away to your destination. Hyundai’s Highway Driving Assist system includes adaptive cruise control (with machine learning to adapt to your driving style) and a very adept lane centering feature. The Highway Driving Assist II feature on the SEL and Limited trims gets semi-automated lane changes and integration with the augmented reality head-up display. There are also driving modes — Normal, Eco, Sport and Snow — to fit your mood or situation, and you can also dial in different amounts of regenerative braking force using the paddles on the back of the steering wheel. The highest level allows for one-pedal driving.

We have yet to test the single motor standard battery version, but its combination of range, performance and price make the Ioniq 5 less competitive.

As for the 2025 Ioniq 5 N, it's wild with tons of power and the ability to mimic engine noises and an eight-speed transmission. With N E-Shift, the Ioniq 5 doesn’t drive like an EV. The electric motors initially delay response to give the feeling of turbo lag. The power peaks and surges like the turbo engines in Hyundai’s other N cars. You can rev high in each gear and the Ioniq 5 will lurch and cut power while your fake tach needle bangs off the fake rev limiter. The experience is legitimately uncanny. And it’s fun. Like, a ton of fun. Masterful suspension tuning and powertrain trickery, plus an e-LSD at the rear, contribute to a car that happily flings itself amongst narrow, technical, back-and-forth esses. It feels big, but definitely not as big as its dimensions would suggest. The brake feel is firm and trusty by EV standards, but still not as sensitive on track as top ICE models. In a nod to committed left-foot brakers, the Hyundai allows a simultaneous two-step on the brake pedal and accelerator without cutting power.

What other Hyundai Ioniq 5 reviews can I read?

10 thoughts about the future-classic Hyundai Ioniq 5 N

Wildly fun and dripping with character, the high-powered N will be remembered.

Hyundai Ioniq 5 N First Drive Review: Mega fun everywhere, not just 0-60

We drive the U.S.-spec N. Every part of the EV SUV is retuned, from suspension and battery to seats and screens.

Comparison Test: Hyundai Ioniq 5 vs Ford Mustang Mach-E

Both are great, but which is better? We decide in this comparison test.

Hyundai Ioniq 5 Luggage Test: How much cargo space?

The electric hatchback/crossover has a weirdly shaped cargo area, but a handy sliding back seat.

Hyundai Ioniq 5 vs Kia EV6 Interior Comparison | Mellow modernism vs. supreme sportiness

Having trouble deciding between the Ioniq 5 or EV6? Our interior comparison could provide you the answer.

Hyundai Ioniq 5 Cupholder Mega Test

We check the cupholders and door pockets of the 2023 Hyundai Ioniq 5 to see if it will fit our favored but oversized water bottle.

2022 Hyundai Ioniq 5 First Drive Review | The electric hits keep coming

This is our first crack at the Ioniq 5, and we drive the top trim level with all-wheel drive in the city, on the highway and through some winding mountain roads. Let’s just say we’re in love.

What is the 2024 Hyundai Ioniq 5 price and where is it built?

The Ioniq 5 is built in South Korea, so it is ineligible for federal tax credits when purchasing the car. It may qualify for state credits, though, depending on your income level.

Pricing starts at $42,985, including the $1,395 destination charge, but that’s for the short-range, small-motor, rear-wheel-drive version. The bigger battery and more powerful rear motor start with the SE at $47,035. We think that’s the best place to start, and from there, the Ioniq 5’s trim levels are the usual ladder-type structure where each gets extra equipment plus additional style options.

All prices below include the $1,335 destination charge. And note that the atypically high all-wheel-drive price premium is the result of the dual-motor model adding significant performance in addition to all-weather traction.

  • SE Standard-Range RWD: $43,195
  • SE RWD: $47,245
  • SE AWD: $50,745
  • SEL RWD: $48,795
  • SEL AWD: $52,295
  • Limited RWD: $54,895
  • Limited AWD: $58,795
  • D100 Platinum Edition (Disney-themed): $61,795

The 2025 Hyundai Ioniq 5 N comes in a single trim with all-wheel drive, and costs $67,495, including the $1,395 destination charge.

What are the Ioniq 5 safety ratings and driver assistance features?

Every Ioniq 5 comes standard with forward automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, blind-spot and rear cross-traffic warning, Safe Exit Assist (uses the last two items to warn you against opening doors into cars or bicycles), a driver inattention warning system, rear occupant alert, rear parking sensors and adaptive cruise control with stop-and-go functionality and lane-centering steering assist. Rear side airbags are also standard, which is rare. Also available are surround-view parking camera, blind spot view monitor, front parking sensors, as well as the added functionality of Highway Driving Assist II (automated lane changes, and improved logic for adaptive cruise control to better adjust to cars cutting in front of you or encroaching on your lane). Besides simply having all these driver assistance features, it’s important to note how well-executed they are.

The 2024 Hyundai Ioniq 5 received an IIHS Top Safety Pick+ award, scoring the highest marks in every crash test  category. Its base headlights scored an "Acceptable" rating, but the upgrade lights for the SEL and Limited scored the highest "Good" rating. The  NHTSA  gave the Ioniq 5 five out of five stars for overall, side and rollover crash protection. It got four stars for frontal crash protection.

2025 Mercedes-AMG GT 63 S E Performance First Drive: The GT 63, but more

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STUTTGART, Germany – Something of a hierarchy becomes apparent while cruising on unrestricted sections of the Autobahn. Humble little hatchbacks from Renault and Volkswagen give way to their hot hatch counterparts with Rs and Ss on the tailgates. Those then make room for more serious sedans and coupes from BMW and Mercedes. And at the top of the food chain, an Autobahn apex predator if there ever was one, the car I’m in: the (deep breath) 2025 Mercedes-AMG GT 63 S E Performance.

It only takes a portion of the coupe’s monumental 805 horsepower and 1,047 pound-feet of torque for it to assert its dominance. I don’t even take it out of Comfort mode. A little prod of pedal, some modest rumble from the V8, and the AMG starts racking up kilometers per hour. And no matter who’s ahead of me, I can always stay close, sending the clear message that I can go faster and I want to go faster.

Pleasantly, the GT is comfy. Sure, it’s a little on the firm side, even when compared to its near-twin the SL, but it’s steady and relaxed. The optional performance seats cradle you deep in the leather-lined interior, providing both comfort and support for dominating the highway. Chrome and ambient lighting shine around vents and screens. It really offers about everything you’d want from a sporty grand tourer.

But the thing is, so can the other Mercedes-AMG GTs. They’re also fast, sleek and comfortable. Not quite as fast, but I only managed to get this plug-in hybrid GT to 150 mph before running into too much traffic to go faster, and any of the others can do that. What does the E Performance have that the others don’t?

Mainly, it has bragging rights.

It sure seems like the main reason to get the (another deep breath) Mercedes-AMG GT 63 S E Performance is because it’s currently the most GT you can get, in length of name and performance. We already touched on the huge output, and that power and torque makes the all-wheel E Performance the quickest production Mercedes ever built with a 0-60 mph time of 2.7 seconds. That’s even quicker than the AMG One hypercar. It ekes out a few more mph of top speed over its GT 63 counterpart, too, at 199 (said regular GT 63 hits 196). And to scrub off speed, it gets standard carbon ceramic brakes that are 1.1-inch bigger up front (16.5) and 0.8 inch larger in the rear (15).

The huge power boost, and the name, comes from the E Performance plug-in hybrid system that adds a 6.1-kilowatt-hour battery pack and a 201-horsepower permanent-magnet electric motor to power the rear axle through a a two-speed transmission (though the rear motor can still power all four wheels by sending power forward through the same driveshaft that brings engine power to the back). Despite the two-speed transmission for the electric motor, you’d never notice that there’s an extra little gearbox. Any shifting is imperceptible. It’s also impressive how smooth the transition between full-electric and hybrid operation is.

Besides adding performance, it literally adds more to the car, which is mainly noticeable in how it fills up a chunk of the GT’s generously sized cargo area. There’s still plenty of space left over, and it doesn’t intrude upon (struggles to maintain a straight face) rear “seat” “room.” It adds more weight, as well. Mercedes doesn’t say exactly how much, but apparently, it’s enough to give the E Performance a more even mass distribution.

The electric motor opens up some interesting possibilities for the E Performance that could further enhance its abilities beyond numbers, but it doesn’t really follow through with them. It’s literally a plug-in hybrid, but its usefulness as one is debatable. It only goes 8 miles on electric power, but that’s on the ultra-optimistic European WLTP cycle. That might make for stealthy cruising through quiet villages or avoiding European urban congestion charges, but it feels weird to pay for 800 horsepower and only use 200 of it. It’s certainly plenty for poking around town, though setting foot on the freeway will quickly expose the limits of the motor, and when doing so, you’re bound to push past the extra resistance in the pedal that reactivates the engine. The four regenerative braking modes – including a one-pedal mode – also seem a bit pointless as they can only be accessed when the battery is empty enough (a common element of battery-powered vehicles that’s usually not that big of a deal); the battery then fills up quite rapidly given its small capacity, especially in Sport and Race modes where the engine pitches in to top up electricity for max performance.

Meanwhile, much of the rest of the E Performance remains comparable to a regular GT 63. They both come with rear-axle steering, active roll stabilization, and mostly the same style. The E Performance’s main visual distinctions are fender badges, red highlights on the rear nameplate, and the charging door on the rear bumper. The standard wheel sizes are even the same.

Ultimately, the E Performance is just more. It’s not better. It’s not worse, either. It’s just more.  Arguably, this end of the market is more concerned with more than anything else, but truthfully you can get basically the same experience with the other V8 GTs. Those are already more capable than any public road can really accommodate – be it in Germany or most definitely back in the United States. As for possible track use, Mercedes sure doesn’t seem to look at the S E Performance as a track car, since we didn't get to try it on track. This is also after we were told this next-generation GT was going to go in the sportier, track-oriented direction when the SL debuted seeming awfully similar in concept to the existing GT. Also pointing more to a focus on comfort over performance is in the steering, which is a bit numb and disconnected, and generally lacking its predecessor’s raw and visceral feel. It’s too cool, collected and distant. Here’s hoping the GT 63 Pro will actually prove to be AMG’s track-ready answer to the 911 GT3.

If all this feels awfully negative for an 805-horsepower GT car, well, it’s all just a matter of perspective. The GT 63 S E Performance is by no means a bad car. All that power is obviously fun, and the car is unquestionably capable. The V8 really sounds superb, too – it has a deep, clear rumble, and Race mode adds just the right amount of modest crackle on the overrun. The new GT is also gorgeous with its long nose and curvy rear end; it’s better proportioned than the nose-heavy previous model, too. The trouble is, all that applies to “lesser” GT models, and although pricing has yet to be announced, one seriously doubts the S E Performance will command a small price premium. Maybe buyers of six-figure sports cars don’t care so much for value, but we do, and it’s hard not to see this plug-in hybrid GT’s as questionable.

Hyundai Santa Fe Calligraphy Interior Review: More functional than fancy

The new Hyundai Santa Fe boasts a controversial design on the outside that definitely won't be for everyone (I'm all for it, but can see how the Minecraft Ford Flex aesthetic is a bit weird). The interior is less polarizing. The design is certainly on the blocky side itself, and doesn't have the more organic and luxury-adjacent vibe of the Palisade, but its technology, switchgear and overall materials quality all speak to a premium environment. I don't think it's as luxe as the Palisade Calligraphy with its quilted leather and silver switchgear, but it certainly has the luxury feature content to back it up. I'll be touching on those features a bit in this interior review, but I'll mostly be focusing on this interior's impressive functionality, much of which is common throughout the Santa Fe lineup.

Let's talk about storage, as the Santa Fe has a lot of it. There is the typical drop-down glovebox, but just above that is a little shelf to put whatever. I'd say a phone, but the center console has your passenger covered for that (more on that in a moment).  

Above, you'll see there is a second glovebox hidden behind the pleather-covered trim panel. Apparently, as this is a Calligraphy, it has a UV Sanitizer inside meant to kill germs on whatever you put in there. I sadly did not have a petri dish on hand to see how effective it is. I guess this is a good thing? At the very least, it's something I've never come across before.

Speaking of which, I don't remember coming across a double-opening center armrest bin like this. Lots flip left or right, but this one has access buttons on both ends. Why do you want it to open the other way?

So those in the back can get access, that's why. They also have a handy pull out bin. 

Moving back up front, there is a now-common under console storage area. It has a rubberized floor to prevent whatever from sliding around.

Here's another novelty. Though not strictly unique, having two wireless charge pads in a car is exceedingly rare. These are right-smack in the middle of the center console and you can see they feature little platforms that let the outer edges of your phone have access to air rather than suffocating against rubber. 

You can also see the primary cupholders here, which were big enough to hold my wine-bottle-sized water bottle. 

Moving into the back, there are additional cupholders in the doors. I'm a big fan of this feature, mostly because I can put my son's daily water bottle for school right next to him where I can't possibly miss it when getting him out of the car. 

The hourglass shape allows for two cups or bottles, but is also intended to keep a phone on its side somewhat secure. 

In this photo, you can also see that the Calligraphy has heated second-row seats. So does the Limited. 

The front seat backs have little hooks and some Minecrafty embossments to spruce up what would otherwise be hard plastic. And before you complain about that hard plastic, I'd offer this is better to meet a kid's dirty shoes than leather/pleather.

As shown in the Santa Fe Luggage Test, there is some underfloor storage behind the third row, but it's indeed more "storage" than an expansion of the cargo area.

Let's talk about the seats. These are exclusive to the Calligraphy: the "Relaxation Comfort" seat first seen in the Hyundai Ioniq 5 Limited. I like them because of how high you can arch up the front of the seat bottom and dive the back of it -- I'm 6-foot-3, and sitting like this lets me sit closer to the wheel while providing under-thigh support and taking pressure off my lower back. A fellow editor once dubbed this "the birthing position." Porsche seats can often do this, as could BMW seats in the 2000s. 

For everyone else, putting this feature in the Santa Fe feels more like a "hey, why not?" feature. The Ioniq 5 has it, apparently, for relaxing while your car charges. You don't have to do that with the Santa Fe. Waiting for the kids to come out of school, maybe? Whatever, let's just go with "good for tall people."

The second-row captain's chairs in the Calligraphy are partially power-operated. They still slide fore-aft by pulling up on a bar and then moving the seat the old-fashioned way, or by pressing the quick-release button that slides it forward for third-row access. 

Recline and seat-bottom tilt are then handled with electric motors. This is great for comfort, but impedes third-row access by making it ... really ... slow ... to ... put ... the seatback ... back. A common issue with power-operated second-row seats. 

You can lower the second-row seatbacks with these buttons in the cargo area.

This is the third row. The seat is obviously quite flat, and it's quite close to the floor. You will be more comfortable in a Palisade, regardless of how big you are. That said, scooting the second row up to free up some extra space for those in the third row still leaves plenty of space for those sitting in the second (even with a tall driver up front). Also note how much headroom there is thanks to that boxy roofline, which also contributes to big, square quarter windows that makes it feel airier and more spacious than is typical. 

Speaking of airy, the Limited and Calligraphy have a dual-pane sunroof.

Back to the third row, which has air vents, hourglass double cupholders and a USB-C port on each side, plus a rear A/C fan control. The right side also has the 115-volt house-style electrical outlet that's more of a cargo feature.

The second row has sunshades in the Calligraphy. I think these should be standard in every family vehicle. 

Now let's move up front and talk about technology and controls.

This has basically the same shifter design as the Ioniq 5 and 6. Twist forward for drive, backward for reverse and press the button on the end of it for park. 

I have a tendency to want to do the opposite as the shifter's monostable functionality is generally similar to center console electronic shifters that do forward for reverse and back for drive (see BMW). 

There are different gauge layouts available, tied to drive mode if you'd like, but I just stuck with these. They are clean, easily read and go with the rest of the interior.

The Santa Fe has the same row of infotainment shortcuts as the Ioniq 5 N (which has removed the old Radio shortcut button for Search, booooooo), but it has more climate controls. Specifically, "buttons" for heated seats, ventilated seats and heated steering wheel. You don't have to wait for the infotainment system to clear a lawyer screen, press a general seat/wheel button and then do something on the screen. That's annoying. This isn't.

Also note that the mechanically related Kia Sorento has these rows of infotainment and climate controls integrated into a common housing and flips back and forth between them. This is better than that.

You can also see the big Drive Mode toggle here. Can't say I was inspired to press that in a Hyundai Santa Fe. 

Oh, you can also see the little button for killing the gunk on your phone with UV-C.

The Limited and Calligraphy have multi-color ambient lighting. There are 10 preferred choices with snazzy names, or you can go beyond that with a larger color wheel. My son demanded pink per usual.

And finally, the infotainment system, because it pisses me off. This is Hyundai/Kia's newest system and I don't like what they've done. I DO like that it no longer defaults onto a nothing page with some scenery on it every time you turn the car on, and the shortcuts along the bottom are fine. 

I listen to satellite radio, though, and what they've done to its interface is nonsensical. Since Sirius and XM debuted in cars nearly 20 years ago, a defining feature has been being able to see what song is playing. Furthermore, you've usually been able to see that information at the same time as your favorites list. That functionality is increasingly going away and I do not understand it. The Hyundai/Kia system is yet another culprit after previously doing Sirius XM controls totally normal and very well. 

Look above left. The currently selected station, Alt Nation, is indicated in three different places: highlighted in the channel list, shown as a thumbnail at the right, and in the lower right hand corner with its station number, SXM 36. The only thing indicating what song is playing is the tiny thumbnail of album art, as if anyone is supposed to know what the hell that is. This is barely better than the plain-old radio face plate in my 25-year-old BMW that just says "FM 106.7."

To find out what son is playing, you have to press that tiny thumbnail of album art. This takes over the entire damn screen (above right), and although you can now see the song info, it's in small font in the lower right hand corner. VW and BMW now do this full-screen takeover, and I don't get it. It makes you got back and forth, back and forth ...

Oh, but can't you use the split-screen functionality to show song info, you know, exactly where that Alt Nation logo is in the above left photo?

NO! I can't fathom why Hyundai/Kia got rid of the option for seeing entertainment info in the split screen view. This is particularly helpful when using the native navigation system, or as some cars let you do, with Apple CarPlay.

In the new Hyundai/Kia system, split screen content lets you see a map on top of a map, the weather forecast, or my personal favorite, extremely detailed geographic coordinates just in case you need to call in a missile strike on yourself. 

This obviously drives me bonkers. Why, Hyundai, why???

At this point, I can already hear people saying "Whatever, I just use Apple CarPlay." Well then, here, it has it, and the shortcut buttons make it easy to escape. 

Hyundai/Kia has also maintained the little star button, which is customizable for access any number of options. I set it for phone projection, granting quick access to Apple CarPlay at the push of a button. Again, I can no longer press a Radio button to easily get back to that screwy radio screen, but don't worry, I have easy access to Search for something. What, I don't know. "Hey Hyundai, why is your radio UI terrible now?"

So, obviously, I'm no fan of the infotainment system changes, but everything else about the Santa Fe's interior functionality is very impressive. 

2024 Mazda CX-90 Long-Term Update: Summer Camping Trip

2024 Mazda CX-90

Greg Migliore

2024 Mazda CX-90

Greg Migliore

View the 14 images of this gallery on the original article

HESSEL, Mich. — For the past decade, my family has kicked off summer with an extended camping weekend in Michigan’s Upper Peninsula, a largely raw and uncut part of the lower 48 states surrounded by the Great Lakes, Canada and Wisconsin. It’s four to five hours on Interstate 75 from Metro Detroit, and once there, it’s best to have most of the things you need, though there are a reasonable amount of grocery stories, bars and ice cream stands. This camping trip has served as a litmus test of sorts for most of the recent Autoblog long-termers, especially the larger ones. While I’ve had issues with our 2024 Mazda CX-90’s plug-in hybrid powertrain, the SUV came through with flying colors fulfilling its core mission as a versatile family hauler.

The trip begins with packing, and the CX-90 easily swallowed a cooler, sleeping bags, fishing poles, a large tent, boxes of food, two suitcases, a duffle bag and all sorts of other supplies. I could still see out the back window, which isn’t always the case on these adventures. Had I taken my golf clubs and an inflatable kayak, it might have been less comfortable. Still, the manifest was robust, and the Mazda was up for it.

Early the following day we set off, two adults, one child and a large golden retriever. The drive Up North, as we Michiganders say, was uneventful. The CX-90 is a solid expressway cruiser, generally quiet and comfortable. The steering is weightier and more precise than comparable SUVs. By now I’m used to, and mostly enjoy, the engagement during the long drive. The adaptive cruise control, lane-keeping assist and blind-spot monitoring were helpful aids and I’ve come to expect the help for long road trips in vehicles at this price point. 

Good luck finding an EV charger in the part of the U.P. where we camped, but running just on premium fuel, we averaged 24.5 mpg, including one 341-mile stint where we logged 26.7 mpg, the second-best figure in the CX-90’s four-month Autoblog career. I still prefer Mazda’s turbo straight six-cylinder engine to this unit, the company’s first plug-in hybrid powertrain. The hybrid’s acceleration is hampered by an uneven partnership with the eight-speed automatic transmission. Despite the 323 horses and 369 lb-ft, the system doesn’t reach the full potential these figures imply.

Once there, we slept on the ground for three cool, wet nights and enjoyed four sunny hot days filled with swimming, fishing and other outdoor activities. By the end of it, the Mazda was covered in dirt and sand inside and out. This trip is always hard on the test cars, and this is about as grimy as we've gotten one. I spent a good chunk of the following Monday morning vacuuming sand and dog fur (see the pictures and you can imagine just how much dog fur was in the car) from every orifice. I even felt the need to bust out some Meguiar’s to put a shine on the dashboard and leather seats.

So, where does the CX-90 rank among my U.P. people haulers? It’s up against legendary long-termers like the 2014 VW Golf GTI, 2018 Chrysler Pacifica hybrid, 2019 Subaru Forester, 2021 Hyundai Palisade and 2023 Toyota Sienna. I also took a blacked-out 2017 Chevy Tahoe up there, slept in it for two nights and got a speeding ticket. Good times.

I’m putting the Mazda behind the Chrysler and Toyota minivans, which is a bit unfair, given the supreme functionality most minivans offer due to their layout. I also preferred the overall vibe of the Palisade and its light, airy interior, though the Mazda has been considerably more fuel efficient, leaving them in a dead heat in my book. The Forester was great, but it was only charged with a shorter hunting trip, and its main accomplishment was plowing through snow (not insignificant) and serving as a comfortable ride home after a chilly weekend in the woods. The Golf GTI was a clown car, filled to the brim with three adults and so much stuff the doors could barely close.

Tied for third in this least-scientific automotive comparison test? Not bad for the Mazda CX-90. It was a good trip, and the SUV lived up to its billing as a sporty three-row crossover with style and function. No new flaws emerged, and despite its uneven driving character I generally enjoyed my trip behind the wheel. It passed the U.P. Family Camping Test in all the ways that count. Hopefully the sand will come out by the end of summer.

1996 Jaguar XJS Convertible Retro Review: Fancy a good waft ’round Goodwood?

Tim Stevens

CHICHESTER, England – Everything seems like it's moving faster these days than it used to. Whether it be trendy memes or systems of government, what was popular yesterday doesn't stand a chance today. That's true of cars, too. Every major model is expected to have a refresh every couple of years followed by a complete reboot after five or six.

In that context, the 21-year staying power of the Jaguar XJS is nothing short of remarkable, especially if you look at the decades it spanned.

Introduced in 1975, the XJS (or XJ-S as it was initially known) survived all the way into 1996 before finally running out of its nine lives, all with such subtle visual tweaks that you have to be a bit of an expert to spot the differences introduced over the three decades it covered.

The 1996 model you see here is as new as it gets, yet it still very much looks, feels, and even smells like a much older machine -- albeit with some curious injections of technology here and there to spoil the air of nostalgia.

This one is a British-market 4.0-liter inline-six-cylinder model with 242 horsepower and 289 pound-feet of torque sent through what must be the laziest transmission I've ever encountered, a four-speed ZF automatic. But relaxed, as it turned out, would be the overriding vibe of this car, something I actually came to appreciate before my time with this beautifully preserved example was through.

We didn't get off to a great start. My test drive took place on the historic Goodwood Circuit, best known for the high-class hooning of the annual Goodwood Revival.

I would not do any drifting, nor crashing thank goodness, but the on-track nature of my run did mean I needed to wear a helmet. That proved to be a bit of a problem.

I'm not a particularly lanky 6-foot tall, and the XJS is not a small car, so without overthinking it, I tucked my way in, ducking beneath the low roof of this XJS cabriolet. I expected that, once inside, I could adjust the seat and get myself situated.

Whoever had driven this previously was apparently quite a bit shorter of stature because the seat was bolt upright and tight to the wood-rimmed steering wheel. Now properly trapped and in a bit of a panic, I stabbed at the chunky, plastic seat controls on the door only to quickly learn the seats won't move without the ignition on. My knee was wedged so tightly up against the steering column that I couldn't reach the ignition.

After a few attempts, I got the key turned and the seat in motion. Further and further back I had to recline the thing before I could finally uncoil my neck. It's a Corvette-like posture I had to assume here, knees akimbo and arms outstretched.

My newly laid-back seating position seemed to fit with the aforementioned vibe of the car, and now somewhat comfortable, I took a moment to enjoy the time capsule. It makes a good impression, the XJS. Beautifully polished walnut abounds, including the ball atop the spindly tall shifter that you'd be forgiven for mistaking for a manual.

That lovely wood, however, is punctuated by all manner of things, a few of which ruin the mood. There's the polished metal ashtray, a lovely touch reminiscent of many high-end '60s GT cars, like the Lamborghini 400 GT. It's a lovely relic from the early days of this car's design that sits just a few inches away from less enjoyable relics: a clumsy black plastic cassette deck and digital clock.

The XJS, then, doesn't give the time capsule effect so much as it provides a retrospective of three decades worth of motoring highlights and lowlights.

The XJS is, of course, most famous for its V12. Alas, I drove the lesser 4.0-liter inline six-cylinder, which runs so quietly I couldn't tell when I should let off the starter. It didn't honestly get much louder as I pulled out onto the Goodwood Circuit and began to wind everything up to speed.

Goodwood is a generally simple track but a beautifully flowing one, mostly a series of multi-apex right-handers perfectly designed for machines with simple suspension and rudimentary brakes. These are descriptors that can certainly be applied to the XJS.

Turn that lacquered steering wheel to enter a corner, and there's a good moment or two where nothing at all happens. Be patient, though, and the long nose eventually begins its journey toward the inside of the turn. An instant later, the outside door of the car initiates its own trip down towards the asphalt.

Again, “relaxed” is the way to describe it, with the XJS leaning and meandering through the turns without much in the way of hurry or feedback. The brake pedal likewise has a long throw to it, and you'd best get used to exploring every degree of it if you want to bring this big cabriolet down to a reasonable speed before turn-in.

At first I couldn't help laughing at how unsuited the car felt at speed, but after a lap I started getting comfortable. Again, thanks to the flowing nature of this track, the flowing nature of the XJS was quite enjoyable. The challenge was to pick a given amount of steering input early into one corner and hold it all the way through the apexes so as not to upset the suspension.

Holding a consistent, steady line is the way, and when following a gentle gliding arc like that, the XJS is surprisingly fun. Then, once I learned to get the throttle buried to the floor a good few seconds before the apex, I started to enjoy the inline-six a bit, too.

When it finally works its way towards the upper end of its 5,700-rpm tachometer, it offers decent shove and a nice sound, too. I could just hear the engine over the wind noise, though, which, despite keeping the roof up, was louder than many modern convertibles I've driven with the top down.

So, not ideal for a technical track (but who’s bringing an XJS to one of those?), and that relaxed transmission and power delivery likewise will leave you a bit frustrated if you're the sort who gets impatient running between traffic lights. But on a wide, flowing road with lots of miles ahead of you, I could see the XJS being a genuinely rewarding ride.

A little buyer's advice

Looking to bring an XJS into your life? The good news is you've got 21 years' worth of cars to choose from. But you're most likely to find a cleanest example among the later generation, like you see here, which ran from 1991 to 1996.

There are two engines to choose from: the 4.0-liter inline six driven here and the V12, which evolved from 5.3 to 6.0 liters. Which one is for you? That depends on whether you want to maximize reliability or number of moving pieces. Regardless, don't imagine that you're getting yourself a hot rod even if you go with the bigger motor. At its peak, that V12 made just over 300 horsepower, about 60 more than the inline-six. These days, neither is going to feel like a rocket ship.

Per Hagerty, a 1996 inline-six convertible like you see here is worth $15,500 in good condition. Want a V12? You're looking at $18,000 in the same condition. Just make sure to budget a little extra for maintenance. As ever, it helps if you're handy yourself, as issues with the car's electrical system, rear suspension and fuel system are common, and your friendly local mechanic will surely roll out their premium rates when they see you cruise up in one of these.

2025 BMW X5 and X6 Review: True luxury performance

BMW

John Beltz Snyder

View the 41 images of this gallery on the original article

Pros

Cons

Strong performance Available X5 plug-in hybrid Loaded with (mostly) useful tech X5’s useful split tailgate/liftgate

Steep tech learning curve Back seat not as big as you’d expect X6’s practicality compromises $$$

The 2025 BMW X5 and X6 are a pair of mechanically similar two-row luxury SUVs with different body styles. The X5 is a more traditional midsize crossover SUV, while the X6 features a “crossover coupe” silhouette with a sloping roofline that gives it a unique look at the sacrifice of space. Both are fairly opulent, and quite sporty, but only the X5 offers a plug-in hybrid powertrain option. They now benefit from mild-hybrid technology for smoother performance, and both offer high-performance M Competition versions with a twin-turbo V8 making 617 horsepower.

The X5 and X6 are also packed full of tech, much of it flashy, most of it useful. A lot of it, like the infotainment system, comes with a fairly steep learning curve. Some of it, like the gesture control, is just goofy. But there’s a high level of comfort whether you’re a driver or passenger, and available luxury items that can make the X5 and X6 quite cozy — and costly. Just be aware that despite being awfully big and heavy vehicles on the outside, passenger space isn’t as generous as you might expect.

Nevertheless, between its technology, luxury, comfort and performance, the BMW X5 — or the slightly less practical X6 — is a heavy hitter in the midsize luxury SUV set, and should not be overlooked.

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 X5 and X6 mostly carry over from the 2024 model year, which received a mid-cycle refresh with updated styling, revised technology, a mild-hybrid system, plus more power and range for the plug-in hybrid. For 2025, BMW added a lane-change assist feature to its hands-free Highway Assist system. Model year 2025 also sees a limited X5 Silver Anniversary Edition with exclusive off-road equipment. Pricing has also risen a bit.

What are the X5 and X6 interior and in-car technology like?

The BMW X5 and X6 mostly share a luxurious and sporty interior that’s both comfortable and high-tech. Materials are of high quality, whether it’s the base “Sensafin” synthetic leather or the more expensive Merino actual leather, in unique colors and patterns. And as is typical for this lofty segment of luxury SUVs, you can outfit the X5 in a truly opulent manner with things like a leather-wrapped dash, heated just-about everything (front and rear seats, steering wheel, armrests and cupholders), a 20-speaker Bowers & Wilkins sound system, and multiple choices of wood trim, metal weaves, and glass finishings on center console controls. With the latter, you can make the electronic shifter look like a sort of crystal talisman from a fantasy novel.

The centerpiece of the interior is a curved display housing a 14.9-inch infotainment screen and 12.3-inch driver display. Make sure to set aside lots of time during a test drive (and delivery, if you buy one) to learn about the innumerable features and customization settings controlled by BMW's iDrive 8 infotainment system. This isn't a car you just hop in and drive away. Everything from the way the gauges look to your preferred combination of powertrain and chassis settings can be programmed the way you like it. Opting for an X5 (or X6) M Competition only adds to the customizability of the driving experience. Plus, it can be controlled through a multitude of different means: the center console knob and surrounding capacitive menu "buttons," the touchscreen, natural voice commands, or the rather useless gesture control (wave your hands about like a wizard to accomplish tasks, just in case that crystal talisman wasn’t enough). We found we liked to accomplish different tasks using different means of interface, which speaks to the value in such control redundancy.

How big are the X5 and X6?

The X5 is a midsize SUV that seats five people in two rows. That configuration, along with its general exterior dimensions, makes it consistent with a Mercedes-Benz GLE-Class, Porsche Cayenne and Audi Q8. The Lexus RX 350 is also within spitting distance of this group, but costs much less. Inside, we found the rear seat doesn't exactly provide the sprawl out space you might expect from a high-dollar SUV. The seat back also doesn't recline. Headroom in the rear of the X5 is abundant, however, and shoulder room is typical for the segment, meaning fitting three across shouldn't be an issue. You sacrifice a little bit of that headroom in the X6 thanks to it “coupe” body style’s raked roofline.

Now, while rear passenger space is just OK, X5 cargo space is among the best in the two-row segment. It also features a distinctive cargo opening: a power-operated liftgate and tailgate combination. This allows you to access things inside without fear of those things rolling out when you open the tailgate. It also creates a nice, clean place to sit, and one our editors reports it makes for a perfect baby changing table when on the go. That extra length does make it hard to reach items deep in the cargo area, or to attach car seats to the anchor on the back of the seat.

The X6 unique shape results in a sacrifice of cargo space for style. It offers 27.5 cubic feet behind the second row, as compared to the X5 and its 33.9 cubic feet of luggage-swallowing cargo area. It still fares pretty well when it’s time to pack the car up, though, as we found with our luggage test. It also doesn’t boast that slick, two-part liftgate/tailgate.

What are the X5 and X6 fuel economy and performance specs?

The base powertrain is the turbocharged, mild-hybrid-assisted 3.0-liter inline-six and eight-speed automatic transmission in the rear-wheel-drive X5 sDrive40i, and the all-wheel drive X5 xDrive40i and X6 xDrive40i. It produces 375 horsepower and 398 pound-feet of torque, pushing the rear-drive X5 from 0-60 in 5.3 seconds, while the all-wheel-drive X5 and X6 do it in 5.2 seconds. Both X5 drivetrain configurations have a fuel economy rating of 23 miles per gallon city, 27 mpg highway and 25 mpg combined. The X6 xDrive40i gets 23/26/24 mpg.

The X5 gets a plug-in hybrid powertrain — called xDrive50e — that the X6 doesn’t offer. It also uses the turbocharged 3.0-liter inline-six, combined with a lithium-ion battery and an electric motor integrated into the eight-speed automatic transmission. The system is good for a total of 483 horsepower and 516 pound-feet of torque, with a 0-60 time of 4.6 seconds. While the EPA hasn’t yet published official fuel economy figures, BMW says it gets 58 miles-per-gallon equivalent when the battery is charged. Electric-only driving range is 40 miles.

Moving up to the X5 and X6 M60i xDrive, they feature a mild-hybrid twin-turbo 4.4-liter V8, an eight-speed automatic transmission and all-wheel drive. Output increases to 523 horsepower and 553 pound-feet of torque, while the 0-60 sprint decreases to 4.2 seconds. Fuel economy drops to 17 mpg city, 22 mpg highway and 19 mpg combined.

The top of the line, and the only full M variant for 2025, comes in the X5 and X5 M Competition. Its twin-turbocharged V8 also features mild-hybrid tech, and puts 617 horsepower and 553 pound-feet of torque to all four wheels via an eight-speed automatic transmission. Both the X5 and X6 go from 0-60 in 3.7 seconds, which is madness for a large luxury SUV. They unsurprisingly also have the worst fuel economy of the lineup at 13 mpg city, 18 mpg highway and 15 mpg combined.

What are the X5 and X6 like to drive?

The X5 and X6 are soft, quiet and buttery smooth around town or on the highway, feeling impeccably engineered to make you only mildly aware of your surroundings. When you start to hustle them along, however, there's a poise and sophistication to the way they take corners that you wouldn't expect from something so comfy the rest of the time. Selecting Sport or Individual tightens the steering, suspension, transmission and throttle response accordingly. The height-adjustable suspension even lowers itself in Sport.

The plug-in hybrid — available in the X5 but not the X6 — benefits not just in terms of power than the 40i, but in getting electric-only range. It’s quick, its 483 horsepower and 516 pound-feet of torque providing sub-5-second 0-60 rips. But you can also drive it around efficiently, and on electric power only for up to 40 miles. With the electric motor integrated into the transmission, it feels seamless and natural switching between electric and gas power. It’s still fairly well balanced in the corners, despite its hefty curb weight.

With 617 horsepower and 553 pound-feet of torque, they’re mighty quick, to the point that they can get a little squirrelly on you with everything put into sport modes. There’s a whole lotta oomph with very little effort. The breathy V8 roars to life without hesitation. It’s almost too eager, with a casual tip-in eliciting a bit more snap than one might like when trying to drive smoothly in traffic. It’s not a problem when you’ve got wide-open road ahead of you, though. After that initial punch off the line, the V8 continues to pull hard, taking you to exciting speeds with an appropriate amount of fanfare. The transmission is a blast to interact with when you put it in manual mode and use the paddle shifters, as well.

They’re able to calm down and behave when you need them too, making the X5 and X6 M Competition suitable daily drivers despite their performance leanings.

What other BMW X5 and X6 reviews can I read?

9 thoughts about the 2024 BMW X5 M Competition

It brings the heat, but does the luxury crossover stuff well

2020 BMW X6 First Drive | From outcast to trailblazer

The original crossover 'coupe' started a trend. The new model defends its territory

2020 BMW X5 M and X6 M First Drive | Greed and speed

A full M crossover sounds like sacrilege, but it's impossible to not be amazed after our first go in the X5 M.

2020 BMW X6 M Competition Road Test | Not everything makes sense

It’s the stylish one, assuming crossover coupes are your style

Are all these drive modes actually useful? We find out in a 2020 BMW X5 M Competition

There are a lot of settings to choose from.

BMW X6 Luggage Test | How much cargo space?

It’s usable, but not as much as the X5.

What are the 2025 X5 and X6 price?

The base, rear-wheel-drive X5 sDrive40i starts at $66,875 with the $1,175 destination fee factored in, while that all-wheel drive xDrive40i begins at $69,175. The X6 starts at $75,675

For the xDrive40i. Standard and optional features are so abundant, we could be here all day listing them. As such, you can dig a little deeper with these breakdown of features, pricing and specs of the BMW X5 and BMW X6, as well as the X5 M Competition and X6 M Competition.

All prices below include the $1,175 destination charge:

  • X5 sDrive40i: $66,875
  • X5 xDrive40i: $69,175
  • X5 xDrive50e: $74,275
  • X5 M60i xDrive: $91,175
  • X5 M Competition: $125,975
  • X6 xDrive40i: $75,675
  • X6 M60i xDrive: $95,475
  • X6 M Competition: $130,875

What are the X5’s safety ratings and driver assistance features?

The BMW X5 and X6 include standard forward collision warning with pedestrian detection and emergency automatic braking, lane-departure warning, blind-spot and rear cross-traffic warning systems, driver inattention monitoring, and BMW Assist eCall emergency communications. The Active Protection System can detect imminent accidents, then prepares by automatically pretensioning seat belts, closing windows and sunroof, and activating post-crash braking. BMW also offers a Driving Assistance Professional Package, which is a hands-free highway driving assist system that still requires the driver to pay attention to the road. A standard Reversing Assistant that maneuvers the car out of parking spaces by retracing the route it took into it, while the optional Parking Assistant Professional allows the car to enter and exit parking spaces with the driver inside or outside the vehicle.

The Insurance Institute for Highway Safety awarded the 2025 BMW X5 its Top Safety Pick designation, giving it its best “Good” score in crashworthiness categories, pedestrian front crash prevention and LATCH ease of use, but its second-best “Acceptable” rating for headlights. It gave the X6 a “Good” rating for its front overlap crash tests and pedestrian front crash prevention. It also got and “Acceptable” rating for headlights. The National Highway Traffic Safety Administration has not yet rated the 2025 X5 or X6, but it gave the 2024 X5 a four-star (out of five) safety rating.

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