Category: Reviews

The North Face, Patagonia, Peak Design and REI weekender bag review: The ultimate guide to packing for a short trip

Packing for a weekend getaway can be both exciting (I start my packing list weeks in advance) and challenging. You want to bring everything you need without overloading yourself with unnecessary items. The key to a successful packing strategy lies in choosing the right gear and organizing it efficiently. Here's our guide to the best bags and gear for a weekend trip, complete with our top picks and runners-up in each category.

Packing cubes

Efficient packing starts with good organization, and nothing helps you stay organized like packing cubes. They keep your clothes and accessories neatly sorted, making it easier to find what you need without digging through your entire bag.

Our Pick: REI Packing Cube Set

The REI Packing Cube Set is a traveler’s best friend. This set includes multiple cubes of varying, expandable sizes, making it easy to separate your outfits, toiletries, and gadgets. The mesh tops allow you to see the contents of each cube at a glance (don't discount this feature), and the zippers ensure everything stays secure. Made from lightweight yet sturdy materials, these cubes won’t add unnecessary weight to your luggage.

Pros

Cons

See-through tops Expandable Variety of sizes

Limited compression Zipper quality/durability is questionable Not waterproof/resistant

$23.93 at REI

Runner-up: Patagonia Black Hole Cubes

Patagonia’s Black Hole Cubes are a close second, offering exceptional durability and a sleek design. Made from water-resistant materials, these cubes can handle rough handling and unexpected spills. The larger size is perfect for bulkier items like jackets or shoes, while the smaller cubes are ideal for undergarments and accessories. The Black Hole Cubes also feature a convenient handle for easy carrying.  We also love the clamshell design of these packing cubes, which allows you to open them without spilling out all of the contents and prevents needlessly digging around to find what you're looking for, once the cube is open. The one thing keeping these from taking our top spot is the fact that you can't see what is inside with the cube fully closed, which sometimes means opening multiple to find what you're looking for, especially if you have multiple Black Hole cubes in the same color.

Pros

Cons

Durability Clam-shell design Sustainability

Premium price tag Heavyweight Not-transparent

$39 at REI

Day packs

A reliable day pack is essential for exploring your destination once you’ve arrived, yet small enough to pack in your carry-on while traveling. It should be comfortable, spacious enough for your daily essentials, and tough enough to handle a variety of activities.

Our pick: Osprey Daylite Plus Pack

The Osprey Daylite Plus Pack is the ultimate day pack for weekend adventurers. With a 20-liter capacity, it provides ample space for water bottles, snacks, a camera, and even an extra layer of clothing. The pack features a comfortable harness system and a ventilated back panel to keep you cool. Multiple pockets, including a front shove-it pocket and a hydration sleeve, make it easy to organize your gear. Plus it can be easily packed in a larger bag during air travel if you only want to use it once you arrive.

Pros

Cons

Versatile Great-looking Hydration-bladder compatible

Premium price tag Limited capacity Simple design lacks features

$75 at REI

Runner-up: REI Co-op Trail 2 Waist Pack

For those who prefer to travel light, the REI Co-op Trail 2 Waist Pack is an excellent option. This compact pack can be worn around your waist or slung over your shoulder, keeping your hands free for other activities. Despite its small size, it offers several compartments for organizing your essentials, and the durable, water-resistant fabric ensures your belongings stay dry.

Pros

Cons

Convenient Size Adjustable Fit Affordable

Limited interior space Basic design

$29.95 at REI

Personal item-sized luggage

A good personal item-sized bag should fit under an airplane seat while carrying your most important items. It’s your go-to bag for keeping your travel documents, electronics, and a change of clothes within easy reach.

Our Pick: Patagonia Mini MLC 30L

The Patagonia Mini MLC (Maximum Legal Carry-on) 30L is a versatile, compact bag perfect for weekend trips. It can be carried as a backpack, shoulder bag, or briefcase, providing flexibility for different travel scenarios. The 30-liter capacity is just right for a couple of outfits, toiletries, and a laptop. Made from recycled materials, this bag is as eco-friendly as it is functional.

Pros

Cons

Carry-on/personal item friendly Versatile carry options Durable

Premium price tag Large logo is conspicuous

$199 at REI

Runner-up: Peak Design 30L Travel Backpack

Let me be really clear: if price wasn't a factor these bags would be tied. In fact, if you already have some gear in the Peak Design ecosystem like their packing cubes or some of their camera gear, I would definitely go the PD route over the Patagonia. The Peak Design 30L Travel Backpack is an excellent, near-perfect choice for a bag, combining sleek aesthetics with practical features. Its innovative design includes multiple access points, allowing you to reach your gear quickly. The customizable internal dividers help you organize your belongings efficiently, and the weatherproof exterior protects your items from the elements. This backpack also offers a comfortable carry with its padded straps and back panel.

Pros

Cons

Modular Design Stylish and Functional Durable Materials

Price Complexity Weight

$229.95 at REI

Carry-on luggage

Your carry-on bag is the cornerstone of your weekend packing strategy. It needs to be spacious enough to hold everything you need for a few days, yet compact enough to meet airline size restrictions. Both of the items below can be had in carry-on size (and larger) and have wheeled options if that's your jam.

Our pick (tie): The North Face Base Camp Duffel

The North Face Base Camp Duffel is a legendary piece of luggage known for its durability and functionality. Available in various sizes, the small version fits perfectly in overhead compartments. Its rugged construction includes water-resistant fabric and robust zippers, ensuring your belongings stay safe in any condition. The bag also features multiple carrying options, including padded shoulder straps and grab handles, making it easy to transport.

Pros

Cons

Incredibly durable Robust, easy-to-use zippers Multiple sizes

Simplistic/lacking features Price Not completely weatherproof

$129.95 at REI

Our pick (tie): Patagonia Black Hole Duffel

Patagonia’s Black Hole Duffel is another top-tier option, offering exceptional durability and ample space. Made from weather-resistant materials, this duffel can withstand the toughest travel conditions. Its large main compartment and various pockets provide plenty of room for your weekend essentials. The bag also features comfortable shoulder straps, allowing you to carry it as a backpack for added convenience.

Pros

Cons

High-quality Durable Lifetime Warranty

Price Not completely waterproof Uncomfortable to carry when fully-loaded

$159 at REI

Packing for a weekend trip doesn’t have to be a daunting task. With the right packing cubes, day packs, personal item-sized luggage, and carry-on bags, you can stay organized and travel efficiently. Whether you’re heading to the mountains, the beach, or exploring a new city, these top picks and runners-up will ensure you have everything you need for a memorable and stress-free getaway.

More top picks

2024 Mercedes-Benz GLB-Class Review: Baby three-row done right

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Pros: Huge space and great mpg for its segment; high-style interior; abundant tech options; spunky AMG 35

Cons: Unrefined transmission and throttle response; infotainment system is flashy but can overwhelm

In a world where small SUVs can easily fall into impractical penalty box territory, the Mercedes-Benz GLB-Class is a breath of fresh air. Unlike many of its peers, it’s big enough, versatile enough and premium enough to warrant the elevated price it commands and make it a genuine luxury offering, even if it is among the cheaper options Mercedes offers.

What’s the GLB’s secret? Well, as small SUVs go, it’s actually pretty big inside. Credit the practical, boxy shape and whip-smart packaging. They combine to deliver a usable, comfortable space with a family-friendly back seat and class-dominating cargo carrying capacity. The material quality and design of the interior are both above average for the segment, and there's no shortage of tech goodies from Mercedes' deep toy box available -- just know that infotainment can be a bit overwhelming to find what you're looking for. Another potential downside is the GLB 250's powertrain, particularly its dual-clutch automated manual transmission, which can be slow in responding to throttle inputs and generally feels less refined than what you'll find in rivals (most notably the BMW X1). In other dynamics regards, it's quite competent, while the AMG-prepped GLB35 goes much further than mere competence by basically being a hot hatch with better visibility. It runs circles around the likes of the X1, Audi Q3, Lexus UX and even the Mercedes-Benz GLA as a practical daily driver. Ultimately, we recommend both GLB models. 

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?

Mercedes put the GLB under the knife for a little nip-and-tuck for 2024. The fundamentals remain the same, but the engine gets a mild-hybrid boost and the styling and interior both received attention. The big inclusion in this round of updates is the latest version of Benz’s MBUX Infotainment system. Gone is the old 7-inch base display; the new standard, 10.25-inch setup packs improved performance and wireless Android Auto and Apple CarPlay compatibility. The old console-mounted touchpad controller is also gone, leaving behind a shallow, grippy storage pad of questionable value. Some behind-the-scenes updates improve the performance of the GLB’s active safety systems and, for the first time, a heated steering wheel can be optioned with AMG appearance packages.

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

No matter where you look in the GLB, its clever packaging impresses. It offers lots of storage in both the passenger cabin and cargo area, making it more practical than most luxury offerings in this segment (and indeed many others). The GLB’s driving position is excellent, and its front- and second-row seats are comfortable and supportive with plenty of adjustment.

The GLB is on the inexpensive side for a Mercedes-Benz, but the quality of materials and available options are on par or better for expectations at this price point. The fancier options will drive up the price, of course, but even the fundamental components are high-quality and precise.

Every GLB includes the last iteration of Mercedes-Benz’s MBUX infotainment suite, which is controlled by a collection of redundant input choices: a new dual 10.25-inch display, steering wheel controls and natural-language commands. The old center console touchpad has been evicted for 2024, though, which is OK from a functionality stand point (we probably used it less than anything else) but the oddly shaped, grippy storage pad that is left in its wake is questionably useful (an iPhone 15 won't fit in it for example) and seems like a waste of space in what is otherwise a well laid out interior. Also, while we like the infotainment system's "have it your way approach" to inputs and appreciate this system's rapid responses and pretty graphics, it just isn't always simple to use. Standard Wireless Android Auto and Apple CarPlay are both great to have, and we appreciate that Mercedes makes it easy to quickly go between the MBUX and Apple/Android interfaces with permanently docked icons in the screen's upper left corner. 

How big is the GLB?

The GLB's wheelbase is closer to that of many midsize offerings, and its overall length exceeds that of most competitors. You don't really notice this behind the wheel – it still feels pretty small – and this extra length combined with the boxy design results in the GLB being a  cargo-hauling rockstar. On paper, Mercedes says the GLB offers 24 cubic feet with the second-row seats up, but in reality, there's actually far more than that number would imply. Its rear load floor can be lowered to accommodate larger items, but even with the floor in its standard position, the GLB can swallow more cargo than crossovers in the bigger, pricier compact segment.

This extra length translates into tons of second-row space, where passengers will find sliding and reclining seats for extra comfort (you don't get those in the mechanically related GLA). The combination of fold-down seatbacks and sliding bases can also be exploited for additional cargo space if the roomy hatch alone will not suffice, making the GLB a versatility rockstar, too.

The GLB also has available third-row seating, which its smaller competitors and even those in the larger compact class lack. We suppose this option doesn't hurt, but these optional rearmost seats just aren't that habitable, even for kids. We'd skip them or get a non-luxury three-row vehicle for the same price.

What are the GLB 250 and AMG 35 fuel economy and performance specs?

The GLB 250 name indicates that the GLB in question has the base engine: a 2.0-liter turbocharged inline-four producing 221 horsepower and 258 pound-feet of torque, with a 13-horsepower boost coming from its mild-hybrid assist system.  It has an eight-speed dual-clutch automated manual transmission and standard front-wheel drive. In this configuration, the GLB 250 is rated at 25 mpg city, 33 mpg highway and 28 mpg combined. With the “4Matic” all-wheel-drive system, those numbers drop to 24 mpg city, 32 mpg highway and 27 mpg combined.

The Mercedes-AMG GLB 35 also has a 2.0-liter turbo, but it’s been worked over by Mercedes’ AMG tuning division to produce 302 hp and 295 lb-ft of torque. It’ll hit 60 in 5.4 seconds. The eight-speed DCT and standard all-wheel drive are also special AMG versions. It achieves 21 mpg city, 26 mpg highway and 23 mpg combined.

There is technically an electric GLB available, although it’s officially known as the Mercedes-Benz EQB. You can read our EQB first drive review here.  

The new Mercedes-Benz GLA and The new Mercedes-Benz GLB; Mercedes-Benz GLA 250 e (preliminary figures: fuel consumption combined, weighted: 1.4-1.1 l/100 km; CO2 emissions combined, weighted: 31-24 g/km; electricity consumption combined, weighted: 23.8-21.1 kWh/100 km) Information on fuel consumption, CO2 emissions, electricity consumption and range is provisional and was determined internally in accordance with the "WLTP test procedure" certification method. Neither confirmed values from an officially recognised testing organisation nor an EC type approval nor a certificate of conformity with official values are available to date.. Deviations between the data and the official values are possible.

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What's the GLB like to drive?

The GLB 250 is more about luxury and comfort than performance. Thanks to its long wheelbase and supple suspension, it delivers in spades for this segment. The optional adaptive suspension will tighten up the handling on demand, but even with that option that we're guessing will rarely show up on  dealer lots, the GLB 250 never rises to the level of "fun to drive." That's perfectly OK, though – it doesn't need to be. As for what's under the hood, the GLB 250’s standard four-cylinder provides plenty of punch but does come off a little thrashy compared to what you'll experience in pricier Benz models. The dual-clutch automated manual transmission can also be slow to engage, resulting in delayed responses to throttle inputs and a general lack of powertrain refinement. Indeed, dynamic refinement in general is where the GLB shows its lower price tag when in comparison to pricier Benzes like the GLC. It's a reduction at least commensurate with its price tag, though (maybe not the transmission), and better than what you'll find in some rivals in the segment.

As for the AMG GLB 35, it is legitimately fun even if it doesn’t quite reach the level of “extra-tall hot hatch” as the smaller GLA 35 does. The larger footprint and extra tallness result in it being not nearly as agile or darty. Nevertheless, like the GLA and other AMG 35 models, the GLB 35 is just “on” from the second you pop it into Drive. The snappy and quick eight-speed dual-clutch automatic transmission cracks off upshifts with a pop that accentuates and underlines every shift. Indeed, the level of drama and added theater encourages a heavy right foot. And thanks to its AMG-tuned chassis, you can still happily hustle this little crossover around a winding road. With the Sport drive mode selected, body motions are nicely controlled with the stiffness and sharpness you’d expect from an AMG. Steering response is a bit numb, though, and its weighting isn’t as sharp as other AMG 35s.

What other Mercedes-Benz GLB reviews can I read?

Mercedes-Benz GLA, GLB get subtle design updates and more tech for 2024

AMG's 35-badged models go under the knife as well

Mercedes-AMG GLB 35 Road Test Review

Take a closer look at the 302-horsepower, AMG-tuned GLB that injects a spunky amount of fun into what is otherwise a surprisingly sensible small SUV.

2020 Mercedes-Benz GLB 250 First Drive | The real deal

Our initial drive of the GLB features more details about its design and engineering. It really hasn't changed much since then.

2020 Mercedes-Benz GLB 250 Luggage Test | It can hold all this!

Forget the official numbers. The boxy and versatile GLB punches above its weight class. All of this stuff fits in the cargo area. 

2020 Mercedes-Benz GLB-Class Interior Storage Driveway Test

Senior Editor James Riswick breaks out odds and ends to stuff inside Mercedes' most utility-focused model. The GLB has actually added a storage area since this was done (where the old MBUX touchpad was), but it doesn't really add much. 

What is the 2023 GLB-Class price?

The 2024 Mercedes-Benz GLB 250 starts at $45,600, including the $1,150 destination charge. That’s nearly $5,000 more than in 2023. The all-wheel-drive GLB 250 4Matic starts at $47,600. The AMG GLB 35 starts at $60,200, which is almost $8,000 more than it was in 2023.

The GLB offers far more customization than is typical at this price point. There are the usual packages, including the $1,500 Exclusive Trim package that adds navigation to the standard 10.25-inch display, but many features, including the optional third row of seating ($850) are stand-alone options unless you go for the all-in Pinnacle Trim ($5,150). This means it can be difficult to find exactly what you want in stock at a dealer lot, but it also means that if you have some patience, you can order exactly what you want and not pay for stuff you don’t. 

Another key option to consider is the AMG Night Package that adds unique styling elements (such as the black AMG wheels below) to the GLB.

What are the GLB safety ratings and driver assistance features?

The GLB 250’s standard driver assistance equipment includes forward collision warning with automatic emergency braking and pedestrian detection, blind-spot and rear cross-traffic warning, and a driver inattention monitor. The Driver Assistance package adds a mountain of systems, most of which are better executed than many comparable systems. These include lane-keeping assist, automated evasive steering assist for the blind-spot and forward collision warning systems, automatic emergency braking for the rear cross-traffic warning system, a higher speed threshold for the forward automatic emergency braking system, automated speed reduction based on posted speed limits (you can turn this one off like most of these systems), Mercedes’ Pre-Safe pre-crash preparation systems, and Mercedes excellent Distronic adaptive cruise control system with stop-and-go capability and lane-centering steering assist.

Should all of that still fail to prevent a crash, the NHTSA gave the GLB four out of five stars for overall frontal crash protection, and five stars for overall side crash protection. The Insurance Institute for Highway Safety hasn’t tested it.

2024 Audi Q6 and SQ6 E-Tron First Drive Review: E-Tron legacy

Audi

Audi

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Bilbao, SPAIN — Audi has enjoyed a head start in the EV space since the first E-Tron SUV debuted in 2019 (it's now called the Q8 E-Tron), followed by the Porsche-related E-Tron GT sedan and VW-based Q4 E-Tron SUV a few years later. Not surprisingly given its name/number, the latest addition fills the space between the two SUVs with the 2025 Audi Q6 E-Tron. Arriving stateside at the end of 2024, the Q6 follows the even-number naming convention for EVs, with odd numbers now reserved for the remaining internal combustion vehicles in the pipeline.

I hopped on a plane to Spain to put the Q6 E-Tron through its paces, as well as the spicier SQ6 E-Tron, which will be arriving at the same time. Both are built on the Premium Platform Electric (PPE) that's shared with the new all-electric Porsche Macan. This platform utilizes an 800-volt architecture that has been thoroughly tweaked to squeeze the last bit of efficiency from the lithium-ion batteries, and you can read into the hows and whys in our Tech Deep Dive.

As far as overall specs go, both Q6 and SQ6 E-Trons draw power from a 100-kilowatt-hour battery pack in the floor, of which 94.4 kWh are usable. AC charge rates top out at 9.6 kW (many EVs manage 11 kW), but DC fast-charging has an impressive maximum of 270 kW. That's good enough to replenish the battery from 10-80% in 21 minutes if you can find a charger that is fully functional. The DC charge port is on the driver side, but you can use an AC charger on either side, which should come in handy in your driveway/garage.

The Q6 E-Tron comes standard with two motors for all-wheel drive. Combined output is 422 horsepower under normal conditions, and up to 456 hp in launch mode. Curiously, the European versions are limited to 382 hp, but they also get the rear-drive-only model that should return additional range. It seems likely that the rear-drive model will be available in the U.S. in the future, but Audi will neither confirm nor deny those plans. Speaking of range, the Q6 Quattro that we get is estimated to return 307 miles on a single charge with the standard 19-inch wheels. In my experience, electric Audis have tended to exceed estimates by 20 or 30 miles without even trying.

The SQ6 E-Tron is good for 483 hp nominally and 509 hp in launch mode. As you'd expect, it also gets a sportier suspension and upgraded brakes. That range estimate also drops to 276 miles. Audi expects it will reach 60 miles per hour in 4.1 seconds, compared to the Q6's 4.9-second sprint. Prices aren't yet available, but looking at the current lineup and the existing European listings, I'd expect the Q6 E-Tron to start around $65,000 or $70,000. That could place the SQ6 in the $85,000 neighborhood.

My drive started in the Q6 E-Tron all-wheel-drive, but with the Euro-spec 382-hp output. On a mix of city, curvy and highway roads, I never missed the extra oomph we get. It's plenty powerful when you need it, though it'll lose in a drag race against many other EVs. No big deal, since I doubt most electric SUV shoppers are showing up to the local quarter-mile strip, anyway. The Q6 stands out from other E-Trons as it's the first to offer one-pedal driving. Tugging the gear selector down into the B mode activates it, but those with experience in other EVs will notice that the brake regeneration is still much less aggressive. That means you might have to brush the brake pedal to keep from tapping the bumper in front of you, at least until you get used to the gentler deceleration.

More importantly, the Q6 is effortless and easy. It glides down the road silently and smoothly, yet remains confident in the curves. It will corner with more athleticism than 95% of typical drivers will ever likely desire, or about half of Autoblog readers.

Audi

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The SQ6 E-Tron is definitely a better choice for spirited pilots. It feels substantially sportier in every dynamic measure, yet it doesn't significantly degrade comfort (even in the firmer Sport mode). That was evident in the first roundabout as it carved a beautiful S-curve with noticeably less body roll. There was also less nosedive under braking and squat when getting back on the power. That's impressive when you consider you're tossing around almost 5,300 pounds. This is definitely the driver's choice between the two, but it's not as bonkers as some other higher-performing electric SUVs.

For those wanting something even spicier, an RS Q6 E-Tron is already in the works. With any luck, that top model will arrive in the following year, perhaps with some Sportback variants in tow. My wild guesstimation is hoping for 600-plus horsepower, 60 mph in 3-ish seconds, and a lower and firmer suspension. Looking at the Porsche Macan Turbo's specs, that doesn't seem out of the question, nor does a six-figure price tag. I'd also expect some styling and aerodynamic flourishes to distinguish the RS from the rest of its Q6 brethren.

As it stands, there's not a whole lot to tell the Q6 and SQ6 apart, besides the badging, of course. Except for the plasticized grille, they could easily be mistaken for an internal combustion SUV. That's a good thing for traditionalists, and it remains modern enough to please shoppers that are drawn to a sleeker aesthetic. There is a lot going on stylistically, with sharp creases over the wheels, bulging flares, and deep sculpted body panels. That's quite a bit to pack into one vehicle, but in my head, it's busy, not cluttered — almost like a well-organized tool chest.

Inside, the Q6 adopts a simpler and more elemental design. A broad single panel houses both the digital instrument panel and the 14.5-inch infotainment touchscreen. There's also an available touchscreen just for the front passenger, allowing them to play copilot with navigation help or assume the role of mobile DJ. They can also enjoy games and streaming video without distracting the driver as a privacy filter effectively blocks the on-screen content.

For the most part, it's easy to use the infotainment system, while the navigation paired with the head-up-display deserves a special shout-out. Animated arrows and icons show up as augmented reality overlays in your forward vision, eliminating a good chunk of anxiety when driving through unfamiliar areas. Meanwhile, swarm data gathered from other vehicles' camera systems can give the driver advanced warning of upcoming hazards. We didn't experience any of those instances on our drive, but the potential could be huge.

The new infotainment system also benefits from improved voice controls. The Audi Assist function now features more than 800 commands, and is further enhanced with ChatGPT to handle more esoteric requests. This was especially helpful in our Euro-spec Q6, which activated the annoying mandatory speed warning chime every time we peeked past the posted speed limit. I couldn't find the on-screen setting to disable it and reverted to saying, "Hey Audi, turn off the speed warning." It wouldn't disable it outright, but the system at least took me to the menu where I could turn it off myself.

The front seats are typical Audi with firm, supportive padding, but well-shaped for many hours of comfortable touring. The rear seats had plenty of headroom to accommodate my 5-foot-10 frame, and there was an abundance of legroom to stretch out. According to my 6-foot-plus passenger, he was just fine back there, too. Behind those seats, the cargo area can hold up to 30.2 cubic feet, which is larger than the Q8 E-Tron's already generous 28.5 cubic feet. There's some additional storage under the floor as well as another 2.2 cubic feet in the frunk, which should be enough to stash the charge cable.

Altogether, the 2025 Audi Q6 E-Tron is a solid choice among electric SUVs, and represents a logical and welcome evolution of the company's plans. Its closest rivals are the larger and more expensive Mercedes-Benz EQE SUV and BMW iX. I'm personally partial to the Audi since I find the styling of those rivals a bit challenging (I'm still not over the BMW's grille). Objectively, the Q6 and SQ6 drive great, expertly balance comfort and performance, and give shoppers a more accessible pathway to luxury electric SUVs.

I'm struggling to find any significant faults, which is rare for me, but there's also nothing that truly blew me away. With any luck, the RS Q6 E-Tron will deliver those thrills, but until then the Q6 and SQ6 are supremely competent and enjoyable choices that will appeal to a wide range of shoppers. In essence, I think of them as a Porsche for the rest of us.

2024 Polestar 4 First Drive Review: No looking back

Ronan Glon

Ronan Glon

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MADRID, Spain — Historically, carmakers have used windows as a selling point when there are more of them than you might expect. Volkswagen’s 23-window Bus, which was officially known as the Deluxe Microbus with Samba Package, was an upmarket trim that’s highly sought-after today, for example. On the other side of the pond, the flagship Citroën XM was available with a 13th window that kept wind out of the cabin when the hatch was open. With the 4, Polestar argues the industry has reached peak window.

As far as eccentricities go, the lack of a rear window isn’t a minor one. We’re not talking about a van you’d see in a contractor’s fleet; this is a premium EV. There’s more to it than a glass-less hatch, however. After driving a pre-production car on a test track, I’m taking the 4 out on public roads.

First, a word about positioning. Don’t read too much into the “4” nameplate; Polestar names its cars in the order that they’re launched in. The 4 is, quite simply, the fourth Polestar model unveiled, and it’s positioned below the 3 in terms of pricing and size. The segment it competes in is relatively hard to pin down. It’s an SUV in the same sense that a taco is a sandwich: it ticks most of the right boxes on paper but it doesn’t really look the part. It’s more of a tall-ish sedan-hatchback mash-up. Or, maybe a crossover in the literal sense of the term rather than in the commonly accepted sense.

Regardless, the 4 certainly turns heads. There’s nothing else quite like it on the road. It falls in line with Polestar’s design language by adopting styling cues like T-shaped headlights, a grille-less front end and a thin rear light bar, but it’s not a photocopy of an existing model. It has its own identity.

Polestar claims that it has a very good reason for leaving out the rear window. “We wanted to have a coupe body style for aerodynamics and at the same time get a really spacious interior,” Maximilian Missoni, the brand’s head of design, told me. The window-less solution made it possible to shift the D-pillar back and gain a few inches. “Another problem with coupes is that [in the rear-view mirror] you see a lot of your own interior – you see the headrests and maybe your passengers,” he added.

The sheetmetal hides the modular SEA architecture shared with several other brands in the Geely empire. Versions of this basic platform underpin the Volvo EM90 minivan sold in China, the Volvo EX30 and the Lotus Eletre, among other models. Buyers will have two configurations to choose from at launch. The base model is called Long Range Single Motor, and it ships with — you guessed it — a single electric motor that zaps the rear wheels into motion. It’s rated at 272 horsepower and 253 pound-feet of torque, and it’s equipped with a 100-kilowatt-hour lithium-ion battery pack.

Next up is the Long Range Dual Motor, which gets two motors (one per axle) for through-the-road all-wheel-drive. The second motor increases horsepower and torque to 544 and 506, respectively. This trim uses the same battery as the rear-wheel-drive version. Both drivetrains are built around a 400-volt electrical system, and range checks in at up to 300 miles with rear-wheel drive or up to 270 miles with all-wheel drive. Charging from 10% to 80% takes about 30 minutes with a 200-kilowatt charger.

The 4 shares about 85% of its infotainment system with the 3, but the software is displayed on a portrait-oriented 14.5-inch touchscreen instead of on a landscape-oriented one. The system is Android-based, and Polestar designed the user interface in-house with clear, easy-to-read icons and a split-screen functionality. The driver can notably select the ratio of the split; you can display the navigation system on the left 3/4s of the screen and show the media and phone widgets on the right 1/4, for example. Vice versa works, too, as does a 50/50 split. This cool feature makes the system more intuitive and less distracting to use. “We are not developing phones. We are making cars, and we have distractions to worry about,” Ruben Rodriguez, the company’s head of UX design, told me.

Like the 3, the 4 follows a minimalist approach to interior design. You’ll find very few buttons in the cabin. There are a handful on the steering wheel, they’re notably used for functions like adjusting the door mirrors and the steering column, and a volume knob on the wide, slanted center console. This extensive reliance on the touchscreen could catch old-school drivers off guard, but it’s increasingly becoming par for the course across the industry. Touchscreens can also add a touch of novelty to the experience: Polestar named the ambient lighting modes after the planets in the solar system, and you can poke your way through the galaxy while learning details like the length of a day on Mars.

My time behind the wheel was limited to the dual-motor version, and my test car was equipped with the optional Performance Pack. It doesn’t increase horsepower but it adds specific chassis tuning, 22-inch wheels wrapped by Pirelli P-Zero tires, Brembo brakes and gold-colored seatbelts. The huge brakes aren’t overkill: This is a roughly 5,200-pound car that gets from zero to 60 miles per hour in 3.8 seconds.

Performance is the 4’s dominant trait, at least in this configuration. It feels even quicker than the 3.8-second figure suggests thanks to the instant torque delivered by the electric motor, and the relatively low center of gravity combined with the 50/50 weight distribution give it better handling than you’d assume considering its size and weight. It’s not as sharp around a bend as the 3, which has a trick torque-vectoring rear axle, but the effort Polestar put into making the 4 engaging to drive shows. 

Unlike the 3, which rides on an air suspension system, the 4 features a conventional steel setup. It’s fixed in the rear-wheel-drive model and adaptive in the all-wheel-drive model. The latter gives the driver three modes called Standard, Nimble and Firm, respectively, to choose from. The same menu in the touchscreen also lets you select two types of power delivery (Range and Performance), three flavors of steering feel (Light, Standard and Firm), and three levels of one-pedal driving (Off, Low and Standard). By playing around with these settings you can create a tailor-made driving profile. The difference between these various settings is perceptible even in normal driving conditions. Hitting the suspension’s Firm setting reduces body roll at the expense of smoothness, while the steering gets noticeably heavier in Firm mode. You can guess which mode you’re in without looking at the screen.

Select the softer suspension and steering settings and the 4 becomes a comfortable place to travel in. Missoni’s words ring true: There’s a ton of space in both rows. Was that worth sacrificing the rear window for? It depends on your perspective. At its core, there’s nothing terribly unusual or alarming about the new system. Developed by Michigan-based Gentex, it consists of a 2.5-megapixel camera integrated into a little alcove on the roof that sends footage to an 8.9-inch digital rear-view mirror. You can flip down the mirror to take a look at which kid is throwing the punches in the back seat.

Our experience with camera-based mirrors has been mixed. One of my colleagues ran into glare-related issues with a similar system in the Volvo C40. I didn’t experience anything like that in the 4, but I thought the mirror was positioned too far back. I’d have moved it a few inches toward the windshield. Ultimately, it’s a matter of preference — that’s often the case with new technology. You might hate it, or you might love it. The problem is that if you hate it, you don’t have a second choice. It’s not like you can pay Polestar an extra $1,000 to order a 4 with a rear window and a real mirror.

So, have we reached peak window? The industry will decide. In a decade, the 4 will either stand out as a real oddball or as a trendsetter. Until then, it’s one of the more distinctive EVs on the market.

Polestar will initially build the 4 in Hangzhou Bay, China, though the model will also be manufactured in Busan, South Korea, starting in 2025. Pricing starts at $56,300 (including the $1,400 destination charge) for the rear-wheel-drive model and $64,300 for the two-motor all-wheel-drive version.

Maserati Tridente by Vita Power First, Um, Cruise Review: Today on Aquablog

Maserati

Maserati

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LAKE MAGGIORE, Italy — Maserati’s Trident logo gets three-pronged inspiration from the famous fountain of Neptune in Bologna, where the automaker got its start in 1914 before packing up and moving to Modena. And a symbol that denotes mastery over the water is appropriate for the all-electric motorboat that floats us in style around Italy’s Lake Maggiore.

Beckoning dockside, the Tridente is a 10.5-meter superyacht tender, the boat that takes you to a bigger boat. But it’s also fine for swanky solo cruises on lakes or ocean coasts, with a roughly 50- to 70-kilometer range (31 to 43 miles).

The design collaboration between Maserati and Vita Power, a marine tech company founded in 2017, features a fast DC charging system that Vita claims as an industry first. To make that practical, Vita has been creating charging infrastructure in key locales, including along the French Riviera, San Francisco Bay, New York and a plug here in Lake Maggiore, about an hour north of Milan.

We hop aboard the Tridente, the aforementioned logo emblazoned on a bow deck formed from ribbed composite. The molto bene motorboat features a carbon-fiber hull that helps hold a total weight around 5 tons. As with automobiles, that’s decisively more mass than a comparable ICE-powered boat, thanks to a 250-kilowatt-hour battery pack that’s big enough to make a Hummer EV blush.

We depart the dock and head for Isola Bella, an island that floats a 17th-century palazzo — a summer home for the aristocratic House of Borromeo, which produced several cardinals and one pope — and a baroque Italian garden of over-the-top splendor. I take a spot on a wide, comfy daybed near the stern, and experience the key talking point of any electric watercraft: A welcome lack of diesel or gasoline stink wafting over passengers — notoriously amplified should one experience seasickness — and the ability to hold a conversation without shouting over an ear-rending marine ICE powertrain. Of course, that also means no rainbow petroleum slicks floating in your wake and despoiling the marine environment.

Our pilot makes sure I’m hanging on before he punches the throttle, backed by a pair of generous screens that display everything from nav charts to Netflix. Despite its weight, the Tridente proves a punchy beast. A twin-prop arrangement and proprietary control software allows anywhere from 100 to 600 horsepower. Vita Power claims a 10-80% percent charge in less than an hour at a maximum rate of better than 200 kilowatts. But even without a DC charger in port, boats have a built-in advantage over EV cars, via shore power that’s readily accessible in nearly any marina in the world — and boats that tend to sit unused for days or even weeks between trips.

The handsome hull cruises smartly at roughly 28 knots, and a maximum 40 knots, potentially outrunning paparazzi en route to a yacht-rocking celebrity lunch in Monaco. The churn of the props dominates the sound, the electric motors themselves completely undetectable. There’s a swim deck at the stern with a fresh-water shower, dual main chairs that swing around to create a conversation area, a smartly equipped cabin with a toilet and shower, and a hidden built-in fridge for bubbly or other beverages.

Vita Power is responsible for the powertrain design. But the boat itself is actually the work of Hodgdon Yachts, the Maine builder and tender specialist that’s been around for more than 200 years, even longer than Maserati. If you’re interested, look ‘em up, and prepare to fork over about $2.7 million. A lot of money, but a pittance for folks who can afford the superyacht it attaches to.

Maserati GranCabrio First Drive Review: Want an electric convertible? This is it

Maserati

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LAKE MAGGIORE, Italy — Driving the Maserati GranCabrio Folgore on its picturesque home turf, and studying Maserati’s press materials, I’m convinced the Italian automaker has buried the lede. Especially when every auto journalist is questioning a pricing strategy that finds some GranTurismo coupes and GranCabrio convertibles brushing past $200,000. That gets into Cloud 9, Bentley-and-Aston-Martin territory.  To counter the whispers, here’s the part I’d be shouting about: The GranCabrio Folgore is the world’s first and only luxury electric convertible. That alone might intrigue some free-spending, first-on-their-block buyers.

Then, Exhibit B: Like the plug-in GranTurismo coupe, the convertible will out-accelerate any rival Bentley Continental GT or Aston DB12, a margin that grows positively yawning as speeds climb. A rocking 750 horsepower and rock-crushing 995 pound-feet of torque will do that. This Italian job is also noticeably more agile and connected to the road than the isolated Bentley droptop, and easily on par with Aston’s best GTs. That includes a gasoline Trofeo version whose 4,316-pound curb weight undercuts a GT Speed convertible by more than 1,100 pounds; mated to 542 horses from its twin-turbo, 3.0-liter Nettuno V6, a detuned version of the engine in the MC20 supercar.

This Italian sexpot is arguably a prettier car than the Bentley, and nearly as head-turning as the Aston, judging by public reaction to our convoy of beautifully painted models: Rose gold was a knockout specimen, along with a deep blue with metallic flake called Night Interaction, a burnt orange and a sizzling red. Anything but bright yellow, grazie.

The Maserati also carves out more passenger space than the British duo. It’s a legitimate four-seater with room for two adults in back — after a bit of space-sharing from front-seaters — versus a Bentley or Aston whose back seats are glorified parcel shelves. Finally, the Maserati’s vividly realized electric powertrain advances the tech future, where Bentley and Aston’s relatively pokey corporate V8s are rooted firmly in the past. So that’s four objective wins for the Maserati, in key areas I assumed auto journalists also cared about: Power and acceleration, sporty handling, interior space and technology.

Honestly, the Bentley’s only decisive win is its gorgeously wrought London library that doubles as a car interior. The Aston’s cabin also tops the Maserati’s in materials and execution. So score one win for Team Brexit, and four for Maserati. Hmm: Maybe it’s the Bentley and Aston that are overpriced?

That last bit is tongue-in-cheek, of course. Bentley and Aston can charge what they charge because of their brand cachet, however shaky at times. Stellantis’ Maserati brand is in no such position, its opaque reputation further clouded by tepid models like the Levante and Ghibli, and one egregious Quattroporte sedan, all out of production and unlikely to be missed. The brand is determined (again) to upgrade those perceptions, focusing attention on seemingly disparate SUVs and supercars.

The GranCabrio is another Maserati entirely. An opening run up the western shore of Italy’s Lake Maggiore, a vacation playground just north of Milan, let the Maserati play its GT role to the hilt. A tightly tailored soft top drops in 14 seconds and closes in 16, at speeds up to 31 mph. Behind that imposing Trident-capped grille, a clamshell “cofango” hood is formed from a single hunk of aluminum, eliminating unsightly cutlines over more than three square meters of surface area. The Maserati looks elegant yet powerful, with four swoopy fenders and an alluring silhouette with the roof up or down.

For the gasoline Trofeo, the compact V6 sits entirely behind the front axle. That allows a sexily crouched front end and hood that would have been impossible with a V8, and makes room for a driven front axle. Trunk space suffers a bit versus the coupe, at a maximum 6.1 cubic feet with the top up, or 4.6 cubes with the roof tucked away.

Maserati

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The start is a great opportunity to soak up morning rays and listen to a Sonus Faber audio system by the Italian audiophile company, which is among the best and clearest I’ve experienced in a convertible. Even at highway speeds, music sounds like, well, music. At any speed, on any road, this GranCabrio is a joy to drive, or to ride shotgun in: Fluid and relaxed, but ready to spring into action and fly through these shore-hugging curves.

The Folgore puts a trio of electric motors to work, each rated at 300 kilowatts. In GT mode, the GranCabrio prioritizes front-driven wheels to save energy. Sport and Corsa modes dial up contributions from dual rear electric motors, mounted inboard to aid balance. Those three radial motors could generate up to 1,200 horsepower, but are limited to 750 wheel-horsepower by total battery capacity. Compact silicon-carbide inverters boost rapid energy conversion and performance.

 An 800-volt architecture allows DC charging at up to 270 kilowatts, right up there with the industry’s quickest-drawing EVs. A free Level 2 wall box allows home charging at up to 11 kilowatts. Maserati figures a 450-kilometer range on Europe’s WLPT cycle, which should equate to a roughly 260-mile range under the EPA’s more-realistic estimate.

Try these numbers on for size: At just over 5,200 pounds, Maserati’s all-electric convertible weighs about 200 fewer pounds than Bentley’s gasoline-powered Continental GT Speed convertible. That’s a first for any apples-to-apples, EV-versus-ICE comparison. Some credit goes to a weight-saving, largely aluminum chassis with sprinkles of magnesium. Combine that with 750 horses and 995 pound-feet of eye-blink torque, and it’s the definition of an unfair ICE fight.

A company-estimated 2.8-second surge to 60 mph feels like sandbagging, based on the seat of my pants. A 9.1-second rip to 124 mph (200 kph) beats even Porsche’s Taycan Turbo S coupe by 0.5 seconds. And it’s about 4.5 seconds quicker than that 650-hp GT Speed convertible. Buh-bye, Bentley.

The Trofeo, for its feathery part, weighs about 1,150 fewer pounds than the Bentley convertible, imbuing this Italian GT with acceleration on par with more powerful gasoline competitors, along with agility you can’t fake.

That blistering acceleration isn’t some one-note parlor trick.  Unlike EVs with skateboard platforms — which push rooflines awkwardly higher — the Maserati integrates 92.5 kilowatt-hours of LG Chem pouch cells in a T-shape along the center spine and behind rear seats. Coupe or convertible, Maserati claims the industry’s lowest-riding EV. With more battery mass centered in the car, the Maserati turns in with notable eagerness, and avoids the dull understeer that plagues many EVs as they approach handling limits. Throw in excellent suspension tuning and balance, with a 48/52-percent bias between front and rear, and the Maserati definitely leans toward the sporty end of the GT spectrum, without sacrificing ride quality.

Steering is a high point, a sommelier-level pairing with the Maserati’s creamy-yet-spicy electric powertrain. That steering is light, connected and natural, with none of the numb or synthetic on-center feel that mars many EVs. In the highest compliment, the GranCabrio just drives like an Italian car. I’ll say it again, having driven both coupe and convertible Folgores: The Maserati steers better than a Porsche Taycan. And it sets a new bar for other EVs — including anything from Dodge, Jeep and other Stellantis brands — to shoot for.

If only the interior felt as rich as the performance. A mostly traditional GT cabin that would pass muster at, say, $100,000 or $120,000 draws more skepticism and scrutiny at these prices. Mushy-feeling plastic dashboard switches for the transmission are the prime offender, followed by switchgear for windows and steering wheel that look straight from Stellantis’ parts bin. The leather is sumptuous, at least, including a bright-red holiday wrapper in the Trofeo we tested. A digital version of Maserati’s traditional analog clock also displays data such as g-forces. A clever “saddle-shaped” screen ensures that none of the display elements are blocked by the steering wheel. The Folgore features industry-exclusive Econyl, a neoprene-like fabric whose fibers are derived from old fishing nets, carpeting and other recycled nylon sources.

The Stellantis-based infotainment system’s dual center screen recalls an oversized flip phone, integrated into the lower dash and making room for a small console cubby. An infernal haptic slider controls volume, its display washing out badly in sunlight, but a secondary volume control lives behind the steering wheel.

On a tight mountain ascent and descent near the Swiss border, the Folgore comes into its own, a near-silent magic carpet gliding through corners at speeds that might make Aladdin wet himself. Grip is appropriately monumental, with Maserati eschewing all-season or energy-saving rubber for summer Pirelli P Zeroes, staggered at 20 inches front, 21 inches rear. Well-chosen EV audio sound hums sweetly and avoids EDM gimmickry. Regenerative brakes, operated through Ferrari-esque metal paddles, could use an additional setting for one-pedal driving, but their three settings offer a reasonable range between pure coasting and strong deceleration.

Now, if you’re sitting down, let’s run through prices: The GranCabrio Trofeo starts from $193,995 (including $1,995 in destination), or $206,995 for the electric Folgore. I won’t strenuously defend the gasoline Trofeo at that price; despite capable and competitive performance, it’s not as singular and special as the Folgore.

It’s fair to question the Maserati’s stratospheric pricing strategy. But you can’t question the Folgore’s performance and technological bona fides, which objectively meet or beat anything in its class. If we’re talking electric convertibles, it’s currently a class of one. That makes the Maserati a unique alternative to, say, a Porsche Taycan Turbo S. And let’s be clear: Nobody is selling more than a few thousand GTs a year in any price segment. Last I checked, no one runs around claiming Bentley, Aston Martin or Porsche are great financial values. Since most of us can’t afford any of them, one more overpriced grand tourer isn’t hurting anyone.

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

Zac Palmer

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

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

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

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

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

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

What's new for 2024?

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

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

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

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

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

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

How big is the E-Class?

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

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

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

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

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

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

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What's the E-Class like to drive?

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

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

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

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

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

James Riswick

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

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

What is the 2024 E-Class’ price?

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

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

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

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

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

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

Related video:

2025 Infiniti QX80 First Drive Review: So close to being great

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NAPA, Calif. – Confession time. I kind of forgot that the Infiniti QX80 exists. Sure, it’s gotten a refresh or two in the past few years, but it's essentially been the same big ol’ three-row SUV since 2010. I’m pretty sure I used to call it Fudgie the Whale. Or maybe it was Pudgie the Whale. Like I said, it’s been a minute.

Now I’ve gotten a taste of the 2025 QX80 and hey, what do you know, there is a lot to like. The third-generation of the body-on-frame SUV goes big on tech, style and comfort, making it a respectable triple into the right-center gap. However, its ride quality keeps the QX80 from being a home run.

Fudgie’s V8 was nixed in favor of a 3.5-liter twin-turbo V6 good for 450 horsepower and 516 pound-feet of torque. Sure, it doesn’t sound quite as good as the older powerplant, but it produces more power and better fuel economy to boot – 18 mpg combined with rear-wheel drive and 17 with four-wheel drive. The old one managed only 15 mpg with four-wheel drive. With low-mpg numbers like these, that’s actually a huge difference. The new turbo V6 is well-mated to a nine-speed automatic transmission, putting the power down to the rear wheels as standard in Pure and Luxe trims, or all four wheels as an option with those trims or as standard with the higher Sensory and Autograph.

There are no complaints about power delivery. It has more than enough grunt for merging and the transmission downshifts readily for easy passing. There are five drive modes as well as a Personal setting, but I spend my time alternating between Standard and Sport. The latter tightens up the steering and powertrain, allowing the SUV to hustle fairly well on a twisty road without much body roll. It’s no Mercedes-AMG GLS, but starting at under $85,000 including destination, it’s not nearly as expensive either.

It’s when you’re just toddling around town that the ride quality becomes a problem. All but the base Pure trim comes equipped with an “Electronic Air Suspension” and “Dynamic Digital Suspension,” the latter function monitoring the QX80’s motions to electronically apply damping forces. This isn’t necessarily anything new in the automotive world, but other manufacturers just do it better. Up and down motions are well-controlled, but I’ve been in row boats with more side-to-side stability. My head gets tossed around like I’m piloting a Jeep on a dusty back road, and all I’m doing is driving the paved streets of Napa Valley, California.

I’d be curious to drive the base Pure model without the Digital Dynamic Suspension to see if the standard coil-spring suspension makes any difference. Unfortunately, there weren’t any available at this press event. As it stands, I wouldn’t buy an SUV that makes me vaguely queasy, let alone $112,590 for the Autograph trim I drove.

It’s a shame too, because there are so many other things that Infiniti got so very right. The styling is 100% on point and I’d put it up next to the Range Rover or Cadillac Escalade any day. Infiniti says the grille was inspired by a bamboo forest – if they say so, but the QX80 has a very handsome face. The segmented daytime running lights are up high and narrow while the headlamps are lower, forming a bit of a dimple on either side of the grille. There is even some cool negative space going on here as part of the aerodynamics, funneling air around the wheel wells.

Twenty-inch wheels are the smallest you’ll get, but the 22s on my tester look right at home on the QX80. Door handles are flush with the body, popping out when you approach the rig, but it’s the rear end that really seals the deal here. The horizontal LED light bar spans the full 83 inches of width, and it’s segmented like the running lights up front. However, the bar is narrower in the middle, giving it a cool, edgy look. Strong work, Infiniti.

The excellent design continues inside with open-pore wood trim and aluminum accents, semi-aniline quilted leather seats and plenty of soft-touch surfaces. The seats are supremely comfy with all trims getting heated in all three rows. Most trims get cooled first- and second-row seats, and there is even an available massage function in the first and second rows. It’s not the most refreshing massage on the face of the planet, but massage is like pizza – even bad massage is still massage.

And it’s plenty roomy, too. The third row is actually comfortable for full-sized adults, which hasn’t been a given for full-size SUVs, and they even recline a bit. The second-row seats take a bit of time to move out of the way, but once they are moved forward, it’s easy enough to get into that third row. All rows get USB-C charge ports with up to 15 watts of power for quick device charging.

Dominating the dash are two 14.3-inch displays. The gauge cluster is configurable three ways, and the center display comes with Google Built-in. That means integrated Google Maps with greater functionality than the CarPlay norm, downloadable apps from Google Play, and voice control courtesy of Google Assistant. What’s really cool is that navigation directions, music and phone calls can be set to play just through the driver’s side headrest speaker, the most novel of 24 other speakers included with the Klipsch Reference sound system (Sensory and Autograph trims). Wireless Apple CarPlay and Android Auto are standard as well, but you won’t get the individual audio function.

Under the infotainment screen is a 9-inch touchscreen for HVAC and drive mode controls. This one uses haptic feedback to tell you you’ve successfully selected a feature, but it takes quite the stab to get it done – a light tap or swipe won’t do it. Just below this screen is the push-button transmission selector surrounded by a piano black surface. Be prepared for lots of fingerprints in this section of the dash.

However, my favorite feature here is the Autograph’s cooling center console box. It’s big enough for a six-pack of soda and tall enough to accommodate larger bottles of water and whatnot. The “Cool Box” available in the Lexus GX is much smaller. At the onset of my ride, I immediately put two bottles of Diet Dr Pepper inside the box and they were chilled to perfection within 15 minutes.

Although I question the utility of some of the QX80’s technology, I can’t deny the practicality of the 170-degree front wide view camera feature. In an Infiniti-designed demonstration, the camera was able to see a child’s bicycle hidden behind another SUV parked just forward and to my right. It was not visible to me in the driver’s seat. The tech is even more impressive when displayed across both screens.

Other cool camera tricks are an invisible hood feature that projects an image of what is under the car to the two interior screens as well as a 360-degree camera that can detect moving objects and comes with eight pre-selected viewing angles. I’m also here for the rear camera mirror, which provides a wide-angle video feed of the view behind the car directly to the rear view mirror. It’s particularly helpful when your rearview would otherwise be filled with the heads and luggage of passengers.

The QX80 Sensory and Autograph have a built-in dashcam that can automatically record any traffic events. Drivers can also manually hit the record button in case of, say, their friend making a fool out of themselves by dancing in front of the SUV to demonstrate the feature. Not that my friends would do that. My friends are more likely to use the in-car camera to take a selfie photo or record a podcast with the video recording feature. It’s certainly a neat little gizmo and you can access the camera through the Infiniti app and get an interior cabin look in real time. However, this still seems like novelty tech.

The least serviceable tech feature has got to be the biometric cooling also found in the top two trims. In theory this infrared sensor detects when a second-row passenger is overheated and automatically adjusts the zoned climate control to max cooling. I mean, it’s handy that the driver doesn’t have to do anything but how hard is it to just set the HVAC for 65 and hit the Auto button? Not very.

As for advanced driver’s aids, all the usual suspects are here, including blind-spot monitoring that works when towing a trailer up to 33 feet in length. ProPilot Assist is here in both hands-on and hands-off guise. The more advanced ProPilot Assist 2.1 even has a two-mode lane-change feature. The driver can initiate a lane change by signaling and then let the car make the steering and throttle inputs. However, I let the car decide when to change lanes based on surrounding traffic and my set speed. As the driver, I have to accept the lane change, but the maneuver is accomplished cleanly.

The QX80 can tow up to 8,500 pounds and cargo space has expanded considerably to better haul kids and their required detritus. Behind the third row is now 22 cubic-feet of space (quite a lot among full-size SUVs), expanding to 59 cubes with the third row folded flat, then to 101 with both rows folded. The air suspension can lower the QX80 nearly 3 inches for easy loading of cargo as well as passengers.

In all, I’m very impressed with the 2025 Infiniti QX80. Its design is stellar, the powertrain is on point, and the features and technology are all a huge improvement over the previous generation. I wish the ride quality were a bit more sorted, but that might be something the company can address in next year’s model or through an over-the-air update.

2025 Porsche Cayenne GTS First Drive: Another tasty slice of Porsche SUV

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ALPHARETTA, Ga. — There’s no company that knows how to precisely slice a product line more than Porsche. Just look at the myriad variations of the 911. And that kind of clinical categorization carries over to the 2025 Cayenne GTS. In price, it fits pretty perfectly between the Cayenne S and the Turbo E-Hybrid. Performance-wise, it falls much closer to the S. Whether it’s the right Cayenne for you really comes down to how well you know what you want and what your budget is. If this one fits your needs, it’s a damn good one. If not, well, Porsche has other extremely good versions for you.

So what makes the GTS worthy of its own trim, and not just option packages for the S? It has a twin-turbo 4.0-liter V8 found in the S. That includes all of the various changes made for this generation of Cayenne, such as monoscroll turbos instead of twin-scroll in a move to help the engine run cleaner, but also variable valve timing and lift, upgraded fuel injection and electric wastegates to help make up for potentially slower spooling turbos. Porsche even found it could drop cylinder deactivation on this new engine. But distinguishing the GTS version from the S is an extra 25 horsepower (493) and 44 pound-feet of torque (486). It also makes 40 more horsepower and 30 more pound-feet of torque than the previous GTS.

On top of the power, the GTS also includes a number of the S’s optional performance upgrades as standard. They include Porsche Torque Vectoring Plus and air suspension with Porsche Active Suspension Management. The suspension lowers the GTS by 0.39 inches compared to more affordable Cayennes, at least those without this upgraded suspension. For extra performance, customers can add rear-wheel steering, Porsche Dynamic Chassis Control and carbon ceramic brakes. Of course, those are available on the S, too. The Coupe version also has a unique Lightweight Sport Package on offer with less noise insulation, a carbon fiber roof and different, center-exit exhaust, all of which reduce curb weight by 55 pounds. Though with the regular SUV coming in at 4,956 pounds, and the Coupe at 5,027 pounds (yes, it’s heavier somehow), it’s not exactly a light machine.

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Not available on the S are the front pivot bearings taken from the Cayenne Turbo GT, which give the GTS a bit more negative camber at the front. It also gets the Turbo GT’s water-cooling system for the transfer case.

Visually, the Cayenne GTS basically just adds a few optional extras as standard. It gets the SportDesign exterior package and 21-inch RS Spyder wheels. Inside, it does get standard eight-way adjustable sport seats that aren’t offered on the S (though the 14-way ones can be optioned on the lower model).

You’ll have probably noticed that a lot of the features of the GTS can simply be added to the S. And that obviously presents the question: Why not just option up an S? The reason is simply that you would be spending more money, and end up with a little bit less. Building out a Cayenne S with the same features the GTS gets standard, with the exception of exclusives like the transfer case cooler, front suspension bearings and extra power, you’ll end up with a price tag of $132,095. The GTS starts at $126,895. So the GTS is actually a bit of a bargain … in an obtuse way.

Or at least, comparing the most comparable versions. If all you’re worried about is power, you can get a more powerful (though slower to 60 mph) Cayenne S E-Hybrid starting at a little over $100,000. It would still end up more expensive once the other features were added, but with more power and also some electric range.

But we’re really digressing. Let’s get back to the GTS.

The one thing we haven’t really talked about is the driving experience, and gosh darn it, it’s just really stinking good. Obviously, the Cayenne is a great base to start from, and with the GTS getting a bunch of choice options, it becomes easily one of the best driving SUVs you can find at any price. Our test example was the regular-bodied SUV, but with rear-wheel steering, Porsche Dynamic Chassis Control and carbon brakes added. Even with the monoscroll turbos, boost still felt nearly instantaneous. Throttle response in Sport Plus is incredibly sharp and responsive, maybe too much so for street driving. Normal is soft and gentle, definitely for comfy cruising, and Sport is the sweet spot for response, but without the hard edge of Sport Plus. The suspension settings mirror the throttle response, with Normal being cushy, and Sport Plus a bit firm. Though even Sport Plus is compliant enough that you could drive in the mode on the daily.

Steering doesn’t change as much between modes, and that’s good, because it’s so superb. It’s got heft, but is still easy to helm. The precision is pinpoint, and there’s a surprising amount of feedback. The chassis itself is tight and predictable. Traction was copious, and when the rear end started to take over, it came in very smoothly and controllably. The GTS was a joy on the winding mountain roads north of Georgia, and didn’t feel at all its nearly 5,000 pounds. And the firmly bolstered seats were very welcome, keeping us in place and also providing some great general support (which my recently sprained back really appreciated). They were the standard seats, too, so don’t feel like you’d need to upgrade.

Like any other Cayenne, the GTS also has a somewhat conservative-looking interior, but with exquisite build quality and switchgear. The screens are vivid and software smooth. Every moving knob or switch is phenomenal. Even the slightly dinky looking automatic shifter is solid, heavy metal with the tightest action. And of course it’s all quiet inside, unless you want to hear the exhaust. The sport exhaust can add both real and synthetic rumble, plus carefully applied pops on throttle lift. Truthfully, the loud exhaust mode could afford to be a little more raucous. It still sounds restrained, like Porsche’s afraid of being too wild and crazy.

So yeah, the GTS is an excellent version of an excellent SUV. It’s got most of the performance goodies you could possibly want, along with a couple special pieces, and it all comes together to be one of the best driver’s SUVs out there. So if you have the coin, you can’t go wrong with it. And if you don’t, you’d still do well with nearly any other Cayenne.

Tesla Model Y Review: Electric SUV pioneer finally has company

Zac Palmer

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Pros: 300+ mile range available; rapid acceleration; abundant interior space; easy and expansive Supercharger network

Cons: Infotainment system has steep learning curve; common features not available; stiff ride; iffy build quality; fluctuating prices not great for resale value; 'Full-Self Driving' feature can be dangerous

The Tesla Model Y is a value-packed compact SUV that has some truly high highs, but its lows could be deal-breakers for lots of potential buyers. As with any Tesla product, you’re buying into the unique ecosystem when you buy the car. It’s almost impossible to oversell the benefit of Tesla’s Supercharger network for road trips and its seamless integration with the car’s software. Speaking of technology, you’ll need to make peace with the lack of buttons or hardware inside the cabin, as virtually every car setting, control and readout is found within the large 15-inch touchscreen that does not support Apple CarPlay or Android Auto. Fans of minimalist style should enjoy the lack of decor in the Model Y, but others may find it barren and boring.

What isn’t boring is how the Model Y drives, particularly the Performance, which can hit 60 mph in only 3.5 seconds. That’s a shocking amount of performance for its $53,130 starting price, and that’s before you subtract $7,500 for the federal tax credit it qualifies for. The Model Y handles well and accelerates with plenty of verve in every trim, but it’s unfortunately one of the worst-riding and least refined (from a noise perspective) cars in its class. We’ve noticed all sorts of awry sounds from the rear end, and its ride is verging on abysmal for its size. On the flip side, its range figures (spanning from 279-320 miles depending on which version you choose) are plenty competitive, and charge stops are quick thanks to an impressive 250-kilowatt max charge rate. 

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

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

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

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

The Model Y’s interior is minimalistic to a fault. The centerpiece is a 15-inch touchscreen that looks more like a tablet mounted horizontally on the dash. Missing are the banks of buttons, switches and knobs found in many of its competitors ... and just about any other car you've ever been in. There's no instrument panel in front of the driver, either, meaning you see your speed and other vitals over on the touchscreen. The seats and interior panels are upholstered with “vegan” synthetic leather, and shoppers can choose between black or, at additional cost, a white interior. The material has the look and feel of real leather, but it can be stifling on hot days and sadly, cooled or ventilated seats are not offered.

The front seats are firm and flat, making them prone to some hard contact points on longer road trips, and the same holds true for the second-row seats. There is a wealth of space for both rows, as 6-footers will have more than enough headroom and legroom. The optional (and extra-cost) third-row seats are notably cramped and barely even suitable for small children. Despite its limiting space, it’s still nice having those seats as an option when the carpool needs to expand.

Since the Model Y lacks instruments and most typical physical buttons, almost all functions are controlled and/or viewed through the touchscreen. There are scroll wheels on the steering wheel and stalks for the wipers/turn signal and gear shifter, but that's it. As a result, the number of on-screen menus and settings can be daunting, with a steep learning curve. The screen can also be distracting for the driver since you have to so frequently take your eyes off the road to use it or see your speed. There are several voice controls that can remedy many of those problems, though, and the steering wheel has two multifunction dials that control a few features such as mirror positioning, audio and cruise control.

A navigation system is standard equipment, and it’s powered by Google. On one hand, it’s a good thing because the maps and information will be up-to-date. On the other, it means you could have limited access if you’re in an area with limited data coverage. Unfortunately, neither Apple CarPlay nor Android Auto phone integration are available. There is also no wired audio link to your phone, forcing you to channel the audio through a lower-quality Bluetooth connection. There are some available streaming services you can login into on the screen, though, and games to play while charging. All of the above makes the Model Y atypical among most other cars.

How big is the Model Y?

The Model Y is classified as a compact SUV even though its footprint isn’t much bigger than the Model 3, which in turn is about the size of a BMW 3 Series sedan. The Model Y is only about 1 inch longer and a half inch wider than the Model 3, but the big difference is height. The Model Y stands just over 7 inches taller.

Those larger dimensions translate to a significant gain in interior space. There's enough room that Tesla even offers an optional third row, though it should be noted that you'll be lucky to even squeeze small children into the confining space. The Model Y’s rear hatch allows for quite a bit more cargo capacity, compared to the Model 3’s trunk, and do take note of the capacious under-floor storage in the trunk, too.

The Model Y can accommodate up to 30.2 cubic-feet of cargo behind the second-row seats and up to 72.1 cu-ft with those seats folded. If you opt for the third-row seats, those figures drop by 3 or 4 cu-ft, but even those specs are generous for both the compact SUV class and when compared to other crossover EVs. There’s also an additional 4.1 cu-ft in the frunk (front trunk).

What are the Model Y’s range and performance specs?

As of this writing in June 2024, there are three choices in the Model Y lineup: the Long Range RWD, Long Range AWD and the Performance. The Long Range RWD is estimated to return 320 miles of range on a full charge, while the AWD drops slightly to 308 miles. Note that both of those figures apply to Model Ys on the standard 19-inch wheels. Upgrade to the 20-inch option and range falls to 295 miles and 287 miles, respectively. Meanwhile, the Performance dips down to just 279 miles, and it comes with 21-inch wheels as standard equipment (no other options available).

The slowest version is the Long Range RWD model that gets to 60 mph in 6.5 seconds. The dual-motor AWD version drops this to a quick-feeling 4.8 seconds, and the Performance is shockingly-quick, getting to 60 in only 3.5 seconds. Unlike virtually every other car company, Tesla does not list official output figures for its various trims, nor does it list official battery or charging specs. That said, we know the max charge rate for the Model Y is 250 kilowatts, making it very competitive versus others in this class.

What's the Model Y like to drive?

Whether it’s the Long Range AWD or Performance, the Model Y is quicker than most drivers will ever need (we still haven't driven the Long Range RWD). Stomping the pedal to the floor, acceleration is instantaneous and quiet. Driven more conservatively, the Model Y is well-mannered and seamlessly smooth with a well-tuned one-pedal drive mode. These traits are emblematic of most EVs.

With a curb weight tipping the scale past 4,400 pounds, the Model Y is on the heavy side, but as with every EV, the considerable battery weight is optimally concentrated in the floor. This gives the Model Y a low center of gravity and greatly improves handling. It indeed can be said the Model Y drives like a smaller vehicle, and the Performance version is even more agile thanks to a lowered suspension and upgraded brakes.

Ride quality is firmer than you might expect and tends to unsettle the Model Y on broken pavement. The Performance model’s sport suspension is even stiffer, with sharp jolts regularly transmitted right into the cabin. If comfort is a priority, you may want to look into smaller wheel options, as the 21-inch wheels tend to exacerbate this problem. Consumer Editor Jeremy Korzeniewski (a Tesla Model 3 owner) also notes that the Model 3 is considerably more comfortable and refined than the Model Y.

Since there’s no internal combustion engine, the Model Y is mostly quiet, but that makes other noises more noticeable. Road noise is ever present, and road bumps often emit low thuds – a recent rental with over 40,000 miles on it was especially bad with constant suspension crashing and banging over poor roads. In our experience, after only a few thousand miles, the Model Y’s interior panels begin to creak and squeak with annoying regularity.

What other Model Y reviews can I read?

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

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

Tesla Model Y First Drive | One of kind

Back in July 2020, we got our first drive of the Model Y and found that it easily trumped the limited number of EV offerings from luxury manufacturers (Jaguar and Audi in particular). Things have changed since then, including the Model Y's specs. 

What is the Model Y price?

By the very nature of being a Tesla, the Model Y is different from nearly any other car in purchase and delivery experience. Instead of the traditional purchasing process where you drop by a dealership to purchase a vehicle and drive off, you have to order your Tesla online or from one of its stores. On the website, Tesla also displays pricing with “potential savings” deducted from the actual purchase price. These deductions include likely tax credits, other local incentives, and potential gas savings, so make sure you're looking at the true numbers when calculating if you can afford one or not.

As of June 2024, the "entry-level" Model Y Long Range RWD is listed at $46,630 for purchase, including the $1,390 destination and $250 order fee charges. Factor in the point-of-purchase $7,500 tax credit, and that reduces the price to just $39,130. Every paint option except for Stealth Grey costs extra, with Ultra Red being the priciest at $2,000. The more stylish (but range-sapping) 20-inch wheels are a $2,000 add-on, and the two-tone white and black interior is an extra $1,000. If you want the third-row option, you'll need to step up to the Long-Range AWD and pay the extra $2,000 Tesla charges for those seats.

We don't recommend paying for it outright, but Tesla's "Full-Self Driving" package is $8,000 – if you want to try it out, we'd suggest subscribing to it for a month first to see if it's something you want. We describe why below. 

Prices for all three versions of the Model Y are listed below.

Model Y Long-Range RWD: $46,630
Model Y Long-Range AWD: $49,630
Model Y Performance: $53,130

What are the Model Y safety ratings and driver assistance features?

A lot of noise has been made over Tesla’s automated driving systems, causing quite a bit of confusion. As for what comes standard, every Model Y has forward collision warning and automatic emergency braking, lane departure avoidance, adaptive cruise control, "Autosteer" (lane-centering), Lane Assist (a quasi-blind-spot monitoring system with active steering assist), a blind-spot camera and a driver inattentiveness camera.

"Full-Self Driving" (again, not an autonomous driving system) comes with additional features that include "Navigate on Autopilot," automatic lane changes, Smart Summon/Summon, Autopark and Traffic Light and Stop Sign Control. Plus, "Autosteer on city streets," that you've likely seen videos of at this point. Most competitors can’t match this, but Mercedes-Benz is notably the first OEM to offer true Level 3 autonomy under specific conditions.

That said, we have serious issues with the way Full-Self Driving functions. The system still requires constant supervision and can lead you into some dangerous situations. For a few examples, in our testing we saw it try to drive into curbs on multiple occasions, come to sudden stops at flashing yellow lights and even tried to cut around folks waiting in a right turn lane by using the paved shoulder to their right.

In crash tests conducted by the National Highway Traffic Safety Administration, the Model Y was awarded five-out-of-five stars across all evaluations. Similarly, it achieved the highest rating of “Good” across the board from the Insurance Institute for Highway Safety, which also names the Model Y a Top Safety Pick+ for 2024, its highest award.

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