Category: Reviews

2025 Cadillac XT4 Review: The inbetweener of luxury compact SUVs

John Beltz Snyder

Cadillac

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

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

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

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

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

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

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

What's new for 2025?

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

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

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

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

How big is the XT4?

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

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

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

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

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

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

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

What's the XT4 like to drive?

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

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

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

What other Cadillac XT4 reviews can I read?

2020 Cadillac XT4 Sport Drivers' Notes Review

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

2019 Cadillac XT4 First Drive Review | Fashionably late

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

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

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

What is the 2025 XT4 price?

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

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

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

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

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

Best midsize SUVs of 2024, reviewed by experts

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

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

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

Best three-row midsize SUVs of 2024

2024 Honda Pilot

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

Read our full 2024 Honda Pilot Review

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

2024 Hyundai Palisade

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

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

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

2024 Kia Sorento

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

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

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

2024 Kia Telluride

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

Read our full 2024 Kia Telluride Review

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

2024 Toyota Grand Highlander hybrids

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

Read our full 2024 Toyota Grand Highlander Review

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

Best two-row midsize SUVs of 2024

2024 Ford Bronco

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

Read our Ford Bronco Review

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

2024 Jeep Grand Cherokee

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

Read our most recent Jeep Grand Cherokee Review

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

2024 Jeep Wrangler

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

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

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

2024 Subaru Outback

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

Read our full 2024 Subaru Outback Review

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

Best electric midsize SUVs of 2024

2024 Ford Mustang Mach-E

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

Read our full Ford Mustang Mach-E Review

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

2024 Hyundai Ioniq 5

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

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

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

2024 Kia EV6

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

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

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

Ineos Grenadier Quartermaster First Drive Review: Dripping in character, damned by chickens

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JOSHUA TREE, Calif. – Subjectively, the 2025 Ineos Grenadier Quartermaster is a deeply lovable truck. It is dripping in character, from the bank of cockpit-style switches on the dash and ceiling console to the name itself. You know you’ve got something interesting when answering “What car is that?” stretches to 10 syllables. For those longing for an even simpler, more analog off-roader than the Wranglers, Land Cruisers and G Wagens of this world provide, it proudly flies its old-school flag packing front and rear live axles, recirculating ball steering, high and low range selected with a sturdy shifter, and multiple locking diffs. If you see some sand ahead and feel the need to turn a dial to an icon with a little cactus on it to get you through, the Quartermaster isn’t your truck.

Objectively, however, the Quartermaster probably won’t be your truck for a whole lot of other reasons. Price is the big one. It starts at $86,900, or $15,400 more than the Grenadier SUV or “Station Wagon” as Ineos calls it, inevitably to the confusion of every American. You can read more about that version in our Grenadier first drive review. The reason for the Quartermaster premium has little to do with the frame and wheelbase that’s a foot longer, nor the 61.5-inch-long bed that stretching accommodates. No, the blame goes to West Germany, Lyndon B. Johnson and chickens.

Back in the early 1960s, the Johnson administration responded to French and West German tariffs placed on a variety of American products, most notably chickens, with a 25% import tax. The United Auto Workers, meanwhile, wanted to curtail the importation of West German-made Volkswagen commercial vans and pickups, and effectively negotiated with the Johnson administration to apply the chicken tax to such commercial vehicles in exchange for not striking. The auto industry would continue to lobby for its application long after chicken tax tariffs were lifted on other products, thereby making it much harder for Japanese companies, particularly in the 1980s, to import its small trucks.

Companies have circumvented the tax in various ways over the years, but Ineos doesn’t feel the need to do so for the Quartermaster, which is built in Hambach, France, in an old Smart factory. The result is a pickup that’s not only far more expensive than its nearly identical SUV sibling, but one that can easily stretch past $100,000 with a reasonable selection of options. It doesn’t feel like it should. Admittedly, there’s no other pickup of its size and power source (gasoline versus electric) in that price range, nor does another off-roader of that price tag offer a pickup bed. Still, it’s a tough pill to swallow.

At least here in the United States. In Australia, the Quartermaster should have no problem finding homes. Its relatively narrow width and short bed, not-palatial crew cab and old-school off-road capability perfectly match the modern definition of the Aussie “Ute.” Indeed, Ineos anticipates 80% of Grenadiers sold Down Under will be either Quartermasters or the chassis cab variant we won’t get.

The American venue chosen to showcase the Quartermaster could certainly be mistaken for Australia, albeit with beige dirt instead of red, and Joshua trees in lieu of eucalyptus. We’re tackling dusty, rocky trails just outside Joshua Tree National Park, often at a decent clip that has the sturdy Grenadier proving resilient to the vicious vibrations caused by washboard surfaces and the solid thwacks of big heaves.

The recirculating ball steering rack is the Grenadier’s most controversial element, a fact telegraphed by how often the folks at Ineos seem to bring it up. There have been potential customers who said “no thanks” after giving it a try, no doubt finding the dead on-center feel, lack of self-centering and stiff turn-in disconcerting and totally different than modern rack-and-pinion systems, typically with electric power assistance. Younger drivers in particular, who may never have driven a car without EPS let alone a recirculating ball setup, should find it particularly foreign. They also may find it novel, just one of many throwback, analog sensations expected for not only the Grenadier but off-roaders in general.

I personally didn’t find it that big of deal, and it’s certainly not as agricultural as I was expecting. The biggest issue is on-center corrections at highway speeds, as well as sudden turns. There was a point while driving at a higher speed in convoy with other Quartermasters that the dust ahead cleared to reveal a sudden right-turn and a metal fence beyond. Quick decision! I yanked the wheel to the right to be met by a wall of resistance that wouldn’t be there with other steering systems. I muscled the two-spoke wheel even further and harder, while hitting the long-travel brake pedal. Fence avoided, worst case experienced.

So why bother with ye olde steering? Well, we also did some mountain goating. I’ve long been trained to not wrap my thumbs around the steering wheel spoke while off-roading, as sudden kickback can, well, break them. That’s a rack-and-pinion thing. It’s far less likely to happen with recirculating ball, and indeed, our rock-crawling stints were easy-cheese from a steering perspective.

The throttle could be difficult to modulate in such situations, however. There’s not much reaction with initial throttle tip-in and the delay in response created some anxiety that I’d over-gun it and launch the Quartermaster into a boulder. I didn’t, but finer pedal feel or a change in throttle application would be appreciated.

Perhaps this is related to the Quartermaster sharing its powertrain with cars that are almost the opposite of a body-on-frame, live axle pickup truck. The 3.0-liter turbocharged inline-six is by BMW (it even says so on the hood) and the eight-speed transmission by ZF, both of which go together in umpteen BMWs. Output stands at 281 horsepower and 331 pound-feet of torque, and although the 0-60 time is estimated to be a slow-by-modern-standards 8.8 seconds, it certainly doesn’t feel as slow as I was expecting. Out on the open road, it gets up to speed smartly with ample low-end torque. The smoothness and sound you’d expect from the Bavarian Motor Works is certainly present, too. That said, the ZF transmission is too quick to upshift while driving at speed uphill. In anattempt to compensate, I instinctively slapped the BMW-sourced transmission lever over to the left to select the Sport mode promised by the M/S marking, but discovered there is no S. Only M.

Better than nothing, I suppose, but it’s a curious bit of half-assed parts bin pilfering for a cabin that is otherwise shockingly bespoke. All the other buttons, toggles, stalks, etc. are Ineos pieces. The toggles in particular are super-cool, as it’s hard not to turn the car on (via a switchblade-style key, BTW) and immediately flick two or three unconnected auxiliary toggles in the ceiling just to feel like an astronaut. I may not be Buzz Aldrin, but I play one on the way to Lowe’s.

Speaking of such journeys, the Quartermaster bed has a payload capacity of 1,889 pounds, which is about 500 more than a Jeep Gladiator Rubicon, which is quite obviously the closest thing in concept to the Quartermaster (although the Jeep has a different frame than its own SUV sibling). The 61.5-inch-long bed is an inch longer than a Gladiator’s, as well as 6.9 inches wider at its greatest point (63.7 inches). Of course, a Gladiator does not have its spare tire taking up space in the bed, which the Ineos does. It’s cleverly sunk into an indentation on either side of the bed (you could stuff two spares back there if you’d like), but it takes up space nevertheless. The tailgate is also not damped, a common truck feature nowadays, meaning it just uncouthly slams down.

As with the regular Grenadier, there are grab handles/tie-down points above the rear doors, unique movable tie-down points on the doors, and available “safari” windows over the front seats. There are numerous customization options, including a unique contrast-painted ladder frame (there was a Quartermaster painted Britannia Blue with a Halo Red frame and Scottish White roof that was particularly cool) and numerous accessories such as an integrated front winch and removable rear winch. Should make for a fun tug of war.

The cabin forward of the front seats is common between SUV and Quartermaster, though the truck’s rear seat back is notably more upright and it sure seems like passengers will tire quickly of riding along bolt upright. Legroom is iffy, too, especially if those up front take full advantage of the admittedly appreciated vast seat travel. If they do, hope you like sitting cross-legged. Furthermore, utilizing the fold-flat rear seatback for storage requires you to first flip forward the rear seat bottom which in turn pushes the driver seat far forward. Either way, not ideal.

Other niggles include double-sealed doors that pretty much never close on the first go unless you get in the habit of slamming them. Once inside, there are Tesla-style instruments baked into the center touchscreen, with a panel in front of the driver exclusively devoted to the turn signals and various warning lights that go bonkers when you engage Off-Road mode. The touchscreen itself, which is a unique user interface that comes equipped with wireless Apple CarPlay and Android Auto, also washed out throughout the day in the intense desert sun. While its placement makes sense for a British company trying to minimize costs by not creating two different angled center stack designs for left- and right-hand drive markets, there is definitely a downside.

Ultimately, given the Quartermaster’s lofty chicken tax price tag, compromised back seat and the Gladiator’s lackluster sales compared to the Wrangler, it seems likely that the Grenadier “Station Wagon” will find a lot more takers. It has just as much charm (and better rear-end looks I might add), along with the inherent benefits and drawbacks of Ineos’ purposeful, throwback concept. Then again, if you’ve got the money, have extra room in the garage, and are already well accustomed to paying more tax than you think you should, why the heck not? The guy with the Bronco Badlands down the street will be so jealous.

2024 GMC Acadia First Drive Review: Big on character

John Beltz Snyder

John Beltz Snyder

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BLUFFTON, S.C. — The 2024 GMC Acadia is a revamped take on the brand’s popular three-row SUV. It’s quite a bit bigger than the outgoing model, with 8.4 more inches of wheelbase and 10.6 extra inches of overall length. That’s a huge boon to cargo space (up 80%), while also adding 27% to second-row legroom. Its new looks align more closely now with the GMC Sierra pickup, granting it a brawnier personality.

While it’s in many ways quite similar to the updated 2024 Chevrolet Traverse, (including in size, now) GMC did an admirable amount of design work to differentiate the Acadia from its close relative. The tall, truck-like grille gives the Acadia more presence than before, and the C-shaped LED headlights add character. Along the side, the chunky C-pillar is hidden from sight, while the D-pillar is expanded. This provides a better view for third-row passengers, and has the added benefit of obscuring the cargo area from onlookers. Around back, we see more LED lighting, as well as quad exhaust tips GMC said were inspired by the C8 Chevy Corvette, complete with their squarish shape. The overall look is more truckish, but it still has a sporty slant.

Under the skin, much is shared with its Chevy platform-mate. It sports the same new 2.5-liter turbo four producing 328 horsepower and 326 pound-feet of torque and shifts via an eight-speed automatic transmission. The engine employs the same “ePhaser” to adjust the camshaft on the fly to advance and delay the spark according to power and efficiency needs. And just like the Traverse, the front-wheel-drive Acadia gets 20 miles per gallon city, 27 mpg highway and 23 mpg combined, or 19/24/21 mpg with all-wheel drive.

In addition to the base Elevation trim ($43,995 including destination, with AWD costing another $2,000), the Acadia boasts the more luxurious Denali trim ($55,695 for FWD and $57,695 for AWD), as well as the off-road-ready AT4 trim ($51,395 with AWD standard). We’ll have to wait to evaluate the feature content in the Elevation, but the Denali and AT4 were on hand for us to evaluate in South Carolina.

Our first stint in the Acadia was in the Denali. Getting inside, it’s immediately noticeable that the Acadia’s interior is a big step up over that of the Traverse. Up front, the centerpiece is the tech interface standard on all Acadia trims: a portrait-oriented 15-inch infotainment screen running Google Built-In, as well as an 11-inch driver display. The Denali also comes with a head-up display as standard. One feature that helped immensely (in both Acadias we drove) on unfamiliar roads was the ability to switch the instrument panel display to donate most of its real estate to mirror the Google Maps navigation, putting our directions directly in front of us while freeing up the infotainment screen for any other functions needed along the way. And, yes, this GM product still has Apple CarPlay and Android Auto.

The rest of the Denali’s interior design is inviting, with leather seats boasting truly attractive stitching. There are still some grainy, hard plastics to be found, but they don’t dominate the cabin. We really like the look of the open-pore ayous wood trim, complete with the Denali name etched at the far end of the dash. The fairing that covers the driver’s side of the dash is interestingly shaped, with good character for an element that would otherwise be easily overlooked both by designers and consumers. Its big center console is open underneath for convenient storage, thanks to GMC relocating the drive selector from the console to the steering column. We also appreciate the big, sturdy HVAC toggles integrated at the bottom of the infotainment screen.

Standard across the lineup is a seven-passenger layout with second-row captain’s chairs; there is no bench seat option. The second row is quite roomy, with seats that adjust backward and forward to offer more room or to punish whomever is sitting behind you. The third row is fairly large, though. With the driver’s seat in my ideal driver position and a comfortable second-row position behind that, I squeezed my 6-foot self into the third row and found my knees touching the seatback ahead of me. With a couple of minor adjustments from the forward seats — ones that wouldn’t be asking too much of the other occupants — I could fit in the third row fairly comfortably. A kid would be right at home for long trips. Adults would at least appreciate the decent headroom.

You could carry a good amount of luggage for all those passengers. Cargo volume behind the third row checks in at a segment-beating 23.0 cubic feet, with a large under-floor bin as a bonus. If it’s just a family of four taking the trip, flattening the third row opens that up to 57.3 cubic feet. Fold all the seats down for a maximum 97.5 cubes, and you’ve got a decent moving vehicle. There’s also 5,000 pounds worth of towing capacity if you somehow run out of space inside the Acadia.

Our particular Denali tester was equipped with the standard 20-inch wheels, not the optional 22-inchers and the “performance suspension” included in the Denali Reserve Package. That upgraded suspension uses passive, frequency-based dampers that behave differently according to input from the road. It’s probably more important to have when rolling on the bigger tires with their shorter sidewalls, but the 20-inchers with the standard suspension proved just fine for our drive. We didn’t encounter some of the tire-flattening, cratered pavement we see up in Michigan, but the imperfections we did encounter passed under tire without complaint.

GM’s Super Cruise hands-free driver assistance system is optional across the Acadia lineup, and our Denali had it. It’s still a great system, reducing fatigue and inspiring confidence in its abilities as it deftly moves along with traffic — or around it with automatic lane changes. As GM adds more mileage to its map of compatible roads (about 750,000 miles now!), we were sometimes surprised by some of the smaller highways it would work on. One such stretch of road had its share of intersections with stop lights. Ahead of some of these busier intersections, the Acadia would let us know to take over steering with a red light on the steering wheel, a message on the driver display and a vibration of the seat cushion (a great way to deliver an alert without freaking out any passengers on board). Super Cruise remains one of the more advanced driver assist systems that we actually enjoy using.

The 2.5-liter turbo engine felt like a good fit for the Acadia. While it may not seem as macho as a V6, it offered plenty of power to get and keep the Acadia moving. It doesn’t sound bad, either, and what you do hear isn’t very loud. Turbo lag is at a minimum, and there’s enough power on hand to get the front wheels to spin from a stop (which is accompanied by a suggestion on the driver display to switch to AWD mode). We’ll be interested to see if the engine still feels up to the task when loaded up with passengers and a trailer in tow, but nothing so far suggests it won’t.

John Beltz Snyder

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The next morning, I got in the off-road-leaning Acadia AT4. That comes equipped with all-terrain tires mounted on 18-inch wheels. In all, the AT4 gains about 1.2 inches in ride height over the Elevation, about two-thirds of that coming from the suspension, while the tires account for the rest. The AT4 uses a version of the optional performance suspension from the Denali, though tuned for more rugged duty, and including the same hydraulic rebound stop found in the Chevy Traverse Z71. It also gets red tow hooks, underbody skid plates, a twin-clutch all-wheel drive system and Off-Road and Terrain drive modes. The exterior brightwork isn’t exactly bright, using tinted chrome that comes off as a broody, glossy graphite-ish color. We’d be remiss to ignore the AT4’s marker lights on its wheel arches — it’s a small detail, but a neat one, nonetheless.

Inside, the AT4 doesn’t automatically get the Denali’s standard features, like a head-up display, leather upholstery, ventilated front seats, heated second-row seats, one-touch-folding second-row and power-folding third-row seats, power steering column, memory settings and premium floor mats. Some of that is available, some not, but what you do get is still good and, we’d argue, suited to its purpose. The combination fabric and synthetic seats are comfortable and feel durable, and the rest of the interior design is still attractive, complete with wood trim. But despite fewer luxury trimmings, the AT4 feels even more special to drive.

The AT4 is particularly at home traversing down gravel roads at speeds that left huge plumes of dust behind us, the suspension doing an absolutely superb job of smoothing out the ruts and bumps. Once the gravel turned to fine, dry sand, the AT4 was a hoot. In Off-Road mode, it was perfectly happy to carry momentum and even accelerate fairly quickly through the loose medium. It felt a little playful, but not unruly as the front tires clawed through the sand, keeping the Acadia’s grille pointed where we wanted it. Just for fun, we switched the drive mode back to Normal mid-sand-rip, and the AT4 did indeed struggle to keep up momentum, slowing down significantly despite my inputs, as the traction control system fought against slippage. Popping it back into Off-Road mode via the (poorly placed) toggle to the left of the steering column, the Acadia was once again eager to charge forward as the AT4’s Active Torque Control AWD system allowed the wheels a little more freedom to spin.

GMC was kind enough to dig up one of the sandy roads on our drive route to let us get some wheels in the air. The AT4 was happy to creep through in Terrain mode without us having to fumble between the gas and brake pedals. Furthermore, every liftoff and touchdown of the wheels took place without drama — no noise, and managed with comfort (at least from the driver’s seat). We also turned on the vehicle’s exterior cameras, which would be useful if that portion of the trail had any turns.

Later, when we’d come back to the same spot, newly refreshed by GMC’s on-hand earth-moving equipment, the sandy ruts were deep and loose enough to get the Acadia temporarily stuck, wheels spinning to no avail. There was no need to resort to the tow hooks, though, as backing up a couple of inches, then rolling the front wheel back onto the incline and keeping a steady foot on the accelerator was enough to allow the all-wheel-drive system to sort the torque enough to get us up and out of the pit and, eventually, back onto mostly level ground.

On the pavement, the AT4 proved just about as comfortable as the Denali we had driven the day before. We were able to elicit a bit more wheel spin from the all-terrain tires when gunning it from a stop, and they gave a little bit of a roar when we called upon its lateral grip reserves when pushing through a corner. Excess body roll didn’t pose a problem from the driver’s seat, and the sweet suspension continued to level out whatever came at it on the straight parts of the road, too.

Our AT4 was also equipped with Super Cruise, which worked just as well as it did in the Denali. The only difference was that we noticed a bit more correction from the steering system, with just a slight wobble of the steering wheel on center as it cruised down the highway. That did not translate into any extra motion in the cabin, however, as everything felt calm and stable as we chugged straight ahead with our hands in our lap.

The 2024 Acadia is an attractive three-row SUV, perhaps more so than the slightly more affordable Chevy Traverse — even more affordable than that if you walk further down the Chevy’s deeper trim lineup. The Acadia’s exterior design is unique, and its interior design is a big draw over its cousin when comparing these comparable trims. Is that worth an extra few grand to you? Because beyond that, there’s not a lot, especially in terms of driving, that sets it apart from the Traverse. With that in mind, it’s simple enough to go test them back to back; they’re both in dealerships now, and they represent big upgrades over their outgoing versions.

Related video:

2024 Nissan Frontier Review: The driver’s choice in an array of configurations

Pros: Refined V6; excellent steering and handling; two cab sizes; long bed available with crew cab; small maneuverable size

Cons: Lack of powertrain options; small interior; mediocre fuel economy

The midsize pickup truck segment is seeing an influx of completely new models employing turbocharging and simplified cab configurations. By contrast, the 2024 Nissan Frontier is sticking with a decidedly old-school approach, and while it might not be the perfect truck answer for everyone, it might be for a select few. Not only is it old-school in its powertrain, cab/bed offerings and some of its features, but the truck itself is really a heavily revised version of its rather long-lived predecessor. But as we mentioned, that’s not entirely a bad thing.

In many ways, the Nissan Frontier is the driver’s choice for a midsize pickup truck (well, at least on-road). The handling is quite good for a pickup, and it’s bolstered by surprisingly good steering feel that puts some cars to shame. It’s also comfortable, and its smooth naturally aspirated, 310-horsepower V6 provides some added refinement that the turbo four-cylinder engines of competitors can’t quite match. It’s the standard engine, too, which sweetens the deal of the base models. Additionally, the Frontier offers a variety of configurations not available on several rivals, including an extended cab and the option of pairing a long bed with the crew cab. The Toyota Tacoma is the only other midsize truck to still offer those.

With that said, the Frontier doesn’t offer high-performance off-road variants like those from Toyota, Ford, Chevy and Jeep, nor does it have higher-performance engine options like Toyota and Ford. Nor is there a more luxurious variant to match the GMC Canyon Denali. The V6’s fuel economy lags behind the turbo four-cylinders, too, albeit not by a huge amount.

Whether the Frontier is right for you depends on your priorities. If you really value driving experience, small size and being able to get a specific body type, you can’t go wrong. But if you’re looking for fuel economy, off-road performance or prefer something a bit bigger, you may want to consider the competition.

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 Nissan Frontier gets a couple new trim and package additions. The SL trim has been added as the range topper with most features included as standard, including heated leather seats and wheel, a 10-speaker sound system and a sunroof. There’s also the new Hardbody Edition package (pictured below) for the SV trim. This one comes with a bunch of exterior additions such as vintage graphics, a style bar and, most notably, special 17-inch alloy wheels that look just like the distinctive ones from the old Nissan Hardbody pickup truck.

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

This is one of the areas where the Nissan Frontier shines. It has a chunky, squared-off dashboard to match its rugged exterior, and the plastics are impressively high-quality and tight fitting. The Pro-X and Pro-4X models also offer the option of vibrant red stitching, embroidered logos and leather-wrapped steering wheel and shifter (pictured in the smaller photos above). On top of all that, all Frontiers come with highly comfortable seats that offer plenty of support. Visibility is superb, too, with tall windows and low sills.

All Frontiers also get at least an 8-inch touchscreen infotainment display, with a 9-inch unit on higher trims (pictured). They all use the same interface, which has minimal menus and large icons that make it easy to navigate, plus Apple CarPlay and Android Auto are standard. Both screens are bright, clear and responsive. We're also very pleased that climate and stereo functions are easy to use with traditional buttons and knobs. Four USB ports are standard, with two each in the front and rear cabins.

Zac Palmer

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How big is the Frontier?

On the outside, the Frontier is the smallest truck in the midsize segment. Lengthwise, it has the shortest wheelbase and overall length (even when comparing crew cab/long bed configurations), and it's the narrowest. Its overall height is in the middle compared with other midsize trucks.

Speaking of cab and bed options, the Frontier can be had in either an extended cab (King Cab) or a full four-door crew cab. The King Cab comes only with the longer bed option (72.7 inches), but the crew cab can have either the short (59.5 inches) or long bed choices. The combination of crew cab and long bed is a feature only shared with the Toyota Tacoma. We take a deep dive into the Frontier bed in this driveway test.

Inside, the Frontier is on the smaller side of the spectrum, which is understandable considering its smaller exterior dimensions. By the numbers, it's an inch or two smaller than most, though head room and shoulder room are pretty solid. Legroom is really where things are on the tight side. The front occupants should feel fairly comfortable, but if you're on the tall side, you may find insufficient seat travel. The lack of a telescoping steering wheel is likely the bigger deal, regardless of your height. Adults can fit in the rear seats of the crew cab and be comfortable for short jaunts, but the lack of leg room will make them uncomfortable on long trips. The upright seat back doesn't help, either. Pretty much every other truck in the segment offers more generous rear accommodations. The extended King Cab, meanwhile, operates on a more even playing field with its competitors because you're just dealing with varying degrees of severely cramped. The Frontier King Cab's rear seats are only suitable for some pets or friends who are really small (or really need to get somewhere). It’s a rare thing, now, too, as only the Tacoma still offers an extended cab model, and that one doesn’t have rear seats at all.

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

The Frontier offers only one powertrain: a naturally aspirated 3.8-liter V6 paired with a nine-speed automatic transmission. Output is 310 horsepower and 281 pound-feet of torque, which is strong, but isn’t quite the class-leader it once was. It’s tied in power with the high-output Colorado and Canyon, and behind the hybrid engines in the Tacoma, and the turbo V6 in the Ford Ranger Raptor. Torque now falls behind nearly every turbo engine in the segment, including some standard ones. As usual, there's a choice of rear-wheel drive or four-wheel drive, and both come standard with a limited-slip rear differential.

Unsurprisingly, the more frugal of the two options is the rear-drive Frontier. It gets 18 mpg in the city, 24 mpg highway, and 21 mpg combined. Four-wheel drive brings the numbers down to 18/23/20. The Pro-4X drops a little farther to 18/22/19. That puts it on par with some key competitors such as the Honda Ridgeline and Jeep Gladiator, but a bit behind most versions of the Ford Ranger and Chevy Colorado.

As for carrying stuff, the Frontier has towing and payload capacities at the back of the pack. Towing is the worst in segment at 6,720 pounds maximum (unless you consider the Ridgeline a competitor, in which case that’s worse). Payload is second worst at 1,610 pounds (Chevy Colorado is lower).

Joel Stocksdale

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What's the Frontier like to drive?

This is the other highlight for the Frontier. The V6 offers solid acceleration, but what's really impressive is how smooth it is. Even though it revs a bit high to deliver the power, it never sounds strained, and what sound you hear is at low volume. The nine-speed transmission is also seamless when not working hard, though it becomes a bit sluggish and with rougher shifts if you push it.

It's only slightly disappointing since the Frontier is a surprisingly good handler. The steering is an old-school hydraulic assist system that delivers the sort of feedback that's generally vanished from most modern vehicles of all segments (on the other hand, it's a lot heavier at slower speeds and can be a bit vague when driving in a straight line). It’s handy off-road, too, giving a good idea of what the surface and traction situation is under the front tires. With that said, it’s also rather heavy, so you’ll be working those arms harder than most other trucks. It’s far from a deal breaker, though. Body roll is mild and the truck feels stable, even a bit fun in corners, at least relative to other trucks. The ride is also smooth, even on rough dirt roads.

The small size of the Frontier is another big benefit everywhere, as it makes it very easy to maneuver; whether you’re getting into parking spots or sneaking between trees.

What other Nissan Frontier reviews can I read?

2022 Nissan Frontier First Drive Review | Return from the wilderness

Our first time behind the wheel of the thoroughly redesigned Frontier, and we're pleased with the results

2022 Nissan Frontier Interior and Bed Review | Excellent, given the context

As the title says, we take a deep dive in to the Frontier interior (specifically, the PRO-4X) and the short bed included with the crew cab. 

What is the 2024 Frontier’s price?

The Frontier, since it has only the V6 engine option, starts a bit higher than the competition at $31,265. That's for the base, two-wheel-drive, King Cab S model. Despite the bare-bones look and trim, it's reasonably well-equipped. It of course has the peppy engine, but it also has a limited-slip differential and modern convenience features including remote locking with push-button start, an 8-inch infotainment touchscreen with Apple CarPlay and Android Auto. The King Cab is only available on S and SV, and opting for the Crew Cab will add $1,300 for the S, $1,400 for the SV with a 5-foot bed, and $4,230 for the SV Crew Cab with 6-foot bed. Four-wheel drive adds $3,200 for the S and SV King Cab and $3,000 for the Crew Cab versions.

Two new trims and packages for the 2024 model year include the Hardbody Edition and the SL trim. The Hardbody Edition is a package that includes three-spoke wheels that are near replicas of alloys available on the Nissan Hardbody pickup of the 1980s and ‘90s. It also adds vintage-style graphics, black trim, a rear style bar, rocker rails, fender flares, a front skid plate, plus all-terrain tires. It costs an extra $3,890 when added to a four-wheel-drive Frontier SV.

As for the SL, it’s the range-topper that includes most features that are optional on other trims. Among them are LED headlights, heated leather seats and steering wheel, sunroof, 10-speaker sound system, remote start, 400-watt power outlets, spray-in bedliner, bed lighting and bed tracks.

Continuing from past years are the off-road-oriented Pro-X (RWD) and Pro-4X (4WD). They both get Bilstein shocks and matched springs, a rear anti-roll bar, 17-inch wheels, all-terrain tires, fender flares, LED fog lights, red tow hooks and embroidered seats with red stitching. They also get niceties including proximity key, dual-zone automatic climate control, a 9-inch infotainment system with navigation, power seats and leather-wrapped steering wheel and shifter. The Pro-4X also adds aluminum and steel skid plates, a locking rear differential and hill descent control

You can find the starting prices for all the trim levels below, as well as a full breakdown of the 2024 Frontier's features, specs and local pricing here on Autoblog.

  • S: $31,265
  • SV: $33,965
  • Pro-X: $37,795
  • Pro-4X:  $40,795
  • SL: $41,135

Zac Palmer

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

The 2024 Nissan Frontier has been partially crash tested by the IIHS. It received top “Good” ratings for both the original and updated moderate overlap frontal crash tests, as well as “Acceptable” for the updated side crash test. The pedestrian crash prevention system is rated “Acceptable” as are the LED headlights, but the halogen units that are standard are rated “Poor.”

NHTSA has also tested the Frontier, and it gave the truck a four-star overall safety rating. It got four stars for frontal crash performance, five for side, and three for rollover.

Among the standard safety features are automatic headlights, forward collision warning with automatic emergency braking and pedestrian detection, and driver inattention monitor. Available as options or in other trim levels are rear automatic emergency braking, lane-departure warning, blind-spot warning, rear-cross traffic warning, adaptive cruise control, automatic high-beams, 360-degree cameras, parking sensors and traffic sign-recognition.

Related video:

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

SAMSUNG CSC

SAMSUNG CSC

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The Honda Civic may be one of the most ubiquitous cars on roadways across the United States. Seeing them so often could lull one into thinking of the compact car as little more than an appliance, an object to get from one point to another with as little fuss as possible. But that’s simply not the case with the Civic. It has consistently been one of the best cars for sale in America — a good reason why it’s proven so popular for so long — and the refreshed 2025 Honda Civic, particularly in the hybrid form we tested, may be the best all-around version yet.

The 2025 Civic’s single largest change for its mid-cycle freshening is the addition of a 2.0-liter four-cylinder hybrid powertrain with 200 horsepower that shares a lot with the hybrid available in the Honda Accord and CR-V. It also takes the place of the outgoing 180-hp, 1.5-liter turbocharged option. We loved the little turbo engine and will miss its hot-hatch-lite performance (not to mention the manual transmission that is also a goner), but we also think most drivers will be better served by the 200-horsepower hybrid replacement. It’s torquey, with a stout 232 pound-feet from 0 through 2,000 rpm spurred on by the electric motor and gearless eCVT transmission, but it doesn’t feel like it wants to live solely at low-rpm speeds when the driver calls up a heavy application of throttle.

Honda engineers tell us that the gasoline-fueled Atkinson-cycle engine doesn’t often put power directly to the wheels – it utilizes a high-speed lockup clutch at highway speeds for direct drive – but thanks to programming trickery, gearing and electricity from twin electric motors, it all just works in a shockingly seamless manner. We tested the hybrid in Econ(omy), Normal and Sport modes and found each of them well tuned for their respective purposes.

2025 Honda Civic Hybrid Sport Touring

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The default Normal mode is what we’d expect the majority of drivers to use, and it’s perfectly appropriate with linear throttle response and solid steering feel. Sport ramps up the throttle response and reduces steering assist (it also engages “Active Sound Control” for some additional auditory flair in the cabin and changes the digital gauges to a sportier look), and while the curviest roads we were able to drive during our two-hour stint behind the wheel in Montreal just prior to the Canadian Grand Prix were highway on- and off-ramps, it felt well-sorted for the task. Surprisingly, even Econ felt fine, eking out a bit more efficiency with smoothed-out throttle response and reduced use of the car’s air conditioning. The top-spec Sport Touring Hybrid gains an additional (new-for-2025) Individual mode that the driver can tailor to their liking.

The Civic Hybrid’s solid performance does not come at the cost of efficiency. It is expected to return 50 miles per gallon in the city, 47 on the highway and 49 combined. The Toyota Corolla Hybrid, which is the most logical competitor, gets 53/46/50 in LE trim or 50/43/47 in its sportier SE flavor. The Honda certainly feels much sportier from behind the wheel than the Toyota, earning it the nod as the driver’s choice between the two.

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

All Civics get retuned springs and dampers and more rigid front upper suspension mounts, front subframe mount and rear lower suspension mounts. Hybrid models also benefit from a center of gravity that’s 10 millimeters lower than non-hybrids along with unique spring and damper tuning. The tires are said to have 19% less rolling resistance, but at the fairly sedate speeds we were forced to drive in traffic, we did not notice any reduction in grip.

Shoppers with a particularly keen eye may spot the 2025 Civic’s restyled grille and front fascia, which is joined by darker taillights and a blacked-out headlight reflector. The Civic Hybrid Sport benefits from more blacked-out bits and a body-color grille surround and front spoiler. To our eyes, it’s a sharp car in both sedan and hatchback forms, and yes, the hybrid powertrain is optional for both body styles.

On the inside, Honda blessed Sport Touring Hybrid models like our silver test car with a shiny new 9-inch touchscreen infotainment system that’s powered by Google Built-In and offers access to apps through the Play Store. It supports wireless Android Auto and Apple CarPlay, but its inclusion of Google Maps with live traffic as the native navigation system will offer a familiar interface to many users. It’s a slick system that is easy to use, moves through its motions quickly with no discernible lag and benefits from physical Home and Back buttons, a real volume dial and smaller forward and reverse buttons at the bottom below the volume. This marks the first time Honda’s latest infotainment package is offered in a Civic, and it’s certainly more desirable than the older 7-inch package in lesser trim levels. Hopefully, the new system proliferates down to the rest of the Civic lineup in the coming years.

The rest of the new Civic’s interior pretty much carries over from 2024. Our Sport Touring Hybrid test vehicle’s 10.2-inch digital instrument cluster is easy to read and generally mimics the traditional gauges of other Civic trims. The interesting mesh band that runs the width of the dash still houses the air vents, and while that’s pretty much the only visual flair to the Civic’s cabin, the design of everything is so harmonious, simple and effective that we really have no complaints. The new hybrid powertrain is available in both sedan and hatchback styles, and both are roomy enough inside for four adults and their luggage that it’s really the buyer’s choice of how they want their cargo capacity doled out.

The oddly named Honda Sensing safety package is standard across the Civic range, and it’s reportedly been refined for 2025 with Collision Mitigation tuned to better detect bicycles and motorcycles, offer Adaptive Cruise with smoother acceleration and deceleration and smoother Lane Keeping Assist.

While we didn’t test anything but the new Civic Hybrid sedan, a 2.0-liter four-cylinder remains the base engine in the LX for $24,345 and Sport for $27,345. Honda says it’s newly designed for ’25 to make 150 hp (down 8) and 133 lb-ft (down 5 but delivered earlier) and improve fuel mileage by between 1 and 2 mpg, depending on trim. The Sport Hybrid starts at $29,845. Stepping up to the Sport Touring Hybrid will ring the register to $32,845 and bring with it the aforementioned infotainment and digital cluster tech, leather seats, a Bose audio system and more. The sedan goes on sale as this story is published, with the hatchback following shortly thereafter.

The sporty Civic Si returns with its 1.5-liter turbo engine with 200 hp and 192 lb-ft for 2025. Note that the Civic Hybrid is technically the more powerful option, but the Si retains its six-speed manual, and the two models will deliver extremely different experiences from behind the wheel. We expect the top rung of the Civic ladder to remain occupied by the Type R and its 2.0-liter turbo engine’s 315 hp and 310 lb-ft.

As ever, there’s a Civic designed for just about every potential buyer. And while we love the feel of a small-displacement turbo sending its ponies through a proper manual gearbox, the new Sport Touring Hybrid strikes us as a nearly perfect balance of size, efficiency, performance, technology and value. We expect that buyers will flock to it in droves.

2024 Hyundai Kona Review: Bigger, better, more Electric options

Zac Palmer

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Pros:  Great tech; reasonably fun to drive; turbo engine upgrade and electric model; more space with new generation

Cons:  No wireless smartphone connection with upgrade system; no federal tax credit for Electric; no more Kona N (for now)

The 2024 Hyundai Kona represents the collective evolution of the subcompact crossover segment. While it shrinks from three models to just two for 2024 (say goodbye to the Kona N), the baby commuter now packs more space, more tech and more diversity of electric powertrains.

While the Kona may be new, it hasn’t lost the key attributes that made us like the first generation so much. It’s still pleasant to drive, even fun if you spring for one of the punchier models. It’s still packed with usable, well-thought-out tech. And it’s still small — albeit a lot less so than previously. Its position at the lower end of Hyundai’s lineup also helps the value proposition stick. Put another way: It’s still a bargain.

The Kona Electric also returns, now with a choice between ultimate range and a smaller, cheaper battery. Unfortunately, the loss of federal tax credits means its price won’t be as competitive as it used to be. But with other cheap EV options taking a break (looking at you, Chevrolet Bolt EUV), the Kona is positioned to make a splash in its second performance.

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 Kona was redesigned for 2024 and now boasts significantly more cargo space along with a roomier rear seat. While both of the standard gasoline engines carried over largely unchanged, the high-output N performance model is discontinued, but don't count out a return at some point. The Kona Electric also returns, this time with two BEV powertrains to choose from, but the tire-burning torque of the last-gen electric model has been dialed back.

The new Kona also gets an overhauled interior featuring a host of new tech to go with its new skin. The new 12.3-inch infotainment system supports over-the-air updates and comes with USB-C ports front and rear. Wireless Android Auto and Apple CarPlay support is finally coming to navigation-equipped models, though it’ll come as an over-the-air update later in 2024.  

(Kona Limited interior (light gray); Kona N-Line interior (black with red accents); Kona Electric interior (gray with yellow accents)

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

For the money — and for this humble segment — the Kona interior is quite decent. The 2024 redesign brightens things up a bit in the front cabin, especially on the Limited and N-Line. Those trims get a column-mounted gear selector, freeing up space between the seats. Hyundai also borrowed the Palisade’s multi-function center console with cupholders that collapse out of the way to make room for storing larger items. 

Kona has always been equipped with decent tech and infotainment; the new model is no exception. SE and SEL get a 12.3-inch center screen alongside a smaller 4.2-inch color cluster. This combo gets you wireless smartphone integration standard (Apple or Android). The Limited and N-Line get a navigation-equipped system with Bose audio and wired Android Auto and Apple CarPlay, but as is the case with Hyundai’s other current offerings, the high-end infotainment lacks wireless capability. For now. Hyundai is on track to offer an over-the-air update (another new feature) to add it to navigation-equipped models by the end of 2024.

The Kona offers USB-C charging front and rear, and can be equipped with a wireless device charger for phones or (very) small tablets.

How big is the Kona?

The Kona is a subcompact SUV. Put another way: It’s small. If you’re planning on using the back seat and cargo area a lot, take note. That said, it got significantly bigger and more functional for 2024. The previous model trailed virtually every competitor in headroom, legroom and cargo space, but the overhaul’s three additional inches of front headroom and rear legroom brings the Kona in line with the Honda HR-V, Toyota Corolla Cross and Kia Seltos. Its back seat is now solidly competitive with the heart of the subcompact class.

The same can now be said of cargo space. The Kona’s redesign also brought a significant 6.3 more cubic feet of cargo space behind the rear bench (our cargo test showed the previous version to be one of the smallest in the subcompact segment), for a total of 25.5 cubes with the seats up. That’s better than the HR-V (24.4), Crosstrek (20.8) and Buick Envista (20.9), but trails the Corolla Cross (26.5), Seltos (26.6) and Volkswagen Taos (24.9 or 27.9). With that extra cargo space comes a taller, wider opening with a lower lift height.

What are the Kona fuel economy and electric range specs?

The Kona makes this usually brief section a bit complicated. Including the Electric model, it is offered in six different powertrain combinations, with everything from frugality to a bit of performance mixed in.

The base engine (SE, SEL models) is a 2.0-liter four-cylinder that makes 147 horsepower and 132 pound-feet of torque. It’s paired with a continuously variable transmission and can be had in front- or all-wheel-drive configurations. The front-drive SE is rated at 28 mpg city, 35 mpg highway and 31 mpg combined. With AWD, those drop to 26/29/27, respectively. The SEL is inconsequentially less efficient.

Meanwhile, the N Line and Limited trims get a 1.6-liter turbocharged four-cylinder that makes 190 horsepower and 195 pound-feet of torque. This motor is paired to an eight-speed automatic transmission and again can be had in both FWD and AWD layouts. FWD models are rated at 26 mpg city, 32 mpg highway and 28 mpg combined; AWD models return 24/26/29.

And then there’s the Kona Electric. Again, it’s offered with two drivelines, but neither can be had with AWD, simplifying the math a bit. The Electric SE has a 133-horsepower motor mated to a 48.6 kWh battery with 197 miles of range. The Electric SEL and Limited get a larger, 201-horsepower motor paired to a 64.8 kWh battery, which Hyundai says is good for 260 miles. The smaller battery needs roughly 5 hours to charge on a level II home setup, while the larger will take about 6:15. Both batteries can be charged from 10-80% on a DC fast charger in 43 minutes.

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What's the Kona like to drive?

Considering all those powertrain choices up there, the answer is “it really depends.” Front-wheel-drive models are fitted with a torsion beam suspension; AWD models get an independent multilink out back. If you want the better Kona to drive, you’ll want all-wheel drive. In general, though, every Kona impresses with a surprisingly fun driving experience highlighted by tidy body control and well-calibrated steering. It’s not quite as firmly sprung or as responsive as the first-gen Kona was, but considering its 200-pound weight gain and lack of corresponding power increase, we’re not surprised the Kona’s a little less playful than it used to be.

We’ve not yet been able to try out Hyundai’s continuously variable transmission (IVT in Hyundai parlance) on the standard 2.0-liter engine, but the new eight-speed (that replaced the old Kona’s DCT) paired to the turbo engine is more than adequate to the task. We’d like to see a bit less hesitation to downshift in around-town driving, as the Kona’s 1.6 can drone a bit with low load, but when you ask it for power (either via one of the paddle shifters or with a shove of your right foot), it’s there.

Hyundai’s mission to civilize the Kona clearly paid dividends. While it’s not whisper-quiet, the cabin is more serene than the outgoing model’s. This really shines through in the Kona Electric, which we’ve only briefly sampled so far. Without a gasoline engine to mask outside noise, it would be the most vulnerable to intrusive sound.

The updated Kona Electric loses a whopping 103 pound-feet of torque with its calibration for the new generation, but it still feels more than punchy enough to do the job. While the tire-roast torque of the last-gen Kona Electric may have been good for a grin, it didn’t add much else to the experience. The Electric is arguably the most composed of the Konas now, too, as its battery pack keeps the center of gravity low. We compared it to other similarly-priced EVs in our most recent EV Comparison Test where it came in third place, just besting its Kia Niro EV twin.

What other Hyundai Kona reviews can I read?

2024 Hyundai Kona First Drive Review

Our first and most complete review of what it's like to drive the new Kona, plus details about its design, engineering and all that's new. 

2024 Hyundai Kona Electric Preview Drive

We didn't get as much time behind the wheel of the new Electric, but here you'll find our initial impressions plus all of the details about its new electric motor and battery lineup. 

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

We pit four electric crossovers against each other, all priced at about the average price of a new car, approximately $45,000.

What is the 2024 Kona price?

Pricing for the 2024 Kona SE starts at $25,435. For that, you get front-wheel drive, the 147-horsepower 2.0-liter engine and the standard 12.3-inch infotainment unit with wireless Android Auto and Apple CarPlay.

The SEL ups the interior materials (leather on the shift knob and wheel, for example) and adds second-row climate controls. It can also be equipped with a $2,200 Convenience Package that also adds a power driver's seat, heated front seats, and wireless charging.

The N-Line and Limited come with the turbo 1.6-liter engine and the 12.3-inch digital cluster replaces the 4.2-inch unit from the SE and SEL. The N-Line gets you a sporty look, including flashy wheels and a gnarly spoiler, but no actual performance upgrades. The Limited model focuses more on creature comforts and a toned-down, more elegant looking exterior.

No matter what trim you choose, AWD works out to a $1,500 option. You can find a full rundown of added features for the other trims  here on  Autoblog. 

  • SE: $25,435
  • SEL: $26,785
  • N Line: $31,985 (pictured in red below)
  • Limited: $32,985 (pictured in green below)

For the most part, the Kona Electric's equipment offerings follow the standard Kona's pricing structure, but with a higher starting price and no sporty N-Line model. 2024 Hyundai Kona Electric pricing breaks down as follows:

  • SE: $34,010
  • SEL: $38,010
  • Limited: $42,380

What are the Kona safety ratings and driver assistance features?

Every Kona comes standard with forward collision warning with pedestrian detection and automatic emergency braking, lane-keeping assist, blind-spot and rear cross-traffic warning, and a driver inattention warning system. Adaptive cruise control with stop-and-go capability is standard on the Limited. These systems are some of the best-executed on the market.

The 2024 Kona received a Top Safety Pick+ award from the IIHS where it scored a "Good" rating in every crash test. The single headlight option received an "Acceptable" rating, and its LATCH ease of use scored the same. The updated Kona still hasn't been rated by the NHTSA.

2025 Polestar 3 First Drive Review: Aiming at the mainstream

Ronan Glon

Ronan Glon

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MADRID, Spain — Polestar has catered to a niche audience since taking a seat at the carmaker table in 2017. Things started small: It’s been operating as a one-model brand for the past couple of years. While the 2 set a high bar, it’s not able to push the tuner-turned-manufacturer into the mainstream alone.

Backup has arrived. Unveiled in 2022, the Polestar 3 will plant the flag in the oh-so-important (and oh-so-lucrative) SUV segment. It also blazes the path that the next additions to the range will follow, both in terms of design and technology. For many, this big EV will be the face of Polestar.

I’ve already driven the 3 on a test track in Sweden. Now it’s time to hit the open road.

Like the segment-bending Polestar 4, the 3 illustrates how Polestar plans to gradually distance itself from Volvo. It’s built on the same modular SPA2 platform as the EX90, which will be sold alongside the XC90 for at least a little while, but the two SUVs look and feel different. They’re cousins rather than siblings. The 3 is marketed as the sportier of the two, so it features a more swept-back silhouette, a lower roofline and only two rows of seats. The EX90 is boxier, taller and available with a third row.

The idea wasn’t to fully sever ties with Volvo. “We like to keep a little bit of a bridge to Volvo as a family because there is a lot to gain,” Maximilian Missoni, head of Polestar’s design department, told me. Drivers tend to trust Volvo, especially when it comes to safety. “The connection to Volvo is a good thing; it sets Polestar apart from many other newcomers that don’t have this kind of trust.”

Up front, the Thor’s Hammer daytime running lights form a link between the two companies. There’s plenty of unique Polestar DNA, though. The 3 doesn’t hide its armada of sensors; it proudly shows them off. The panel located between the headlights — where you’d likely find a grille if the 3 used, say, a straight-six — features lines indicating the position of the various sensors that power the electronic driving aids.

In a way, this is Polestar’s heritage. The Polestar 1, its first model, ushered in this labeling system with a cool, transparent panel in the trunk. It explained the purpose of the big orange wires linked to the battery.

You get a stronger whiff of Volvo-ness from the driver’s seat. The three-spoke steering wheel, the digital instrument cluster, the dashboard’s overall layout and the floating center console look similar to what you find in the EX90. Polestar stresses that it went to significant lengths to differentiate its software, however. While the infotainment system remains Android-based and displayed on a 14.5-inch touchscreen, the brand designed its own user interface loaded with proprietary fonts and icons.

About 85% of the 3’s infotainment system is shared with the 4. The biggest difference is that the 3’s touchscreen is portrait-oriented while the 4’s is landscape. Ruben Rodriguez, the company’s head of UX design, told me that’s because the 4 is aimed at younger buyers who will appreciate the extra functions, like a split-screen mode. In contrast, 3 buyers will prefer the top-to-bottom display.

This software relies on tiles and illustrations to clearly convey information, which is good considering the long list of functions packed into the screen. Beyond the usual, such as entering an address into the navigation system or changing the radio station, the touchscreen is your point of contact to open the glovebox, select whether the door mirrors fold automatically or adjust the steering column.

Rear-seat passengers will likely feel the urge to send Polestar a heartfelt “thank you” card after a long trip. By detouring a three-row configuration, designers had the freedom to move the rear bench back to carve out a generous amount of legroom. Storage capacity takes a hit, however: There’s 21.1 cubic feet of cargo space (including 3.2 cubes under the floor) with the second-row seats left up, and 49.8 cubic feet with the rear seats folded flat. It’s not hard to find a rival with a bigger trunk. Staying in the (extended) family, the XC60 offers more trunk space, yet it’s about eight inches shorter than the Polestar 3.

At launch, the Long-Range Dual-Motor will be the only variant of the 3 available. Its name is straightforward: Power comes from two electric motors (one per axle) that draw electricity from a 111-kilowatt-hour nickel-manganese-cobalt battery. The system’s output checks in at 489 horsepower and 620 pound-feet of torque, though the optional Performance Package bumps those figures to 517 hp and 671 lb-ft, respectively. While the 3 isn’t light —  it weighs between 5,696 and 5,886 pounds depending on how it’s configured — the huge amount of power unlocks hot-hatch-like acceleration: Polestar quotes a 4.8-second 0-60-mph time for the standard 3 and 4.5 seconds for the Performance model.

However, there’s no shortage of electric cars that post the kind of horsepower and torque figures that were par for the course in the supercar segment a decade ago. And, most of them use the same basic drivetrain configuration — a single-speed transmission for each motor and a heavy battery under the cabin — so they all have some similar driving characteristics. This is where the 3 stands out from the pack.

It’s all in the rear axle: Polestar added a dual-clutch torque-vectoring differential to dial in sharper handling. It’s not merely a marketing gimmick. This system makes a big difference on a twisty road, where the 3 handles like a nimbler car. It’s not, say, a Volkswagen GTI, but it’s far more engaging to drive than its weight and proportions suggest. One of the best-driving EVs on the market is a 192.9-inch-long SUV built by a company few had heard of 10 years ago – how’s that for beating the odds?

Several other factors come into play, including a low center of gravity and a 50/50 front/rear weight distribution that allow the 3 to take a corner without excessive body roll. You can also configure the steering (Light, Standard and Firm) and the adaptive air suspension (Standard, Nimble and Firm). Playing around with these profiles makes a perceptible difference in how the 3 behaves. Nearly every new car offers driving modes or profiles, but they’re often not as nuanced as we’d like them to be.

Brakes? They’re there, and they’re huge — we’re talking four-piston Brembo calipers up front — but you likely won’t use them often. The pads only come in contact with the rotors at 0.3g's of braking force. Below that, the regenerative braking system slows the 3 on its own. The pedal feel is average. It’s not great, but it’s not overly video game-like, either. You can one-pedal-drive your way down the road by selecting two levels called Low and Standard, respectively (you can also turn the system off).

The Eau de Volvo scent returns on the highway, where the 3 cruises in comfort and relative silence, though there’s wind noise coming from the door mirror area. The driving aids work as advertised, and the 3 is notably capable of changing lanes on its own with a flick of the turn signal. The rear axle that orchestrates the amount of power assigned to each rear wheel on a twisty road goes offline for efficiency’s sake on the highway to save range. Going straight at 65 mph, you don’t feel that the rear wheels aren’t powered. I’m told the system reengages them almost instantly if needed.

Polestar notes that the 3’s 400-volt electrical system is capable of 250-kilowatt charging, which can take the battery from 10% to 80% in 30 minutes. The brand is working on faster charging —  it built a prototype capable of charging from 10% to 80% in 10 minutes — but the technology isn’t ready. The 3 gets an EPA-estimated 315 miles of range, though the Performance Pack lowers that figure to 279.

With a fresh approach to design, a nice interior and engaging handling, the 3 should allow Polestar to shed its new-kid-on-the-block status. It’s different enough from the Volvo EX90 to stand out in a crowded segment, but it’s also similar enough to address concerns that motorists might have about buying a car from a young brand.

On sale now, the 2025 Polestar 3 starts at $74,800, including a $1,400 destination charge. Adding the Performance Pack increases that figure to $80,800. Note that the model is not eligible for the $7,500 federal tax credit because it’s built in Chengdu, China. Polestar will begin building the 3 in the Volvo plant near Charleston, South Carolina, at some point in 2024, so American-made cars could qualify. In the meantime, the automaker points out that buyers who lease the 3 can claim the full $7,500 tax credit.

And, hang tight if you want a cheaper 3: there’s a rear-wheel-drive model due out later in 2024.

Related video:

2024 Mustang Mach-E Rally First Drive Review: Bringing us dreams of the WRC

Ford

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Just as Ford tapped into the spirit of desert racing with the F-150 Raptor, so it goes with the 2024 Mustang Mach-E Rally. See, rally drivers are the most audacious (or deranged) folks to ever set their butt behind the wheel of a car. They drive at incredible speeds down narrow roads with a navigator constantly feeding them a barrage of indecipherable instructions gleaned from just one sighting pass. You likely aren’t quite as crazy-pants as famous rally drivers like Michele Mouton or Sebastien Loeb, but that doesn’t mean you can’t have a bit of fun piloting Ford’s newest Mach-E trim on the dirt.

The Rally takes the Mach-E GT and adds a few tweaks to make it dirt-worthy. There is a one-inch lift and skid plates protecting the front and rear motors. The front splitter is modified just a touch for a better approach angle. It has a front recovery hook, and the rocker panels have a paint protector to defend against gravel damage. I really dig the larger rear spoiler, and the white 19-inch rally-inspired wheels are an absolute chef’s kiss.

The Rally trim’s two electric motors get Ford’s Performance Upgrade, pushing out 480 ponies and 700 pound-feet of near-instant torque. It also gets the extended-range battery with 91 kilowatt-hours of juice. However, you’ll get just 265 miles of range on a full charge, compared to the GT’s 280 miles or the Premium trim’s 300. Still, it’s not a bad hit to take for something that can deliver so much fun.

I get a few laps in the Mach-E Rally at DirtFish Rally driving school outside of Seattle. This being the Pacific Northwest, it’s raining, and the gravel/dirt course is a slippery, muddy mess. Here is where tires play a key role. Ford outfitted the Rally trim with a set of Michelin CrossClimate2 all-season tires. As a dedicated rally tire, this definitely would not be my first choice, but Ford has to split the difference between range and traction. These get the job done, but those who really plan on hooning their Mach-E Rally in the dirt and gravel will want a rally-specific tire that likely will not be DOT-compliant.

We start off on a small course with the car in the sportiest street mode, dubbed Unbridled — there are also Whisper and Engage modes, and whoever named them should probably rename them (what’s wrong with just Comfort, Sport and Sport Plus?). Regardless, in Unbridled mode on a slippery surface, the traction control kicks in early, keeping oversteer at bay. The steering feels pretty loose, and the torque delivery isn’t quite as instant as I want it to be. It’s fun, but it’s not, you know, fun.

We move to the larger track and I select the new RallySport mode. Now I have the full shebang at my disposal. The steering gets much heftier and communicates a bit more feel into the hands. It’s easier to tell when the tires are close to the edge of grip. RallySport mode doesn’t turn off all the nannies, but traction control is definitely less heavy-handed. Oh, and there isn’t any lift-off throttle brake regeneration. I have to use the mechanical brakes to get this 5,000-pound beast to slow down before a turn.

In fact, I have to brake a smidge earlier on corner entry than I want to, since this car is so porky. Not only do I need to slow the thing down — momentum can end your day in a hurry — but I also need to get some weight transferred over the front end to keep the Mach-E from understeering. But that is nothing compared to what happens on corner exit.

RallySport mode brings the torque in much quicker, and it’s very linear. Combined with the single-speed transmission, it means that I always have power coming out of a turn. There is no shifting here, no turbo lag — just getting on the throttle quickly, squeezing out the power and letting the all-wheel-drive system claw its way around the turn. Do I induce oversteer a few times? Heck yeah, I do! But a bit of countersteering and patience keep the Mach-E from coming around all the way.

I really love what the MagneRide suspension does, as well. These shocks have little magnetic particles that can change the viscosity of the shock fluid. The car’s computer runs a current through the fluid, causing those particles to clump together. The result is a shock that can be harder or softer in milliseconds. In RallySport mode, they even get electronic bump stops to soak up any high-impact events at the top or bottom of the shocks’ travel. So I can be in the middle of a turn, hit a rut and the car doesn’t get upset. It’s pretty slick.

Now, don’t get any fun ideas about the Mach-E Rally being a desert race car. It’s not, electronic bump stops or not. It doesn’t have the ground clearance or suspension travel to handle the challenges of whoops or rocks. It would probably be pretty darn fun in soft sand but, again, the minimum running ground clearance here is just 5.8 inches. It would be very easy to get high-centered on a dune.

Instead, this is a car for those who want to take their daily driver to a rallycross event every now and again. Driving it on the pavement is best done in Unbridled mode, as the steering in RallySport is way too heavy for corner carving on the pavement. The all-season tires do a nice job on wet pavement, keeping the car planted and secure during the Seattle downpour. The standard heated front seats and steering wheel are a nice touch too.

Commuting is made easier by plenty of standard advanced drivers’ aids. You’ll get blind-spot monitoring, lane-keeping assist, automatic emergency braking, adaptive cruise control and the like, but buyers also get a 90-day trial of Ford’s BlueCruise technology standard on the Rally trim that allows for hands-free driving and driver-indicated auto-lane changes.

During my time on the DirtFish course I’m having too much fun to really care about how many electrons I’m using up, but you’ll want to pay fairly close attention. The Mach-E Rally can accept a DC fast charge of 150 kW, but that’s just the peak rate – you won’t get that speed for the entire session. However, Ford says the Rally can charge from 10% to 80% in 36 minutes. If you’re charging at home, the 11.5-kW onboard charger is definitely quick enough to fill the battery overnight.

When it comes to the competition, well … there are plenty of electric SUVs on the market right now. The Tesla Model Y is likely its best rival, and Tesla owners are probably the only other folks who would want to rally their rides. I mean, come on — do you think someone in a Cadillac Lyriq is going to head out to the forest to see how fast they can slalom through the trees? No.

However, throw a set of rally tires on the Hyundai Ioniq 5 N and you could have a proper race, and I could also see the upcoming Rivian R3 throwing its battery into the ring. An actual OEM electric rally race series would be amazing, but alas, I think we’ll be lucky to see even one Mustang Mach-E Rally with a full roll cage, ready for the 100 Acre Wood Rally.

The 2024 Mustang Mach-E Rally starts at just under $62,000 including delivery, but the good news is that there aren’t too many options to add aside from a few paint colors or three years of BlueCruise. Even better news, many local rallies only require a helmet and neck restraint, so you can get out and have fun straight away. I guarantee you’ll have a dopey grin on your face the whole time.

Related video:

2024 Hyundai Santa Fe Review: Boxy rebrand is a style and utility winner

Zac Palmer

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Pros: Design is upscale and eye-catching; interior space is spectacular; it’s a tech powerhouse

Cons: Transmission can be unsmooth at times; no sporty intentions; meager cargo space when using third row

The 2024 Hyundai Santa Fe is a legitimately cool vehicle. That isn’t something we’ve been able to say about any Santa Fe up until now, and it’s all thanks to the Hyundai design department putting in some astounding work with this latest iteration of the three-row SUV. Its resemblance to Land Rovers of years past is uncanny, but even though it reminds of other SUVs, the box-like design is still plenty personal to and fitting with Hyundai. From the funky rear end to the massive windows and pixel lights, this Santa Fe is undoubtedly going to turn heads.

Its hybrid powertrain gives folks looking for efficiency a great option, maxing out at 36 mpg combined, and the 2.5-liter turbocharged engine is a torque monster that can tow up to 4,500 pounds in the off-road-centric XRT trim. Speaking of, the added lift and all-terrain tires on this model make it a nice option for those hoping to hit some rougher roads on their way to the campsite. Hyundai’s made the Santa Fe’s interior a lovely spot for all seven passengers, too, provided those in the third row are children or smaller adults. Its square shape gives it spectacular utility, though you won’t be fitting much behind the third row. If you want a more usable third row and space behind it, the Hyundai Palisade is lying in wait, but as it stands, the Santa Fe is a stylish and utilitarian three-row with a solid value argument to boot.

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 Santa Fe is a totally new, redesigned model for 2024. It’s vastly different than the outgoing Santa Fe, as the SUV takes on a whole new character for this generation.

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

The Santa Fe’s Land Rover-like boxy design on the outside translates to the inside, as huge windows make for excellent visibility in all directions. It’s far classier inside than you’d expect for its price, made all the better when you select the two-tone green and cream or Pecan Brown (above, bottom left) interior options on upper trims.

The steering wheel also looks like it was ripped right out of a Land Rover, as do the squared-off air vents (that mimic the headlight design) and angled climate control screen flanked by temperature dials for the driver and passenger. The large center console area – provided you spec a higher trim – has two dedicated wireless charging pads for a pair of smartphones (a rarity, and some of the best wireless phone chargers we’ve ever used), and the cubby under the armrest opens from either the front or back.

A curved display houses a pair of 12.3-inch screens, one for the gauges and another for the Hyundai Group’s latest multimedia system that gets wireless Apple CarPlay and Android Auto. To the right, there are two gloveboxes: a top one behind the dash panel with an optional UV-C sterilization compartment (it uses UV light to sterilize small items) and a more traditional one by the passenger’s knees. This is in addition to deep door pockets that’ll hold huge water bottles and storage space under the center console.

How big is the Santa Fe?

The Santa Fe is another three-row Hyundai SUV (like the Palisade), but it’s notably smaller with the big restrictions being third-row space and cargo capacity, particularly when the third row is raised.

That said, you’ll find generous accommodations for first- and second-row passengers, with that boxy design lending itself to mega headroom. Getting into the third row is kind of a hassle, since the seats don’t slide forward enough, but once you manage to wedge yourself back there, the amount of space is just a touch less than what you’ll find in a Palisade. Your biggest annoyance in the way-back may well be the height of the seats that leave your knees pointing upwards. The remaining cargo space behind that third row is just plain tiny, much like the mechanically related Kia Sorento  that has similar exterior dimensions. If that's a problem, loading extra stuff on the raised roof rails is uniquely aided by grab handles in the C pillars that help you hoist yourself up while standing on the rear tire.

Put the third row down, and you’ll enjoy plentiful space at 40.5 cubic feet. Drop the second row, and that expands to a cavernous 79.6 cubic feet. Loading items into the Santa Fe’s cargo area is uniquely pleasant, too, because Hyundai specifically set out to design a hatch with as wide an opening as possible by installing the hatch struts low on the body where you’d normally find taillights. Look at the extra load width utility on offer side-by-side with the previous-gen Santa Fe (comparison above), and you’ll start to understand why this new one has such a funky rear-end design.

What are the Santa Fe’s fuel economy and performance specs?

There are two powertrain options for the Santa Fe, with the standard model being equipped with a 2.5-liter turbocharged four-cylinder that shifts via an eight-speed dual-clutch automatic transmission. Output from the engine is rated at 277 horsepower and 311 pound-feet of torque. Front-wheel drive is standard, and all-wheel drive is optional on every trim level except for the XRT, where AWD is standard. Fuel economy for the FWD model is listed at 20 miles per gallon city, 29 mpg highway and 24 mpg combined. That drops to 20/28/23 mpg with AWD. Meanwhile, the XRT trim takes an efficiency hit thanks to its all-terrain tires and lifted stance, down to 19/26/22 mpg.

As for the hybrid, that powertrain consists of a 1.6-liter turbocharged four-cylinder, single electric motor and six-speed automatic transmission. Combined output is rated at 231 horsepower and 271 pound-feet of torque, and you can choose either front- or all-wheel drive. Of course, the “upgrade” here is all about fuel economy, as the hybrid is rated at 36 mpg city, 35 mpg highway and 36 mpg combined. Opting for AWD drops those down to 35/34/34 mpg.

What's the Santa Fe like to drive?

Both powertrain options offer smooth power delivery and enough oomph to get the Santa Fe out of its own way. But at higher speeds – or if you find a winding side road – the less-powerful hybrid setup can feel anemic, especially during mid-range acceleration. The more powerful 2.5-liter turbo setup really feels like the best option, able to move the large Santa Fe with greater confidence. It doesn’t sound half bad either, with a respectable growl.

The Santa Fe is plenty nice to drive, with decent steering and controlled body manners, but there’s nothing sporty about it. You sit high behind the steering wheel, and there’s a commanding view down the long, flat hood that – yep – kind of has a Land Rover vibe. Fitted with 21-inch wheels, the Santa Fe transmits some of the bigger bumps and blemishes through to the cabin, but the smaller 18-inch wheels and higher-sidewall tires smooth things out beautifully.

As for the off-road-leaning XRT, we're pleased to report that the extra height and the chunkier all-terrain tires don't really change the pavement experience, at least not in any significant way. On the gravel and dirt roads, what is pretty impressive is how comfortable and stable the Santa Fe feels. For the hills, the Santa Fe cruises up easily, with the all-wheel-drive lock adding some extra traction. With that said, things could get jerky on the 1-2 upshift. Between being a dual-clutch transmission that has to balance clutch slipping and the turbocharged powertrain, it's not the smoothest to change.

What other Hyundai Santa Fe reviews can I read?

2024 Hyundai Santa Fe XRT First Drive Review: Sweet spot off the beaten path

We spend a day both on- and off-road in the rugged XRT trim of the Santa Fe lineup.

View the 16 images of this gallery on the original article

2024 Hyundai Santa Fe First Drive Review: Rover of paved lands

Our first shot of the completely redesigned Santa Fe where we explain its engineering and provide initial driving impressions.

View the 24 images of this gallery on the original article

What is the 2024 Santa Fe’s price?

The 2024 Santa Fe starts at $35,345 for its base SE trim with the 2.5-turbo and front-wheel drive. We’d recommend stepping up to at least the $37,845 SEL model that adds nice-to-haves like a power driver’s seat, heated front seats, dual-zone climate control and roof rails. If you want the aforementioned (and highly recommended) green interior, though, you’ll need to step up to the Limited or Calligraphy trims.

The XRT model is an interesting proposition at $41,995 with its 1.5 inches of extra ground clearance, all-terrain tires, standard AWD, extra 1,000 pounds of towing capacity (4,500-pound max) and unique exterior appearance.

Joel Stocksdale

View the 21 images of this gallery on the original article

If you’re going for maximum efficiency, the Hybrid starts at $38,345 for the SEL model, which makes it only a smidge more expensive than the gas-only model. The most expensive version you can opt for is a Calligraphy Hybrid with AWD for $50,195 before options/accessories.

We’ve listed all the versions and their base prices below. Add $1,800 to any of the following to get the price with AWD.

  • SE: $35,345
  • SEL: $37,845
  • XRT: $41,995
  • Limited: $44,745
  • Calligraphy: $47,895

  • SEL Hybrid: $38,345
  • Limited Hybrid: $45,245
  • Calligraphy Hybrid: $48,395

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

The Santa Fe comes with a huge number of standard driver assistance features including forward collision avoidance assist (pedestrian, cyclist and junction turning detection), blind spot warning with rear cross-traffic assist, full-speed adaptive cruise control, lane-keeping assist, lane-following assist, front and rear parking sensors, rear occupant alert and safe exit alert. Step up to higher trims and even more features come into the fold, like Hyundai’s Blind View Monitor, blind spot collision avoidance assist, forward attention warning, navigation-based adaptive cruise, Hyundai’s Highway Driving Assist 2, 360-degree camera, side parking sensors and Remote Smart Parking Assist.

The 2024 Hyundai Santa Fe received a Top Safety Pick award from the IIHS, scoring Good ratings on every crash test except the moderate overlap front test, where it scored a Moderate rating. The only available headlights scored an Acceptable rating. The NHTSA has not yet tested a 2024 Santa Fe.

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