Category: SUV

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Tesla Model Y Review: Electric SUV pioneer finally has company

Zac Palmer

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

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

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

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

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

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

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

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

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

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

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

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

How big is the Model Y?

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

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

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

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

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

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

What's the Model Y like to drive?

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

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

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

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

What other Model Y reviews can I read?

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

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

Tesla Model Y First Drive | One of kind

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

What is the Model Y price?

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

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

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

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

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

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

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

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

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

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

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Tesla Model Y Review: Electric SUV pioneer finally has company

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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

View the 39 images of this gallery on the original article

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.

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

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