Category: Motorcycle News

I’ve towed with both the Rivian R1T and R1S, including in the Rocky Mountains. Around town, they’re excellent tow vehicles. They have plenty of power, and neither seems particularly bothered by the act of pulling a trailer. The trouble begins when you ask how far you can go before charging. Hook a large RV to an EV, add highway speeds and a climb, and that impressive range estimate can shrink in a hurry. I’ve been on towing trips where planning the next charging stop became more demanding than driving to it.

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That’s frustrating because the R1S is one of my favorite electric SUVs. It has three rows, room for seven, real off-road ability and enough performance to make the family ask whether you meant to accelerate quite that hard. The Quad-Motor model I drove produces 1,025 horsepower and 1,198 pound-feet of torque. Rivian estimates 0–60 mph in 2.6 seconds under the right conditions, which is a ridiculous number for a seven-seat SUV. Its EPA-estimated range is 374 miles with the Max battery, and it’s rated to tow 7,700 pounds. Those are impressive figures, but that range number describes the SUV without a travel trailer hanging off the back.

The Rivian R1S: Before the Hitch Goes On

Even with the more attainable Dual-Motor configuration, you’re looking at 533 horsepower, so nobody needs the Quad to merge onto a freeway. The Quad is the version for people who want their practical family vehicle to have the acceleration of something deeply impractical. I also appreciate how much the R1S can do away from pavement. Its capability is more than an adventurous-looking paint color and a screen showing pictures of rocks.

Related: The ID. Tiguan is a Full Admission About Volkswagen’s Mistakes With the ID.4

Inside, the design feels modern without making a big production of it. There’s a large central touchscreen, a separate driver display and a smaller screen for second-row passengers. I would still like more physical controls, and the front seats could use a little extra padding for my large American tush. But the cabin works well, the storage is useful, and the third row gives smaller passengers a proper place to sit. The R1S feels like an SUV that happens to be electric, which is a considerable compliment coming from me.

Still, 1,025 horsepower cannot solve a charging stop that arrives earlier than expected. The R1S has enough muscle to tow a substantial trailer; towing range is the lingering issue. That’s where the 2027 Pebble Flow gets interesting.

The Pebble Flow: The Trailer With its Own Motors

The Pebble Flow is a 24-foot, 8-inch electric travel trailer with two motors that drive its wheels while it’s being towed. Its Easy Tow system adds propulsion to reduce the work demanded of the tow vehicle. Pebble says the system cuts towing drag by an estimated 50% compared with similarly sized RVs and can provide assisted towing for up to 250 miles before the trailer needs recharging. Those are Pebble’s estimates, and the result of any particular trip will depend on speed, terrain, weather and how much assistance you ask for.

The Flow weighs 5,900 pounds dry and has a 6,800-pound gross vehicle weight rating. That matters: its motors may help move the trailer, but they do not erase its weight or increase the R1S’s tow rating. You still have to account for the loaded trailer, hitch setup and tongue weight, which Pebble lists at 680 pounds. The R1S’s 7,700-pound tow rating gives this pairing room within the published limits when properly equipped.

I’ve pulled a Pebble Flow before, behind an Ineos Grenadier Quartermaster. That wasn’t my favorite towing combination, and I was curious whether the Rivian’s electric power delivery would be a better partner for a trailer that can help propel itself. On this short drive, it was. The R1S had no trouble getting the Flow moving, and with the trailer’s added assistance, the combination felt startlingly eager. I’ve used the word “uncanny” to describe it, because you expect to feel more of a nearly 6,000-pound trailer back there. Instead, it felt as though the trailer had decided to be a team player.

I watched the Rivian’s energy-use display and saw a roughly 30% penalty during my brief test. That was encouraging compared with some of my previous EV towing experiences, but it was a snapshot, not a measured long-distance result. I would love to tell you that this pairing will reliably travel 150 or 200 miles between stops. I can’t establish that from a short drive. I can say that the technology made the R1S feel less burdened, and that’s a meaningful first impression.

Related: 2026 Toyota C-HR Review: The Small SUV Finally Gets the Power It Deserves

Pebble’s forthcoming OS 2 software adds a 40-kW Boost Mode for extra trailer assistance on grades or when the driver wants to draw more heavily on the Flow’s battery. The update is slated to reach existing Flows as well as new ones. Of course, using more trailer battery for propulsion means less energy available for camping until you recharge it. Regenerative braking can put some energy back during descents and braking, but this is not a perpetual-motion RV, no matter how badly I want one.

There’s a campsite attached to all this technology

The Flow carries a 45-kWh lithium iron phosphate battery and can DC fast charge; Pebble specifies a 0–80% charge in under an hour. It can also supply power to appliances or serve as home backup power through its 12-kW inverter. An included iPad lets you maneuver the unhitched trailer remotely, and Magic Hitch can align and couple it to the tow vehicle. Those features sound like science fiction until you’re trying to position a trailer in a cramped campsite and remember how much fun backing one up usually is.

For 2027, buyers can choose the familiar Murphy queen bed and desk arrangement or, on the Founders Edition, twin beds with a cushion that joins them into a king. The twin layout also adds about 30 cubic feet of under-bed storage. It also offers a longer awning option and a new exterior solar port. The available Self-Powered Package (a partnership with Jackery) combines the 1.1-kW rooftop array with four portable 500-watt panels for up to 3.1 kW of peak input; the system can accept up to 4 kW of combined solar with additional compatible panels. Sunshine and campsite conditions will determine what you actually collect.

It’s a clever, comfortable trailer, though I still wish the bathroom were a little roomier. It needs more storage too. It’s also expensive: Pebble lists the Magic Pack from $159,000 and the Founders Edition from $189,000. Add a Quad-Motor R1S, and you have assembled a magnificent way to make your accountant stare grimly across the desk.

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Final Thoughts

I hate the cliché “a match made in heaven,” but the R1S and Pebble Flow make a persuasive case. The Rivian supplies the family space, off-road talent, and effortless power. The Pebble tackles one of EV towing’s biggest annoyances by helping move its own substantial weight.

My drive was too short to settle the long-distance range question, and I would want a loaded highway trip before declaring victory. Still, this is the first time I’ve towed an RV with an EV and felt that the trailer was helping with the problem instead of merely creating it. That’s impressive. It’s also a lot more fun than watching the range estimate fall off a cliff.

Related: Citroën’s Iconic 2CV Returns as an EV Concept Targeting $15,000

After a week driving the 2026 GMC Sierra 1500 AT4, I began to appreciate tunnels and highway overpasses the way I once did as a teenager. Any structure that could echo and permeate the sound of its 6.2-liter V8 prompted an immediate downshift and a hard throttle push. With the windows down and the exhaust at its most vocal, the GMC delivers everything you might dream that a large, expensive, V8-powered pickup truck would feel like. When I collected the Sierra, I didn’t doubt that part of me would be won over by a proper testosterone-fuelled pickup truck experience, but I was still unsure about its finer qualities. Would it still be comfortable? Could the chassis handle the power? Is it impossible to live with in the city? Will the fuel costs bankrupt me? These were some of the questions I still had on my mind.

A week around Vancouver, B.C., gave me the perspective I needed. Between negotiating city parking, following the Sea-to-Sky Highway’s sweeping bends, and heading its bright red recovery hooks toward rugged terrain near Squamish, the GMC developed a considerably entertaining personality without sacrificing too much functionality in the process. While the Toyota Tundra TRD Off-Road I recently tested felt more like a sensible, adventure-capable family pickup, the Sierra felt closer to an enormous, more emotional muscle truck: still spacious and comfortable enough for everyday use, but best enjoyed when its V8 can sing at full volume. Its luxury features made that experience easier to live with, but the engine itself is what made the whole truck worth remembering.

Canadian total includes destination and the listed maximum dealer fee; U.S. MSRP excludes destination and options.

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Powertrain & Driving Experience — 9.2/10: A V8 Worth Making Excuses For, And Handling To Match

The optional 6.2-liter V8 brings the AT4 to life in a way that feels seriously unapologetic. Its 420 horsepower and 460 lb-ft produce a brutish response that makes a truck this hefty feel surprisingly eager to move, while the lack of turbochargers removes the boost lag that can intrude upon the experience in some rivals. Around town, it has ample shove without ever needing to be worked especially hard. Ask for a bit more, and the character changes dramatically. The acceleration itself is satisfying, but the combination of response and sound kept my right foot on the gas. I could hear and feel much of the same character that draws me to a Camaro or Corvette, just expressed through a much taller, heavier vehicle.

Sport mode makes this truck’s performance car connection especially clear. The active exhaust becomes more expressive, and dropping a gear really lets the engine strut its vocal tune. Every tunnel and overpass prompted an obligatory stomp on the throttle, just to hear it roar some more. My tester’s window sticker also included an additional C$575 dealer-installed “exhaust calibration,” on top of the C$455 active exhaust system, so the EcoTec3 under its hood must have really been making the most of its sizable lungs. That temptation helped me average about 15 mpg with a mix of city and highway driving. It is undoubtedly thirsty, despite the word “Eco” in its engine name, but paying for fuel felt a little less irritating when I could at least tie the expense to something I was enjoying thoroughly. Someone seeking better economy should probably approach the AT4 with different priorities, perhaps by considering the standard Duramax diesel instead.

Thankfully, and despite its pickup truck roots, the Sierra AT4 is no mere straight-line pony, and its chassis supplied another pleasant surprise. Normal mode provided a sensible everyday setting, and the ride stayed agreeable on pavement and the moderate trails I explored, but Sport mode made the overall driving experience feel more tightly controlled, especially through the Sea-to-Sky’s long curves and tighter bends, whereas Off-Road mode made the controls and steering feel more relaxed on rougher trails. The AT4’s Rancho shocks are conventional, not electronically adaptive, so the drive modes change how the truck responds through its control settings; they don’t soften or stiffen the suspension at the twist of a dial. From behind the wheel, each setting suited different environments appropriately, and the truck’s ride and handling felt incredibly controlled in every situation.

The trails around Squamish, British Columbia, were only just moderately challenging, not an attempt to push the truck to its absolute limits. Its lift, all-terrain tires, and substantial presence inspired confidence, and it felt more than capable of muscling through the terrain I encountered. Skid plates, an automatic locking rear differential, and a two-speed transfer case support its trail ambitions. Owners seeking more specialized hardware can look to the AT4X, with its Multimatic dampers and electronic locking differentials. In the city, however, the AT4’s limitations were easier to spot. On an open road, the Sierra was surprisingly straightforward and rewarding to drive, but in tight parking lots and alleyways, it felt noticeably more cumbersome than the Tundra and even the Ram 1500. On a good highway, its personality shrinks around you; on a tight city street, its mass reasserts itself.

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Technology & Infotainment — 8.7/10: Useful Buttons, Dependable CarPlay

The cabin’s technology was refreshingly straightforward. Wireless Apple CarPlay connected and functioned consistently throughout my test, without the glitches that can turn a supposedly convenient feature into yet another thing to troubleshoot. GMC pairs its 13.4-inch touchscreen with a 12.3-inch digital instrument display, but it still keeps plenty of physical buttons, which matter far more to me than screen size. The Ram 1500, for example, replaces most of these buttons with one huge vertical screen, which might look good in photos but is far less intuitive on the go. Adjusting interior features remained simple, and familiar controls stayed easy to access without scrolling through submenus for basic functions.

My truck’s Technology Package added a 15-inch head-up display, a rear camera mirror, and a bed-view camera. Its equipment also included HD Surround Vision, parking assistance, and adaptive cruise control. Together, these features created a seamless, modern experience, but for me, the Sierra’s strongest tech selling point was its dependable phone integration and straightforward controls. The drive modes also earned their place through changes I could feel, and the heated and ventilated seats also provided useful temperature adjustment. GMC has supplied plenty of equipment, but the everyday success comes from how cohesively the basics still fit into the truck.

Exterior Design — 8.4/10: Still Mean, Suddenly Made A Bit Familiar

The AT4 looks properly mean. Its lifted stance, chunky tires, red recovery hooks, and red detailing give it the rugged identity the badge promises. My Sterling Metallic tester’s 20-inch wheels and black badging complemented that look without needing an especially flamboyant paint color to draw attention. I felt like the king of the world driving it in town and out in the country, and I especially enjoyed being the target of discontented cyclist leers. The truck looks like it doesn’t care whether you like it or not, and the V8 backs up that look with real muscle and a genuine lack of concern for fuel economy.

Its age is nevertheless becoming apparent. GMC has unveiled the redesigned 2027 Sierra, and I think the new truck looks fantastic, but seeing the replacement may itself have made this one feel more familiar and dated than it otherwise would. The outgoing shape is still attractive, but buyers now have a clear picture of what comes next, creating an interesting distinction between desirability and freshness. I still enjoyed the 2026 AT4’s presence throughout my test, even though I prefer the direction GMC has taken with its successor.

Interior & Comfort — 8.2/10: Spaciously Secretive

The Sierra’s cabin was generally quite comfortable, although the front seats felt a little stiff on longer drives. Heating and ventilation helped regulate temperature, but those features couldn’t quite make the underlying cushions as soft as I would want for repeated long-distance journeys. Space, though, is a much stronger argument. The Crew Cab is incredibly roomy, with 43.4 inches of rear legroom, making it feel like a truck that can carry people as easily as equipment. The Jet Black interior, with Kalahari accents and perforated leather seating surfaces, adds a welcome upscale touch without making the AT4 feel delicate.

The rear seatbacks include discreet storage compartments that seem suspiciously well concealed, almost as if they were designed especially for smugglers. For owners with more conventional cargo, they offer another clever place to tuck away smaller items inside an already spacious cabin. I also enjoyed the power-sliding rear window, which adds another route for fresh air and reduces buffeting when the windows are down, though Toyota’s fully retractable Tundra rear glass is still preferable. Once you’ve experienced the entire window disappearing, a smaller opening feels like a compromise.

The short box provides 62.9 cubic feet of cargo volume, with a spray-on liner, cargo lighting, and a 120-volt outlet. My tester also had a folding hard tonneau cover. The clever MultiPro tailgate is a particular highlight, with a separate inner panel that turns the tailgate into a wide step for easier access to the bed, a work surface, or a load stop for long items. These functions address the difficulty of accessing and arranging cargo in a tall pickup, giving the truck useful versatility beyond simply leaving the tailgate down. With cabin storage and generous passenger space, that equipment gives the AT4 a convincing practical foundation. Its luxury streak shows in the comfort features and convenient controls, even if the seats can feel a bit stiff on longer drives, but its efficient use of space is what truly defines the cabin.

Value — 8.0/10: Paying For Size And Character

The U.S. AT4 starts at $68,300 before destination and options. My Canadian test vehicle had a C$100,383 sticker price, including the listed maximum dealer fee. Those figures reflect different markets and configurations, but regardless of where you live, this is an undoubtedly substantial purchase. My truck’s options included the V8, AT4 Premium and Technology packages, a sunroof, tonneau cover, black badging, and exhaust equipment. Some additions improve convenience; others largely enhance the ownership experience, so buyers should decide which of those benefits they will actually appreciate.

For me, the 6.2-liter engine is the most persuasive reason to choose this specification if you want a pickup truck experience that really leans into the bit, but its thirst should still factor into the calculation. The AT4 makes its strongest case when a buyer values the complete combination: substantial capability, generous space, comfort features, and a V8 that makes the journey exhilarating. Buying it primarily as a sensible transportation appliance would leave much of its appeal unused.

Overall Verdict — 8.5/10: Muscle With Some Manners

If I were to seriously recommend the Sierra AT4 to someone in the market for a pickup truck, it would have to be someone who already understands what owning a large V8 pickup involves; someone who’s lived it. They ought to think muscle cars are cool, not tacky and rudimentary. They must happily swallow the fuel bills and have enough patience to turn a three-point maneuver into a five-point one when the surroundings require. For a softer, more refined take on the full-size pickup, the Tundra, or even a Ram 1500 Hurricane, better suits more utilitarian priorities. And I would place the HEMI-powered Ram somewhere between those approaches and the GMC’s more boisterous character.

The Sierra is most compelling if you deeply believe the roar of a naturally aspirated V8, chunky all-terrain tires, and a lifted suspension are central to worthwhile pickup truck ownership. And I don’t believe there’s anything wrong with that outlook—it’s a recipe that’s worked quite well for quite a long time, and if it ain’t broke, why fix it? Its cabin is spacious enough for everyday life, its trail performance is convincing, and its road manners deliver far more enjoyment than I expected. The next-gen Sierra’s styling and even larger V8 appeal to me more, and I would welcome softer seats and easier parking, but the 2026 AT4 puts those compromises into perspective. It made the fuel bill tolerable through sheer emotional fulfillment, made long, twisty highways feel easy and fun, and is about as practical and roomy as a vehicle can get. Plus, it’s uncomplicated, robust, and easy on the eyes. Perhaps rather unsurprisingly, the GMC Sierra still feels like a winner.

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There was a point during my week with the Volkswagen ID.7 Tourer when the car made its case better than any specification sheet could. My son was heading to university, which meant loading the car with the slightly ridiculous amount of stuff one person apparently needs to move away from home. Bags, boxes and everything else disappeared into the rear of the ID.7 without much effort, and then we set off on a roughly 400-mile round trip.

This was exactly the sort of journey that is supposed to expose an electric car’s compromises: lots of highway miles, a heavily loaded trunk and the need to recharge away from home. Instead, the Volkswagen made the whole trip feel surprisingly ordinary. Somewhere along the way I kept coming back to the same thought: why can’t Americans buy something like this?

The Wagon Is the Right ID.7

“Tourer” is Volkswagen’s name for the wagon version of the ID.7, and my UK-market Pro S Match Plus came with the larger 86-kWh usable battery, or 91 kWh gross. A single rear-mounted motor produces 282 horsepower, and Volkswagen quotes 0-62 mph in 6.7 seconds. Volkswagen rates my exact specification at 422 miles on the WLTP cycle, with DC charging at up to 200 kW and a quoted rapid-charge time of around 26 minutes to 80% under the right conditions. American readers need to put an immediate asterisk next to that range figure because WLTP and EPA testing aren’t interchangeable, and the ID.7 Tourer has never been EPA-certified. This isn’t secretly a 422-mile EPA EV that Volkswagen refuses to sell Americans.

What I can say is that during my week with it I was comfortably seeing more than 300 miles of usable range, and the 400-mile trip never became an exercise in staring nervously at the battery percentage. I also put a large amount of energy back into the car in roughly half an hour at a public fast charger. I didn’t record the starting percentage, finishing percentage or trip-computer efficiency closely enough to turn that stop into a controlled charging test, so I’m not going to manufacture numbers after the fact. From the driver’s seat, what mattered was that neither range nor charging dominated the journey.

Related: I Drove the 2026 Volkswagen ID.3 for a Week: Here’s My Honest Review of the Electric Hatchback America Will Never Get

It Did Everything I Needed an SUV to Do

The university run was also a useful reminder that practicality doesn’t automatically require extra ride height. Volkswagen gives the ID.7 Tourer about 21.4 cubic feet of cargo capacity behind the rear seats, and I tested that with something considerably less convenient than standardized luggage blocks. It swallowed an impressive amount of my son’s university belongings without making me wish I’d brought an SUV.

Rear legroom is generous, too, while the long and relatively low body gives the ID.7 proportions I find much more attractive than most family crossovers. My car’s Stonewashed Blue metallic paint helped. It’s an unusually accurate color name because it genuinely reminded me of blue denim jeans, and it suited the shape brilliantly.

I’m not suddenly anti-SUV. I recently drove the latest Volkswagen Tiguan and liked it. The ID.7 Tourer simply reminded me that an SUV doesn’t automatically become the best answer just because somebody wants space, range and family practicality.

Volkswagen Has Mostly Fixed the ID Interior

The cabin feels like Volkswagen learned quite a lot from the criticism aimed at its earlier ID models. A huge 15-inch touchscreen dominates the dashboard while the driver’s display is tiny by comparison, and the contrast looks almost comical when you first get in. I expected to miss having a larger conventional gauge cluster, but I didn’t. An augmented-reality head-up display is standard on this specification, so much of the information I wanted was already directly in my line of sight.

I had no meaningful problems with the infotainment system during the week, which is worth mentioning given the reputation some earlier Volkswagen EV software earned. Unfortunately, VW still has a habit of making simple functions unnecessarily clever. The electronically controlled air vents are the perfect example. Instead of reaching out and pointing one where you want it, you adjust its direction electronically, and I found that genuinely annoying.

I’m also unconvinced by the touch-sensitive temperature controls and capacitive steering-wheel buttons. Proper switches remain easier to operate without looking, while the glossy black surfaces around the cabin seemed capable of collecting fingerprints almost immediately. Oddly enough, the driver’s door arrangement didn’t bother me at all. There are only two main window switches, with a touch control to toggle them between the front and rear windows, and I actually thought it was a smart solution.

Related: I Lived With the Volkswagen ID.4 for a Week. Here’s the Honest Reality of VW’s Electric SUV

This Is a Car Built for Distance

My test car was particularly well equipped, with ventilated massage seats, adaptive DCC suspension, additional sound insulation, a Harman Kardon audio system and an electronically darkening panoramic roof. Those options pushed the price to £60,995 (just over $80,000) as tested, from £55,315 (around $73,000) before options, but they also played directly to the ID.7’s greatest strength: covering distance in comfort.

It is quiet at highway speeds, the ride remains supple and the adaptive suspension does a good job of keeping the body settled over rougher roads. The 282 hp is more than enough for merging and passing, but the ID.7 isn’t constantly trying to persuade you it’s a performance EV. Most of the time it simply feels smooth, relaxed and composed.

There are moments when you notice what the batteries weigh. This specification tips the scales at about 4,930 pounds, so we’re still talking about a heavy car despite its sleek appearance. Most of the time it disguises that mass impressively well, although you occasionally feel it when changing direction or asking more from the chassis.

The Audi Comparison Surprised Me

Last summer, I drove the Audi A6 Avant e-tron Performance Launch Edition, which gave me an unusually useful comparison. The Audi carries an even bigger battery pack, with 100 kWh gross and 94.9 kWh usable, compared with 91 kWh gross and 86 kWh usable in the Volkswagen.

Related: Why The 2025 Audi A6 e-tron Avant Is Exactly the Electric Wagon We Need In America

The Audi feels more premium inside, but it should. It’s an Audi, and Volkswagen isn’t pretending the ID.7 is a luxury car. What surprised me was how close the VW sometimes felt in the areas that matter on a long trip. The Audi has richer materials and more sense of occasion, but the ID.7 wasn’t miles behind when it came to seat comfort, refinement and ride quality.

The price difference makes that more impressive. The A6 Avant e-tron Performance Launch Edition had a UK list price of £86,585, compared with £60,995 for this option-loaded Volkswagen. That’s a gap of about £25,600, or 42%, although the specifications aren’t perfectly equivalent. American buyers don’t get that electric Audi wagon either: Audi’s current U.S. A6 e-tron range consists of the A6 Sportback e-tron and S6 Sportback e-tron, with no Avant listed.

Volkswagen Already Asked the America Question

This points to the broader problem facing cars like the ID.7 Tourer. Volkswagen originally planned to sell the regular ID.7 liftback in North America. It delayed that launch in May 2024 because of changing market dynamics and ultimately confirmed in January 2025 that the car wouldn’t come to the U.S. or Canada. Dealers had already expressed doubts, expecting the ID.7 to be a $50,000 to $60,000 car, and questioned whether it could be competitive. Volkswagen has never announced plans to sell the Tourer here.

The latest broad market figures don’t make the wagon argument much easier. The Alliance for Automotive Innovation says EVs represented 7.9% of new U.S. light-duty vehicle sales in Q2 2026, while light trucks accounted for 81% of EV sales. “Light truck” is a regulatory category covering SUVs, crossovers, pickups and some vans rather than a direct body-style count, but it still shows where most American EV demand is concentrated.

Even Porsche’s electric-wagon experiment is ending here. Porsche’s U.S. configurator currently shows eight 2027 Taycan variants, all Sport Sedans, with no Sport Turismo or Cross Turismo. The wagon body styles end their U.S. run after the 2026 model year, with Porsche’s American operation saying they had played a “minor role” in the market.

Verdict: America Is Missing the Choice

The ID.7 Tourer gave me practically everything I would have wanted from an electric family SUV without actually being one. It swallowed a university move, handled a 400-mile round trip without turning charging into the main event, offered plenty of rear-seat space, rode beautifully and had more performance than it really needed.

It isn’t perfect. The electronically controlled air vents irritated me, capacitive controls still feel like a solution looking for a problem, the glossy black trim becomes a fingerprint collection surprisingly quickly, and occasionally you can feel the car’s considerable weight. None of those things came close to spoiling the experience.

After a week with it, I understand why Volkswagen doesn’t want to gamble on an electric wagon in America. The ID.7 Tourer doesn’t prove American buyers would suddenly abandon their crossovers if Volkswagen put one in every showroom, and the pricing and market data give the company legitimate reasons to be cautious.

What it does show is something America’s EV market never really received in the first place: a mainstream electric wagon that can carry a family and its luggage, cover serious distances in comfort and do it all without becoming another tall crossover.

That’s what America is missing.

Toyota and Subaru compete across several mainstream vehicle segments ranging from  subcompact and compact SUVs, to compact cars and larger midsize three-row SUVs.

While Toyota has a larger lineup, and has developed a reputation for hybrid efficiency and reliability, Subaru has built a loyal following around its (almost always) standard Symmetrical All-Wheel Drive system, and the rugged versatility that its vehicles provide.

Owner satisfaction surveys are be made up of several categories, and their goal is to come up with an overall figure that shows how close the manufacturer has come to meeting owner expectations. We used real-world owner evaluation data from J.D. Power and Kelley Blue Book to see which brand has the most satisfied owners.

Toyota and Subaru: Owner Satisfaction: JD Power Stats

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J.D. Power combines four key ownership dimensions, namely Quality and Reliability, Driving Experience, Resale, and Dealership Experience, to calculate an overall Consumer Rating score out of 100. Thousands of verified owner evaluations create a standardized benchmark to show how vehicles perform in the real world.

Below are the official J.D. Power Consumer Rating scores for five popular categories across 2026 models from each brand:

Subaru outscores Toyota across nearly every segment here, delivering a higher average. It scored highest with the Crosstrek (86/100), which leads the subcompact crossover class. Owners praised the Crosstrek for its strong resale values, slippery road traction, and top-tier dealership service experience.

The worst performing Subaru was the Impreza, tying with the Toyota Corolla with an 81/100 score. The majority of Toyota’s models were in the 80s, which is considered great by J.D. Power, although the RAV4 slipped just under that to the average range with a 79/100.

Toyota and Subaru: Owner Satisfaction: Kelley Blue Book

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Kelley Blue Book (KBB) captures long-term owner satisfaction through direct consumer reviews collected over extended periods of ownership. Measured on a scale out of five stars, KBB’s scoring incorporates real-world feedback across Value, Quality, Performance, Comfort, Styling, and Reliability.

Here is how the corresponding 2026 Toyota and Subaru model lineup compares based on KBB Consumer Ratings:

This selection of Subaru models maintained an edge over the equivalent Toyota offerings, and the Outback in particular scored very well, meeting owner expectations across most fronts. It was praised for its comfortable ride, and generous cargo capacity, but higher trim levels were criticized for the big jump in pricing over the base model.  

While the Toyota Crown Signia is pricier in base trim than the Outback, both models can exceed $50,000 when fully-specced. Aside from being three-row midsize SUVS, they aren’t really direct rivals, but the owner satisfaction scores show that fewer Toyota Signia owners got what they expected from their purchase.

The RAV4 scored higher in the KBB survey, but the Toyota Corolla Cross was clearly named for the way some of its owners felt after owning it for a few months.

Which Owners Are The Most Satisfied?

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Comparing both survey sets reveals a consistent trend across both short-term and longer-term ownership, and that is that Subaru owners are more likely to be pleased with their vehicles.

Toyota maintains an excellent reputation for long-term durability and hybrid efficiency, but not all its models match up to expectations, and the J.D. Power Dealership Experience metric was consistently low across the models evaluated. This can pull down scores even if the vehicles themselves met expectations.

Subaru owners place stock in features like standard AWD (which is fitted to all but the Uncharted and BRZ as standard), a pleasant dealership experience, a comfortable ride and good visibility. The majority of Subaru’s offerings deliver on these fronts, giving them the edge in both of these surveys.

Years ago, I owned an Audi A6 Allroad. It was a 2003 model, if I recall correctly, and I adored it despite its seemingly endless mechanical faults. It offered the chic style and lower-slung road dynamics of a station wagon with the all-terrain capability and muscular power of an SUV, thanks to height-adjustable air suspension, a twin-turbo V6, all-wheel drive, and a finely appointed interior. So when I picked up the keys to my 2026 Lincoln Aviator Reserve tester, knowing it had many of the same key ingredients that made my Allroad feel so special, I wondered if I’d end up falling in love with it the same way. In the end, though, reality wasn’t so black-and-white.

Though I grew quite fond of the Lincoln, I came to adore it in different ways than I loved my Allroad, but I also became annoyed by things that might otherwise have been dealbreakers in the Allroad. Doing “luxury” the right way clearly isn’t as simple as using the correct ingredients. A week around Vancouver, British Columbia, and some time on its picturesque Sea-to-Sky Highway helped explain the distinction.

U.S. and Canadian specifications are identified separately because Lincoln currently publishes different horsepower ratings, likely as a result of stricter CARB (California Air Resources Board) rules. The Canadian test price comes from the supplied window sticker.

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Powertrain & Driving Experience — 8.5/10: Smoother Than Its Ford Roots Suggest

The Aviator’s most convincing luxury feature is its dynamic calibration. Having tested the Ford Explorer Tremor with the same basic twin-turbo V6 architecture earlier this year, I immediately noticed the Lincoln’s smoother throttle response, braking, shifts, and steering. Shared hardware still leaves plenty of room for different personalities. The accelerator delivers power progressively, disguising much of the hesitation I might otherwise associate with turbocharging. The 10-speed automatic, which can feel clumsy in some Ford applications, shifts almost seamlessly here. Together, they make it remarkably easy to appear a smoother driver than you really are.

I have spent hours being shuttled around in Aviators during press programs, including a two-hour trip from Sedona to Phoenix, and driving one myself helped explain why those journeys felt so polished. The SUV makes considerate driving feel natural, while retaining ample power for passing and the occasional spirited detour. Its Air Glide suspension system, included in the optional Dynamic Handling Package, tells a more complicated story. Wavy pavement produces an excellent ride, but sharp bumps and broken city surfaces compromise that composure. Its more valuable achievement became apparent on the Sea-to-Sky: body roll built up more progressively, lateral movement felt better managed, and passengers experienced less tossing that can make winding roads unpleasant. The system never disguises the Aviator’s substantial weight, but it does make that weight easier to manage. That comfort contribution is perhaps as important as bump cushioning.

Normal-mode steering feels vague and rather boatlike, but the sportier Excite setting provides a more reassuring sense of control. The V6’s coarse, workhorse soundtrack lacks the sweetness of my Allroad’s 2.7-liter engine, although I appreciated that it never tried to impersonate a V8 with pumped-in engine noises, as the Navigator does. My week’s roughly even city/highway mix returned 14.5 L/100 km, or about 16.2 U.S. mpg, so smoothness doesn’t make this a particularly economical SUV.

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Technology & Infotainment — 7.5/10: Great Sound, Too Many Menus

The 13.2-inch touchscreen runs Lincoln Digital Experience and supports Google apps and services. Its software is current, but the presentation feels far less ambitious than the Navigator’s sweeping dashboard display. Positioned near the dashboard’s edge and angled away from the driver, it also creates an awkward sightline. Everyday climate adjustments were straightforward, but accessing the massage seats was another matter: multiple menus led to seat settings, followed by separate controls for each front occupant. A feature intended to make life easier should be easier to activate. The Auto Hold function also requires menu navigation, although it remembered my preference between starts.

The optional 28-speaker Revel Ultima 3D system provides a much stronger argument for spending the extra dough. Its listening modes noticeably changed the presentation, shifting the perceived perspective from the audience toward the stage. Alongside the seats, it was among the cabin’s most memorable premium features. BlueCruise worked well on Highway 99, although unpredictable lane changes and heavy traffic kept me more comfortable holding the wheel. Separately, Reverse Brake Assist sometimes intervened abruptly during slow parking maneuvers. That behavior felt at odds with the otherwise polished controls.

Exterior Design — 8.0/10: Plenty Of Flash, Not Enough Identity

The Aviator’s trouble is that its styling makes plenty of gestures without establishing much identity. My tester’s illuminated details, oversized black wheels, and Jet Appearance Package added visual drama, but from a distance the whole shape felt fairly generic. At certain angles, it struck me as some sort of Range Rover minivan type thing. The reference is recognizable; the Lincoln’s own personality is harder to find. It lacks the Genesis GV80’s distinctive lighting and bodywork, and it never quite achieves the understated confidence of the Audi Allroad. My tester’s Red Carpet paint over Hot Chocolate upholstery may have amplified the problem for my tastes; the combination seemed determined to be a candy apple and a caramel apple at the same time. Others may appreciate its richness, but I wanted a specification that let the proportions speak without so much decoration.

Interior & Comfort — 7.5/10: Business Class With Ford Foundations

The available 30-way Perfect Position seats are both a highlight and a test of patience. I kept searching for the ideal setting, occasionally wondering whether so much adjustment creates as many questions as it answers. The independent thigh extenders, plus effective massage, heating, and ventilation, nevertheless make them genuinely useful. Friends and family who rode inside also found the heated, ventilated second-row captain’s chairs and full console impressive. Entry and exit were easy, and space was generous, though getting in and out of the third row can be a tricky ordeal without a central pass-through.

A closer look revealed less convincing materials and lower control points. Lincoln has dressed up the cabin nicely, but its Ford foundations remain apparent. Sitting in the back, I occasionally felt only a few sheets of leather and some armrests away from the rear of an Explorer police SUV, but the actual passenger experience was far more accommodating. The cabin feels like business class, but more United Polaris than Emirates. It offers the equipment and space, but falls short of the atmosphere and finish that make the best luxury interiors feel exceptional. The GV80 makes a stronger impression in both respects. Smaller irritations included awkward electronic door handle mechanisms that often pinched fingers, and what looked like early wear on the front-seat leather. Details like these are harder to overlook when the vehicle’s sole purpose is to elevate ordinary experiences.

Value — 7.5/10: Paying For Polish, Still Wanting Personality

A U.S. Reserve AWD starts at $70,925, including destination. My Canadian tester reached C$101,320 with Equipment Group 201A, Dynamic Handling, Jet Appearance, the rear console, and smaller additions. Those are separate markets and currencies, but the overall equipment package remains very similar. The seats, audio, and controlled driving character make that spending feel tangible, and its rear-biased architecture and twin-turbo V6 also appeal to me more than the foundations beneath the Lexus TX or Infiniti QX60, but buyers paying for a luxury SUV can reasonably expect distinctive design and exceptional materials alongside capable engineering. The Aviator’s challenge is that its strongest qualities become clearer after you drive it, while its weaker ones hit you every time you climb aboard.

How I’d Spec It: A Cooler, More Understated Combination

Trying out a new bit here, but here’s how I’d spec a 2026 Lincoln Aviator Reserve if I were configuring one for my own purchase. I would choose Whisper Blue Metallic with Light Space Gray and Onyx upholstery, and the Jet Appearance Package would suit that cooler, more understated combination better than my tester’s red-and-brown. The Perfect Position seats and Revel audio would remain priorities because they add real value, but I’d skip the second-row center console for easier third-row access. The value of the Air Glide Suspension with Dynamic Lower Entry depends on the roads you actually drive, but at C$3,750, I’d opt for the standard suspension, which will likely lead to fewer mechanical complications further down the road. In that configuration, with the Reserve (201A) package and Jet Appearance package, and without the Dynamic Handling Package and Full Rear Console with Smart Charging Ports, the 2026 Lincoln Aviator Reserve lands just under C$100,000 in Canada, including destination charges. That’s how I’d have it.

Overall Verdict — 7.8/10: Familiar Ingredients Without The Same Affection

After everything, I believe that I fell “in like” with the Aviator. Its familiar ingredients produce a strong package: abundant power, unusually smooth controls, accommodating seats, and suspension that helps a large SUV remain composed through bends. I would happily take another long journey in one, particularly from a second-row captain’s chair. But my Allroad had an identity I could recognize and forgive; it transcended the sum of its parts. Its appearance, packaging, and mechanical character expressed a coherent purpose. The Aviator’s purpose feels less personal, even though it performs many of its duties more effortlessly.

Luxury asks a vehicle to do more than execute those duties. The design, materials, and experience need to make ownership feel worthwhile and emotionally compelling beyond the spec sheet. Lincoln shows genuine skill in the Aviator’s calibration, but the cabin and exterior leave me wishing for the same persuasive sense of artistry and craftsmanship. That’s why I appreciated this Lincoln without necessarily wanting to own it myself. My Allroad made me overlook faults because I loved the whole car, but while I admired the familiar recipe in the Aviator, I still couldn’t help but notice what was missing.

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We’ve been witnessing a sharp about-face in the EV market since federal tax credits were phased out at the end of September 2025. Manufacturers like Ford and Stellantis have responded by slashing plans for future all-electric models and killing off some existing products.

Not Kia, however, the Korean carmaker continues to offer a range of battery-powered products and is just rolling its latest offering into U.S. showrooms. The good news is that the 2027 Kia EV3, to mix metaphors, is firing on all cylinders, as we found out during a first drive on Vancouver Island in British Columbia last week.

Beauty is, of course, in the eyes of the beholder. My baby blues found the little crossover to be an attractive choice, picking up on Kia’s latest design cues. But there are other reasons to consider the 2027 EV3 if you’ve ever given thought to going all-electric. To start with, it’s one of the most affordable models in its class, starting just under $30,000 before factoring in delivery fees.

Related: The Brand New Kia EV3 Is Already Getting Big Discounts

For that money you get a reasonable well-equipped model with more than adequate range and performance. Kia is offering a variety of option and trim packages that take both numbers up, delivering up to as much as 321 miles per charge and, with the sportiest EV3 GT package, 288 horsepower and 345 pound-feet of torque.

Exterior and Interior Design

The exterior design picks up the latest take on Kia’s trademark “Tiger Face” front end, adopting features introduced on the EV9, including the “Star Map” daytime running lights and combo rear lamps. A look at the crossover in profile shows it featuring extremely short overhangs and a floating roof. It also reveals a number of details meant to enhance aerodynamics, such as the pop-out door handles. Depending upon the package, 17-inch wheels are standard, with 19-inch alloy wheels the upgrade. There’s also a Nightfall package which adds gloss black wheels, roof rails and other sporty details.

EV3’s interior is not just roomy but arguably the most attractive cabin offered in its segment, especially when compared with the two most direct competitors, the reborn Chevrolet Bolt and the latest-generation Nissan Leaf. There are some useful details, including an open center console and adjustable cupholders. The eye is certain to be drawn to the digital displays, however. There’s a 12.3-inch gauge cluster, as well as a 12.3-inch touchscreen. Add a 5-inch climate screen and an available head-up display on some trims. All versions deliver a more upscale feel to their finishes and textures than many competitors, and the GT and GT-Line models add some details including a unique steering wheel and seats. Heated and ventilated seats, along with dual climate controls are available – but as options.

The new EV3 rides on a dedicated, all-electric platform, here a 400-volt architecture that’s a modified version of what’s used for the bigger EV6 and EV9 models. It measures 169.3 inches, nose-to-tail, or 15 inches shorter than the EV6. But the numbers can be misleading. By mounting batteries and other key drivetrain components below the load floor, EV3 delivers a surprisingly roomy 99.7 cubic feet of interior space. That includes 26 cf cargo space with the rear seats up, 56.5 cf with them folded over. Add another 0.9 cf with the frunk, the EV3 being the only model in its class with that front trunk.

Technology

Those digital displays are larger and more useful than what you’ll find on even some more expensive competition. Kia has made a point of emphasizing technology with its EV family. The touchscreen is augmented by Kia’s latest voice assistant which can be cued simply by saying, “Hey, Kia.” I found it to be more responsive to a range of commands than on a number of other small vehicles, gas or electric.

The display will allow you to stream a variety of online services, including Netflix, TikTok and YouTube – when parked, of course. And you can customize your home page – for a small fee. Meanwhile, the crossover adds features like the latest Kia Smart Key system, smartphone-style over-the-air updates, a WiFi hotspot, wireless phone charging and an assortment of advanced driver assistance systems, including Highway Driving Assist 2.

Battery Pack and Charging

EV3 is offered in a surprisingly wide variety of drivetrain configurations, among other things being a rare model in its class with available front or all-wheel-drive. There are also two battery packs. The 58.3-kWh option is only offered on FWD trims and makes a maximum 221 miles per charge. The 81.4-kWh package gets up to 321 miles in front-drive models, 280 with AWD. The platform used in EV3 operates at 400 volts, lower than the EV9 and EV6, but that seems to have created few compromises, at least in terms of charging. With a fast enough DC quick charger you can go from a 10 to 80% state-of-charge in 29 minutes with the smaller pack, the bigger option adding only another two minutes. Meanwhile, you’ll get plenty of places to plug in as EV3 has migrated to the NACS charge port yielding access to the vast Tesla Supercharger network.

One particularly nice feature is the V2L, or Vehicle-to-Load function. Using a factory-supplied adaptor you can draw 110-volt current through the NACS port to supply power, say, at a work or campsite. Kia plans to later add a V2H, or Vehicle-to-Home system to tap the battery directly connecting it to your home AC circuit in the event of a blackout.

Drive Impressions

I split my day on Vancouver Island driving the all-wheel-drive GT-Line model making 261 hp and 284 lb-ft of torque and the front-wheel-drive Land putting out 201 hp and 209 lb-ft. The GT-Line lived up to its billing as a “sporty” option, providing more than enough muscle to for a confident launch, and when merging into highway traffic. But even the less bulked-up FWD option was competent and capable, keeping up with traffic whenever I pushed the pedal to the floor. Unfortunately, Kia did not have the ballsy GT package available for me to test drive in British Columbia.

Speaking of that accelerator, EV3 brings the debut of Kia’s updated i-Pedal 3.0 system. This allows you to both accelerate and slow down simply by modulating the throttle. In practical terms I found myself jumping onto the brake only about a third as often as I would have in a conventional vehicle. It takes a bit of time to learn but I admit to hating to lose i-Pedal when I return to a gas-powered model. The good news is that i-Pedal 3.0 no longer disables when you shut the car off, or shift out of drive. In fact, you can set it to function in reverse. And there are three different levels of regenerative braking using the system.

Beyond the powertrain, EV3 is easy to handle, with a nice level of boost to the steering and a confident road feel. It proved surprisingly good at sucking up road bumps, as well, which was a real blessing considering some of the logging roads I traversed on the rural Vancouver Island.

Pricing and Availability

The 2027 Kia EV3 does a good job of addressing some of the biggest complaints potential buyers have about battery-electric vehicles. And that includes pricing. Where the typical EV currently goes in the mid-$50,000 range – excluding the big discounts on many models – EV3 starts at $29,980 before factoring in $1,495 in delivery fees. That makes it one of only five all-electric models currently priced below $35,000, though we’ll be seeing more start to arrive during the 2027 model year, including the Ford Fathom and Blank Slate pickups. A well-equipped Wind trim with the bigger battery pack starts at $34,990, the GT-Line starting at $43,490 and the GT jumping to $45,890 – again before factoring in delivery fees.

As for availability, you can already find the 2027 Kia EV3 in many of the automaker’s U.S. showrooms. They’ll be adding more inventory, and a broader selection of trims in the weeks to come.

If my first experience driving the Kia EV3 is any indication it could be the sort of battery-electric vehicle many buyers have been waiting for. The 2027 crossover delivers a lot of value for the money and comes along at a particularly useful time considering current gasoline prices – which may not settle back to pre-Iran War levels for some time.

Many years ago, I drove the original Toyota C-HR at its debut. Its styling was unusual, and I appreciated Toyota’s willingness to make a little crossover that didn’t look like every other little crossover. It even handled rather well. Unfortunately, every time I began to enjoy it, the powertrain reminded me that fun was apparently optional. The engine felt anemic, the continuously variable transmission drained what enthusiasm remained, and it lacked all-wheel drive. The rear seat was tight, too. It was a crossover that seemed reluctant to do several of the things people buy crossovers to do.

The new C-HR is quite a different animal. It’s electric, larger and equipped with all-wheel drive as standard. It has 338 horsepower, which is a number I never imagined associating with this nameplate. Toyota offers it in two trims: the $37,000 SE and the $39,000 XSE, before delivery and other charges. Both have the same dual-motor powertrain. So, at last, buying the less expensive C-HR doesn’t mean accepting the automotive equivalent of a stern lecture about patience.

Powertrain and performance

Both versions use a 74.7-kWh battery and produce a combined 338 horsepower. Toyota estimates a 4.9-second run from zero to 60 mph. That puts the new C-HR’s acceleration in a completely different universe from the old one. It also makes the starting price interesting: you’re getting a quick, dual-motor electric crossover for less than $40,000. The original C-HR asked me to celebrate its handling while overlooking its engine. This one has enough power to let the chassis join the conversation.

I don’t want to declare it a sports car because the number on a stopwatch looks exciting. Plenty of EVs launch hard and become less interesting once the road bends. Toyota says it tuned the C-HR’s springs, dampers and anti-roll bars, while the battery sits low in the vehicle. The original showed that Toyota could make a C-HR handle; the question for this one is whether the steering and suspension make use of all that newfound power. Either way, I’m glad the accelerator finally has a meaningful relationship with the styling.

Range is where the two trims separate. The SE wears 18-inch wheels and has an EPA-estimated range of 287 miles. The XSE gets 20-inch wheels and a 273-mile rating. That’s a 14-mile penalty for the dressier version, with no additional horsepower in return. I understand wanting the larger wheels. I also understand looking at them every time you plan a longer drive and asking whether they were worth it.

Charging equipment is competitive. The C-HR has a native NACS port, an 11-kW onboard AC charger and battery preconditioning, which can prepare the pack for a DC fast-charging stop. Toyota says a 10% to 80% charge takes around 30 minutes under ideal conditions. The company also includes a dual-voltage charging cable and a NACS-to-CCS adapter. Those are useful details for a buyer who wants to charge at home and have more options on the road. Naturally, “under ideal conditions” is doing some work in that charging estimate; the weather, battery temperature and charger itself still get a vote.

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Exterior and interior design

The first C-HR looked as though its designers had been told to make absolutely sure nobody mistook it for a Corolla. The new one is more restrained. There are enough angles and curves to give it an identity, but I find it less distinctive than the original. Perhaps that’s the price of growing up. Fortunately, the familiar Toyota face and coupe-like roofline give it some presence without making it look like it escaped from a science-fiction movie set.

Related: I Drove the 2027 Chevy Bolt RS and This is Everything I Hated About It

Inside, the C-HR is attractive and appears solidly put together, but I don’t find it especially playful. The 14-inch central touchscreen dominates the dashboard, joined by a slim driver display and two wireless phone chargers. Wireless Apple CarPlay and Android Auto are included. The XSE adds synthetic suede and SofTex-trimmed seating, a power passenger seat with driver-seat memory, and an available panoramic glass roof. It also gets a panoramic-view camera, Lane Change Assist and Traffic Jam Assist, although some connected features depend on a trial or subscription. Not cool, Toyota.

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There’s a lot of equipment for the price, even if the cabin’s personality is closer to “very competent commuter” than “weekend troublemaker.” Seat comfort is quite good, and back seat space is vastly improved over the last model. That is to say, average-sized adults can fit back there.

My main complaint is Toyota’s reliance on the screen for controls I’d rather operate by feel. Climate functions are much easier to use when a button or slider is waiting exactly where you left it. Looking through a display to make a simple adjustment takes attention away from the road. At least there’s still a physical volume knob. I’m tempted to send it a thank-you card for being true to its anachronistic self.

Related: 2026 Dodge Charger SIXPACK vs. EV: Which Powertrain is Best?

The new C-HR is more useful than its predecessor. Toyota lists 25.3 cubic feet of cargo space behind the rear seats and 59.5 cubic feet when the 60/40-split rear seatbacks are folded. That gives this small crossover a legitimate argument when someone asks whether it can do more than look sharp and leave a traffic light quickly. Its overall length is 177.9 inches, so it remains manageable around town while offering considerably more everyday flexibility than I remember from the original.

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SE or XSE?

This is an unusually easy decision to frame. The SE has the same motors, 338 horsepower, all-wheel drive, battery and 14-inch touchscreen as the XSE. It also has heated front seats and a heated steering wheel, a power liftgate, rain-sensing wipers and Toyota Safety Sense 3.0. Most importantly, it starts $2,000 lower and carries the longer EPA range estimate. For someone shopping primarily on performance and value, the SE is the one I’d point to first.

The XSE makes sense if you want its 20-inch wheels, upgraded upholstery, extra seat adjustments and additional camera and assistance features. Those are real upgrades. Just be honest with yourself about whether they matter more than the SE’s lower price and 14 extra rated miles. There’s no secret performance bonus hiding behind the XSE badge. Toyota has already given the good stuff to both versions.

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Competitors

The C-HR enters a crowded part of the EV market. I’d look at the Chevrolet Equinox EV, Hyundai Kona Electric, Hyundai Ioniq 5, Kia EV6, and Nissan Leaf, depending on local pricing and how much space I need. While I like the Nissan Leaf quite a bit, it does not offer all-wheel drive.

Toyota’s own bZ deserves a look as well. These vehicles differ in size and equipment, so I wouldn’t treat them as interchangeable simply because they all plug in. The Equinox EV presents a particularly clear value challenge: its 2026 front-wheel-drive version starts at $34,995 and has an EPA-estimated 319-mile range. Plus: I’m seeing some serious deals with the Equinox EV, it’s a worthy competitor. The C-HR counters with standard all-wheel drive and considerably more power.

Final Thoughts

The original C-HR was memorable, but I spent too much time explaining away what it lacked. This electric one gives me far fewer excuses to make. It has useful cargo space, credible range, practical charging equipment and enough acceleration to make the old car seem like it belonged to a different family. Its interior could use more character, and I would happily trade some screen controls for proper buttons. The XSE also gives up range for its larger wheels.

Still, the value is hard to dismiss. The XSE is an appealing quick EV for $39,000, but the SE is my pick: same power, more rated range and a lower starting price. The new C-HR may be less eccentric than the old one, but it finally delivers the all-wheel-drive performance that the original styling promised. That seems like a trade I can live with.

Related: 2026 Hyundai Kona Limited Review: Lots of Goodies, a Little Less Aloha

I knew I was making some progress when the instructors turned off all my electronic assists. At Thunderhill Raceway Park, Ford began my drift lesson with the 2026 Mustang RTR’s clever traction and stability systems still watching over me. I then completed two J-turns and two donuts cleanly, after which the instructors completely disabled the remaining safety nets and let me have a go at the full three-corner course. Eventually, I was able to link the first two turns before repeatedly spinning at the third, which at least made for a great smoke show. The RTR had flattered me almost immediately, and I’d like to think Vaughn Gittin Jr.—a professional drifter, racing driver, and founder of RTR, who observed from the sidelines—felt proud of me in ways even my own family never could. A guy can dream, can’t he?

Dreaming seems to be the ultimate point of this truly unusual Mustang. Ford and Vaughn Gittin Jr.’s RTR Vehicles have turned the four-cylinder EcoBoost into one of the most overtly drift-focused production cars on the market—a “dream car” for young drifting enthusiasts by design. It has extra steering angle, a dedicated drift-brake lever, a Torsen limited-slip differential, anti-lag, and chassis hardware borrowed from the GT and Dark Horse. And somehow it’s still comfortable enough to drive to work. The biggest contradiction, however, was discovered on the window sticker. Two representative configurations supplied for the program totaled $53,440 and $55,850 delivered, respectively. For that money, the RTR still has just 315 horsepower, a 10-speed automatic, and a four-cylinder engine, whereas a base Mustang GT costs less and includes a 480-hp V8 and six-speed manual. So while Ford has created an excellent toy for younger drivers to thrash about in, I’m less convinced those younger drivers can—or will want to—pay for it.

2026 Ford Mustang RTR Specifications And Pricing

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What Makes The Mustang RTR Different?

The RTR is much more than an EcoBoost wearing luminous accents. Its $6,520 core package adds the electronic drift brake, active-valve exhaust, a 3.55:1 Torsen rear differential, 19-inch wheels with 255/40 summer tires, and the GT Performance Package’s six-piston front and four-piston rear Brembo brakes. Ford also installs the Dark Horse’s rear subframe and stabilizer bars, adjustable strut mounts, a GT steering rack with 72.5 millimeters of additional travel, an RTR-specific Track-mode stability-control calibration, and a larger cooling fan. The optional MagneRide dampers receive their own RTR tune.

The engine retains the standard EcoBoost’s 315 hp and 350 lb-ft of torque, but adds Ford-patented anti-lag technology derived from the Le Mans-winning Ford GT race car. It doesn’t spit flames, but it does keep the turbocharger ready for when the driver lifts and quickly returns to the throttle, which I noticed most during drift transitions, because I am, of course, a drifting God with a signed certificate to prove it. The result isn’t so much a power package as it is a control package for a specific use case—that is, sliding its bright green dumper around corners in excessively dramatic fashion. Ford has engineered the car around specific moments inherent to drifting, like when initiating a slide, catching it, changing direction, and repeating the process without destroying the car.

Surprisingly Civilized On The Road

Before I got to produce any tire smoke, my drive partner and I spent roughly two hours taking a dark-red RTR from our Napa Valley hotel to Thunderhill. We split the driving over highways and windy canyon roads, then repeated the trip back to the hotel after the track sessions. The RTR was far friendlier than its graphics suggested; its optional MagneRide suspension controlled the body without making broken pavement feel like a personal failure, road noise remained reasonable, and the 10-speed behaved unobtrusively in ordinary traffic. Critically, its additional steering travel didn’t make it feel awkward on the road. This is fundamentally a daily driver that can drift, and not the other way around.

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It really looks the business, too. It steals its front fascia from the GT, gets those signature illuminated RTR grille nostrils that look so good it’s as if every Mustang should have them, as well as dark-finished wheels, a raised rear spoiler, and available Hyper Lime graphics and brake calipers, which make it appear more provocative than a regular EcoBoost. Parked beside the Dark Horse SCs we would drive the following day, however, it was clearly the less beastly Mustang. So it’s proud of what it is, but it still knows its place within the family hierarchy.

The cabin tries just as hard to establish an identity distinct from other Mustangs. Hyper Lime stitching, seatbelts, screen graphics, and a matching drift-brake lever separate it from lesser EcoBoost models. At times, the effort resembles an older corporation’s interpretation of what younger enthusiasts find cool. At one point, my drive partner and I changed the ambient lighting from green to red, only to discover that someone from Ford had changed it back while we were on track—a gesture we found quite cheeky and therefore loved. Also, the virtual Mustang displayed while selecting drive modes wore a GT badge. Material quality also remains a bit of a question mark. Some panels creaked, and the sun visor would swing away from the side window during turns, striking me in the head, though it thankfully wasn’t very heavy. This kind of stuff is easier to tolerate in a Mustang with a legitimate value proposition than in one approaching $56,000.

A Lighter Nose Makes A Better Mustang

Thunderhill’s tight road-course configuration gave the EcoBoost enough room to demonstrate its abilities without exposing its power deficit. Across three independently paced laps, 315 hp felt adequate, the Brembos stayed consistent, and the chassis encouraged me to use more of the car. The real highlight was balance. Without a Coyote V8 over the front axle, the RTR changes direction with far less effort than a GT. Ford cites a 54/46 weight distribution, and that lighter nose might ultimately be the strongest reason to choose the EcoBoost foundation. The steering was direct, the MagneRide suspension kept the car disciplined, and the throttle encouraged the rear axle to rotate. It even overrotated unexpectedly once on my first hot lap—I was clearly bred for drifting—but the correction came quite naturally.

Ford Built A Drift Lesson Into The Car

After our circuit laps, one of Ford’s professional drivers took us through the upcoming drift course as passengers. Her demonstration revealed how much capability the RTR had when moving sideways, and my next exercise was a drift class led by Gittin and his team, which meant I would have to see just how much of that capability I could squeeze out of the car myself. The electronic drift brake works less like a conventional handbrake and more like a digital command that triggers hydraulic action. In Drift mode, initiation depends more on how quickly the lever is pulled than how long it is held. Pull it sharply, the rear wheels lock, and releasing the lever disengages it—no secondary button or switch required. Outside Drift mode, the same lever functions as an on/off parking brake control.

The simplicity of it all allowed me to just focus on weight transfer and steering—I could jump straight into working on my technique, rather than spending so much time feeling out the car. The car didn’t hold my hand through the process, as my repeated spins at the third corner proved, but it removed enough friction to make learning approachable. A novice could use the assists to explore the first stages, while an experienced driver can turn everything off and receive absolute freedom to shed rubber. So this is much more than just a gimmicky drive mode that produces one canned slide at a time. The extra steering angle becomes tangible as the car rotates; the lighter front end gives the driver time to work, and the automatic transmission means you don’t have to think about what to do with your left foot. The RTR makes drifting easier without making the accomplishment feel unearned.

How Does A Four-Cylinder Mustang Reach $55,850?

Although the most basic Mustang RTR can be had for $42,205 before destination, a representative Orange Fury example present at the event program carried, in addition to the RTR package, the $1,330 RTR Appearance Package, the $1,750 MagneRide suspension, the $3,000 Equipment Group 201A, a $1,160 B&O audio system, $1,995 for Recaros, $750 for Hyper-Lume calipers, and $995 for paint, bringing the total to $55,850. Meanwhile, Ford currently lists the base 2026 Mustang GT at $47,795 before the same $1,995 destination charge, and the GT Premium starts at $52,075 before destination. So the comparison practically writes itself: Do you want the most extreme version of the EcoBoost Mustang, or the most basic version of the V8 Mustang?

Personally, I would probably opt for the GT and add the drift brake, additional steering angle, and other hardware later if I really, desperately wanted that stuff. That route would surrender the RTR’s integrated calibration, full factory execution, lighter front end, Dark Horse chassis hardware, and serialized identity. It would also provide the manual gearbox and V8 that remain central to the Mustang experience for many buyers, including me. The intended audience that Ford claims it’s after here makes the price feel even more awkward. Ford acknowledged that RTR’s large following among 18- to 35-year-olds was part of the partnership’s appeal, yet the finished product can, at times, feel like older executives assuming young enthusiasts will gladly accept a long-term finance contract for a heavily optioned, automatic four-cylinder Mustang. The actual buyer for the RTR may care less about the Mustang mythology than the mechanical proposition: a turbocharged, rear-wheel-drive coupe that can commute all week and destroy its rear tires on the weekend. Alternatively, it may be an EcoBoost buyer who is unusually easy to upsell.

Verdict: An Excellent Toy With A Difficult Audience

The 2026 Ford Mustang RTR succeeds at the difficult part. It feels distinct from the regular EcoBoost I previously reviewed, behaves naturally on the road, remains balanced on a circuit, and makes genuine drift technique easier to access. It’s fun, useful, and engineered far beyond its graphics. My experience with it actually made me appreciate the regular EcoBoost more—mainly because of its price. The RTR’s engineering is most persuasive while the car is sideways, but its window sticker follows it everywhere. Once the total passes a base GT and approaches a GT Premium, the absence of both a V8 and a manual can no longer be treated as a mere footnote. The Mustang RTR is ultimately an expensive toy designed for kids to thrash about in, and while it is very good at being that toy, the difficult question is how many of those kids can responsibly justify buying it.

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Few nameplates let you trace a direct line back nearly a century, but the Chevy Suburban is one of them. In 1935, the Suburban Carryall solved a simple problem: take a half-ton truck frame, drop an enclosed steel body on top, and build a workhorse that could haul people, produce, or whatever else life demanded. Ninety-one years later, that core mission hasn’t changed. To test whether the 2026 Suburban High Country still lives up to its heritage, we loaded six people across three generations—two car seats, grandparents, and a few necessities—for a 2.5-hour road trip from the East Bay up to Apple Hill. The verdict before we even cleared the highway was an easy one: the Suburban is still the undisputed Queen of usable space.

At an as-tested $85,990 (including destination, Polar White Tricoat paint, and a Duramax diesel that actually knocks $1,500 off the sticker), it isn’t cheap. Yet in a market crowded with fragile luxury three-rows, the Suburban makes a compelling case as one of the few full-size SUVs that effortlessly blends workhorse utility, road-trip luxury, and surprising value. Let me explain.

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The Chevy Suburban was—and still is—a land yacht

Chevy will happily remind anyone who asks that the Suburban is the longest-running nameplate in automotive history, and it has never once tried to fly under the radar. Measuring 226.3 inches stem-to-stern, 81.1 inches wide, and over six feet tall, this isn’t an SUV that slips into a parking structure unnoticed. But with massive exterior proportions comes uncompromising cabin volume—a currency any growing family will gladly trade curb appeal for. Though you do get both with the High Country.

What set my tester apart from the sea of Disneyland sticker-clad Suburbans crawling the Bay Area was what lived under the hood: the 3.0-liter Duramax turbo-diesel. Sure, seeing diesel prices tick north of $8 per gallon, local unleaded can give California drivers pause, but on the road, the powertrain just makes sense. Capable of towing well over 8,000 pounds without breaking a sweat, the Suburban succeeds because it never suffers an identity crisis. It’s an unpretentious, heavy-duty road trip weapon, and it knows it.

Let’s talk about interior space and amenities

The High Country proves luxury and family practicality don’t have to fight for dominance. Rather than treating top-tier trim as a badge with softer leather, Chevy bundles the exact conveniences that keep multi-generational road trips quite civilized.

Up front, heated and ventilated perforated leather seats set a premium tone, but the real parent-friendly wins are in back. Tri-zone climate control ends backseat thermostat diplomacy before it starts, and heated second-row captain’s chairs keep tiny passengers with big opinions from complaining about the cold. Better yet, access is effortless: power-release second-row seats make loading car seats, kids, and backpacks past the middle row painless, while power-folding third-row seats eliminate wrestling with heavy bench hardware when cargo needs suddenly expand.

Up on the dash, the centerpiece is an intuitive 17.7-inch infotainment touchscreen with Google built-in and wireless smartphone projection, paired with a massive 15-inch head-up display and a crystal-clear rear camera mirror. Standard safety is equally comprehensive, wrapping active lane-keeping, blind-zone steering assist, surround-view parking cameras, and cross-traffic braking straight into the base MSRP.

At this price point, that all-inclusive packaging matters. You aren’t starting with an empty shell and nickel-and-diming your way to usability through five-figure option packages—the High Country delivers a fully realized, luxury family hauler right out of the box.

Related: Chevrolet Suburban Vs. Ford Expedition: Which One Has More Cargo Space?

The numbers are definitely in the Suburban’s favor (dimension-wise, I mean)

Second-row passengers enjoy a limo-like 42.0 inches of legroom, leaving plenty of breathing room even behind bulky rear-facing infant seats. But the third row is the real triumph: with 36.7 inches of legroom, a flat floor, and a properly elevated seat cushion, adults and growing teenagers can ride back there for hours without their knees crammed into their chins.

The biggest game-changer for traveling families, however, is what happens behind that third row. Most 3-row SUVs force an impossible choice between carrying people or carrying luggage, but the Suburban provides a cavernous 41.5 cubic feet of dedicated cargo space with every single seat in use—beating out the extended Ford Expedition MAX’s 37.4 cubic feet and utterly embarrassing standard three-row crossovers that hover around 16 to 20 cubes. That means double strollers, hard-sided suitcases, coolers, and backpacks swallow into the back without blocking the rear-view mirror or requiring an overhead roof box. 

And when you drop the power-folding second and third rows, you unleash a respectable 144.5 cubic feet of maximum volume, essentially turning this luxury cruiser into a weather-tight cargo van ready for furniture runs, camping gear, or whole sheets of plywood.

Now for the loud elephant in the room: the diesel engine

On paper, the 3.0-liter Duramax turbo-diesel might look like an underdog with 305 horsepower next to the 6.2-liter V8’s 420 hp, but those in the know understand horsepower isn’t what matters. The Duramax cranks out an impressive 495 lb-ft of torque at just 1,500 RPM, out-pulling the big 6.2L V8 (460 lb-ft at 4,100 RPM) and thoroughly dusting the base 5.3L V8 (383 lb-ft at 4,100 RPM). While max tow ratings are virtually neck-and-neck across the board, topping out around 7,800 to 8,100 pounds depending on drivetrain, the experience of towing with the diesel is in a league of its own. 

For families who regularly hitch up a horse trailer, a 26-foot camper, or a car hauler, that instant off-idle torque provides silky-smooth acceleration that won’t jostle livestock or wake sleeping kids when something’s on the hitch. On the highway, the diesel holds taller gears up steep grades without the transmission hunting and screaming revs typical of gas V8s, while an integrated exhaust brake effortlessly manages downhill speeds to prevent brake fade. 

Add in significantly better fuel range that spares you from maneuvering a long trailer through cramped gas stations, plus the shocking fact that selecting the Duramax actually knocks $1,500 off the High Country’s sticker price compared to the standard 6.2L V8, and it becomes a no-brainer powertrain for anyone serious about towing for the long haul (see what I did there?).

Compared to its competitors, it’s an all-inclusive unicorn

When sizing up full-size, three-row heavyweights, the Suburban High Country Diesel stands alone as a unicorn: it is one of the only full-sized SUVs left on the market that you can buy with a diesel engine.

The Ford Expedition MAX is its closest rival, but matching the Suburban’s standard equipment and capabilities means climbing into King Ranch or Platinum territory that easily blows past $88,000 to over $100,000. Even on lower trims, Ford traps you in an expensive option-package maze—forcing you to pay extra for a Heavy-Duty Trailer Tow Package just to unlock full towing capacity. The Jeep Grand Wagoneer L quickly catapults into six-figure pricing with a gas-hungry twin-turbo six, while the Toyota Sequoia lacks an extended wheelbase altogether, offering a cramped third row and minimal cargo space. Neither Ford, Jeep, nor Toyota offers a high-torque, long-range diesel at any price.

That is where the Suburban’s real value shines. You don’t have to pay a luxury tax or check five different option boxes just to get integrated towing hardware, 360-degree cameras, and power-folding third-row seats. You get a fully loaded family hauler with 495 lb-ft of diesel pulling power, exceptional range, and sprawling space—all bundled straight out of the box for less money than the competition.

Related: Chevrolet Tahoe And Suburban Diesel Owners Get A 150,000-Mile Repair Lifeline

I ended up feeling convinced I needed one

Watching Jingle All the Way as a kid, every time Schwarzenegger’s Suburban appeared, my mom would nudge my dad: “Can you buy me one of those? I want one so bad.” I was hooked, too—the massive stance, the sightlines, the sheer road presence. Decades later, the Suburban is still the It Girl. It delivers on every promise. When my husband recently started shopping for a truck to haul our Wrangler to the trail, I didn’t suggest a pickup. I asked, “What about a Suburban?”

Very few vehicles on the road today have stayed this true to their original blueprint for nearly a century. With the Duramax diesel giving it heavy-duty towing muscle and an interior that comfortably sat three generations and all their gear, the 2026 Suburban proves that Chevy didn’t just fill a historic gap, it built an institution that rivals still struggle to match.

The Hyundai Kona arrived for the 2018 model year as the smaller sibling to the Tucson. It has since grown into a more substantial little SUV, which puts it in the same conversation as the Kia Seltos, Subaru Crosstrek, and Mazda CX-30. I’m especially fond of the Mazda because it reminds me that an affordable crossover can still be fun to drive. The Kona takes a different approach. It offers generous space, a long list of features, and, in Limited trim, enough power to keep the driving experience from feeling like homework.

There’s a sizable gap between the least and most expensive gas-powered Konas. The SE starts at $25,500, while the Limited starts at $32,535, both before freight and other charges. That’s still a reasonable entry point, but a Limited with all-wheel drive can move into the mid-$30,000 range quickly. At that price, I expect more than a handsome face and a large screen. Fortunately, the Kona has more than one trick up its sleeve.

Powertrain and performance

The standard 2.0-liter four-cylinder makes 147 horsepower and 132 pound-feet of torque and is paired with Hyundai’s Intelligent Variable Transmission. It’s the sensible choice if the purchase price matters most. The Limited gets a 1.6-liter turbocharged four-cylinder producing 190 hp and 195 lb-ft, along with an eight-speed automatic transmission. That is the combination I’d choose. The additional torque gives this small SUV a welcome dose of enthusiasm, and I’d rather have the conventional automatic than the variable transmission when I’m asking the engine to get moving. Front-wheel drive is standard, and Hyundai’s HTRAC all-wheel drive is available.

There is a fuel-economy trade-off for the turbo. Hyundai lists the Limited at an EPA-estimated 26 mpg city, 31 highway and 28 combined with front-wheel drive. The all-wheel-drive version returns 25 city, 28 highway and 26 combined. Those are respectable numbers, even if nobody is going to mistake this for a fuel-sipping hybrid. The reward is a Kona that feels better suited to highway merging and passing than the base model’s output suggests.

Would I call it the most engaging vehicle in the class? No. For that, I’d still point you toward the Mazda CX-30. But there’s a difference between wanting a little more driving enjoyment and demanding that every grocery run feel like a qualifying lap. The turbo Kona has enough punch to make ordinary driving more pleasant, which is exactly what I want from an everyday vehicle.

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Interior, technology and utility

The Kona makes excellent use of its size. There are 25.5 cubic feet of cargo space behind the second row and 63.7 cubic feet with the rear seats folded. That’s useful room for luggage, shopping and the miscellaneous cargo that somehow accumulates the moment you own a vehicle with a hatch. Compared with Hyundai’s smaller Venue, the Kona feels like the more practical choice for someone who regularly carries passengers and their belongings. The rear seats also recline and split 60/40, giving you a little more flexibility than the exterior dimensions might suggest.

The Limited piles on the creature comforts. It has heated and ventilated front seats, H-Tex upholstery, a power driver’s seat with lumbar adjustment, dual-zone climate control and rear air vents. The hands-free power liftgate is another feature you’ll appreciate most when both of your hands are occupied. Up front, the broad digital display arrangement gives the cabin a more expensive appearance, while wireless Apple CarPlay and Android Auto keep everyday phone use simple. Bose audio, wireless device charging and a digital key add to the impression that Hyundai was determined to fit as much equipment as possible into this trim.

Related: Before the Cars, Kia Mobilized South Korea on Bicycles

I’m also glad Hyundai kept physical climate controls. I don’t need to conduct a touchscreen treasure hunt just to turn down the fan. The Limited’s surround-view camera and blind-spot view monitor add practical value, especially in tight parking lots. Technology is wonderful when it saves time or prevents a mistake. It is less wonderful when it makes me stare at a menu while the windshield fogs up.

Final thoughts

The 2026 Kona Limited makes a strong case for itself as a well-equipped, useful small SUV. Its turbo engine and eight-speed automatic are the powertrain to get, its cargo space is genuinely helpful, and the cabin includes features I once expected to find in considerably more expensive vehicles. Hyundai’s 10-year/100,000-mile limited powertrain warranty is another persuasive point, provided you pay attention to its terms.

Still, I wouldn’t buy one without driving the Mazda CX-30. That car offers a more connected feel, while the Kona makes its pitch through room, equipment and everyday ease. Which one wins depends on what you value once you’re behind the wheel. For me, fun still counts for an awful lot, but I can’t ignore how much the Kona gives you for the money.

It’s a smart, capable little SUV. I only wish something called Kona brought a bit more aloha to the drive.

Related: 2026 Mazda CX-30 2.5 S Aire Edition Review: A Little Crossover With a Lot of Personality