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Genesis GV80
New Car Reviews

2025 Genesis GV80 first drive review: An elegant SUV bargain gets even better

Genesis is at it again, refining its existing lineup bit by bit. New styling cues there. New infotainment doodads here. Simple tweaks that work together to keep Genesis relevant and create cars worth more than the sum of their parts and, arguably, their price. Just recently, Genesis worked such magic for the “enhanced” 2024 G70 sports sedan, which sought to rejoin the fight against the Germans with a potent new base engine and more advanced tech. Now, they apply the same formula to their hot-selling family shuttle, the Genesis GV80.

Price and specs

Genesis keeps things easy as they do with all their cars, with jam-packed trim levels and few options aside from colors and dealer add-ons. Base stripper GV80s with small wheels, fatter tires, leatherette, and the 2.5T engine start at just under $58,000, while a loaded-up 3.5T Prestige with suede headliners, 22-inch rollers, power doors, and power sunshades rings in at nearly $80,000.

Sure to lure in buyers from marques known for any sort of athleticism, the GV80 comes standard with multilink suspension front and rear, as well as drive modes, monoblock four-piston front brake calipers, and all-wheel drive. Higher trims add electronically controlled suspension and an electronic rear differential for an extra splash of dynamism when the kid’s soccer game or the Erewhon is nestled atop a mountain road. The family-oriented types will also appreciate the usual roundup of safety aids like adaptive cruise, lane keep, parking cameras, and various blind-spot monitors.

Base prices:$57,700 (2.5T Standard AWD), $58,700 (2.5T AWD), $61,600 (2.5T Select AWD), $65,600 (2.5T Advanced AWD), $70,450 (2.5T Prestige AWD), $73,800 (3.5T Advanced AWD), $79,300 (3.5T Prestige AWD)
Engine choices:2.5-liter turbocharged I4, 3.5-liter twin-turbocharged V6
Transmission choices:8-speed automatic 
Drivetrain choices:all-wheel drive
Power:300 horsepower @ 5,800 rpm (2.5T), 375 horsepower @ 5,800 rpm (3.5T)
Torque:311 pound-feet @ 1,650 rpm (2.5T), 391 pound-feet @ 1,300 rpm (3.5T)
Weight:4,850 pounds (2.5T), 5,115 pounds (3.5T)
Towing capacity:6,000 pounds
Zero-to-60 mph:approx. 5.8 seconds (2.5T), approx 5.3 seconds (3.5T)
¼-mile:approx. 14.5 seconds @ 95 mph (2.5T), approx. 13.9 seconds @ 101 mph (3.5T)
MPG:19 city, 24 highway, 21 combined (2.5T) 16 city, 22 highway, 19 combined (3.5T)
Fuel capacity:21.1 gallons

What’s new?

Just a nip and tuck

You’d be hard-pressed to pick apart the new GV80 from the preceding model years. It’s about as mild of a facelift as facelifts come. There’s a slightly revised rear bumper with hidden exhaust outlets, a new headlamp design with individual projectors instead of solid bars, enlarged air inlets that direct air through the fender, and a new grille design with two bars instead of one. Perhaps more striking than the new grille are the new 20 and 22-inch wheel designs that further evoke a sense of sportiness beyond just bigger air inlets or the new Storr Green metallic and Storr Green matte paint colors.

Other than that, the overall shape remains the same, as does the platform itself. But the most significant alterations that Genesis’ plastic surgeons have made are the ones you don’t immediately see from across the parking lot.

It’s what’s on the inside that counts

The cabin and under the hood see the most significant upgrades in the form of an updated interior that’s more in keeping with the Hyundai Motor Group design language and a new 2.5-liter turbo-four base engine outputting 300 horsepower and 311 pound-feet at a diesel-like 1,650 rpm, which Genesis touts as the most powerful base engine in the segment. Torque for days, no matter the engine!

Greeting occupants is an expansive 27-inch display that manages both gauge cluster and infotainment duties as one continuous screen with no hard break between. The nav screen fades seamlessly into the gauges. Neat stuff. Like the current crop of G70 and G90, the climate control panel switches to a mix of hard buttons and quick, responsive haptic touch controls. Another proud addition is the B&O Premier audio system on higher-trim GV80s, with an impressively broad range of adjustments for those who favor bright and energetic sounds, soft and warm sounds, and everything else in between.

What is it like to drive?

The bones of an athlete

The Genesis GV80 is no athlete like a Cayenne or Macan, but it puts up a decent impression wafting along the country two lanes outside Dallas. Whether you’re in Comfort or Sport, the ride remains complaint yet composed. The steering is well-weighted, firms up appropriately in Sport mode, and turns in with a mild sense of urgency as if to say, “Alright, so we’re doing this. Can do!”

We didn’t get to sample the 300-horsepower four-banger, which was a shame since I loved it to death in the G70 and felt it lightened the nose significantly. Oh well. It’s not like the Michelin Primacy Tour tires or fast sweepers would encourage much rallyist antics, anyway. This is merely an excellent highway cruiser that just so happens to be okay with putting a little extra pep in its step should you ever ask it to.

Its twin-turbo V6 and well-tuned eight-speed auto make that easy. With a broad torque band, minimal lag, and plenty of passing power, the powertrain nudges you into your seat without being gruff, even high in the revs. Like its suspension, the mighty V6 is as well-mannered as the rest of the car. It doesn’t surprise drivers with a shocking degree of performance, but everything feels well-sorted and appropriately tuned for this kind of crossover and its range of buyers.

If I had any complaints, it’s that there’s no GV80 Magma and that Genesis should’ve never shown me the Magma brand. Give it to me! Give it to me now!

Posh and proper

Manners are good, especially in this segment where every other luxury crossover tries to out-sporty one another with needlessly raucous power-drunk engines, dreary black interiors, and bone-shattering suspension.

Genesis GV80
Image credit: Jeric Jaleco

Like, you know these are grocery store shuttles first and foremost, right? No one’s taking your M Sport or AMG Line crossover to the canyons, let alone the track. Genesis knows this, and they knew damn well what their true priorities were and how to hit them right on target. When departing the winding scenic routes in favor of wide Texan highways, the GV80 settles into a mellowness seldom matched by many cars today, easily absorbing fat potholes and expansion joints despite my tester’s 22-inch wheels. Eco mode further relaxes the engine, helping to achieve a commendable EPA-average-besting 22 mpg while still being able to call upon its arsenal of torque for passing.

Genesis GV80
Image credit: Jeric Jaleco

Around the old-timey brick roads of Fort Worth, the GV80 hardly flinched. NVH was impressively low, allowing you to better appreciate the spacious, airy cabin, easy-to-use infotainment with your choice of touchscreen or scroll knob controls, or the crystal clear B&O sound system.

Zero surprises in the best ways possible

The GV80 just makes things easy. That’s how a luxury crossover should be. Its attempts at athleticism are welcome but not overdone. It doesn’t play into any lie of sportiness only for it to deceive itself and pretend to be something it isn’t. Like the G70 and G90 I’ve driven before it, the GV80 is no imitator. It knows exactly what it is as a car and what it should do as its missions, and it executes its role with competency, at least on our brief test around Dallas and Fort Worth.

Genesis GV80
Image credit: Jeric Jaleco

From our day behind the wheel, I can see that it packs no surprises or tricks under its sleeve. It’s just a good car that’s built well, feels good, and drives with confidence and coherence. I don’t think that’s much to ask for in a car. Thankfully, Genesis doesn’t think so either.

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Five myths about plug-in hybrids debunked (and four downsides to buying one)

When anything in life offers the best of both worlds and with little compromise, it’s almost always a solid choice. Diet Coke, the Long Beach Grand Prix, salty and sweet candy—life’s full of it. How does the LBGP come into play here, you may ask? Because it offers some of the best motorsports action, ever, and it’s not stuck out in the middle of nowhere. Another area where you’re having the best of both worlds is plug-in hybrid electric vehicle (PHEV) ownership. That’s because these economical steeds offer all the convenience of being primarily powered by an internal combustion engine, yet also have an electric motor that tackles some propulsion and boosts overall fuel economy.

However, there are some common misconceptions about PHEVs out there that need to be addressed. By that same token, there are some actual downsides to discuss as well, as having all the information one needs before diving into owning one is just as important. Let’s plug in!

Image credit: Jeep

Myth: PHEVs are slow and not fun to drive

While a lot of folks who are well in tune with the automotive industry may say this isn’t actually a common misconception, it’s important to clear the air and ensure that even the most casual observers know what’s up.

PHEVs are actually quite the opposite: They’re quicker than their non-hybrid and full-hybrid counterparts. That’s because the electric motor is more integrated into acceleration, thus providing all that sweet instant torque to rip off the line. The latest 2023 Toyota Prius Prime, which I’ve had the opportunity to sample for myself, is the perfect example—the normal hybrid is no slouch for its class, but the Prime is shockingly fun to rip around in.

Additionally, the Jeep Wrangler Rubicon 4xe is quite possibly the neatest off-road experience, ever. Battery-sourced instant torque bodes so well for crawling, and the silent powertrain really helps out the senses with precision inputs. If you listen carefully with the doors removed, you can hear its all-terrain tires’ individual tread blocks grasp at the terra firma.

Don’t forget that the BMW XM is a PHEV as well. It may not be a looker, but it’s quite fast. So is the Ferrari 296 GTB, the McLaren Artura, and several other super and hypercars.

Image credit: McLaren

Myth: PHEVs’ EV-only range is too short

While PHEVs of yore only possessed a handful of miles when in EV-only service, this figure’s only gone up as battery technology has progressed.

For example, the aforementioned 296 GTB can go a whole 15 miles solely on battery power. OK, that’s actually a poor example, what I meant to justify my point with is the 2024 Volvo XC90 Recharge, which can go as far as 32 miles humming along. Er, that’s an improvement, but not the best example, either. The Prius Prime and its larger RAV4 Prime cousin both get over 40 miles of EV-only range, but weirdly, the latest Range Rover Sport has ‘em all beat: a reported EPA-rated 51 miles.

McLaren Artura Powetrain X-Ray
Image credit: McLaren

Myth: PHEVs have just as high maintenance and repair costs as ICE vehicles

This one’s coming from the EV, more specifically BEV (battery electric vehicle), owners who could be considered hardcore, true believers in an EV-only lifestyle. As reported by Consumer Reports a few years back (thanks to Torque News), PHEVs will have slightly lower costs of ownership over the lifetime of a BEV. BEVs have the lowest costs in the short term, but still, PHEVs’ are nowhere near an ICE car’s.

On the flip side, the convenience factor of PHEV ownership is quite appealing and is the best example of the best of both worlds: Excellent overall fuel economy, some battery-only range, lower running costs than an ICE vehicle, a smaller battery with a smaller replacement cost than an EV, no dependence on our nation’s current charging infrastructure, and more.

Image credit: Volvo

Myth: As PHEVs’ battery-only range increases, you might as well just buy a BEV

This one’s quite easy to extinguish, and again was reported on by Torque News: You might as well buy a BEV with all that electric-only range. This completely disregards many folks lacking local charging infrastructure, range needs, and more. Plus, what if you want to be unencumbered by charging infrastructure while on a lengthy road trip? It also means that some households may not need to park an additional car in their driveway to satisfy longer-range needs.

Again, this is best of both worlds content. Many folks can fulfill their daily range needs, potentially over the course of a day or two, and not have to worry about plugging in once they’re out of juice. Plus, PHEVs have regenerative braking that helps charge the battery, thus always having at least a little bit of zap in the metaphorical tank.

Myth: PHEVs don’t have the same tax benefits as BEVs

This one’s also easy to extinguish: Green Car Reports does a great job clarifying the IRS’ guidelines by sharing that there are still some excellent tax benefits to cash in on for 2023 and 2024. MSRP comes into play, and it must be a model that’s made in the USA, Mexico, or Canada, and has a battery that’s made in the USA. But there are still some solid options out there. In fact, that latter bit about made-in-USA applies to BEVs as well.

For example, any qualifying (because there are income restrictions—again, it’s complicated) Jeep 4xe buyer could receive up to $3,750 off their taxes, and Chrysler Pacifica PHEV buyers could count on as much as $7,500 off.

Image credit: Toyota

Downside: PHEVs are expensive

Still, even with some federal tax relief, PHEVs have a higher up-front cost compared to ICE vehicles. It’s amortized over time in fuel savings, but that doesn’t help out folks’ shorter-term budgeting that affects the household balance sheet month-to-month.

It doesn’t help that the average new vehicle costs around $48,000, either.

Downside: PHEVs are heavy

This is par for the course with anything sporting a lithium battery somewhere bolted up to its chassis. They’re not as portly as full-on BEVs, but weight is weight, which means increased tire, brake, and bushing costs. And, it’ll always have an adverse effect on handling, no matter how you slice it. Well, unless it’s a Ferrari 296 GTB, where the battery helps keep weight well-centered within its wheelbase. And even then, it still weighs less than 3,300 lbs, which most would say is plenty for its 654 horsepower to handle. Can you tell I really want to drive a Ferrari 296 GTB?

Downside: PHEVs are complex

This one’s pretty self-explanatory. You’ve got two separate powertrains at work, additional sensors, potential drivetrain additions to send their power to the wheels, a battery with its own electrical connection environment, and more. Plus, you can’t forget packaging, as the added battery presents a challenge to engineers and may result in either a larger vehicle than otherwise or a vehicle that’s more difficult to service. Or both.

Therefore, there’s more stuff to malfunction, fail, and extend/expand a factory-recommended maintenance schedule.

Image credit: Chevrolet

Downside: We need more series plug-in hybrids

Remember the Chevrolet Volt? That intuitive little fella was a series plug-in hybrid (SPHEV), more commonly known as an extended range electric vehicle (EREV). This means that only the electric motor handles propulsion while the internal combustion engine handles onboard charging duty, like a locomotive. This means you’ve got an onboard generator to cut down on visiting the charging station, or you can completely skip any combustion by plugging it in regularly like a BEV—it’s up to you.

Because of this, the Chevy Volt was truly something special, but sadly it went out of production in 2019. The upcoming 2025 Ram 1500 Ramcharger (kudos to Dodge for its name) will be an EREV, and the rotary-powered Mazda MX-30 R-EV could come to the US market someday, but otherwise, there’s nothing on sale as new at the moment. Which is a shame, as it’s a very appealing concept.

It’s important to address and analyze common misconceptions about PHEVs, especially considering the fact that they offer so much convenience over BEVs, yet burn far less fuel and have far fewer emissions than ICE vehicles. At the same time, it’s important to keep their downsides in mind, as it’s important to be well-educated on the matter before you make any major financial decisions.

2024 Alfa Romeo Tonale in the mountains
Image credit: Gabe Carey (Acceleramota)

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Genesis G90
New Car Reviews

2024 Genesis G90 review: Korea’s twincharged flagship strikes hard at German rivals

Korean automakers are on a roll, and atop its hierarchy sits Genesis building damn fine cars. They were nothing too groundbreaking in the beginning, but they were effective, well-built, and reasonably affordable in the face of rivals from the West or the Land of the Rising Sun. But one day, Mr. John Hyundai himself decided to do something remarkable. He wanted Korean cars to not only be good. He wanted them to be great. Greater than great. Exceptional, if you would. Hyundai Motor Group would break Genesis off into a standalone luxury marque, creating a new battalion with which the peninsula’s auto industry could charge into war, and the Genesis G90 would be the flagship to wave its winged crest high for the world to see.

The Genesis G90 is now a model year into its second generation, rocking Art Deco styling, a newfound taste for interior decor, and an optional mild hybrid twincharged V6 like our tester. But is it all enough to lure in the eclectic crowd of executives, influencers, and Malibu divorcees?

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Genesis G90
Image credit: Jeric Jaleco

Price and specs

Key takeaways from the G90 are as follows: Its price starts above the Lexus LS but is on par with the less-equipped BMW 7-Series and far below any Mercedes S-Class. More on that in our pricing breakdown. What sets the Genesis apart is its unique twincharged powertrain, which pairs a 48-volt mild hybrid system to a twin-turbocharged and electrically supercharged 3.5-liter V6 that’s good for 409 horsepower and 405 pound-feet at a diesel-like 1,300 rpm. Some motorcycles and tuner cars idle higher than that.

Base price:$99,500
As-tested price:$102,250
Engine:3.5-liter supercharged twin-turbocharged V6 + 48V mild hybrid
Transmission:8-speed automatic 
Drivetrain:All-wheel drive
Power:409 horsepower @ 5,800 rpm
Torque:405 pound-feet @ 1,300 rpm
Redline:N/A
Weight:5,150 pounds
Zero-to-60 mph:5.1 seconds
¼-mile:13.7 seconds @ 104 mph
MPG:17 city, 24 highway, 20 combined
Observed MPG:22.7 MPG
Fuel Capacity:19.3 gallons

G90 exterior design

“Land yacht” is as cliche as can be when describing these barges, but a yacht is certainly what the G90 is in both styling and presence. From its massive diamond grille to its split headlights that wrap around the bumper and extend past the wheel arch to become turn signals, everything about the G90 exudes luxury as if to (politely) scream to the world that Korean automakers are back with a vengeance. It’s not dressed as sleek or elegant as an S-Class, nor is it built as angry and athletic as a Lexus LS, but its fit occupies a lovely middle ground between the two sides of the fence.

The Verbier White matte paint is certainly a looker, even if it’s not to my taste. But I can see the influencers and executives who dare to be different lapping this paint option up like the long-awaited cure to their matte black affliction. There’s just a hint of sparkle in the matte that helps it pop, even in low-light environments, and it compliments the e-SC-exclusive 21-inch snowflake-esque wheels beautifully.

Genesis G90
Image credit: Jeric Jaleco
What’s hot?– Silky twincharged V6 makes power across the whole rev band
– Cruiseliner ride quality… most of the time
– Won’t completely embarrass itself during sporty driving
– Banger lineup of smooth, effective driver assists
– Outstanding build quality and styling make you forget it was ever a Hyundai
– Undeniable value versus Germans

G90 pricing breakdown

I should get this out of the way and say that while the G90 is a remarkable value as far as flagship executive sedans go, the Lexus LS has it beat by several thousand dollars. The G90, which used to hover in the low $70,000 range in its prior generation, now kisses $90,000. My e-SC tester with the more potent engine and a splash more standard pazazz starts at $99,500.

Genesis G90
Image credit: Jeric Jaleco

Thankfully, speccing a G90, like many other Hyundai Motor Group products, is a straightforward task. What colors do you want? What engine do you want? The e-SC adds multi-chamber air suspension managing the motions for 21-inch wheels wrapped in Michelin Primacy Tour all-season tires, power reclining climate-controlled rear seats with massage function, and a killer Bang & Olufsen Premier surround sound system. Beyond that, our Genesis ticked the $1,500 box for matte Verbier White, and a $1,250 destination fee brought the total out to $102,250.

Yes, a loaded Lexus LS 500 hovers comfortably in the $90,000 range, but one can argue the design of the Genesis is deserving of its upscale premium. Also, remember that the awkwardly-styled 7-Series starts for around the same money as a base G90 e-SC with less power and standard equipment, while a bottom-rung, optionless S-Class starts at over $117,000.

G90 interior and tech

It’s a Genesis, which means expect an interior that, in terms of layout and design, stands tall with the best in the biz. There’s little in the way of imitation, too. The G90 is proudly just itself, with multi-color ambient lighting and forged carbon trim accented with strips of metal brightwork to contrast the Bordeaux Brown interior upholstery.

The digital gauge cluster is vaguely Hyundai but with a simplified tach-speedo combo to make room for things like safety system readouts, navigation, and a large widget for things like weather forecasts and all-wheel drive power distribution. Akin to the Ioniq 6 I drove less than a week prior sported the same suite of adaptive cruise, lane keep assist, eighty-quintillion cameras and parking sensors, and multiple levels of blind spot monitoring. Unlike the Ioniq 6, you could say the G90 now has four instead of three since the visual indicator in the gauge cluster can be displayed in the bright, legible HUD.

Genesis G90
Image credit: Jeric Jaleco

The top-shelf e-SC model also adds the aforementioned power massage seats in the rear, multi-chamber air suspension that can raise itself at the touch of a button, and an infinitely adjustable Bang & Olufsen Premier sound system. Rear seat occupants are also treated to their own control panel for climate, infotainment, seat massage, and operation of the power sunshades because sweating on the ride to the airport is for feral savages who could only swing a G70.

Genesis G90
Image credit: Jeric Jaleco

Korea’s flagship is a sublime coastline cruiser

To those looking for a value-packed deal in land yachting your way up to Santa Barbara and back down to Manhattan Beach, the G90 makes one hell of a case for itself. In the twisties snaking through the Angeles Forest, the G90 didn’t totally embarrassing itself. In Sport mode, the transmission swaps its silken lethargy for some eagerness without making shifts too snappy. It’s appropriate for this kind of machine and that drive mode. Transmission tuning is smart enough, but paddle response is slow. Eh. Who cares in an executive sedan, right?

The air suspension stiffens to reduce roll without compromising ride quality. You can daily drive this in Sport without a second guess and still hold your own in the canyons despite the all-season tires. It’s no AMG, and it never will be. But if you’re a cheating snake seeing your “other partner” in Paldmale and have to skedaddle home to Glendale before the spouse notices you’re gone, you could bypass traffic via the canyons with this, no problem. There’s at least some facade of sportiness, which is plenty for most buyers.

Once the canyons yielded to wide-open freeways, the G90 came into its element. Leave it in Eco or Comfort, or even throw it in Chauffeur to optimize the experience for rear passengers, and let the air suspension soak up nearly every pothole, undulation, and rock. Let the B&O audio system immerse you in your favorite playlist (or Hyundai’s Sounds of Nature ASMR thing) with plenty of audiophile goodness that I’m not calibrated to fully appreciate. Let the massage seats rub your stress away while the three-level climate-controlled seats chill your bum to a frosty degree or sear it to a crisp.

Genesis G90
Image credit: Jeric Jaleco

If this is what commuting can be, then I don’t want to go back. I didn’t want to go back. I just wanted to waft up and down the 405 and up the PCH all day long, with the adaptive cruise and lane keep assists working smoothly and effortlessly to help me captain this near-5,200-pound vessel for hours on end. I love my hhigh-strung sport cars, but who knew bottomless torque and a plush ride could be so intoxicating?

Upon arrival to Santa Barbara, the G90 proved to be a decent enough city car. There’s no defying its sheer length. It sticks out in some parking spots, and no, I wasn’t parked in a Compact space. But the suite of cameras, sensors, and the great expanse of glass that envelops you means obstacles don’t hide from you that easily. As an added plus, the turning radius is delightfully tight.

Earlier that weekend when covering an event at Willow Springs, the rear seat proved to be plenty capable of coddling the rich and mighty should they discard any brand sobbery in favor of buying a Genesis in the first place. I could fully recline the seat, move the front passenger out of the way since riding shotgun is for the poors, and take naps in heated, cooled, and massaging bliss. Hang my camera backs on the metal pillar-mounted coat hanger rods, put up those power sunshades, and let the caccoon of insulation drown out the incenssent barks of those lowly Civics outside (just kidding, I love you, Civic Type R, my beloved).

Genesis G90
Image credit: Jeric Jaleco

An all-star act begging for some follow-ups

Basking in all Genesis gets right makes it hard to ignore the few tidbits it gets wrong. For instance, why do Honda-freaking-Civics get wireless CarPlay, but the flagship product of a luxury brand doesn’t? Wack. While the 48-volt mild hybrid system results in rapid engine starts, the start-stop system is still a bit perceptible, which may be fine in a standard family sedan, but it feels a tad out of place in something so posh. A true hybrid powertrain can possibly smooth that out and bolster the ho-hum city fuel economy tremendously while delivering a handy performance boost. Not that it needs the boost.

The G90 absolutely is not slow, but it can be even more effortless during passing, which probably isn’t helped by its reluctance to downshift outside Sport mode or its immense weight. The G90 is a quick, punchy thing that makes torque everywhere, but it could be even better. Two turbos and a supercharger and only 409 horsepower? Hm. I sense some punch-pulling for future models. There’s always room for improvement, like its ride quality, which can be even more pillow-like with smaller wheels and fatter sidewalls like the base G90s, as the 21-inchers simply can’t iron out every sharp edge and high-frequency imperfection in the road.

Genesis G90
Image credit: Jeric Jaleco

Have I been spoiled already after only a few days? I hope not. But that’s okay. These were built to represent strong value, and it most definitely does. But it also leaves plenty of room for potential performance or true hybrid variants down the line as the Genesis brand continues to soar into stardom. In fact, Genesis models will eventually get true hybrids but starting in the lower-level models first.

This is a fantastic car at a fantastic price. It leaves a few extra goodies on the table that are more like wants rather than needs… Except for wireless CarPlay. This thing should have wireless CarPlay at six figures.

And a Magma version, pretty please. Just for me.

Genesis G90
Image credit: Jeric Jaleco
What’s not?– Not as sporty as its peers
– Could be more powerful or offer more serious hybrid powertrains
– Lexus LS is an even stronger value
– Okay-ish fuel economy around town
– Explaining to badge snobs why Genesis is cool
– FOR THE LOVE OF GOD, JUST GIVE ME FAT-SIDEWALL TIRES

Genesis has come a long way

The Genesis G90 isn’t the most dynamic, efficient, or high-tech thing in the field. But at such an undeniably strong price point and with all the standard equipment it throws in as freebies, it doesn’t need to be. It just needs to be an outstanding car that stands tall on its own merits, and it does. For roughly a hundred grand, or far less if you skip the electric supercharger, you get something that’s respectably quick, handles well enough, is built like a bank vault, rides like a cloud on most roads, and looks like an art museum exhibit inside and out.

Genesis G90
Image credit: Jeric Jaleco

Best of all, Genesis achieves this purely through its own ingenuity and little mimicry. This car doesn’t remind me of anything else. Not a Lexus. Not a Mercedes. Not a BMW. It reminds me of Genesis. And I think that’s enough to lure in its own niche of cultist buyers and build a legacy that’ll stand for decades. If it all starts here in this era, I’d say Genesis was off to a hell of a start, and the ball is certainly rolling fast. Go, Genny, go!

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We’ve rambled a lot about the Toyobaru twins in past buyers’ guides, but the Toyota GR86 really should be on the “must test drive” list of every car enthusiast. It and its slightly tamer-tuned BRZ twin carry the torch of the affordable sports car deep into the 2020s. This sporty two-door has great looks and receives extra bonus points for the option of manual transmission and a nod to the Trueno for additional brand heritage. While muscle car enthusiasts and large-displacement engine purists would scoff at the 2.4-liter flat-four engine making “only” 228 horsepower, the peppy throttle response and tight handling make the Toyota GR86 one of the most acclaimed products in recent memory and one of the best new sports cars on the market

BMW i4 – Just a dandy EV

The BMW i4 has dominated reviews and “best of” lists this year, and if you’re wondering why, then it’s probably time to take one out for a spin. Buyers may be too timid to drop the $52,000 to $69,700 sticker prices you can expect to see on these electric vehicles. Still, from appearances to the driving experience, it is easy for EV-skeptics to forget that this isn’t a gasoline-powered performance sedan. What’s more impressive is how the i4 M50 is rated for performance that not only parallels a rear-drive M3 Competition but exceeds it, with a 0-60 mph time of 3.3 seconds. 

Alfa Romeo Giulia – Driver’s delight, mechanics nightmare

The Alfa Romeo Giulia may be a bit harder to find as Alfa Romeo dealerships aren’t as common as some more popular brands, but that’s what makes taking the Giulia for a spin a bit of extra fun. Most consumers haven’t experienced this brand, even if it is a well-equipped and reasonably priced entry-level luxury sedan. But, since we are looking for a great drive and ignoring the price — we aren’t here to buy, after all — go for the M3-fighting Quadrifoglio trim and enjoy the 505-horsepower provided by a peppy twin-turbo V6 engine. You can thank us later. Just make sure to opt for an extended warranty if you really decide to sign those papers on a Quadrifoglio at the end of the day.

Kia K5 – A cooler Camry

Over the past decade, we have seen Kia transform from a caterpillar into a market-competitive butterfly, and the Kia K5 more than proves that. In fact, the K5 breaks the mold for what people expect of an affordable, practical, entry-level luxury car at a starting price of $25,590 and a reliable amount of pep from a fuel-efficient engine. Oh, and by the way, the GT-Line rocks a 2.5-liter turbo four-cylinder that squeezes out 290 horsepower and 311 pound-feet while still scoring 32 mpg on the highway, wink-wink. Do with that information as you wish.

Test driving cars for fun is a great way to spend time behind the wheel of different vehicles, get a feel for what is available on the market, and, most importantly, enjoy some drive time for great cars like those in this list. And hey, even if it turns out that you hate the car you just drove, well, at least you got to try before you buy. Or, you fell in love at first wack of the throttle, then at least you got to take that car on a first date before making that commitment. That’s only fair as major stepping stones in life should always have a little trial run.

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Acura Grand Prix of Long Beach 2024
Events

The Long Beach Grand Prix is a circus of the best racing in the world

The Long Beach Grand Prix is nothing more than an automotive circus. And I mean that as the biggest compliment I can give a sporting event. Who doesn’t love the circus? World-class entertainers. Incredible spectacles of all sorts, big or small. Crowds of like-minded showgoers with a contagious enthusiasm that bleeds onto those around them. Okay, maybe not the creepy clowns or alleged animal abuse, but you know what I mean. Now, imagine if it was cars!

The same level of eye-opening entertainment translated to tire smoke, tinnitus, and involuntary tanning numbed by gallons of overpriced alcohol. Thankfully, such a show exists, and it’s been taking over the Long Beach shoreline for nearly five decades at this point. In case you’re in need of convincing or just live under the densest rock on planet Earth, allow me to force-feed you propaganda from my recent pilgrimage about why the Long Beach Grand Prix (officially the Acura Grand Prix of Long Beach as of 2019) is the greatest automotive circus in the country, if not the world.

Acura Grand Prix of Long Beach 2024-058
Image credit: Jeric Jaleco

What is the Long Beach Grand Prix?

As the internet, advertising, and race announcers will tell you, the Long Beach GP is the United State’s longest-running and most prominent street circuit, beating out the Detroit, Las Vegas, and Miami GP F1 tracks by literal decades and hosting a plethora of racing beyond an open-wheel series. It began in 1975 as, surprise-surprise, a Formula racing venue for the United States, taking over the Long Beach shoreline every year in the springtime for 49 years at the time of writing. The inaugural event was held for Formula 5000 racing, a niche subcategory of open-wheel racers, also dubbed Formula A, which didn’t quite fit into any one category, before becoming a Formula 1 venue the very next year.

From 1976 to 1984, Long Beach was Formula 1’s home on the American West Coast. Soon after Watkins Glen was dropped from the calendar in 1980, Long Beach became America’s premier F1 venue. However, in 1984, the two parted ways, leaving the annual spectacle to be picked up by IndyCar. But why IndyCar?

Money, money, money! Race organizers reportedly feared that a single underperforming year could tank the whole idea of the Long Beach GP, as profit margins from viewership were slim against F1’s stratospheric costs. Although IndyCar didn’t have the prominance of F1, organizers strongly believed they could build up viewership and hyper to comparable levels in a matter of years, which you can argue they succeeded in. As reported in a piece of historical storytelling by Autosport, losing Long Beach came to be a huge regret for F1 overlord, Bernie Ecclestone.

They called it a business move. I call it lame. But it makes sense. Nowadays, Formula 1 walks a path that has transformed it into what industry members call “incompatible” with Long Beach due to course layout restrictions and even more prohibitive costs, but the loss of one major league series hasn’t crippled the West Coast’s GP.

“Over the years many street races have come and gone in America,” Ecclestone stated in the Autosport story. “But Long Beach has continued and it’s good for racing that it has survived all these years and thrived as an event.”

And thrive it has.

Over the years, the Long Beach shoreline became home to a smorgasbord of racing leagues, big and small, including (deep inhale) a short-lived Formula E tenure, Toyota Pro/Celebrity Race back, Formula Drift, IMSA, Trans-Am, Indy Lights, Stadium Super Trucks, Pirelli World Challenge, and more. What was once just a display of elite open-wheel racing became the ultimate high-octane variety show, perfect for ADHD-ridden motorsports fans.

A buffet of racing for every taste

This year, that buffet continues to serve up a feast for the senses, with this most recent running of Shoreline street races hosting IndyCar as the all-star event, preceded by runnings of stadium trucks, IMSA and GT America touring cars, and vintage IndyCar heroes. Nothing like tinnitus fueled by ancient Indy V8s and new-age prototype racers to make you feel alive. Reverberations off the tunnel walls funnel straight into your brain and tingle down your spine as you watch these otherworldly machines move like no other car save for an F1 car.

“I never expected that,” my friend and I would also say to one another, always in disbelief despite clutching the weekend schedules in our hands. “These things (vintage Indy and modern prototypes alike) are so fucking sick, you never expect them to be like this from just Forza.”

IndyCar tried to take center stage to remind us of Long Beach’s open-wheel heritage and prestige. Iconic names in racing, like six-time champ Scott Dixon, as well as ex-F1 personalities Romain Grosjean and Alexander Rossi, definitely aroused hype amongst the crowd. Dylan Sprouse was there enjoying the suite life in an Indy two-seater while Fluffy himself, Gabriel Iglesias, issued the sacred command come the start of the main event on Sunday. It was a sight for die-hards and casual fans alike. But alas, IndyCar was only a mere sampling of what else was to be had. It had to remember to share and play nice with the other leagues present.

IMSA fought well for the crowd’s attention, drawing full grandstands and packed grass fields to watch the more relatable GT3 race cars with familiar shapes from Ferrari, Porsche, Ford, and more battle alongside the hot Le Mans Hypercar prototype racer class. The howls of straight-sixes clashed with that of flat-sixes, both often overpowered by the bellow of the Mercedes AMG GT3, Ford Mustang GT3, and Lexus RC F GT3‘s naturally aspirated mills.

“You know, you always expect these things to be loud from videos,” said my friend. “But man, you never expected them to be this loud.”

“I know. It’s sick, huh,” I quipped back. “I wonder if I can get tinnitus in this tunnel and have the VA write it off as a service-related injury.”

Every afternoon was treated to dessert after the big main race of the day, whether it was the final event for IMSA or IndyCar. Super Stadium Trucks were instant fan favorites from the first Friday practice session, with drivers putting on as much of a display of showmanship as they did sportsmanship. Slamming the makeshift jumps, drifting, and three-wheeling around tight bends was the norm as the baby Baja trucks made rounds in the last environment I’d expect to see them. GT America, which succeeded the Pirelli World Challenge, followed soon after with a running of “diet” IMSA racing, featuring a split mix of top-dog and high-horsepower GT2, entry-level and more street-car-related GT4, and repurposed mid-level GT3 (dubbed SRO3 in GT America) race cars.

And to finally induce the motorsports equivalent of diabetic shock, Friday and Saturday showgoers were treated to Formula Drift’s Super Drift Challenge, trading winged touring cars for ridiculously overpowered and charismatic drift builds. That’s how powerful Formula D is, in case you were wondering. The prior weekend’s showing of judgement-based sideways motorsports was too much to contain as it had literally bled into the following weekend’s GP as the aftershow. Now that’s a flex.

Race cars and rad bazaars

If you’re a deranged twit with a reckless spending habit and may or may not possibly be on the spectrum like me, you’ll get a kick out of all the festivities and memorabilia on display across the venue. So much merch! So much swag! So much, uh, F1 goods?

Yeah, I guess when you’re that powerful and some of your brands and personalities bleed into IndyCar, you can peddle your propaganda at another open-wheel series race event. I bought a Charles Leclerc Ferrari hat for my friend back home.

Acura Grand Prix of Long Beach 2024
Image credit: Jeric Jaleco

The accompanying homie who shared this weekend’s experiences with me snagged a Formula D-branded skate deck with a mural of a modified E30 M3. I contemplated buying a Mustang GT3 Ford Performance polo or a Gulf bomber jacket that’d match oh so well with my Ryan Gosling-approved driving gloves, but I didn’t feel like dropping $90 on a single article of clothing. Ironic I was concerned with saving on clothes when you can easily eclipse these prices with food instead, of which there’s plenty scattered across the place, from lobster grilled cheese, Thai tea floats, brisket-topped fries, and your typical helping of funnel cakes.

Here’s a heads up for if you go next year. Everything, from the motorsports-inspired clothing lines to the food around the paddock and inside the convention center, is expensive with a capital E. Work that overtime and pad your wallets because you’re going to want to take home some goods and day drink like an upper-middle-class stay-at-home parent who just picked themselves and their friends up a few bottles of grocery store wine on a Sunday morning. Strange, given that the entrance fees weren’t astronomical (roughly $150 per person for a full three-day pass).

Acura Grand Prix of Long Beach 2024
Image credit: Jeric Jaleco

See ya next year

Have I convinced anyone yet? The racing, the shopping, the sights and sounds of vintage Indy and new-age Le Mans prototypes ripping past an H&M and an Islands Fine Burgers and setting off car alarms beneath the convention center’s bridge were the stuff of dreams, but you can make them into reality by just pressing “Add to Cart” on the Tixr site.

Acura Grand Prix of Long Beach 2024
Image credit: Jeric Jaleco

Do it, folks. Just. Do it. Set aside the time and scrape together some coin to do just once in your lifetime. Stay the full three days and gawk over a display of racing history and automotive culture soon to hit its 50th birthday, which just might be its biggest bash yet given our love of celebrating the 50th anniversaries of damn near anything. The Long Beach GP was a hell of a spectacle that the younger me only ever dreamed of watching from behind his Forza Motorsport 7 loading screen. This most recent showing of the Acura Grand Prix of Long Beach sealed the deal as a rare case of a mega-hyped thing that proved capable of matching every ounce of energy and enthusiasm surrounding it.

Before, I wasn’t sure if I’d ever make it. Now, I ask myself what local joint I should eat at when I’m back next year.

Acura Grand Prix of Long Beach 2024
Image credit: Jeric Jaleco

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A motor court driveway full of vehicles overlayed with the text "Acceleramota presents: The best car deals of the day"
Deals

The 50 best lease deals and car sales of September 2024

One of our favorite pastimes at Acceleramota is mindlessly scrolling through car deals and sharing the best ones to help people like you (or myself) save money. Ask my wife. The only way I can muster the strength to get out of bed is to find the most cursed Facebook Marketplace listing that morning, and from the laughter-induced dopamine rush, I emerge. But, in genuine pursuit of the best lease deals and finance offers, nothing beats CarGurus. Our marketplace of choice for new and used cars, CarGurus, will connect you directly with a local dealer to redeem these sweet, sweet car lease deals and sales you’ll find on vehicles from all the top auto brands, including Kia, Mazda, Jeep, Chevrolet, Honda, and more!

Quick notes before I set you loose! As some dealers recently signed up with the Internal Revenue Service (IRS) to apply EV tax credits at the point of sale, keep an eye out for these models. Purchasing one from the right dealer could add even more savings – up to $7,500. That said, if you lease an electric car, any electric car, including plug-in hybrids like the Mazda CX-90, is eligible. In my experience leasing an Alfa Romeo Tonale, dealers are happy to pass on the savings. And when you’re in the market for a luxury vehicle, leasing can make more sense than buying anyway, especially when you can write it off on your taxes.

And don’t forget this. If you think you can score a better lease deal than what’s advertised here, you probably can. Dealer-specific lease offers can sometimes beat out what’s advertised by the manufacturer, depending on inventory and regional trends. So, if you suspect you can score an even hotter lease deal, then by all means, contact your local dealers.

Skip to featured manufacturers:

Acura deals and finance offers

2024 Acura MDX | $589 per month for 24 months ($5,999 due at signing)

Acura MDX
Image credit: Acura

Acura’s lovable, spacious, and dynamic crossover SUV has proven to be an endearing and honest-to-goodness luxury product despite lacking any ultra-advanced tech gimmicks or outlandish styling that rivals may have. Instead, the MDX, which we’ve sampled in its Type S performance trim, delivers luxury in the form of a plush ride, expansive glass with great outward visibility, and an ergonomic interior with a healthy dose of good ol’ reliable physical buttons for managing climate and stereo controls.

2024 Acura Integra | $349 per month for 24 Months ($4,999 due at signing)

2024 Acura Integra
Image credit: Acura

The Integra has a more defined and premium feel than other vehicles in its category, Civic-based or not. While it might not be as flashy as its rival companies, it certainly makes up for those shortcomings in how it handles the road smoothly and safely. It’s a decent value for its proportions and a worthwhile successor to the old Integra nameplate, complete with a decent and lengthy warranty compared to its rivals in this space.

Audi deals and finance offers

2024 Audi Q5 | $523 per month for 36 Months ($4,917 due at signing)

2024 Audi Q5
Image credit: Audi

Audio continues its history of comfort with the Q5. This luxury SUV is superbly quiet for its size, but they do say true luxury whispers. This model adds heated steering wheels as a standard. So if chilly morning commutes are a part of your week, this good be a lifesaver. Speaking of which, the Q5 faired well in crash tests. This paired with automated emergency braking, forward-collision warning, blind-spot monitoring, and rear cross-traffic alerts you’ll feel more than secure even with up to five passengers.

2024 Audi A3 | $440 per month for 36 Months ($3,834 due at signing)

2024 Audi A3
Image credit: Audi

For 20 years, the A3 has been an affordable small sudan and steady seller for Audi around the world. A more fuel-efficient entry makes this a great day-to-day sedan for the aspiring yuppie. The A3 is a bit more expensive than comparable vehicles but it is a smidge more performance-focused with a dose of added modernity and maturity. So what do you need for a few extra thousand? But all signs point to this being a dream to drive in all types of weather.

Buick deals and finance offers

2024 Buick Envista | $239 per month for 24 Months ($3,480 due at signing)

2024 Buick Envista
Image credit: Buick

The Envista is incredibly versatile, and it should cost an arm and a leg… But it doesn’t. Given the current market, this subcompact SUV is very affordable and well worth the investment. Buick designed this with a beautiful exterior, giving off the vibe that it’s a high-end luxury vehicle when it’s also a spunky, fuel-sipping crossover. It’s a good size for those who do not want to commit to a much larger SUV but still need the backseat space for pets, kids, and anything in between. A plus rating across the board for a Buick that’s under $25,000. Now, that’s crazy.

2023 Buick Envision | $309 per month for 24 Months ($3,929 due at signing)

Buick Envision
Image credit: Buick

Although the Buick Envision was discontinued in November last year, it is still an incredibly sleek compact SUV. Its sophisticated aerodynamic lines are in line with that of past Buicks. Exceptional fuel efficiency and smooth cruising have made this the 14th most reliable luxury and small compact SUV at iseecars.com. With heated seats and a heated steering wheel, this is a fan favorite for drivers in chillier climates. And the smart All-Wheel Drive means it tackles snow effortlessly.

2024 Buick Enclave | $479 per month for 24 Months ($4,977 due at signing)

Buick Enclave
Image credit: Buick

Buick is known for luxury, and they didn’t skimp on those details when designing the Enclave. A roomy interior means you can take up to seven passengers on your next trip, of which you’ll be riding in style. Every detail was well thought out with the lavishness you want from Buick. Plus, there is a moonroof for a panoramic view of the night sky. This is a dream for stargazers. The Enclave has a predicted reliability score of 85 out of 100, according to J.D. Power, which is great for an SUV of this stature.

BMW deals and finance offers

2024 BMW i4 | $499 per month for 36 Months ($4,599 due at signing)

2024 BMW i4
Image credit: BMW

BMW enters the all-electric chat. The i4 is a Gran Coupe that delivers a maximum range of up to 307 miles of smooth driving. With a driving performance that charts better than the gas-powered M cars that preceded it, this BMW is a fair entry into EVs. Now in it’s fifth-generation the eDrive technology is vastly improved. Even the position of the battery has changed the car’s center of gravity to ensure a smooth and secure ride every time. High-tensile steel and aluminum were used to mold this vehicle into a sleek beautiful car like only BMW could design.

2024 BMW X1 | $579 per month for 36 Months ($4,589 due at signing)

2024 BMW X1
Image credit: BMW

The BMW X1 is a classier station wagon. Just kidding, it’s BMW’s most affordable SUV, and there’s currently a lease deal on the all-wheel-drive, turbo four-banger xDrive28i. The X1 rates exceptionally on many lists in several categories and is probably one of the best SUVs available currently. Customers have noted its quick reflexes and roomy cabin, making it perfect no matter if it’s run to the grocery store or a jaunt out in the woods. A Benz for all seasons.

Jeep deals and finance offers

2023 Jeep Renegade | $339 per month for 42 Months ($4,599 due at signing)

Jeep Renegade
Image credit: Jeep

Outside of having a totally badass name, the Jeep Renegade is a solid and affordable SUV. This is Jeep’s smallest vehicle, and while this will be the year you’ll find it in America and Canada, there is still plenty of value in it. It’s dang roomy for its size, and the fuel efficiency is excellent, whether you’re running around town or heading into the wilderness for a camping trip. While it might not be as agile as its brother, the Wrangler, it handles bumps and humps better than many of its competitors.

2024 Jeep Wrangler | $349 per month for 36 Months ($4,899 due at signing)

Jeep Wrangler
Image credit: Jeep

Speak of the devil! The current-gen JL Wangler is the best version to ever exist. Packed with all the features, toughness, and reliability of previous generations, everything got upgraded. This off-road legend is timeless and always gets the job done. With a comfy interior and higher-end trims, you’d imagine this to be a much more costly vehicle than it is. There is a reason everyone knows the Wrangler. Trustworthiness and solid safety will earn you a legacy like that. 

Cadillac deals and finance offers

2024 Cadillac CT4 | $399 per month for 36 Months ($3,739 due at signing)

Cadillac CT4
Image credit: Cadillac

A solid entry in the luxury car space, the Cadillac CT4 is a compact premium sports sedan whose performance more than makes up for its size, thanks to the Camaro-based Alpha Platform chassis. This sporty and reasonably priced sedan allows those with a smaller budget to still enjoy the opulence of a Caddy. The Cadillac Smart System safety tech suite is really where the car shines and makes it worth every penny.

2024 Cadillac XT4 | $469 per month for 36 Months ($3,509 due at signing)

Cadillac XT4
Image credit: Cadillac

Cadillac’s smallest SUV is certainly big on details. A feature that truly makes this feel like a vehicle of the future is exterior LED lighting. Stay with me. Now, both the front and the rear have IntelliBeam auto high-beam. This is such a cool look on a very sleek SUV. With a nine-speed automatic transmission, front- or all-wheel drive, and a turbocharged engine, the XT4 certainly has speed on its side. If you think it’s time to own a Cadillac, you won’t regret this one. 

Chrysler deals and finance offers

2024 Chrysler Pacifica | $564 per month for 36 Months ($4,069 due at signing)

2024 Chrysler Pacifica
Image credit: Chrysler

My favorite thing about the Chrysler Pacifica is that it was so obviously used in product placement for a certain era of time, like in the Desperate Housewives PC game in 2012. A few Chryslers were but the Pacifica was prominent. But I digress, it has remained a best-seller for Chrysler and a fan favorite for soccer moms nationwide. It is, after all, America’s most-awarded all-wheel-drive minivan. This version is the only van that offers both gas and plug-in power.

Hyundai deals and finance offers

2024 Hyundai Elantra | $199 per month for 36 Months ($3,499 due at signing)

Image credit: Hyundai

One of the most affordable cars on the market, the Hyundai Elantra is in a class all its own. The 2024 version sees leaps in both tech and styling. The modern and streamlined shape makes it perfectly stylish for every day and long-haul journeys. This compact sedan also allows you to turn your phone into a key. Create a digital key to share with loved ones so they can unlock doors without your assistance. Integrating technology seamlessly into our vehicles and lives is all we’ve dreamed of.

2024 Hyundai Kona | $232 per month for 36 Months ($4,012 due at signing)

Image credit: Hyundai

The Kona is on the smaller side of SUVs, yet it manages all weather conditions with confidence and skill. Don’t let size be a deterrent; this is a safe and featureful vehicle. The Kona’s all-wheel drive maintains a firm grip on the slickest of streets, making it a great pick for locations with ever-changing forecasts.

Mazda deals and finance offers

2024 Mazda CX-30 | $244 per month for 36 Months ($2,999 due at signing)

Image credit: Mazda

Elegance was certainly in the minds of the designers for the Mazda CX-30. It quite literally is a work of art. Light and shadow are perfectly captured as this vehicle moves at all speeds; a constantly shifting S-curve dances along the doors. But it is also there as you admire the car from different angles, even at a standstill. It’s a beautiful illusion. The CX-30 is also one of the safest and most affordable vehicles on this list, with a 5-star rating from the National Highway Traffic Safety Administration.

Alfa Romeo deals and finance offers

2024 Alfa Romeo Giulia | $519 per month for 42 Months ($5,550 due at signing)

Image credit: Alfa Romeo

An Italian with luxury and performance, no, not that car maker. We stan the other famous brand, Alfa Romeo, ’round these parts. The Giulia is no exception; the quality and horsepower we’ve come to love from this renowned manufacturer are well on display. With its roots deep in motorsports, why wouldn’t it produce a car with the most powerful standard turbo engine in its class? The Quadrifoglio isn’t just a good luck charm. It’s a status symbol.

2024 Alfa Romeo Tonale | $379 per month for 24 Months ($5,210 due at signing)

Image credit: Alfa Romeo

Another beautiful Alfa Romeo makes the list. When I saw this at the 2023 New York International Auto Show, I gasped. It’s actually breathtaking. And as you would expect from Alfa Romeo, the Tonale handles like a dream. Our founder, Gabe Carey, also agrees with the sheer brilliance of the Tonale’s performance and appearance. We here at Acceleramota would rather be in an Alfa than a Ferarri. Sorry, not sorry.

Honda deals and finance offers

2024 Honda Accord | $279 per month for 36 Months ($3,669 due at signing)

2024 Honda Accord driving quickly around a corner on a public road
Image credit: Honda

Built for everyday driving, the Honda Accord is a popular midsize sedan for a good reason. Responsive steering, braking, and a comfortable ride are all reasons why you’ll find this model at the top of many lists. While this deal is only for the LX base trim, you’re getting the basics like Apple CarPlay, Android Auto, and a slew of driver-assistance features.

2024 Honda CR-V | $319 per month for 36 Months ($3,499 due at signing)

Image credit: Honda

The CR-V is a top-seller car for Honda. This sporty hybrid is rugged yet still sleek and efficient. It’s a distinctive style for sure, less angular and Gundam-esque than Toyota’s design language. You don’t need to be heading out for a weekend of camping to truly get the most out of this vehicle. So many of the features make everyday life easier, like the hands-free access power tailgate. Imagine loading in groceries and having the ease of the door just opening with a wave of the foot. What a time to be alive.

Nissan deals and finance offers

2024 Nissan Altima SV | $269 per month for 36 Months ($3,239 due at signing)

Image credit: Nissan

Manufacturers are getting better with safety and technology, and Nissan is at the forefront. The very reliable Altima is right there, ready to keep you safe should you dare exploit that BIG ALTIMA ENERGY. The intelligent all-wheel drive system remains vigilant on the state of the road and can react quickly. A feature like this is so important for driving in busy areas or long commutes. America loves this car for a very good reason.

2024 Nissan Sentra | $239 per month for 36 Months ($2,589 due at signing)

Image credit: Nissan

If you’re looking for efficiency, the Sentra is an excellent option. The 2024 version enhances every drive you take with cutting-edge technology, a dynamic style, agile performance, and a luxurious inside and out. Make your commute a little more comfortable with smooth handling and intelligent climate control.

Toyota deals and finance offers

2024 Toyota Highlander | $459 per month for 36 Months ($4,999 due at signing)

Toyota Highlander
Image credit: Toyota

A tried and true best-seller, the Toyota Highlander is definitely one of the best out there. Year after year, even little tweaks make this a highly desirable SUV. Everything about it was designed with the rugged outdoorsman (and woman) in mind. Its ability to handle all terrain with control and ease means there are very few places you wouldn’t be safe driving this. And that big ol’ turbo powertrain means plenty of torque to get up and over any obstacle. 

2024 Toyota RAV4 LE | $329 per month for 36 Months ($4,999 due at signing)

Image credit: Toyota

The RAV4 was made for the outdoors but handles just as beautifully in the ‘burbs or city. A darling vehicle for Toyota, the RAV4 is prepared to take you and your family anywhere. This compact crossover SUV is prepared to navigate trails with ease just as smoothly as it cruises the highway.

2024 Toyota Camry | $319 per month for 36 Months ($3,999 due at signing)

Image credit: Toyota

There is a very good reason the Toyota Camry is America’s best-selling midsize sedan. It’s everything you look for in a vehicle: style, performance, and safety. This sleek, smooth car has been a US fan favorite for 21 years, and the 2024 version keeps that tradition alive and well.

Kia deals and finance offers

2024 Kia Carnival | $399 per month for 36 Months ($3,499 due at signing)

Image credit: Kia

It’s like they always say: there ain’t no carnival like a Kia Carnival. This eight-passenger minivan features a spacious interior, cutting-edge safety tech, CarPlay, Android Auto, and, of course, it wouldn’t be a minivan without power sliding doors. Bear in mind that this deal only applies to the most basic LX trim.

2023 Kia EV6 | $299 per month for 36 Months ($4,499 due at signing)

Image credit: Kia

Heart set on an electric SUV? The Kia EV6 is a stylish midsize option with decent cargo along with sharp steering and handling. Its performance is impressive, too – you’re looking at Kia’s most powerful production model, complete with 576 horsepower. Go from 0-60 in only 3.4 seconds at a big discount. While this price is exclusive to the rear-wheel drive Wind model, check with your dealer because there may be incentives on other trims, including the all-wheel drive version.

2023 Kia Forte | $199 per month for 24 Months ($3,499 due at signing)

Image credit: Kia

The Kia Forte is a sophisticated little sedan with above-average utility and great value for the money. With a long list of available amenities, this comfy ride is an affordable dream for commutes and trips. The Forte offers excellent value when paired with good performance from the GT trim, high fuel efficiency, and a comprehensive warranty.

Subaru deals and finance offers

2024 Subaru Outback | $305 per month for 36 Months ($3,055 due at signing)

Image credit: Subaru

TikTok’s favorite manufacturer, Subaru, has rizz. The Outback is an excellent SUV and, for years, has outranked others in this category. Subaru boasts that 97% of Outbacks purchased in the last decade are still on the road today, so this is a very good investment to make. Those engineers are doing something very right; the Outback has become the definition of reliability and durability.

2024 Subaru Crosstrek | $299 per month for 36 Months ($2,549 due at signing)

Image credit: Subaru

A compact SUV paired with Subaru’s legendary Asymmetrical All-Wheel Drive traction makes this a killer pick for those on the go and off to the forest. The 2024 Crosstrek goes hard. This is the safest version of the vehicle that’s ever been on the market. Subaru upgraded their EyeSight Driver Assist Technology, as well as other detection sensors, to alert at a moment’s notice. Very smart to have in low visibility areas. They have also improved their Starlink connection for extra safety, which could be handy in dark, isolated woods.

2024 Subaru Impreza | $249 per month for 36 Months ($2,549 due at signing)

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The 2024 Impreza is the ultimate all-weather vehicle, packed with cutting-edge technology, premium engineering, and a versatile, sleek hatchback style. For this reason, the Impreza was selected by experts at IntelliChoice as a SmartChoice winner for High Retained Value for two consecutive years.

Chevy finance deals and offers

2024 Chevy Malibu | $319 per month for 36 Months ($4,999 due at signing)

Chevrolet Malibu
Image credit: Chevrolet

Looking for an affordable midsize car for the whole family? We like the Chevy Malibu as an option. The Malibu is a reliable and competent sedan that’s kind of sexy and handles well. Honestly, if you need a car you wouldn’t mind letting your teen or young adult kid drive, at least you know it’s safe and sturdy. This almost decade vehicle has some staying power, it’s wallet-friendly, cushy, and spacious. 

2024 Chevy Blazer | $309 per month for 24 Months ($4,919 due at signing)

Chevrolet Blazer
Image credit: Chevrolet

My college truck was a 2001 Chevy Blazer. I drove it all over the mountains of Virginia and Pennsylvania. I loved this SUV, and so did my dog. I moved to NYC in this, so I can vouch for the roominess of it. There are tons of space for pets, friends, boxes, and even skiing equipment. I still think about how beautifully this handled in feet of snow and icy roads and had tons of torque to get up the entire side of a hill to a ski resort. The Blazer is definitely a vehicle I’d recommend for the sporty types. This 2024 version is one of the best yet. 

2023 Chevy Bolt EV | $309 per month for 36 Months (up to $4,919 due at signing)

2023 Chevy Bolt parked in front of attached garage
Image credit: Chevrolet

For the longest time, the Chevy Bolt EV compact hatchback was the EV price defender’s greatest weapon against their adversaries. Not only is it affordable, but it squeezes a lot of power into a compact package. Making considerably more horsepower and torque than the Chevy Sonic it supplanted, the standard Bolt EV can zip from 0-60 in just 6.5 seconds while carrying five passengers up to 259 miles at a time.

2024 Chevy Camaro LT1 | $279 per month for 24 Months (up to $6,689 due at signing)

2023 Camaro (silver) and 2023 Camaro (red) facing opposite directions
Image credit: Chevrolet

Few things scream American more than a V8, but alas, 2023 marked the beginning of the end for big block, high-displacement engines. So, why not make the most of it by leasing one of the last great muscle cars, the Chevy Camaro? Get ’em while they’re hot… and going out of production. The LT1 trim, as the name suggests, shares its 6.2-liter LT1 V8 small block engine with the Corvette C7, making 455 horses and 455 lb-ft of torque. Ain’t nothing wrong with that! Although current Chevy lessees can get away with putting $5,189 down, you will have to plunk down a sizable chunk of change if you’re new to the brand.

GMC deals and finance offers

2023 GMC Canyon | $369 per month for 36 Months ($7,999 due at signing)

2023 GMC Canyon
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This is GMC’s all-grown-up big-boy truck, and it is stellar. Although it is pricer than its counterpart (Chevy’s Colorado), this third-gen Canyon is turbo-charged and made very specifically for off-road. This is a workhorse of a pickup truck. With upgraded suspension, robust turbocharged torque, and supreme pulling power, the Canyon will quite literally get the jobs done on all terrain.

Dodge lease deals and finance offers

2023 Dodge Charger | $429 per month for 42 Months ($5,649 due at signing)

Image credit: Dodge

We are a bit biased here, but this is a good-looking car. This might also be sentimental, with the production of the Charger coming to an end, but it’s still a stunning piece of ingenuity. Dodge is releasing six packages inspired by some of the make’s most iconic looks. Whether on the racetrack or just cruising on the highway, the horsepower will have a special place in history and our hearts. Probably a good idea to grab one now, even if it’s just a cozy SXT cruiser.

2023 Dodge Challenger | $399 per month for 42 Months ($5,699 due at signing)

Image credit: Dodge

Past and present, the Dodge Challenger is a stunner. Even in its modern iteration, there is something beautifully timeless about it. Dodge knows how to make pretty perfect muscle cars. Another make getting sent to the junkyard in the sky, the 2023 Dodge Challenger is a glorious send-off version. The incredible horsepower and speed are something to behold for years to come. Instant cool points here, and right now, you can snag a plush SXT at a comparatively low cost.

Volkswagen lease deals and finance offers

2024 Volkswagen Tiguan | $289 per month for 36 Months ($2,999 due at signing)

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Its spacious cabin comfortably holds up to seven people. It comes standard with heated front seats, and right now, lessees in select regions can take home the S model with 4Motion all-wheel drive for $299 per month – that’s like half the price of a monthly parking spot in NYC!

2024 Volkswagen Jetta | $279 per month for 36 Months ($2,999 due at signing)

Image credit: Volkswagen

An American fan-favorite, the VW Jetta is a modern sedan that is actually cool. Volkswagen doesn’t overlook any detail in this update. All materials were carefully selected to make the interior as cozy as possible, like a home away from home. This is especially true with a state-of-the-art digital cockpit for an intuitive user experience. Clear, concise driving information helps you get anywhere safely and efficiently. We get why this is a hit.

Ford lease deals and finance offers

2024 Ford Escape | $393 per month for 48 Months ($3,601 due at signing)

2023 Ford Escape side profile (red)
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While the Ford Escape might not be the most exciting car on the road, sometimes you just need an affordable, reliable daily to get you from point A to point B without spending half your salary on fuel. And that’s exactly what the Escape is: a practical, front-wheel drive family hauler with the option of all-wheel drive across trim levels. But even without any upgrades, the 2023 Escape includes all the bells and whistles we’ve come to expect from modern vehicles, including a touchscreen infotainment system, a backup camera, Bluetooth connectivity, and a six-speaker sound system.

2023 Ford Explorer | $496 per month for 36 Months ($4,855 due at signing)

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“Built Ford Tough” is a very true statement, and no vehicle exemplifies this better than the Explorer. This SUV was made to work, as it can tow up to 5,600 lbs. The Class IV Trailer Tow Package makes bringing your camper or boat along on your wilderness vacation quite simple. You don’t need to love the great outdoors to get the most out of the Explorer, but it doesn’t hurt. With Ford’s Co-Pilot360 Technology, stay completely in control no matter where you roam.

Volvo lease deals and finance offers

2024 Volvo V60 Cross Country | $609 per month for 36 months ($3,985 due at signing)

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A roomy, hardy, and reliable wagon built for all adventures. The Volvo V60 Cross Country can literally weather all storms and road conditions. Regenerative braking with this mild hybrid means that energy gets stored in the  48V battery, and this helps cut fuel consumption and tailpipe emissions.  With all-wheel drive, an off-road mode, and high ground clearance, this is everything outdoorsy people search for in a car.

2024 Volvo S60 | $435 per month for 36 Months ($3,909 due at signing)

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Volvo’s mild hybrids save fuel without sacrificing performance in the process, and their S60 is a beautiful example of this. The S60’s smooth takeoffs and gentle acceleration tackle the streets of cities and bumpy highways with ease. If you didn’t love driving before, you will after experiencing this car.

Mercedes lease deals and finance offers

2023 Mercedes S-Class | $1,349 per month for 36 Months ($10,763 due at signing)

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It’s okay to be posh; there is no judgment here. Every year, the S-Class evolves into a more intuitive and advanced vehicle, and that’s exactly what embodies the Mercedes-Benz User Experience. The sportiness of this sedan and its very recognizable grille not only help it stand out in the mix but also make it unmistakably an S-Class. This is kind of a beauty and brains situation, and it gets our thumbs up.

Porsche lease deals and finance offers

2024 Porsche Taycan | $949 per month for 39 Months ($9,829 due at signing)

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Unlike VW, its more affordable sibling, it’s not cheap to own a Porsche, and the Taycan is no exception. Despite its $90,900 starting price, the base model Taycan might not keep up with the Tesla Model S in a straight line, but its two-speed transmission on the rear axle, superb handling and suspension system, and sportier interior make it a great family cruiser that’s still plenty capable on a track or a backroad. And now you can score one for under a grand a month for 39 months.

2024 Porsche Macan | $849 per month for 39 Months ($8,649 due at signing)

Image credit: Porsche

One might expect the 2024 Porsche Macan to cost an ungodly amount, but it’s quite reasonable. The Macan is Porsche’s other bread-and-butter sports ute behind the Cayenne and will soon be their second EV alongside the Taycan sedan. Porsche was able to create this Macan with a strong emphasis on the brand’s signature driving dynamics and steering feel. They ate with this model, and you’ll definitely turn heads cruising in it.

Land Rover deals and finance offers

2024 Land Rover Range Rover Velar | $849 per month for 36 months ($6,995 due at signing)

Land Rover Range Rover Velar
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Make a statement with the other lil’ Range Rover in Land Rover’s opulent arm. Arguably the sleekest and prettiest of the Rover SUVs, the Velar will be sure to turn heads with that deep front fascia and clean, mature rear fascia. Base Velars utilize a 2.0-liter turbo-four to output a respectable 247 horsepower and 269 pound-feet through an eight-speed auto, and Range Rover’s typical suite of drive modes and terrain settings are available for those who dare venture off the beaten Rodeo Drive valet driveway.

2024 Land Rover Defender | $829 per month for 36 Months ($7,495 due at signing)

2024 Land Rover Defender
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Every good list should include something a little high-end. Enter the Land Rover Defender. Is it silly expensive? Yes. Is it worth that price tag? Also, yes. When you look up the very definition of off-road there will be a picture of the Defender. Combine the sexy, flowing Land Rover box design with a beautiful, luxurious interior, and you get a winner. It could be more fuel-efficient, but when you look this good, that’s a small price to pay for everything else being excellent.

Best car subscription deals

Finn | $200 off first month

Promo code: FINN11XACCELERAMOTA200

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Finn is completely changing the process of what it’s like to shop for cars. In fact, we called it the best car subscription you’ll find in 2023. Browse its selection online of an ever-growing catalog of different makes and models, select your subscription term length, and then confirm your order. Your car will be delivered right to you if you live in the Northeast. And right now, we have an exclusive discount to save $200 on the first month of your subscription. Just use the code FINN11XACCELERAMOTA200.

Car accessories, merch, and collectibles

RevMatch | 15% off ANY coffee bag

Promo Code REDLINE15

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Don’t go falling asleep at the wheel. RevMatch has a wide selection of small-batch, craft-roasted coffee to help you start your engines (wake up in the morning). Right now, you can use the promo code REDLINE15 to receive 15% off everything on the site.

Acceleramota Merch | 20% off

Promo code: INSTANTTORQUE20

We’ve finally launched our merch store! And, starting off, we have a selection of T-shirts, crewneck sweatshirts, and hats to choose from. Be sure to use our promo code INSTANTTORQUE20 for 20% off your order for a limited time.

Keep Reading
Hyundai Ioniq 6 Limited AWD
New Car Reviews

Hyundai Ioniq 6 Limited AWD review: A masterful display of honesty and quality on wheels

Welcome to a society where seemingly the only way to encapsulate buyers is through toys, toys, toys! Flash, flash, flash! Gimmicks galore, and give us more! We love it when companies tout an upcoming product so heavily, placing it on a gilded pedestal for prospective buyers and investors to gawk. We also love it when said product becomes the center of ire and controversy in the public eye and when said products tend to fall apart, not do what they’re claimed to do, or backpedal on their original promises. But to cleanse our palettes and present to the world something refreshingly honest, we’ve been gifted the Hyundai Ioniq 6, South Korea’s entry into the affordable-ish electric sports sedan fray.

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Hyundai Ioniq 6 Limited AWD
Image credit: Jeric Jaleco

Price and specs

Key notes. The Ioniq 6 has few trims and a handful of powertrain configurations, including a base model with 240 miles of range, all-wheel drive, and rear-drive “Long Range” variants that achieve 316 and 361 miles, respectively, and less-frugal rear-drive models on 20-inch rollers that score 305 miles. This Limited Long Range tester on its 20-inch wheels has the big kid 77.4-kWh battery and dual-motor all-wheel drive, good for 320 horsepower, 446 pound-feet of torque, and 270 miles of range, plus all the goodies that come with being the top-rung Ioniq 6.

Base price:$50,150
As-tested price:$55,480
Motor/battery:Dual motor + 77.4 kWh lithium-ion battery pack
Transmission:single-speed
Drivetrain:all-wheel drive
Power:320 horsepower
Torque:446 pound-feet
Weight:4,578 pounds
0-60 mph:4.4 seconds
¼-mile:13.2 seconds @ 103 mph
Top speed:124 mph
MPGe:111 city, 94 highway, 103 combined
Range:270 miles

Ioniq 6 exterior design

The Ioniq 6 is unique, sleek, and sporty from some angles. It’s also weird, bulbous, and fugly from other angles. It’s tough to decipher what exactly Hyundai was going for, but I’ll give them props for delivering us a unique shape from the brick Polestar 2 and bubbly Tesla Model 3, and neither of them is that much of a looker anyway.

The side profile screams Mercedes CLA and CLS, which is likely a call to Hyundai’s European influence and their bid to out-German the Germans. The mid-level tailgate spoiler and rear lip spoiler give mild WRC vibes, like a Ford Sierra Cosworth or Escort Cosworth. Hell, add a support beam connecting the two and lift it on Fifteen52 wheels, and you have a Gen Z rally car.

In typical Ioniq fashion, squares and cubes define the little details of the Ioniq 6, and they can be found everywhere. And I mean everywhere. Check the seats, steering wheel, rearview camera, trunk release, exterior lighting, etc. It’s a CLA that’s been in Tron and back and has the pixels to prove it.

What’s hot?– Strong, sports car-like acceleration
– Well-tuned, easy to modulate brake and throttle pedals
– Far more premium driving experience than some key rivals
– Buttery smooth action of the many driver assists
– Abundant rear seat legroom
– Ergonomic interior with brainless controls

Ioniq 6 pricing breakdown

Hyundai makes speccing an Ioniq 6 really easy. Ready? Choose from the SE Standard Range, SE, SEL, and Limited trims. The latter three, with the bigger Long Range battery and more powerful motor, can be optioned with a rear-drive single motor or with dual-motor all-wheel drive. There are not really any major option packages on any trim aside from wheel locks, floor mats, road safety kits, etc.

A 2024 Ioniq 6 Limited starts at $50,150 and includes much of the same equipment as the lesser trims, from the digital displays to the safety aids and the 20-inch wheels. That fancy-schmancy Limited moniker does earn it a large power sunroof, power-folding side mirrors, a 12-volt outlet in the rear seats, and adjustable powertrain sounds for overgrown children who like it when their EVs make Star Wars speeder noises.

It’s me. I’m Overgrown Children.

Dual-motor all-wheel drive adds $3,500 to the price tag, while my tester’s pearly Serenity White paint tacks on another $470. Factor in carpeted floor mats for $210 and a $1,150 destination charge, and my tester rang the bell at $55,480, up there with the refreshed Polestar 2 and Tesla Model 3.

Ioniq 6 interior and tech

The digital gauge cluster and 12.3-inch infotainment screen are perfectly legible and have an adjustable blue light filter for nighttime driving. Bitching. Adaptive cruise with lane centering is standard. Yes, please. There are 360-degree parking cams that seem silly in operation but turn out to be real life savers when you realize you can angle them to peek just ahead of blind corners. Smart, indeed. There are not one, not two, but three methods of blind spot warning: A light in your mirrors, a visual indicator in one of the gauge cluster screens, and blind spot cameras on either side. Oh, yes! Uncrashable? No. But the Ioniq 6 will make you really hard to defend if you do crash one.

Built-in navigation with destination searching and EV charger locating is included. Hallelujah! But should you prefer to bring your own navigation from home, wired CarPlay is standard, and you can sit your phone nicely on the charging pad just beneath the dash controls, which feature a mix of haptic touch and hard buttons and knobs.

If you really want to get silly, the higher-trim Ioniqs come standard with a nearly infinitely adjustable ambient lighting setup and adjustable EV powertrain sounds, which can scale from “Off” to “Annoyingly Loud.” It’s a goofy and playful feature that emits fun sounds, like a sci-fi speeder or spaceship. It can just be set to irritating volumes, is all.

A brainless EV to commute in

Comfort done Korea’s way

I’ve only driven a Polestar 2 around a parking lot during the LA Auto Show, and I’ve only driven older, pre-facelift iterations of the Model 3, so I’ll hold back driving comparisons until I can get proper seat time in newer versions of both. But I can say this Ioniq 6 deserves a place among them, if not above them.

The cabin is wonderfully airy, and the contrasting accents and ambient lighting do a great job of breaking up the sea of black “bio-based” leatherette enough to ward off the feeling of bleakness German interiors are infamous for. The power sunroof amplifies the airiness, and the seats are perfect when running down every last mile of its 270-mile EPA range, although the roofline raises concerns in the rear seat for anyone over six feet. At least the legroom and trunk space are quite generous.

While initially drawing skepticism, the haptic touch climate controls work flawlessly, and every icon falls right into hand. The hard buttons for media controls are handy in a pinch, and Bluetooth and CarPlay are near-instantaneous to connect. Why no wireless CarPlay? Beats me. That’d be a knock against it in the eyes of younger buyers who love wireless everything nowadays, but at least what you’re given works exceptionally. Just give us a real frunk next time.

Perhaps the only real strike against the Ioniq 6 inside is the abundance of hard plastics reminding you of this car’s $37,500 base car roots and that Hyundai badge on its nose. But I can take the plastics knowing it’s screwed together far tighter than any Tesla I’ve ridden or driven in recent memory, completely devoid of squeaks or rattles, even over broken pavement and deep potholes.

Hyundai Ioniq 6 Limited AWD
Image credit: Jeric Jaleco

A driving experience worthy of luxury car branding

Around town, the Ioniq 6 feels authentic to itself rather than trying to be more of an appliance than it already is. It’s just a car, and it’s just a nice, well-insulated, compliant one with a little bit of spunk and classiness. The aforementioned driving aids work smoothly with inoffensive beeps and gentle operation of the adaptive cruise and lane-centering systems. There are four levels of brake regen, adjusted via repurposed paddle shifters, which change the in-town flavor of the Ioniq to whatever you’re craving, from full-regen with one-pedal driving to nearly off with normal car coasting.

Although this is the insultingly named “Long Range” Limited with a 270-mile rating, the second lowest in the lineup, my mixed driving returned a frugal 3.8 miles per kilowatt-hour. Times that by the 74 usable kilowatt-hours in the 77.4-kWh battery, and that’s a mixed driving range of 281 miles. Still not stellar, but better.

Hyundai Ioniq 6 Limited AWD
Image credit: Jeric Jaleco

The steering is sharp enough to make parking lots a cinch, further aided by the cameras, sensors, and short bumper overhangs. Again, shame on you if you so much as ding this thing. And while the ride is mostly comfortable, you can’t help but feel it’d ride leagues better with the lower trims’ smaller wheels and fatter tires, but such is the trend of “RIMS real big.” Still, the occasional firm impacts can’t shatter how well-engineered this car feels and how endearing it is. One can only imagine what it’d be like if it wore the Genesis badge.

Now, did I say spunk earlier?

The pleasantly sporty sports sedan

Ah, yes. How can I forget? The dual-motor EV with the sizable battery and oodles of torque just so happens to be capable of snapping your head back into the headrest like it’s attempting a G-force-actuated chiropractic service. The Ioniq 6 Limited AWD is no Ioniq 5 N or Model 3 Performance, and we’re yet to see if an N version will come to fruition. But 320 horsepower and 446 pound-feet from its dual motors and 77.4 kWh battery are plenty. That 270-mile range might not attract many buyers when Tesla exists, but it can surely make every mile a blast for those hopping out of their Elantra leases into one of these.

The comfortable suspension squats and exaggerates the feeling of acceleration, making the Ioniq 6 feel quicker than its reported 4.4-second 0-to-60-mph run, but it doesn’t flop on a twisting road or tight freeway on-ramp. The sharp steering, while devoid of feel, as is typical in this class, is well-weighted and less video-gamey than I remember in pre-facelift Model 3s and feels about on par with the Polestar 2. The firm, easy-to-modulate brakes can be adjusted in feel in the drive modes and in a Custom Mode individual setting. I felt little difference in either available mode, but either brake feel mode felt easy to get to grips with.

Just like how it’s easy for the Pirelli PZero all-seasons to get to grips with, well, the road and getting this roughly 4,600-pound brute to stick to the tarmac. I’d prefer a more eco-minded tire over what I’d call overkill, as I’m sure most normal buyers would, but this is dandy. The Pirellis, low center of gravity, clever suspension tuning, and 50/50 weight distribution result in an enjoyable driving experience, even when well out of the environment most Ioniq 6s will call home.

Want some extra spice with that spunk? Turn on the powertrain noises, and let them ramp up through the nonexistent rev band as they activate a Star Wars hyperdrive-like sound once you get up there in speed. For an added challenge, try braking using only the regen paddle shifters. Let the brain rot take hold, and you might actually think you’re engine braking. Man, the Koreans sure do know how to have fun with even their more sedate and mature cars.

Hyundai Ioniq 6 Limited AWD
Image credit: Jeric Jaleco
What’s not?– Polarizing styling
– Fastback roofline may impede rear-seat headroom for taller occupants
– Range is only okay in Limited AWD guise
– Plasticky interior
– Ride quality would be better with smaller wheels
– Laughable “frunk”

A masterful display of quality at an agreeable price

The Ioniq 6 exudes confidence without being egregious. Yes, there’s a sea of plastics, but they’re tightly bound and styled in an efficient yet attractive manner that appeals to both the tech-savvy and the traditionalists. It’s comfortable and can be more so if you step down in trim and wheel diameter. Its range isn’t anything to write home about, but it’s plenty for most metropolises and, as I’ve proven, has the potential to yield more than its EPA rating. The Ioniq 6 is surefooted and surprisingly fun when flogged just a wee bit, and everything blends together in a well-executed and cohesive manner that’s becoming less common in cars nowadays.

Hyundai Ioniq 6 Limited AWD
Image credit: Jeric Jaleco

The Ioniq 6 isn’t necessarily the definitive commuter car for me, but I can easily see it being the definitive commuter car for many. Rarely do I see present-day cars this likable right off the bat without pulling any sort of rabbit out of its hat to draw our attention away from any glaring deal-breakers. The Ioniq 6 doesn’t have to because it has no deal-breakers, except maybe having to rely on stupid Electrify America until Hyundai follows in Volkswagen’s steps and the revised Model 3 promising improved quality and performance at competitive pricing that’s tough to ignore.

However, in a refreshing turn of events, here’s an EV that’s not jingling keys for investors and hype beasts. Instead, here’s an EV that’s just an excellent car by an excellent company that’s still going through the glow-up of the century.

Hyundai Ioniq 6 Limited AWD
Image credit: Jeric Jaleco

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Subaru BRZ Reno-to-Vegas
Features

The Long Way Home: Ending my military service with a 1,300-mile road trip in my track car

“Life has many doors, Ed Boy,” said a character in a hallucinogenic-fueled fever dream of an Ed Edd N’ Eddy episode. My, oh my, how that throwaway line stood the test of time.

Six years ago, 19-year-old me had signed one of the most transformative contracts to have ever put leashed me. Lost, despondent, in search of an edge in life after my first trainwreck of a college career, I enlisted in my state’s Air National Guard unit, and soon, it was a life of monthly drills and annual training with one of the best C-130 airlift wings. Fast forward six years, plenty of training months, a COVID emergency activation, another short-lived college attempt, a couple of entry-level car dealership jobs, and an overseas deployment, and my tenure has reached its end.

To extend my contract or not to extend? That was the question. Ultimately, it was the latter choice I thought would suit an older me best. But was the journey worth it, the option to join years ago and the choice to leave to fully pursue a career in automotive media? I couldn’t even say with a hundred percent certainty at the time, and my mind raced with a million possibilities for a life I hadn’t fully sorted out. But perhaps a little road trip would give me time to think.

By February of this year, my contract had finally timed out. Come April, I embarked on one last journey from my home in sandy, sunny Las Vegas up north to Reno to collect trinkets-turned-memorabilia from my locker and say some goodbyes to old friends. “Never say never,” they say, so I’m certain it wouldn’t be the last I’d see of any of them. But it’d certainly be the last I’d see most of them for a long while. So I prepared for the long haul and loaded a weekend’s worth of attire in the trunk of my less-than-practical 2022 Subaru BRZ, heavily modified for track duty by a good friend who previously owned it yet just livable enough to be my just-good-enough daily driver and, for this instance, an all-weather road-tripper. Maybe I should’ve listened to my mom and bought a Forester.

Subaru BRZ Reno-to-Vegas
Image credit: Jeric Jaleco

One last time on familiar roads

8 a.m. on a Friday, I psyched myself in for yet another 400-plus mile excursion on familiar two-lanes I’ve driven dozens of times on my way to Reno for Guard training and activation. It’s a simple trip, and I’ve driven for longer. But my goodness, that first run up to Reno is always a dreary haul.

Miles and miles of nothing but sand, rocks, the color brown, and, oh, look at that! More sand. The I-95 northbound eventually widdles down from a traditional four-lane highway to a two-lane country road, cutting through one of the most desolate parts of the entire United States without much in the way of other traffic to enjoy on-the-go car spotting. When you do, it’s often an 18-wheeler, a lifted pickup, or some Malaise-era rust bucket. Snoresville. Travelers making this journey, please bring lots of caffeine and a playlist of heavy music, and know that passing the inevitable semi takes a sharp mind and a bit of horsepower.

Occasionally, the wandering mind is treated to historic mining towns like Goldfield and Tonopah, popular stops for lab-brewed caffeine-in-a-can, fresh octane, and junkyard car spotting. Walker Lake near Hawthorne is Middle Mevada’s sample tasting of French Riviera motoring, with cliffside views, roadside homes and lodging, and flowing sweepers to let the BRZ stretch its legs a little, or at least when it’s not stuck behind a convoy of lumbering semi-trucks. Otherwise, the drive is mostly a bore.

Thankfully, the persistent bunch who cross into the Reno-Tahoe area are rewarded with flowing hills and lush greenery unheard of to a desert rat like me. But not me, though. I was greeted with a flash snowstorm that my all-seasons thankfully dispatched with somewhat ease and with only a little bit of pants-browning on my end.

Farewell and thanks to the airmen who guided me

Through snow and slush, I made it to my home away from home in time to make one last round at the local Air Guard base. I didn’t think much about my future on the way up. All I could think of was escaping the The Hills Have Eyes counties and high-tailing it to civilization to the hotel check-in desk without turning the BRZ into another road safety statistic. Shoutout to Goodyear for making stellar rubber and my friend who loaned me these hand-me-down tires.

The next couple days were spent filling my travel cup with sentiment and nostalgia for days when younger me didn’t give a damn about anything other than the weekend. Coworkers in my shop said their goodbyes and their best wishes, imparting their post-service benefits advice as I loaded my Little Subie That Could with old military uniforms. I rendezvoused with old friends and reminisced on our times together, from student flight to basic training and on to our first and only deployment together to the shores of Northeast Africa. Djibouti was a blast, and now we were left pondering on the next steps in our lives as my friends also contemplated life after service and whether they should continue or also part ways.

Subaru BRZ Reno-to-Vegas
Image credit: Jeric Jaleco

It’s a volatile time in the world, and we Gen Z brats hardly give much thought to where we’ll be in a year, let alone where we’ll be in a decade. Keeping with the typical Asian-American family dynamic, I’ve faced immeasurable pressure to succeed and fall into a field where stability and security are at arm’s length away. Doctor. Nurse. Engineer. Stay in the Air Force and make officer ranks. Right. Perhaps I damned myself with any sort of digital media gig, instead falling into a purgatory where I teeter between abundant hope, feeling like a million bucks and that I’m on top of the world, or feeling like I’m on the verge of imminent failure at all times. Better Help, take my money.

Anyway, enough existential crisis. We’d rather not spoil the moment. We had late-night pancakes to finish and celebratory liquor to down.

The long way home

So came the end of my military service, out with a laugh and some drinks rather than some big bang of a TDY like I thought it would. Still, so many friends I wish I could say goodbye to who were either away on their own TDYs or had already separated from our unit and dropped off the face of the earth. It was goodbye, but not for forever. I still owe my best friend from basic training a dual at Thunderhill against her Camaro. That’s for certain. Now, how to make this final run home count.

Ah, yes. Here comes Apple Maps to the rescue once again. This time, pitching me an alternate scenic route that takes me down past Yosemite and Mammoth Lakes, running alongside the Sierra Nevadan mountains before dumping me in the I-15 between home and Los Angeles. It’d extend my trip by over a hundred miles and turn a six-hour drive into nearly nine.

Sure. Why not? It’s the weekend, after all. It was one of the routes Maps always recommends you take, but you never do out of “I ain’t got time for that.” But on that particular weekend, I had all the time in the world.

Onward I went. From Reno down south past Washoe Lake and into Carson City. From Carson City into Gardnerville. And from Gardnerville into God knows where I was after that, but man, it sure was breathtaking. The highway departs northern Nevada suburbia and begins to snake up and down, in and out of the nearby snow-capped hills, soon dumping me on the coast of Topaz Lake. Or so the signs said it was Topaz Lake.

Subaru BRZ Reno-to-Vegas
Image credit: Jeric Jaleco
Subaru BRZ Reno-to-Vegas
Image credit: Jeric Jaleco

I was in and out of agricultural lands I never even knew existed in this corner of Nevada and northeast California. I wanted to believe that once you’ve seen a few patches of grass driving up the I-5 between SoCal and The Bay, you’ve seen them all, but this was different. Familiar yet alien. It was like the drive up here except with more greenery and less creepy crack houses and brothels. The hours ticked away, and a few podcasts and playlists were crossed off. I passed a junction flooding with tourists bound for Mammoth Lakes, soon followed by a drastic descent from the treeline down into a valley where the Sierra Nevada mountains grew from mere hills to gargantuan towers, with their snow line soon disappearing from beneath your hood and rising high above.

Subaru BRZ Reno-to-Vegas
Image credit: Jeric Jaleco

I know we car enthusiasts often bemoan freeway road trips versus secluded backroads, but come on now. Sometimes, it’s worthwhile to leave the sports car in Comfort mode and cruise, especially when the freeways look like this so you can stare at nature’s creations you wouldn’t see anywhere else. And I couldn’t ask for a better sports car for such a journey. Or, well, maybe I could. Nah, who am I kidding? I could. But it got the job done.

The greatest and worst GT car

For hundreds of miles upon miles, the little BRZ came into its own and made good on my claim that it’s the world’s cheapest GT car and surprisingly capable tourer. Mostly. I mean, that GranTurismo Trofeo from a couple months ago would’ve been epic, but we embark on journeys with the tools we have, not the tools we want.

My main compliments from my press car review last fall stood strong: ride quality was remarkable for such a small, cheap car, even on track-focused coilovers that my friend had set to nearly maximum stiffness. Potholes were of little to no concern. All-season tires were game-changing in how my car tackled the rain and later snow and slush in the Reno-Tahoe area, encouraging me to explore the snowed-out country two lanes nearby. The seats were oh-so-cozy, and their fiery-hot, ass-searing heating elements came in clutch. Toasty!

Subaru BRZ Reno-to-Vegas
Image credit: Jeric Jaleco

The aggressive alignment could do with a little less tramlining, even with skinny, not-so-race-ready rubber. Just a little. And the fuel economy with the massive aero took a notable hit versus a stock BRZ. The mpg wasn’t bad, but the economy hit, plus the small tank, meant the range was sometimes a bitch. Still, I couldn’t complain. It was a fantastic and wonderfully capable driver’s car, and nearly running dry near a gas station at the base of the Sierra Nevada mountains, just within a stone’s throw of Mount Whitney, was its own blessing in disguise.

Even Bob Ross would still stop and stare, and maybe he’d even paint my car a happy little friend.

Final thoughts on my final stretch

A great trip needs a great finale, and I found one on a familiar highway traversed by my family as well as millions on a regular basis. As the valley of otherworldly mountains spat me out onto the I-15 and the arid desert, I reflected on the life I led and the one I had been given. If you told 20-year-old me that those high school dreams of getting paid to write about cars like my favorite automotive personalities, I would scoff and probably give you a good gut check for playing with me like that. It was a dream that felt out of reach under the pressure of family conformity and utter confusion at how people even broke into this industry. Now, I look back, grateful I took the leap I made, although fearful for an increasingly uncertain future in such a volatile field. But hell, I made it this far, didn’t I?

Subaru BRZ Reno-to-Vegas
Image credit: Jeric Jaleco

Whether I was a humble freelancer or Supreme Editor Overlord of Road & DriverTrend, the truth was I had made it into a career I had dreamed of but didn’t think possible. All I have to do is run away with it and not look back. And that’s probably the best advice I can give a stubborn dreamer fueled more by passion than material desires. If you see a window of opportunity, any window, big or small, jump straight through it and never stop. Of course, play your cards right and play them smart, but don’t back down lest you discover the biggest life regrets come when you throw in the towel on your endeavors.

Is my career perfect? Fuck no. But I’d still be parking cars or bouncing between lecture halls for some dead-end major at the university right now if I didn’t take that chance.

As for the Air Force, it’s safe to say that chapter ran its course as this new avenue of digital media and the oh-so-fantastic world of adulting (and for realsies this time) just turned green for me. Come to think of it, aside from extra coin, a splash of life guidance, and a bit of adventure, I can’t fully recall why exactly I enlisted in the first place. But while I’m deciding to part ways and begin anew, I’ll forever be grateful for all it gifted me, even as a mere Guardsman. And so onward I go into this new career I’m building from scratch. I will always look back on that uniform fondly.

I started this trip overflowing with anxiety and my mind racing. “What’s next? What am I going to do? What if I fail at this? Should I have stayed enlisted? Should I change careers?” On the last leg home, my mind fell at ease, only asking one thing at the moment: “Lake Dolores Waterpark looks beautiful under the setting sun, doesn’t it?”

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4Runner vs Land Cruiser sales
Hot TakesNews

Toyota selling the new 4Runner and Land Cruiser together might be shooting itself in the foot

History loves to repeat itself. Watching A New Hope and then seeing The Force Awakens decades later? Spanish Flu became H1N1 then COVID, and who knows what’s next? Fans of World War I? Wait ’til you learn about the sequel. In the late 2000s to early 2010s, there was the venerable Toyota 4Runner and a throwback-retro off-roader that shared DNA selling alongside one another. And today, it’s the same story on repeat. Toyota just launched the all-new 2025 Toyota 4Runner to accompany the downsized, downmarket Toyota Land Cruiser.

Fun! We get two off-roady family haulers that just so happen to be based on the same platform, share the same engines, occupy nearly the same niches, and will probably be priced within a stone’s throw of one another… Wait a minute.

Oh shit. That’s not good, is it?

Now there are two of them?

We live in an age where the crossoverfication of a brand’s model lineup is now common practice. Ford banks almost entirely on trucks and SUVs, while the Mustang stands as the last pony in its car lineup. BMW, Mercedes, and Audi are locked in a wee-wee measuring contest to see who can pump out the most turtle-shaped SUVs. And Toyota, while still leaning heavily into its car lineup, has been doubling down on filling every possible crossover and SUV niche with curiosities like the Venza, Corolla Cross, or Grand Highlander.

Toyota 4Runner
Image credit: Toyota

Now, it has two mid-size off-roadsters in its ranks, the recently launched 2024 Land Cruiser and the brand-new 2025 4Runner. Both run on the same Toyota New Global Architecture or TNGA platform (TNGA-F to be specific) that also underpins the mechanically similar Tacoma. Both feature four-wheel drive and run the Tacoma’s 2.4-liter i-Force MAX turbo-four hybrid powertrain. Both are being touted for their ruggedness, dependability, off-road prowess, and strong heritage. Sound familiar here? It sounds like the old 4Runner-FJ Cruiser story. And last I checked, only one of them is still standing.

Toyota Land Cruiser
Image credit: Toyota

How 4Runner sibling story last played out

The last-gen Toyota 4Runner launched in 2010, while the generation before that persisted from 2003 to 2009. Both generations rocked the mighty 4.0-liter “1GR” V6. The FJ stuck around from 2007 to 2014, although Toyota continued to manufacture and sell it in some Asian and South American markets until 2022. Like the outgoing 4Runner, the FJ is often criticized for archaic driving dynamics, which ironically also garnered praise from those who found it endearing and authentic to trucks of old. Paired with its hot retro styling, the FJ quickly became a modern classic, as used FJ prices have likely proven, even before the pandemic price booms. So why did it go away in the first place?

Well, in case we forgot, a certain economic crisis from around that time frame didn’t do so well for car buying. Gas guzzlers were out of style! How the hell were we supposed to drool over the latest and greatest Jeep fighter when some people couldn’t even guarantee they could keep their homes? It was rough on everyone, and its aftershock was felt for years to come.

As a result, new FJ sales never quite reached Toyota’s expectations, likely due to buyers swaying to the more practical 4Runner, which didn’t have its fun but silly suicide doors or atrocious blind spots. Not everyone could get on board with the dedicated off-roader, but they may just hop aboard its sibling with more space, conventional doors, better visibility, and more luxurious trim levels. They did what they had to after seven years of parading the FJ around and pulled it from the U.S. market.

What does the duo look like now?

They boast 6,000-pound towing ratings. Neat. They both feature the base i-Force MAX hybrid engines pumping out the same 326 horsepower and 465 pound-feet, although the 4Runner will get a base i-Force powertrain pushing 278 ponies and 317 pound-feet. Alrighty then. Both rock double wishbones in the front and a multilink setup in the rear with disconnecting sway bars. Badass! Except, well, if you make them this damn similar, they’re bound to cannibalize each other’s sales. Or are they?

In the words of a little birdie in the car industry who gave me his two cents, there are two key sentences he told me: “Pricing is critical,” and “This is why product planners can be fucking stupid sometimes.”

Most people will gun for the presumably more affordable 4Runner, which would logically start anywhere between $40,000 and $45,000 and likely ship with the base non-hybrid i-Force engine. In theory, it can do everything the Land Cruiser can do and then some, especially once you step up to the TRD Pro and Trailhunter, which will feature a hot widebody wrapping over 33-inch all-terrains not offered on the Land Cruiser. But where does that leave the Land Cruiser, which now occupies nearly the same niche at a higher price (starts at $55,950) and doesn’t currently offer any such trim level?

“What they’re [Toyota] trying to do is cutting their cake into smaller slices,” says my anonymous industry insider. “The 4Runner buyer will be younger. Less affluent. More hardcore. The Land Cruiser buyer is someone who probably occasionally goes off-road but only to the campsite or the Grand Canyon, if that. Or they’re probably the buyer who likes the styling but doesn’t want to make that leap to the Lexus GX Overtrail.”

Of course, as he had mentioned, pricing is key to negate any overlap the two siblings will clearly have, as it will dictate who’s really buying them. “Realistically, we’re probably not going to see too many of the TRD Pros and Trailhunters for how much they’re going to cost. There is going to be some overlap, and I don’t know who a 4Runner Platinum is even for.”

In its own bid to stand apart, the Land Cruiser is seemingly leaving its old ultra-hardcore off-road image to the 4Runner. The rock crawlers, the mud boggers, and the Baja prerunners can have their fill, even without the fancy trims as it can be presumed they’ll be as easily modifiable as the last gen. The Land Cruiser appears to take a more relaxed approach in a similar vein to the far pricier Land Rover Defender, meaning it may ride plusher, be more friendly on the street with its more street-oriented tires, and be more refined with its more upscale interior. The Land Cruiser is also i-Force MAX only and features a full-time four-wheel-drive system not offered on the 4Runner, which uses a more traditional and rugged four-wheel drive with manual selection for rear-wheel, four-wheel, Hi, and Lo. The Land Cruiser has a more expansive greenhouse, whereas the 4Runner appears to be the same hunkered-down machine gun nest the old one was but now with the new Tacoma’s mug.

Interesting that they’re playing the practical card yet not offering the Land Cruiser with a third-row seat while the new 4Runner can be specced with one and the new Lexus GX has it standard. Weird.

Even so, you can still tell Toyota is trying for an SUV that may not cost much more than a mid-grade 4Runner. As my source says, it’ll be for the casual hikers, campers, or overlanders who don’t need something as riotous as a 4Runner Trailhunter and greatly appreciate the old-school boxy styling that old Land Cruisers were famous for and is making a comeback in modern SUVs. Also being a Land Cruiser, it’s not like its old-timey styling is a compromise on practicality. There are normal doors and big, expansive windows FJ owners could only dream of.

How the Land Cruiser and 4Runner will get along

Will the inevitable price and performance delta be enough to separate the two? I love both of them, and I wish for the success of both of them. There’s still plenty of overlap but also plenty of room for separation to let each truck shine on its own merits, and then the next question is, will buyers see that? Perhaps base model to base model, yes. But I’m skeptical as buyers start hiking up their respective trim levels. Those who don’t want a super hardcore 4Runner can just buy a lower trim level, sure. At the same time, the ambitious few who are especially into off-roading but may not need the likes of the TRD Pro or Trailhunter will buy one anyway because Americans love excess capability in case the universe catches us with our pants down on a leap year with all the stars aligned to create a situation where we might need it.

In the end, once the two meet on showroom floors, Land Cruiser will have its clear buyers. It will be remembered as a lovable, exemplary vehicle as the FJ once was, true to its heritage but with the added usability that not only makes it a great off-roader but a damn good car, as journos are just now finding out. But so will the 4Runner for similar, if not less, money thanks to its zealous, younger, and more adventurous fanbase. But what do I know? After all, the Land Cruiser banks on a far more prestigious heritage than a Venza and will be more refined and usable than any FJ before it. I could be proven totally wrong, and it and the Tacoma-with-a-bed-cap 4Runner will learn to live in harmony.

Anyway, I’ll take a base Land Cruiser with the round headlights, please. Thank you.

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All season vs performance tires
Car Ownership Explained

How different really are all-season and high-performance tires?

Take a nice long look and tell me tires are just tires! If they were, places like Tire Rack or outlets like Tyre Reviews wouldn’t be a thing trying to hammer into peoples’ heads that there are specific tires for specific purposes. Those of you who know will know. All-seasons, performance, winter, all-terrain, etc, like the different elements in Avatar, except there is no one tire who can master all of them. Each is given a purpose for a reason, and each comes with its own array of tools and rubber compounds to get the job done.

Or so the manufacturers say. But just how different are, say, your friendly neighborhood all-season and a dedicated high-performance tire in reality? Let’s take a closer look as I swap from a set of 200-treadwear Hankook track tires to 560-treadwear Goodyear all-season performance tires in preparation for a thousand-plus-mile road trip.

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All season vs performance tires
Image credit: Jeric Jaleco

On the surface (literally)

All-season:

My all-season tires, even though they’re sports car-focused tires with an emphasis on enhanced steering response and grip over lesser all-season or economy tires, will feature an abundance of tread seldom found on any true high-performance tire. The tread will be deeper and siping, those thin cuts that greatly help evacuate moisture, will be in far greater numbers. Notice the wide, deep central grooves that funnel water away from the surface of the tire and the thinner siping that runs perpendicular to it in order to eject it. The reason for this design is simple.

All season vs performance tires
Image credit: Jeric Jaleco

All. Season. These tires need to tackle a wide variety of conditions throughout the year, using its complex tread design to evacuate rain or grab at light snow in order to maintain a decent contact patch for the car to still grip. All-season tires aren’t created equally, however, and a performance-oriented one like this Goodyear Eagle Sport All Season will be designed with a firmer rubber compound and stronger construction (more on that in a bit) to not have as much tread squirm in the name of steering responsiveness. Other all-seasons may be designed with more winter capability in mind, trading outright dry grip, tread life, and steering feel for a design that can better grab at deeper snow, like a Michelin Cross Climate.

High-performance:

Now, let’s look at the rubber that just came off the car, a 200-treadwear track day tire, the pinnacle of street-legal ultra-high-performance. Aside from being “performance-oriented” like the Goodyear, this Hankook Ventus RS4 is pretty much the polar opposite of what you can expect an all-season to look like. There’s hardly any damn tread to begin with! There are a couple of shallow grooves and some angled tread for maybe evacuating water when it feels like it on a Tuesday afternoon. It’s all for a higher cause.

All season vs performance tires
Image credit: Jeric Jaleco

Even the best summer performance tires’ tread is a compromise between comfort, everyday use, and street legality. However, as you climb the hierarchy of tires, that compromise fades as these tires realize their true purpose: to corner fast as hell!

Tread and overly soft rubber leave room for flex and squirm, which dampens steering responsiveness. It also removes crucial rubber from the surface where it can otherwise form a greater contact patch. More rubber meeting the road means more grip, so why not have more rubber on a car whose purpose is backroad and on-track performance? Of course, this means a greater chance at hydroplaning, too. Less tread means water has fewer places to go, so drivers must exercise caution on a rainy track day. Some top-dollar summer performance tires are actually shockingly good at wet weather grip, but those abilities gradually disappear the more focused the tire on track duty.

What kind of rubber meets the road?

All-season:

Starting with the rubber itself, all-season tires are often constructed from a softer, higher-silica compound intended to work in a wider temperature range and provide greater comfort. They can still handle hot summer days, albeit they’ll likely overheat and lose traction under the stresses of performance driving quicker than their more dedicated summer-oriented counterparts. But they can also resist freezing in frigid temperatures and remain soft and pliable. Of course, they’re no substitute for a true winter tire, but they’ll survive.

All season vs performance tires
Image credit: Jeric Jaleco

Construction varies greatly among the subcategories of all-season tires. In the case of a performance-oriented all-season tire, we can usually expect a soft center tread block for improved ride quality but firmer outer shoulders and a stronger sidewall for reduced squirm and enhanced steering response and traction during spirited driving. It’s similar to the construction of a summer tire but not often at their level.

My Goodyears feature the company’s RaceWrap Construction Technology, which is its fancy name for an extra ply that wraps around the sidewall and down to the bead, increasing sidewall strength and, therefore, improving response. Given that all-seasons have much deeper tread and that they’re not generating as much friction due to lower overall grip, expect them to have exceptional lifespans, with my Goodyear’s treadwear rating nearly tripling that of the Hankook track tire.

High-performance:

Tires like these Hankooks are designed ooey-gooey in comparison. Their rubber is optimized for warm weather performance and the trials of limit cornering, which can literally melt chunks of tire off and leave your tires looking like they’ve been shaved with a red-hot straight razor. Resultingly, this rubber compound has a significantly shorter lifespan and performs poorly in the bitter cold, usually anything below 45 degrees Fahrenheit, leaving you with the traction of a Green Machine tricycle and its hard plastic drift wheels.

All season vs performance tires
Image credit: Jeric Jaleco

No grip. No snow traction. And probably no chance of clawing your way out of that ditch should you tempt fate. Keep a set of all-seasons on hand should you live in a place where the winters aren’t so friendly. However, nowadays, many summer tires and some 200-treadwear tires, like these Ventus RS4s, may use a higher-silica compound in their center tread blocks for improved wet performance.

Shoulders and sidewalls are usually firmer for any performance tire to reduce squirm and increase stability and steering response, but this may result in slightly harsher ride quality. In many cases, ultra-high-performance summer and track day tires are built with extra reinforcement all around, either with extra steel or nylon belts, to resist squirming that could hinder stability during hard driving.

How they drive

All-season:

Fascinating. The all-season tires can handle all seasons.

Mostly. On my 1,320-mile journey to and from Reno, Nevada, my BRZ was met with enough rain and snow showers to have easily stranded me on my previous tire setup. Expectedly, the outright dry grip was diminished, and the softer rubber lined in gashes and cuts left me with comparatively numb steering and slightly slower reflexes than the Hankooks. However, the Goodyears made good on their mission statement by maintaining what grip was available, even as temps dipped in the 40s and sometimes well below that. Rain was easily dispatched. Any slippage I got when I felt like being a jackass was controlled, linear in its progression, and easy to reign in.

On light snow and slush, the Goodyear all-seasons helped my car stay right on course, whereas my Hankook track tires or even my old Mustang’s Michelin summer tires would slip and slide with little chance of recovery. Just as advertised, the treads and sipes did their job, and although I dared not tempt fate and eclipse these 55-mile-per-hour limits, I can confidently say these all-season performance tires can save you in a pinch should proper winter tires not be available.

All season vs performance tires
Image credit: Jeric Jaleco

But seriously, if you can, buy winters or at least a more aggressive all-season with that 3-Peak Mountain Snowflake symbol. These were good, not great. I know there are even better performance all-seasons out there, ones acclaimed for their winter handling in particular. You always get that sense there was never enough traction with the Goodyears to drive as you normally would on a warmer, dryer day, as the car sometimes wriggled about in its lane. But keep off the throttle and let the engine sit just out of its powerband, and the BRZ was A-okay.

High-performance:

Great traction for an all-season hardly scratches the surface of what a 200-treadwear performance tire can do. Instantly, the difference when swapping from the Goodyears was apparent. I lost some NVH ditching the Hankooks, which was nice, but the Hankooks could turn in quicker and bite harder in the corners. By comparison, response is ferocious. But that sheer level of grip tends to create a somewhat darty sensation that can be a bit annoying for those who aren’t used to such aggressive setups. Some of that ankle-biter demeanor may also be attributed to the car’s alignment, so I won’t pin it all on the tires.

All season vs performance tires
Image credit: Jeric Jaleco

By the way, this is just when the tires are cold. Heat them up, as you should with any good track day tire, and grip rises exponentially. Unfortunately for me, you can never get enough heat into these Hankooks on a casual canyon run, even after a few miles. And Hankook RS4s are known for requiring quite a few warm-up laps before coming up to the temps they need to be at, an allegedly common quirk of the 200-treadwear “endurance” tire. Fortunately, being an endurance tire means I can squeeze more mileage out of this rubber on the road or track, with treadwear being reportedly good enough that consumers just casually run this as their street tire and see anywhere between 14,000 to 20,000 miles out of them. Proper track time, however, will see those numbers cut down to a fraction with how much grip they can generate.

In the few times I got caught with my pants wet, the Hankook RS4s were actually commendable. You sometimes felt them shimmy about if you weren’t careful, constantly reminding you not to goose the go pedal should you not want to see how quickly you can overwhelm what little water evacuation they have. I can’t speak for other 200-treadwear rubber, but the Hankooks were doable. I can commute on them. But I sure am glad I copped the Goodyears for that very reason instead.

FAQs

Can I drive in the winter with an ultra-high-performance or an all-season tire?

All-season? You can probably get away with it. Their softer compounds, wider temp ranges, and abundance of grooves, siping, and tread allow them to better withstand cold weather and evacuate moisture than a summer tire or track day tire. Not all all-season tires are created equal, and some are better than others for this task. Do your research when shopping for specific tires and see if the one you want is viable for where you live. As for summer performance tires, don’t even try it. They’ll freeze and leave you with a useless rubber compound and not enough read to grab at ice and slush. Take it from me, the idiot, don’t even try it in light snow.

Can all-season tires replace a winter tire?

Depending on the tire, sure. If where you live doesn’t see feet of snow on a regular basis or suffer from rampant black ice on every side street, you can likely get away with an all-season in the winter. Again, do your research to see if the tires you’re interested in are as capable as you need them to be. A general good rule of thumb is to hunt for those bearing the 3-Peak Mountain Snowflake symbol to denote enhanced winter weather abilities, but even then, the best all-seasons are no match for purpose-built winter tires. If you live somewhere where the winters can get a little extreme, please consider a real winter tire. Your insurance company will probably thank you.

Can I go to the track on an all-season tire?

The better question is, who’s going to stop you? Go right on ahead. Be that silly goose. Most track day organizers don’t care as long as tires are in good condition with ample tread depth and no chunking, cording, or any other signs of damage that may prove to be a safety hazard. Just beware of your lowered grip levels and the tire’s ability to overheat under extreme stress. If your goal is to practice at-the-limit handling behavior, an all-season is probably not a bad idea as your limits will be lower, enabling you to practice managing under or oversteer without going to extreme speeds.

Where can I buy tires?

Lots of places.

Sorry, that didn’t help. Maybe our tire buying guide will. Lots of sources exist for tire buying, both online and in-person. Tire Rack is an increasingly popular and knowledgeable source and an affiliate partner of Acceleramota, with their own in-house testing team for evaluating tires and pitting them against other tires in their classes. Goodyear is an obvious choice if you like their rubber and are also a partner of the site. They also have service centers should you want to schedule an installation. Discount Tire is a popular chain of tire stores and installers, and you can probably find a couple of them in any zip code.

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