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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.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• A brainless daily driver
• Pleasantly sporty
• Conclusion

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.

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.

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.

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.

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.

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.

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.

Growing up, I earned my learner’s permit driving my mother’s absolutely ratchet first-generation Honda Civic Hybrid. Remember that piece of boring, banal, borderline-indistinguishable, and certainly unmemorable mediocrity? Hopefully not. However, a couple of years after I stepped up to adulthood and earned my license, my mom bought a 2008 Toyota Prius. In those days, the purposefully fugly second-gen Prius served as something of a West LA status symbol but also served the fam well as a damned good car: getting superb mileage, with plenty of room for pets and gear, and over the years, proved reliable as the day is long (once we installed a cat shield to foil constant thievery, anyhow). 

But more about the old Prius later because last year—boom!—Toyota hit us with a total redesign, a radical revamp, a veritable resuscitation of the entire concept of the commuter hybrid. And now, I finally got the chance to revisit those early days of hybrid driving in a 2024 Prius Prime, the plug-in version that best suits this West LA commuter crowd.

Skip to section:

• Specs
• Design
• Pricing
• Interior and tech
• A Prius in its prime
• Conclusion

Price and specs

Prius Prime exterior design

Toyota’s advertising campaign leading up to the LA Auto Show debut of the new Prius ended up coming across as a bit funny since, even considering the svelte and futuristic styling, nobody will ever consider this common car a “black sheep.” And yet, damn if that new design doesn’t hit the nail on the head. Just look at the pics! Anyone remember the first-gen Echo twin? My, how far we’ve come.

Now, my boss here at Acceleramota has already covered the “base” (non-Prime) Prius, so go ahead and click back through his review before continuing to learn more about my time with the Prime. 

The only thing I might add, in terms of exterior styling, is that I parked the Prime next to my mother’s still-cranking, sun-faded, and bird-shit-splattered 2008 Prius just for comparison—and the new car’s roofline looked around five or six inches lower! So much so that I actually Googled the official measurements. It turns out the 2024 model rides exactly 2.8 inches shorter. Not as much as my eyeballs perceived, in fairness, but a serious statement about how stellar styling can make so much of a difference in a car’s profile and presence.

Prius Prime pricing breakdown 

The non-Prime that Jeric drove starts at $27,950, and adding the plug-in capabilities bumps the price up by $5,025. The Prime comes in three trim levels, with the SE at the bottom of the gradewalk sporting manually-adjustable fabric seats, an eight-inch infotainment touchscreen, a slicktop roof, and 17-inch wheels for max range. Stepping up to the XSE swaps on 19-inch wheels, which result in slightly less electric range and diminished fuel economy stats, plus a parking assist system. And the XSE Premium, topping the lineup at a $39,670 MSRP, comes with a 12.3-inch touchscreen and the choice of a glass roof or an optional solar panel roof to soak up photons on sunny days.

As tested, my SE tester’s window sticker reads just about as basic as possible. Options limited to a cargo mat in the rear, door sill protectors, and wheel locks result in a $34,434 price tag—almost how I might spec my own Prius Prime. Leather or faux-leather seats might be nice for my pets and the generally filthy life I lead.

Prius Prime interior and tech

As on a non-plug-in Prius, most of the interior and tech options come standard depending on the Prime’s trim levels: both the eight-incher and the larger screen support wireless Apple CarPlay, thankfully. For Prime specifically, though, the small gauge cluster display needs to combine EV and ICE readouts. The resulting barrage of constantly shifting charge levels, range estimates, so-called “EcoScore” and “EcoZone” stats, and driver aid widgets all get lost in their own wash, to an extent.

Toggling to a simplified screen cleans up some of the mess, and really, just drive more slowly to max out the range in either HV (hybrid) or EV (fully electric) mode. Otherwise, the rest of the interior—despite a lower roofline—comes across as spacious and simple, with plenty of leg and headroom for tall drivers (even in the backseat).

And kudos to Toyota for delivering a straightforward design exactly as it should be: just a toaster that toasts toast as efficiently as possible.

It’s finally Prime Day!

A bit of battery power goes a long way

Slotted in between one of the most ridiculous press loaner schedules of my professional career—as I played car Tetris with a Ferrari 296 GTS, Porsche 911 Dakar, Bentley Continental GTC Azure, and an MV Agusta Dragster America—the Prime was arguably the most important car. And I can admit to feeling a bit of excitement before actually receiving it!

Too excited, maybe, because I promptly ruined the all-electric range without even realizing it by driving straight out to the Valley in full EV mode. A big whoops but a nice lesson on figuring out the toggles and switchgear before blasting through traffic in a plug-in hybrid (while thinking that Toyota had finally solved the hybrid drone sound the whole time). But luckily, I always snag a pic of the odometer when I first get into a press car so I can report my stats and figures for that inaugural drive.

In all, I used 68% of the reported battery capacity to drive 21 entirely unaware all-electric miles. That falls right in line with the claimed EV range of 44 miles, and even better, over the course of that jaunt, the overall combined EV and ICE range actually went up by three miles.

Next, I used the supplied charge cable (housed beneath the rear cargo deck) to plug into a standard 120-volt garage outlet for almost exactly three hours. In that time, the Prime added 33% charge—again, just about spot on for the onboard computer’s prediction of a nine-hour window to fully charge up the petite 13.6-kWh lithium-ion battery. Then I drove 11 more miles in hybrid mode and checked in again to discover that doing so used zero additional percent of battery charge. 

I spent the rest of my time in the Prime trying to max out the hybrid and EV range, but I also pushed a little harder just for fun. More official testing might skew the results, presumably, but so far, Toyota’s engineering seems pretty perfect. Especially considering the typical use case, when commuters might do most of their daily driving in full EV mode and top off the battery at home every night. For longer road trips—after remembering to remember to switch into HV mode—driving over 500 miles per 10.6-gallon tank shouldn’t even require too much hypermiling diligence.

Lower, sleeker, faster, stronger

On the 405 freeway, always a true test of suspension dynamics, the Prime’s lower and tighter suspension definitely produces a bit more rollicking than a second-gen Prius. But then again, in town or on a winding road, the new setup makes most driving much more fun: peppy and quick, with a 220-horsepower combined rating, and the torque delivery is almost full-EV-like given that an electric motor modulates the ICE engine’s power on the way to the e-CVT system. I missed a bit of the hybrid glide path ride quality of earlier Priuses, but I would definitely take those 99 additional ponies versus the previous gen and even some slight torque steer in trade.

Equally as important, this generation seems to include more sound insulation to reduce hybrid drone and wind/tire noise—though speaking of wind, the exterior redesign also finally solves the sailing phenomenon of the second-gen on long highway bends, which was always a truly sketchy sensation.

In terms of nits to pick, the typically frustrating Toyota driver aids still chime and ding incessantly. The fact that the Prime also defaults to EV mode, rather than sticking in hybrid mode after a power cycle, requires a bit more attention than I expected. And relatively slow charging rates limited by the onboard 3.5-kW charger, without Level 3 capability, means that, for example, anyone who does space out and forget to switch into HV mode can’t rectify their mistake particularly quickly.

Have we reached peak Prius?

Toyota openly wants to stick with hybrids as much as possible in the foreseeable future and only plans to build EVs reluctantly. Much of the argument makes sense since minimizing the use of lithium and other rare earth minerals while maximizing the use case of each individual vehicle will serve both customers and the environment best. Prime stands as a testament to that commitment (as does, considering perhaps a contrapositive, the peculiar Toyota bZ4X and Subaru Solterra situation).

But if government regulations don’t snap back to reality—oh, there goes (the Lucid) Gravity—then Prius may need to go full electric in the near future, as well. All of which means that there’s a solid chance this little blue car might just be peak Prius Prime, the final form of one of the most important and influential automobiles in world history—no exaggeration, truly, despite my obvious penchant for obscene hyperbole.

And this Prime indisputably takes a major leap forward, even if the tech does so slightly less. When a fourth-gen plug-in Prius drops a good chunk below $30,000 on the used market in the next couple of years, even a rear-drive sports car and four-wheel-drive rally racing fanatic such as myself might be tempted. And that is, truly, the greatest compliment I can give.

I wasn’t sure what to expect when Gabe hit me up, saying some sunglasses company was interested in sending us stuff to sample. Us? Sunglasses? But then I thought about it. Most humans wear sunglasses every day on our silly little commutes to shield our feeble eyes from that dastardly ball of gas in the sky. Glare, whiteout reflecting off snow, clouds, and stupid Altimas, or direct sunshine funneled straight into your eyes all spell potential health hazards and an impending car accident. I’m no superhuman. I wear sunglasses on the road, too, and so do many of you, probably. So why not give these trinkets a shot? After all, sunglasses aren’t just for adding glitz to some snarky fashion freak’s aesthetic, right?

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Price and specs

Thanks to Tifosi Optics, a fine producer of budget-friendly sports sunglasses, I had the opportunity to sample two styles of frames with two styles of lenses over the past couple of weeks during my normal-ass routine. Both had different feels and would certainly appeal to different tastes, but one thing they have in common is a stellar price point. When I titled them as “Budget Shades,” I meant it.

A quick bit of online window shopping showed me that their aviator-style glasses range from anywhere between $35 and $59, depending on the exact lens and frame. Their Rayban Wayfarer-esque shades bounce between $30 and $55. It’s not as cheap as something on a stand at the mall, but it vastly undercuts the likes of Oakley and Rayban. Expectedly, non-polarized lenses will save you tens of dollars, while polarized lenses, like my two testers, occupy the upper echelon of Tifosi’s price range. All sunglasses are sold with a lifetime warranty, and spare parts are available on select models, including the aviators. And should you need it, you can get Tifosi glasses with prescription lenses, as well.

As for typical Acceleramota specs, let’s see. 0-60 mph? Some day. Quarter-mile? I don’t know, however fast you can jog. Displacement? I’m guessing less than two liters. No turbos, superchargers, or hybrid batteries, obviously.

Tifosi Shwae

Tifosi Optic’s Shwae aviators are about what I expected for an affordable aviator. It rocked a far sturdier build and better lenses than your typical mall booth or airport convenience store sunglasses, albeit to say it had a sturdier build is to say it can still feel a little frail in your hands at times. Aviators are aviators, and you’re often left worrying about being a clutz and damaging the thin frame. Still, it sits great on your face and almost never slides off your nose, and the black polarized lens does a fantastic job of filtering our sun glare without inhibiting your vision much at all, even on overcast days and dim mornings or evenings. In fact, I’d go as far as to say it’s comparable to more expensive brands.

If I had one bone to pick, it’d be that the “scratch-resistant” polycarbonate lenses aren’t scratchproof. Interestingly, they went through less abuse than the other pair I was given, yet they seemed to scuff easier despite being made of the same lens material. Weird.

So far, it’s proven to be a solid pair of driving glasses that will be an invaluable aid once the brutal Nevadan summer rolls around to roast eyeballs left and right. And I mean, look at it. You’ll be safer on the roads and look fly at the same time—unless you don’t like aviators, in which case, I say stop being lame.

Tifosi Smirk

Although I was more excited about receiving the Shwae aviators, it was these Smirk Wayfarer-ish glasses that actually left me the most smitten. The acrylic frame was tough enough to withstand my clumsy self dropping a few, okay, several times, yet flexible enough not to crack when finagled into my Subaru BRZ’s terrible strap-type sunglass holder. I received a brown “Honey” frame color, one of several available, that goes well with many outfits, and the brown polarized lens proved to be the most versatile, easily making short work of glare while still being bright enough to forget they’re even on your face, cloudy or sunny. There are also small rubber pads on the nose piece to keep it from sliding off your face, which is a thoughtful touch when other Wayfarer-style glasses are straight-up plastic.

For the price (a few dollars cheaper than the comparable Shwae, mind you), I’m impressed. I originally thought it wasn’t my style, but it easily became my new favorite pair.

Not bad. Not bad at all.

Sunglasses weren’t really something I put much thought into as a driver, despite how often I use them. If I receive a pair as a gift, that’s cool. Or if I forget to bring a pair on a press trip, well, that’s okay; the airport sells a bunch for ten bucks a pop. But genuinely well-made, high-quality sunglasses with quality lenses are not to be slept on, and I’ve learned companies like Tifosi exist to deliver them to the masses at agreeable prices. The Shwae and Smirk are such examples and have proven we don’t have to settle for less because better options are too expensive. Let’s not short ourselves because we’ll never know when glare will come to send us into the back of a semi-truck or sail us off the race track or into a crowd of pedestrians holding kittens and bunnies or whatever else we find valuable that we’d prefer not to hit.

Shoutout to Tifosi Optics for the opportunity, and good job on a pair of commendable products. Keep it up.

The BMW M3 has been synonymous with performance since its inception in the 1980s. It was born from the company’s need to homologate a new car for Group A touring car racing. It went on to be the most successful touring car in history and has gone on for six generations over the past thirty-six years. And even though BMW has made changes along the way, it mostly stuck to the same formula that made it so successful. As much as I’d like to sit and ramble about the different generations, for the purposes of this article, I’ll be focusing on the fourth-generation BMW E92 M3. It could be said that it was the peak of M3 production, a type of car that BMW simply can’t make today because of regulations. And I think they knew then they built it, a kind of swan song, paying homage to all the M3s that came before it. But let’s dive in and see if it’s worth snagging that E92 M3 for sale from your friendly neighborhood car-buying sites.

Skip to section:

• Specs
• Review round-up
• Driving/ownership impressions
• Conclusion

Prices and specs

The majority of fourth-generation M3s sold were well-optioned. So, a lot of cars are going to have leather seats, iDrive with navigation, and other fancy luxury items you might find in the mid-aughts, like heated seats and those cool power folding mirrors. Remember, it’s an older car, so there is no CarPlay or Android Auto without aftermarket modification. Electronic damping control (EDC) was also common. The coupes came standard with a carbon fiber roof unless they were ordered with a sunroof. In 2010, BMW released the Competition Package. It featured a 10mm lower ride height, a different set of parameters for the electronic damping control, and a set of wheels specific to the Competition Package. 

The V8 engine, dubbed S65, was based on the S85 V10 used in the 2004 to 2010 E60 M5, with minor changes to improve reliability and reduce weight. It spewed out 414 horsepower at a dizzyingly high 8,400 rpm and 295 pound-feet of torque at a still-kind-of-high 3,900 rpm. It also weighed 33 pounds less than the inline-six it replaced. It has eight individual throttle bodies controlled by two electronic actuators with a massive air plenum perched atop and a set of equal-length, four-to-one headers for the exhaust. You could have the car with your choice of either a six-speed manual transmission or BMW’s then-new seven-speed DCT, which were both equipped with a transmission cooler. A limited-slip differential was standard, christened “M variable differential lock.” 

The price of a used M3 from this generation has been on the rise lately, even before it made Hargety’s Bull Market list this year. Depending on condition, mileage, maintenance records, and options, they can run anywhere from $25,000 to $45,000. Generally, cars with fewer options demand a higher price, especially “single hump” cars without navigation, referring to the dashboard construction. The lack-of-a-sunroof “slick top” will also cost you extra, especially for E90 sedans. And if you’re the kind of person who wants a unique color, that’s also going to add a few dollars to the price. But if you don’t mind cars that have 100,000 miles or more and are a common color, a well-maintained example will set you back $25,000 to $30,000 in today’s market. 

Oh yeah. There were technically three members of the E9x family. There is the popular E92 coupe and the far less common and arguably less sought-after E93 Cabrio and E90 sedan.

Review round-up

I’ve always been a fan of history, and taking a look back to see what the professional opinion havers (auto journalists) and consumers thought of the M3 was entertaining. Unbeknownst to me, the car was met with extremely high praise from everyone who reviewed it—finding only a handful of small issues. Fuel economy, which I can attest to, is nothing to write home about. The addicting sounds bellowing from the engine certainly don’t help keep your foot off the throttle.

“Our M3 was a sedate and luxurious sedan as well as a supremely rewarding driving machine. Docile in inclement weather and smooth enough to transport your grandparents (if you can resist temptation), the M3 was equally primed for backcountry road-smash mode, where it would fire every synapse in your brain related to driving pleasure. And then you’d find the M Drive button, which holds your preferred throttle, traction, and damping settings. With one press, everything somehow managed to get better. This is the M3’s genius. There are faster cars, yes, and there are a few that are more rewarding to drive. But of those, we challenge you to find one that combines speed, thrill, and daily driving duties as deftly as the M3.”

Carlos Lago, Motor Trend 2009 BMW M3 verdict

“With the M3’s many buttons, you can make of it what you want: loafing commuter, track animal, high-speed touring express. But no matter how you set it, the M3 astounds. There’s more front-end grip than most people have the guts to exploit, the steering wheel able to carve perfectly elliptical arcs up a winding road at foolish speeds. Where the 911 battles each corner, sometimes in a nerve-jangling sine wave of alternating grip and push, the M3 is dead calm.”

Aaron Robinson, Car and Driver 2009 Porsche 911 Vs. 2009 BMW M3

“Not exactly a lightweight at an estimated 3650 lb., needs more than just a carbon-fiber roof panel to be race ready — although from the performance numbers and driver’s seat it would be hard to tell the M3 is heavy. It feels light and agile. Getting the car to its limits feels smooth and progressive. Few cars combine this level of performance with such docile behavior.”

Shaun Bailey, Road and Track 2008 BMW M3 road test

“A car has got to be pretty spectacular to win over the curmudgeons here at 1585 Eisenhower Place, especially when familiarity sets in over the course of 40,000 miles. But our Sparkling Graphite Metallic M3 did indeed win us over. For less than $70,000, the M3 bolts from a standstill to 60 mph in 4.3 seconds and turns the quarter-mile in 12.7 seconds at 113 mph. It pulls an exceptional 0.96 g on the skidpad, stops in 147 feet from 70 mph, and reaches a governor-restricted 161 mph. On a racetrack or a back road, it’s a beautifully balanced and hugely entertaining machine.”

Mark Gilles, Car and Driver 2008 M3 long-term wrap up

“I am a proud owner of a BMW M3 and I enjoy driving my vehicle whenever I have the chance. Starting off with the exterior of the M3. My M3 is white, and I absolutely love looking at it from a distance and also when I walk away… kinda creeps some people off, haha. Moving on to the interior cabin. Very nice black leather with the signature BMW stitching on the steering wheel. The navigation systems could use some work. First-time users such as myself would have a difficult time unless you are technology savvy. This is my first BMW, and I am very impressed with the styling, detail of the vehicle, and the way it drives. It truly is the ultimate driving machine. The description of my driving experience isn’t included in my review simply because you have to drive it to experience it yourself. Go test drive an M3 now what are you waiting for!?”

Consumer review of a 2013 M3 Kelley Blue Book

“I purchased this car used in August of 2014 with 16,000 original miles. I have owned a 2004 M3 and a 2008 M3. This is by far one of the most exciting cars to drive that I have ever owned. The car is bulletproof. This is the last naturally aspirated V-8 made on the M3 platform. BMW changing (in my opinion) back to the straight six-cylinder was a huge mistake. This car is a 13-point Dinan-equipped car. Nothing but positive comments about the looks, engine sounds, and overall styling. Do yourself a favor if you are considering this car… Just drive one. Not cheap to maintain or fix, but worth every penny!”

Consumer review of a 2009 M3 Kelley Blue Book

“Handles great, love the engine sound and performance. Spent a lot of time in the shop, though. Dual-clutch broke, navigation broke, blue tooth broke, passenger seat controls broke, rear differential fluid needed to be replaced, etc. My nav has been broken for almost a year and says, ‘please wait,’ indefinitely every time I try to use it. The service deparment claims that their tests show that it is working fine! Not worth the hassle in my opinion.”

Consumer review of a 2011 M3 Kelley Blue Book

“Meets all expectations . Sporty and classy. Definitely a head turner. I receive compliments from total strangers. People are still impressed with the retractable roof. I feel this car is undervalued. Purchased used for 30k with only 40k miles. Great price. I will get years out of this car. Very impressed with the handling and pick-up.”

Consumer review of a 2013 M3 Kelley Blue Book

The other slap on the wrist was the early and somewhat clunky iDrive unit in the  2008 models. This was replaced in 2009 when the car underwent one of BMW’s famous LCI (facelift) updates, making the system much more user-friendly. Even the average consumer gave the car stellar reviews. They loved it for its style, performance, and overall usability for a sedan that keeps up with outright sports cars. However, as I’m sure you could see in a couple of those consumer reviews, there were reports of this German car doing stereotypical German car things. No one is perfect, I suppose.

Driving and ownership impressions

The commute

Working as an automotive technician has given me the opportunity to drive a plethora of different cars, including different generations of M3. But it wasn’t until I bought my own 2009 E92 M3 two years ago that I really got to know what it was like to own one. 

As a daily driver, I found it better than expected. Plenty of useable space for dogs, kids, groceries, or whatever homeowner crap I bought from Home Depot. It deals with my twenty-mile commute without a problem. With the suspension set in comfort mode, it soaked up most of the cracks, divots, and expansion joints that pepper the 57 and 91 freeways. Everything about the interior was well thought out. The controls are intuitive and have a solid feel to them. The seats, even with the obvious bolstering, are comfortable on long trips. Of course, it’s helpful that they have adjustable bolsters and power lumbar support.

If it weren’t for the outdated iDrive system, you wouldn’t think you were sitting in a car that debuted in 2008. However, despite its inability to link to a newer iPhone, the infotainment system still does the job. You just have to plug into the auxiliary port if you want to stream from your phone unless it’s a 2011, and then you can just stream using Bluetooth. Even the cup holders provide a perfectly adequate place to put your morning coffee. And by adequate, I mean I’ve never inadvertently spilled anything. Plus, on those rare mornings when the freeway is wide open, you can get to work really fast. Really fast.

While the M3 functions just fine as a commuter, there are better cars for that, which is why it’s been replaced with a Nissan Leaf. This car was purchased for two reasons: Explore the vast and wonderful canyons and backroads of Southern California and turn laps at the track. 

In the canyons and at the track

This car is the last of the old guard. An M3 powered by a high-strung naturally aspirated engine backed by a manual transmission. Driving it over the undulating ribbons of asphalt cutting through the mountains behind Los Angeles is one of the rare events everyone needs to experience.

The V8 fills your ears with the abundant sound of induction and exhaust as you push into third gear headed toward a fast-approaching corner. The talkative hydraulic power steering lets you know what the front end is up to as you turn in after a dab of braking. You can feel the tires grabbing hold of the asphalt, and even mid-corner adjustments are effortless. The brakes are responsive without being overly grabby, and you’ll be hard-pressed to overheat them on the street. The whole car feels composed and, despite its weight, agile. Visceral sensations abound, even at what one might call reasonable speeds in a canyon setting. It’s part of what makes the car so special. You don’t need to push it to enjoy it. The character that comes from the drivetrain makes the car feel alive regardless of your pace. 

In my mind, having a car like an M3 and not taking it to the track doesn’t make much sense. So, I took mine to the track as often as I could. As impressive as the car was in the canyons, it was even better on track. After a simple change to high-temperature brake pads and fluid, even with an amateur driver like myself behind the wheel, the car filled me with enough confidence to attack every corner with the ferocity of an angry badger. The chassis is balanced enough so that even when I overcooked a corner, there’s only a touch of understeer that was easily overcome. Heel-toe downshifts were handled easily, thanks to the on-point pedal spacing.

Even with 148,000 miles on the original suspension, it still held things together in the corners. Of course, with the weight of the car, there was some body roll when I pitched the car into a turn. The engine pulls and then pulls some more, and then it bounces off the rev limiter because I forgot to shift. But even after a day at the track, having pushed the car as close to its limits as I could, everything held together with no overheating, no brake fade, no matter how hard I sent it. 

Keeping it running

 Maintenance and repairs are the one thing everyone fears when they’re considering buying a used high-performance German car, so this section is a must. And I’m going to be straight with you here: it’s not the easiest car to work on, and parts certainly aren’t the cheapest. And yes, the rod bearings should be replaced. Mine certainly were. It’s a classic “better safe than sorry” situation because if you do spin a bearing, it takes down the whole engine. Mind you, the cost of a new engine outweighs the cost of replacing the rod bearings by a vast number of dollars.  

That being said, I haven’t experienced any world-ending failures. Repairs have consisted of replacing gaskets to take care of oil leaks and replacing service items like spark plugs, drive belts, and air filters. Standard old car affairs. The most shocking bill came when I had to replace the brake rotors. Those massive 14-inch front and rear two-piece rotors were far from cheap. The parts cost me well over $1,000, including pads and fluid. And when it comes time for an oil change, don’t think you can just grab engine oil at any run-of-the-mill parts store. The S65 V8 uses a special 10W-60 synthetic oil that you either have to order from your chosen online European parts supplier or the dealership.

The good news is that just about anyone handy with a wrench will have no trouble taking care of one of these cars in their own garage. After all, it is based on an everyday 3-Series. Just set aside some extra time when dealing with the engine bay, as it’s a bit cramped. And if you’re into modifying your car, the aftermarket support is phenomenal. Whether it’s improving the suspension, the endless search for more power, or cosmetic changes you’re after. You better believe it exists. 

Should you buy a used E92 M3?

The 2008 to 2013 BMW E92 M3 is not for the faint of heart. So that question really depends on what you’re after in a car. If you’re looking for something that gets great gas mileage, is cheap to maintain, and will simply function as a large, wheeled appliance, then no, you absolutely shouldn’t buy one. However, if you want a car that stirs your soul every time you get behind the wheel and you don’t mind putting up with the extra cost and effort to keep it going, then yes, you absolutely should. But you’d better hurry because they’ve already started to catch the eyes of collectors, and you don’t want to get priced out of the market. 

After more than a decade of sporty handling and sloped roofs, it’s safe to say we weren’t hurting for another luxury compact crossover SUV. To not only add another face to the crowd but to price it higher than its German rivals, I’d say you’re either out of your mind or you’re Italian. As it happens, Maserati is both. And while its standard Grecale GT and Modena trims are the result of rational decisions a faceless corporation would make to sell a commercial product in high numbers, the 523-horsepower Maserati Grecale Trofeo is the exact opposite in the best possible way.

Up against the dubiously named but popular BMW X3 M and the universally lauded Porsche Macan GTS, both of which have undergone years of refinement, Maserati has its work cut out for it. Not to mention that once-iconic Trident badge on the front doesn’t hold the same level of prestige it once did. But if reputation is all that’s standing between you and the Grecale Trofeo, don’t write it off just yet. From a plush, high-quality interior to a fierce supercar engine ripped straight out of the MC20, you’re going to want to take this one for a test drive.

Jump to:

• Price and specs
• Design, colors, and options
• Interior and tech
• Fuel economy and performance
• Lease or buy?

Price and specs

Having said that, if you’re going to write off Grecale Trofeo, write off the Grecale Trofeo. Entrepreneurial lessees could be in for a big tax break considering Maserati clocked our press car at $117,500 MSRP. Damn near fully loaded with all the bells and some of the whistles, for this price, I could have my pick of SUVs in not only this class but the next size up—certainly a well-specced Cayenne S. Hell, that kind of money could get you a true lightweight sports car and a Grecale GT.

That’s right, with a starting price of $65,300, the lower-trim Grecali (plural for Grecale) will more than suffice for the average Maserati SUV driver. The base GT’s mild-hybrid, 2.0-liter four-popper makes 296 horsepower, plenty enough to merge safely onto the highway. And, let’s face it, in our daily lives, that’s all most of us use the extra power for anyway. From $74,900, stepping it up to the midrange Grecale Modena unlocks the Trofeo’s premium interior touches.

Design, colors, and options

Say what you will about Italian cars (believe me, I do)—they do tend to be easy on the eyes. It’s a long-standing stereotype that Italian automakers give their designers a blank canvas, and the frustrated engineers have to work backward to bring their artistic visions to life. To what extent that’s true, I’m not sure. But it could explain how brands like Maserati avoided the polarizing—and in my opinion, heinous—trend of big honking grilles championed by BMWs. The front end of the Grecale is tame, inoffensive, and consistent with Maserati’s design language across its current lineup.

When our Grecale arrived at the bustling, grandiose Acceleramota headquarters in NYC (my apartment), I was struck by its majestic tri-coat metallic paint glistening in the sun. As I later found out, embedded between the middle and top, clear coats were tiny flakes of reflective aluminum, giving it that distinct iridescent flair none of my photos could do justice. This lovely shade of blue is undoubtedly the best of the bunch, but all of the metallics are stunning and well worth the $800 premium over the single non-metallic white that comes standard.

Maserati Grecale Trofeo metallic colors ($800):

• Bianco Astro (white with silver gloss)
• Grigio Lava (sparkly gray with bronze tint)
• Nero Tempesta (fancy black)
• Blu Intenso (spicy blue)

Maserati Grecale Trofeo non-metallic colors (included):

• Bianco (generic white)

Not one of the Grecale’s three trim levels offers a ton of extras when ordered from the factory, but that is especially true of the Trofeo. After all, Maserati parent company Stellantis’s strategy to improve reliability by giving customers fewer options—thus, fewer combinations of untested variables—seems to be paying off. In JD Power’s 2023 Initial Quality survey, Maserati showed the biggest jump of any car brand year-over-year.

Nevertheless, the Grecale Trofeo doesn’t forego factory add-ons entirely. Advanced driving assistance tech doesn’t come standard, nor do some more basic features you’d expect from a car in the six figures. The heated steering wheel, for instance, is baked into a $4,200 Premium Plus package, as are ventilated front seats. Wireless charging and a head-up display (HUD) are bundled together for another grand. Even all-but-essential safety features like blind spot assist tack on a few thousand clams. Now we’re talking paper.

Packages

Driver Assistance Plus ($3,100):

• Intelligent speed assist
• Traffic sign recognition
• Intersection collision assist
• Active driving assist
• Adaptive cruise control
• Lane keep assist
• Blind spot monitor
• Drowsy driver detection

Premium Plus ($4,200)

• Ventilated front seats
• Heated rear seats
• Heated leather steering wheel
• Heated windshield washer nozzles
• Sonus Faber 21-speaker sound system

Techssistance package ($1,100)

• Head up display (HUD)
• Wireless charging pad

Other options

• Roof rails ($400)
• Full LED matrix headlights ($1,200)
• Inox sport pedals ($200)
• Cargo rails on load floor ($400)
• 360-degree surround view camera ($800)
• Cargo 115-volt power outlet

Interior and tech

Don’t get me wrong, the Grecale Trofeo is a luxury vehicle through and through, no matter what packages or options you end up with. Odds are, you’ll never see a no-frills Trofeo at a dealership anyway. So you can rest assured that its old-money-inspired new-money cabin made me feel poor. Mission accomplished, Maserati.

If it wasn’t upholstered in leather, it was carbon fiber. The piano black bezels surrounding the infotainment displays were among the few plastic parts I could find. The firm grip of its swanky yet classic leather steering wheel gave me the confidence of an executive at a pharmaceutical company pretending to save lives. Physical controls were a nice touch.

Coming from an Alfa Romeo Tonale, the ignition button on the steering wheel was instantly familiar, and the drive mode selector on the opposite side was an upgrade. Adjusting the volume of my music and changing songs with controls on the back of the wheel took some getting used to. As did the frankly baffling procedure of opening the door from the inside. Pressing a button to open the door electronically when there’s a mechanical backup latch right below it made me wonder why the button was there at all. The answer, I reminded myself, is because why not?

The raw texture of carbon fiber can be found and felt everywhere from above the door handle to the center console. Red stitching accentuating the leather upholstery gave the Grecale Trofeo a sportier look, color coordinated with its performance. As we all know, red is the fastest color.

Although it’s not particularly exciting, the Android-derived Uconnect infotainment system is intuitive. A benefit of Stellantis’s platform-sharing, parts bin ecosystem is that the software has to scale across 14 different brands. If it doesn’t work for Maserati’s clientele, then it doesn’t work for Jeep or Ram or Alfa Romeo drivers either. As such, most people will get the hang of it after 10-20 minutes of flipping through menus on the Grecale’s Nintendo-DS-like dual-screen setup.

My only gripe with the infotainment, which is not unique to Maserati, is how eager it is to age. The more screens you have, the more dependent you are on software and computers, and the shorter the window of time in which a car looks and feels new. The bottom screen is a static HVAC panel, great! But then, at that point, why is it a screen and not a stack of tactile buttons I can program my muscle memory to press without looking? A digital gauge cluster is less concerning—there’s a level of tailored control over what I’m seeing, and it’s not something I’m constantly engaging with, unlike climate controls.

But hey, at least we have a row of real physical buttons between the two displays!

Oh, no, that’s a gear selector, isn’t it?

Don’t forget to double-press P to throw it in Park, or else the car will stay in reverse.

Oh, Maserati.

As much as I appreciate a good historical nod, the analog timepiece in the middle of the dashboard doesn’t feel quite the same either as yet another backlit digital display. I’d be willing to accept it if it served some function beyond telling time—maybe a built-in timer for recording lap times or a way to benchmark acceleration. But no, it’s just a clock. Nothing more to see here, Gabe. Don’t question why an analog clock can’t be, you know, analog… move along.

Capping this section off on a positive note, because despite spending several paragraphs on a rant about screens, I do like the interior in the Grecale. No, really!

If recent Mercedes are any indication, maybe those in the target income bracket for this car don’t care how it ages. More likely than not, they’ll lease it for a couple of years and then move on to something else. Then some sucker will buy on the used market for the price of a new Nissan Altima, and it becomes their problem. And that sucker will be me.

Where was I? Right. Cargo space. It has a good amount: 20.1 cubic-feet behind the second row. More than the Porsche Macan GTS, and less than the BMW X3 M.

Fuel economy and performance

Do we have to? Before I start philosophizing about the moral quandaries of driving a status symbol on wheels, much less leasing a new one every 2-3 years, let’s cut to the chase: No one cares about how much fuel they’re burning in a Maserati. The answer is 18 mpg city, 25 mpg highway, and 20 mpg combined. No one cares so much, in fact, that you made it this far and forgot I already wrote this on a chart three sections ago. You know how I know that? Because I forgot too.

Those are decent numbers. So decent, they’re boring. Both the GT and the Modena are rated for 22 mpg city, 29 mpg highway, and 25 mpg combined. So there you go. The one with two more cylinders burns slightly more fuel. If emissions are a concern, presumably because you want to hang out in your garage with the door down while the car is running and survive, you’re in luck: Poised to compete with the Porsche Macan EV, the fully-electric Maserati Grecale Folgore is coming soon. I have thoughts on what we know so far, but I’ll keep those to myself until we know the price.

For the rest of you gas-guzzling scum, the Grecale Trofeo is quick. Maybe it doesn’t have the instant torque of an EV, but 3.6 seconds to 60 mph is enough to scare the demons out of you—with an exhaust that sings like Pavarotti and turbos that flutter like your heart will when you hear ’em. Believe it or not, you won’t find a fast compact SUV that bests the Grecale’s horsepower, straight-line acceleration, and top speed for the price. The vastly lower-cost X3 M comes close, darting from zero to 60 in just under four seconds, but close doesn’t win pink slips when you’re dropping the kids off at school.

Seeing as it weighs nearly 4,500 pounds, that’s an impressive feat. Impressive, but not terribly surprising since it’s powered by a detuned version of the twin-turbo Nettuno V6 engine shared with Maserati’s halo car, the MC20. As with the GranTurismo, the Grecale is underpinned by a Maserati-fied version of Alfa Romeo’s Giorgio platform, the same one found in the late Giulia and Stelvio Quadrifoglio (RIP).

You can feel it, too.

In Corsa mode, the gear changes hit with a satisfying punch, the suspension stiffened, and I was dropped so close to the road that, as with my Giulia, I could sail through corners in the Grecale Trofeo with unwavering confidence.

To lease or not to lease? That is the question

Growing up as a child of hip-hop from the aughts into the early ’10s, it wasn’t that long ago when driving a Maserati was as much of a flex as a Maybach, a Rolls-Royce, or a ‘Rari. But sometime between Backseat Freestyle and To Pimp a Butterfly, the iconic Trident badge lost its exotic sheen, and for good reason.

Famously, the Ghibli sedan and Levante midsize SUV were introduced with cheap parts from downmarket brands like Chrysler and Dodge. Then there were the quality control problems, in some cases ranking Maserati dead last in reliability. Don’t get me started on its depreciation. As much as I enjoyed the Maserati Grecale Trofeo for everything it was, is everything it was everything it will be, and for how long?

Every previous iteration of the Hyundai Santa Fe has been perfectly acceptable, but only the bargain-priced, V6-powered first-gen crossover raised any eyebrows. Since then, the South Korean utility player has been content to provide its owners with adequate driving dynamics, decent packaging, and a great warranty, as is the trend with Korean automakers in general lately. As for individuality, well, the Santa Fe was about as forgettable as they come.

That changes with the 2024 Hyundai Santa Fe. One need look no further than the bold, pixelated styling for proof of personality. In the name of detail, the boxy crossover now features a standard turbocharged 2.5-liter four-cylinder, three rows of seats, extensive technology, and a surprisingly rugged XRT trim level. Hyundai’s wallflower is blooming and bloomin’ great.

Price and specs

What’s new?

Eight-bit styling

The 2024 Hyundai Santa Fe is an all-new design, sharing little with its predecessor. Numbers? It rides on a 110.8-inch wheelbase, up two over the old Santa Fe, and overall length is up by 1.8 to 190.2 inches total. The new, so-called MX5 platform—no relation to the Mazda roadster, obvi—also gives the Santa Fe a shorter front and longer rear overhang, which is good news for cargo space.

Hyundai made the most of that larger footprint by giving its mid-size SUV a boxier, more upright design. The square rear end provides the Santa Fe 40.5 cubic feet of cargo space behind the second row, up from 36.3 on the previous version, and the liftgate opening is a staggering 5.7 inches wider and 2.0 inches taller. There’s also a standard third-row seat, with a surprisingly healthy 14.6 cubes of cargo room with all the rear seats in place. Overall interior room is class-leading, beating out the five-seat Honda Passport and Subaru Outback, as well as the seven-seat Kia Sorento.

The cubist exterior looks nothing like any other Hyundai before it. “We want our cars to look like a chess set, not Russian nesting dolls,” said Hyundai North America Head of Design, Kevin Kang. The rook of the group gets a bluff front end, H-pattern daytime running lights, vertical roof pillars, and funky-cool gloss black wheel arch surrounds that make the fenders look beveled and square. To top it all off—literally—there’s a battlement of roof rails standing tall and proud. Despite this squared-off design, the Santa Fe achieves a commendable 0.29 coefficient of drag thanks to air curtains in the front bumper and clever underbody aero management. 

Handsome, tech-focused interior

Inside, the Santa Fe looks a lot like other Hyundai products, especially the top-trim Calligraphy model with its matching 12.3-inch screens for both the instrument cluster and infotainment system. The instrument panel is very rectilinear à la Ioniq 6, although there’s some clear Range Rover influence in the four-spoke steering wheel. The tech suite is familiar, but Hyundai did add one crucial improvement. Wireless Apple CarPlay and Android Auto have finally arrived on the automaker’s larger infotainment screen, made all the better with a pair of wireless chargers located side by side on the console.

Other new tech features include a more advanced version of Digital Key that no longer requires the driver to hold their phone up to the door to unlock or to the dashboard to start the Santa Fe—now you can just leave your phone in your pocket or bag, just like a proximity keyfob. Furthermore, Hyundai promises that Bluelink services will be free with no expiration for the original owner, a nice break from the subscription paywall that some automakers are erecting. Bluelink includes safety alerts and maintenance reminders, as well as smartphone-connected remote start, locking, and unlocking. It’ll also allow owners to set valet and teen-driver parameters for a little extra security and control.

In front of the passenger are three distinct storage areas: an enclosed bin on the dash fascia (with a UV-C sanitizing system on the Calligraphy), a conventional glovebox, and an open slot in between the two. There’s also a floating center console with storage underneath, a dual-action cubby armrest that both front and rear passengers can access, and a drawer-style bin for the second row. Add it all up, and there are plenty of places to stash road snacks, phones, wallets, pocketbooks, handbags, etc. Two USB-C ports appear everywhere on the console, with two more on the front seatbacks for second-row passengers. The third row even gets its own 120-volt inverter to keep devices charged.

Newly standard power and performance

Mechanically, the Santa Fe is hugely improved over its predecessor. For now, the only powertrain available is a turbocharged 2.5-liter four-cylinder, making 277 horsepower and 311 pound-feet of torque and mated to an eight-speed dual-clutch transmission. Front-wheel drive is standard on the SE, SEL, Limited, and Calligraphy trims, with all-wheel drive available as a $1,800 option; the ruggedized XRT trim gets it standard, appropriately enough.

That XRT, by the way, offers Hyundai’s first-ever factory-fit set of all-terrain tires. It also gets 8.3 inches of ground clearance (up from the standard Santa Fe’s 7.0 inches), giving it more under-car room than the Kia Sorento X-Line and Honda Passport Trailsport—though the Subaru Outback still wins with 8.7 inches of ground clearance. The XRT doesn’t include an off-road driving mode, but Hyundai retuned the stability and traction controls for rough-road duty. The Santa Fe’s all-wheel-drive system allows for a 50:50 center differential lock, which is not always common in modern crossovers. 

Within the next few months, Hyundai will release the Santa Fe Hybrid, which will be offered in SEL, Limited, and Calligraphy trims. The electrified crossover will combine a turbocharged 1.6-liter four-cylinder, 44.2-kilowatt electric motor, and 1.5-kilowatt-hour lithium-ion battery to produce a total of 231 horsepower and 271 pound-feet of torque. A six-speed automatic transmission is standard, as is front-wheel drive. All-wheel drive is again a $1,800 option.

What’s it like to drive?

On the open road

Thanks to the crisp-shifting eight-speed DCT and torque-rich engine, the Santa Fe gets up to speed smoothly and quietly. With more than 4,000 pounds to haul around, the powertrain isn’t outrageously fast, but I never felt concerned about making quick two-lane passes on hilly Tennessee backroads. The newly standard turbo engine is a huge upgrade over the 191-horsepower atmospheric 2.5-liter on the old Santa Fe, which felt lethargic when asked to hustle. 

Hyundai paid special attention to noise insulation, knowing that the boxier interior would naturally be more susceptible to booming noises. Yet, even over gritty pavement or gravel, the cabin remains serene and quiet, and the ride is well-damped and smooth. At freeway speeds, wind noise is generally well-controlled, although the elevated roof rails may have contributed to some rushing sounds I heard when traveling above 75 miles per hour. Only the pickiest ears will take umbrage, though.

The front row is very comfortable, especially on the Calligraphy trim that includes heated and ventilated seats, a heated steering wheel, a litany of power adjustments, and lovely Nappa leather upholstery. My driving position never felt quite right, and I found myself wishing the telescoping steering wheel would extend further so I wouldn’t have to scoot closer to the pedals. What’s more, the helm’s angle is slightly bus-like; when adjusted so I could see the entire gauge cluster, I felt like the wheel was angled toward my shoulders, not my chest. Still, I grew accustomed to the reach-rake after several minutes and never felt achy or uncomfortable in my four hours behind the wheel. 

The front right seat of the Calligraphy gets all the same comfort and adjustability as the driver, and occupants of the second-row captain’s chairs enjoy fore-aft and recline adjustments, deployable armrests, and a supportive seat profile to get themselves perfectly situated. The third row is small, and anyone measuring above five feet tall will get intimately acquainted with their knees on a long drive. But for kids, short distances, and emergency carpool situations, the standard way-back is a nice feature to have.

The confident ride begins to erode somewhat as the pace quickens, with some noticeable body lean in sweeping corners. But arguing about quick transitions in a family crossover is decidedly silly, so I’ll just say that the Santa Fe’s competent, sedate handling will inspire neither fear nor enthusiasm. Ditto the feather-light, accurate, and numb steering. It’ll do the job just fine, and that’s all one could expect.

Out in the woods

After several hours in a Calligraphy, I swapped into a Santa Fe XRT for a quick 30-minute jaunt on some of Tennessee’s easier off-road trails. Like other all-wheel-drive Santa Fes, the XRT has downhill assist control and the aforementioned locking center differential, but the real party piece is the all-terrain rubber sourced from Continental. The added ground clearance is a nice boon as well, imparting a bit more driver confidence when traversing the rough stuff.

The first segment of the off-road course was relatively easy, but the second portion included some rivulet crossings that maxed out the Santa Fe’s relatively limited articulation and left a front or a rear wheel hanging in the air. Here, Hyundai’s retuned stability control came good by letting me keep my foot on the throttle and letting the software send power to the wheels on the ground instead of the one in the air. Hard-core off-roading would require a low-range transfer case and more wheel travel, but a fire road or mountain trail needn’t deter the XRT driver from finding that perfect campsite or fishing hole.

A family SUV with some attitude

Whether choosing the value-oriented SE, the loaded Calligraphy, the ruggedized XRT, or anything in between, the 2024 Hyundai Santa Fe is an impressive three-row crossover. Its starting price of $35,345, including destination, is dearer than that of the Honda CR-V, Toyota RAV4, Subaru’s Forester, and Outback, but the Hyundai is vastly more powerful and spacious than those products. Compared to the $42k-and-change Honda Passport, the Santa Fe is both torquier, cheaper, and more efficient, and it offers more cargo room behind the second row and the convenience of a third row when needed. 

Beyond those left-brain attributes, the Hyundai Santa Fe is also interesting to look at. It’s quiet and smooth on the open road, and it appeals differently from its predecessors. No longer bland and blasé, it is yet another boldly styled and well-executed product from the South Korean brand.

Welcome to a new segment on Acceleramota, where we sample popular picks for used cars to see if they’re really all the rage or if they just belong at a junkyard. Today’s pick? America’s compact little sweetheart for hikers, overlanders, outdoorsy folk, and hipsters who just really, really love avocado toast. Say it with me. Subaru. Crosstrek.

They’re everywhere. From down on the Malibu coast to high in the Appalachians, we can’t seem to get enough of Subaru’s plastic-clad Impreza on stilts. And surely, it’s for good reason. Over the course of a day behind the wheel of a Turo rental (plus a healthy serving of research), I sought to discover the appeal of one of Subaru’s hottest sellers and find out if a used Subaru Crosstrek is the move for budget transportation. Time to see how its image stood the test of time and if its actually for real or all a facade.

Skip to section:

• Specs
• Review round-up
• Driving impressions
• Conclusion

Price and specs

Crosstreks come fairly well-appointed across all trim levels and generations. As expected, every Crosstrek rocks a variant of Subaru’s smooth operator of a flat-four, which usually churns out something in the 150-ish horsepower ballpark. Only recently did they make Sport versions available with an enlarged 2.5-liter flat-four pumping out a healthy 182 horsepower and 178 pound-feet of torque. Both current and last-generation cars I’ve sampled prior were base models sporting identical 2.0-liter engines that made 152 horsepower. All Crosstreks rock Subaru’s Symmetric All-Wheel Drive, and all are essentially lifted, plastic-clad Imprezas, built on the same platforms and sporting similar design cues inside and out.

Expect most secondhand Subaru Crosstreks to hover in the mid $10,000 to mid $20,000 range in today’s market, depending on mileage, trim, and condition, of course. You can expect to see first-gen cars trade hands at a far lower price, with dealers asking between $12,000 and $15,000 for seemingly well-kept examples that all sit comfortably above 100,000 miles. Unsurprising, given the nature of these cars. Current-gen cars and the last years of the second-gen cars can easily double those used car prices but often with half the mileage, and lightly-used examples of hot trims like the Sport and Wilderness can hold their value close to, if not a touch higher, than their original MSRP.

First-generation XV Crosstrek (2013 to 2017)

Welp. There she be. The one that started it all. 148 horsepower, 2.0 liters of fury, and unashamedly Impreza styling. Referred to as the “XV Crosstrek” for “crossover vehicle,” it helped amplify and solidify Subaru’s place as a hipster chic adventuring brand and was met with mostly positive reception for delivering ruggedness and versatility with affordability and efficiency in a way few cars did at the time. A less-acclaimed and arguably half-baked hybrid variant existed for this generation, should you want one,

Second-generation Crosstrek (2018 to 2023)

The second-gen continues the trend with little-to-no change in its intended mission. The front fascia got a little more aggro, and that plastic cladding on the fenders got just a tad more pronounced to remind you it still yearns for dusty fire roads and mint chocolate Clif Bars. CarPlay, Android Auto, and EyeSight safety tech join the family, as does a massaged 2.0-liter powertrain that bumps output from 148 horsepower to 152. Torque remains unchanged at 145 pound-feet, but peak power and torque figures hit a couple hundred rpm sooner. Sport models introduce the more desirable, 182-horsepower 2.5-liter engine. A more polished plug-in hybrid model arrived for the second-gen Crosstrek, as well.

Third-generation Crosstrek (2024 to present)

The current generation of the Crosstrek is easily the most vividly styled pick of the bunch and an easy fit for Subaru’s current design language, defined by its skinny headlights, an abundance of sharp creases, and heavily pronounced fender cladding. Powertrains carry over, but the manual gearbox is dead (F in the comments), leaving the CVT as the only option. The vertical 11.6-inch StarLink touchscreen is introduced alongside a more adventurous and off-road-ready Wilderness trim.

Review round-up

Shall we embark on a trip down memory lane for one of Subaru’s most popular offerings? Since 2013, the Crosstrek has earned heaps of praise from consumers and journos alike. Its high ride height provided meaningful clearance for mild off-pavement excursions while serving as the perfect platform for rally and overland builds. Its flat-four powerplants and later plug-in hybrid variant scored proper econobox fuel economy that often beat out EPA estimates, and the Hybrid even delivered a respectable 17 miles of EV-only range. And, of course, there’s its strong value proposition.

As beloved as it was and still is, the Crosstrek is still not without a handful of faults, many of which simply stem from it being an affordable car built to a price point. At $32,000 or less brand new, the touchscreen infotainment systems aren’t regarded as the most reliable or quickest responding, even in newer cars with their Tesla-style vertical screen. Build quality was merely okay, at least early in the cars’ lifespans, with some consumers reporting creaks and rattles popping up over the course of their ownership. And perhaps the most frequent headache of all from journos and owners alike: the powertrains aren’t that powerful, and the base cars are especially slow. Acceleration test numbers for 2.0-liter CVT cars over the years nearly reflect that of more meager econoboxes, like the Fiat 500, Toyota Corolla, or Nissan Sentra.

On the flip side, those meager powertrains motivating the Crosstrek are known to easily match or beat EPA fuel economy estimates. If consumer and auto journo experiences are anything to go by, you shouldn’t have to work too hard to match 29 mpg combined and hover between 33 and 35 mpg on the highway. As I’ve experienced and will soon discuss with you, those economy numbers come shockingly easy.

First, it’s the 2021 Subaru Crosstrek Sport. Over 12 months, we put 16,581-miles on this Impreza-based utility, and averaged 29.9 miles-per-gallon from its 2.5-liter flat-four. Almost exactly what EPA estimates say to expect. This isn’t our first long term Crosstrek, and they’ve yet to disappoint, as there just seems to be something special about it.   While this Crosstrek isn’t the biggest, nicest or fastest long-term test vehicle we’ve ever had, it’s probably in the running for most-loved because it’s just so useful. And while I’m rattling off adjectives, I’ll throw in practical because of things like these spill-resistant, yet stylish StarTex seats. I think the Crosstrek embodies Subaru’s ultra-dependable spirit as well as any model in the lineup. That spirit manifests itself with a great 20.8 cubic-feet of cargo space, sturdy roof rails, 8.7-inches of ground clearance, and hard rubber mats protecting the floors throughout.

MotorWeek staff, MotorWeek 2021 Crosstrek Sport long-term review, May 2022

Plenty of staffers used the Subaru for long trips, and for good reason. Besides the comfort level, the Crosstrek has a large 16.6-gallon tank and delivers 33 mpg on the highway with the CVT. The rear seats are roomy, and the cargo area should be large enough for most. Apple CarPlay (or Android Auto) keeps passengers entertained, and if there is an emergency, simply hit the SOS call button near the map lights. Additionally, even though visibility is good, the added assistance of the large yellow warning light of the blind-spot monitoring system will help keep things safe. If your trip is in the mountains, engine braking is surprisingly strong, and the paddle shifters are responsive.

Micahel Cantu, Motor Trend 2018 Crosstrek long-term verdict, March 2019

 The XV Crosstrek’s handling is essentially transparent. This new crossover goes around corners and in a straight line without making a negative or positive impression, although it is capable enough to handle aggressive driving. The electrically assisted steering is accurate if somewhat uncommunicative, the braking is without drama, and the ride is closer to that of a family sedan than a four-wheel-drive soft-roader.

Fred M.H. Gregory, Car and Driver 2013 XV Crosstrek instrumented test, January 2013

We encourage all prospective Subaru buyers to be wary on test drives, as nearly all of the company’s cars feature aggressive throttle tip-in that gives the impression of eager off-the-line acceleration as soon as you touch the gas pedal. But while the Crosstrek might feel zippy around town, the powertrain quickly runs out of steam when tasked with merging or passing on the highway. Depress the pedal farther into its travel and you’ll soon find that there’s not much additional grunt to be had.

Joey Capparella, Car and Driver 2018 Crosstrek intrumented test, February 2018

This really is the little car that could. Both of my Crosstreks have been used to the max; pulling a trailer, loading kayaks, and hauling large dogs. While it doesn’t go from 0-60 lickety split, once its cruising at 70 mph, it really can pick it up to 85 quickly. Gas mileage has been consistently good. The cargo area is deceiving, with the back seats down the space is huge, I have hauled my large working dog in his crate on a daily basis, I have car camped fully stretched out (5’7″), and I have loaded my market stall with canopies and tables and bins. The Crosstrek does it all. The seats are comfortable. The center console could be better. Having a removable rubber insert like Volkswagen would be great for keeping it clean. There are two plugs for 12V or USB; one in the console, one under the dash. There is an adequate light in the cargo area and tie downs on each side. If I had any complaints, it would be the paint chips pretty easily. Most of my driving is highway so I’ve had my share of rocks from trucks. Also, the headlights could be brighter. I love this little car and won’t be switching brands anytime soon.

Consumer review on 2019 Crosstrek, Kelly Blue Book

I love my Crosstrek, I really do. I love the performance and gas mileage it gets. It is the perfect size for what I need it for… But ever since it hit 5 years old things have been starting to go. It started off with my steering wheel peeling, then it was the driver side back door automatic lock stopped working, and now the passenger side isn’t working. ($700 each to fix so I am not having that done). Then my horn stopped working but it wasn’t due to something simple like the actual horn or a fuse. It was the clockspring, a part I didn’t even know existed. I don’t have that many miles. At a little over 6 years old, the car has 72,217 miles, not high for its age. I was already worried about what might go next, and then I heard about a friend of mine whose 10-year-old Subaru with 182k miles needs a new transmission. My first car was a Subaru; it had belonged to my grandmother and then my sister, who I bought it off of. It was 15 years old by the time I got it and nothing was wrong with it. I know Subaru’s reputation, but it seems like maybe the quality isn’t as good as it used to be.

Consumer review on 2016 Crosstrek, Kelly Blue Book

Feels like they cut cost . My 2017 was nicer. Bigger. Better made. I don’t like the big box in the windshield by the top of mirror. I don’t like the navigation system. Seats are smaller. It cost too much for what you get. I’m disappointed.

Consumer review on 2024 Crosstrek, Kelly Blue Book

First off, if your looking for a drag car, look elsewhere. That being said, so far, it is priced extremely well for an AWD/off-road capable/overland-excelling vehicle. Comfort and style are great but lacks lower lumbar support, so if you need that, you may want to look elsewhere. Three-month ownership, love the vehicle. Wish I could default the car into Sport mode rather than having to turn it on every ignition. Short-term ownership. Slap some Maxxis Razor ATs on and rejoice that if you get in a gridlocked situation on the highway, you’re just a left turn through 90% of the medians away from freedom. If safety is at all close to the smaller brother of the Impreza, which I unfortunately was in a high-speed deer strike. Rest easy, I’ve never driven any vehicle that reduces the impact as a Subaru. Frankly amazing and well-earned, top-notch safety ratings

Consumer review on 2021 Crosstrek, Kelly Blue Book

Other than plasticky tinker toy construction and wheezy engines, the Crosstrek remains in good standing with most who cross paths with it. For the most part, reliability seems to be stout, with owners reporting Crosstreks easily scooting well into the 100,000-mile range with only bare basic maintenance. However, other owners report abnormal oil consumption or premature CVT problems that aren’t replicated by a substantial chunk of the community. It could simply be a lack of maintenance or an overly stressful life under some folks’ ownerships, however, so buyers beware.

As one owner who was aware of the issues but never experienced them and couldn’t discern causes of failure summarized: just take care of your car.

Driving impressions

A reasonably tech-laden econobox

Alrighty. My turn.

My time with the Crosstrek has been limited to two iterations: a fairly spartan 2021 second-gen car and a similarly-specced 2024 third-gen model. Both were saddled with Subaru’s Symmetric AWD, 2.0-liter flat-four, and their respective versions of Subaru’s StarLink infotainment systems. I say that with air quotes as they’re fairly comprehensive and feature-rich for what are ultimately lifted hatchbacks that start well under $30,000.

Second-gen Crosstreks feature a 6.2-inch touchscreen, with a 7.0-inch one available on higher trims. Second-gen Crosstreks also donned wired Apple CarPlay and Android Auto that, in my experience, worked about as flawlessly as you’d imagine. Although the base 6.2-inch units are a tad small and can be a bit tricky to read, they’re always within easy reach.

The 2024 car I had recently sampled marks the start of a new generation of Crosstrek and, in doing so, ditches Subaru’s smaller screens and auxiliary dash-mounted info display in favor of a vertical touchscreen plucked straight from an early-year Tesla Model S. Featured in Premium models and up, it measures 11.6 inches and can display climate controls, which are complimented with a few hard buttons, CarPlay, radio, and vehicle settings. Some users have reported incessant lag and latency, but I found the system in this 7,000-mile loaner to be decent enough for what it is. If anything, I’ve only really noticed a split-second delay between tapping the screen and it actually doing something. Could be better. Could be worse.

But of course, I can talk tech without talking about what makes Subaru a Subaru. No, not love. I mean a smorgasbord of handy safety goodies all packaged into this plastic-clad gift basket. That includes backup cameras, pre-collision braking, blind-spot monitoring, lane centering, and adaptive cruise control; all worked intuitively and inoffensively, never screaming at me with loud beeps or yanking the wheel with enough force to send me into the next lane over. Subaru EyeSight is certainly one of the best in the biz at one of the best price points around. It was an add-on in Premium and Limited-trim second-gen cars between 2018 and 2023, now made standard for 2024, including the stripped-down Base trim. Yes, it’s actually called “Base.”

First-gen cars, while mechanically near-identical, never received CarPlay or Android Auto, and were never offered EyeSight safety goods until 2015. So be aware of that while shopping.

A smooth (and sporty) operator

The Crosstrek continues to impress on the open road. I can’t personally attest to the Crosstrek’s off-road prowess, but I’ll take the word of literally everyone else around me, including the legions I often see flooding the trails at nearby campgrounds and national parks. But as an urban runabout and highway cruiser, the Crosstrek was a shockingly competent companion. Road trips? Commutes? Parking garages? Hell’s Revenge, apparently? No problem. None at all.

Well, unless you have to pass a semi on the I-15 when you’re already going 80 mph but traffic speed is freaking 95. Then the mopey CVT and modestly-powered 2.0-liter base engines start to show their weaknesses. But I suppose that’s the cost of achieving 35 mpg on the freeway in my hands and averaging over 31 mpg on my mostly-highway loan with the 2024 car.

Around town darting from light to light, the CVT does an ample job at simulating short “gearing,” making ample use of the flat-four’s torque and making the Crosstrek feel far more athletic and lively at lower speeds. Dare I even say this thing is quite fun to drive? While I haven’t sampled one yet, I’m eager to sample the reportedly transformative 2.5-liter mill in a Sport or Wildnerness model.

The high-riding Subie’s mild playfulness is amplified by the car’s surprisingly composed and nimble handling, keen to turn into corners at your local mountain pass and only feeling neutered by the eco-minded all-seasons. Steering is appropriately weighted and accurate, although it’s a little light for my tastes. But that just makes it a sweetheart in parking lots. Ride quality is as supple and smooth as the powertrain. While the Crosstrek is on the smaller side, a sizable wheelbase and fat sidewalls absorb most impacts well and make any speedbump more of a suggestion than anything else. A blue-collar rally car you can drive every day, indeed.

Neither of the two variants I drove exhibited any of the interior rattles that people had mentioned in consumer reviews. But if their word and my own BRZ are any indicator, it’s only a matter of time until a couple faint ones pop up. Unfortunately, we can never expect total perfection at this price, and an econobox will always do econobox things.

Should you buy a used Crosstrek?

Should you even bother? Well, like any car, that depends. I’ve inferred this since the first generation Crosstreks dropped in 2013, and I can confirm it now after driving two of the suckers. The Subaru Crosstrek may very well be among those jack-of-all-trades cars that are almost perfect at almost everything.

They’re fun and lively to drive for what they are while still returning superb fuel economy, comfort, and practicality in a nimble package that’s as affluent with adventuring as it is with commuting. Go to the trails. Go to Whole Foods. The Crosstrek will do it all eagerly and efficiently. Conversely, nothing hides that it’s a cheapo hatchback with cheapo plastics and silky-yet-asthmatic powertrains, and those looking for more ruggedness will be better served by real crossover SUVs or a compact pickup truck.

Is fun-sized versatility your jam? Is that what you need for your life? Only you can decide that for yourself. I’m just a messenger. But I hope the message I deliver here is clear: So long as you take the Crosstrek for what it is and don’t pretend it’s something it’s not, you’ll easily see that it’s a wonderful, wonderful, wonderful car with a great spread of talents at an agreeable price point, new or used. And in an age where many of us don’t have the disposable income for a second or third car, perhaps that affordable jack-of-all-trades approach is what we need more of.

The longtime knock against Lamborghini’s Urus SUV has been that buying an Audi RSQ8 delivers seven-eighths of the car for about half the money. Not that such things bug Lambo owners, but what if the all-electric Q8 e-tron with gobs of low-end torque could keep up while drag racing against an Urus?

Now, Audi sells a re-named version of the EV formerly known as e-tron. The newly minted Q8 e-tron comes with the choice between a Sportback roofline or a taller SUV canopy that cuts into range estimates ever so slightly. Neither, however, can hold a candle to a Lamborghini Urus in a straight line or while canyon carving and unimpressive EPA range numbers for both are something of a bummer—but that’s not the point here. 

Instead, Audi clearly built the Q8 e-tron hoping to entice any lingering holdouts among luxury urban buyers looking for the perfect EV to haul the fam, go grocery shopping, or take out for nights on the town. And in those regards, this luxury SUV from Audi—which just happens to be electric—absolutely nails the brief.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• The urban luxury EV
• Power and range
• Conclusion

Price & Specs

Audi Q8 e-tron exterior design

The Q8 e-tron’s styling winds up simultaneously similar to both the former e-tron SUV and all the Q8/SQ8/RSQ8 siblings. Not quite as aggressive as the range-topping RSQ8—nor the Urus, obviously—the electric version still sports subtle fender flares and a statuesque profile, especially with the air suspension pumped up to the highest setting. A closed-off grille and lack of exhaust tips serve as the main hints that an electric drivetrain hides beneath the crispy skin.

This loaner from Audi arrived in a spectacularly understated “Plasma Blue Metallic” paint job (a $595 option well spent) that approaches shades of matte Nardo Blue in some lights with a hint of sparkle in others. And the 21-inch wheels might look simple from afar, but a closer inspection reveals pure sculptural art in rolling form.

Q8 e-tron pricing breakdown 

The base Q8 e-tron starts at $74,400 before options and a $1,195 destination charge. Standard equipment includes a 114-kWh lithium-ion battery, dual motors for single-speed Quattro all-wheel drive, and adaptive air suspension that raises and lowers the body depending on selection of drive modes. Ticking the box for the most opulent “Prestige package” adds another $10,400 to those numbers, which explains most of this loaner car’s $88,990 MSRP along with the Black optic package (another $2,000) and rear side airbags ($400).

Two years of free charging at Electrify America also come standard, and Audi’s four-year/50,000-mile warranty applies to everything on the car. To true buyers rather than lessors, the high-voltage battery is covered by an eight-year/100,000 warranty.

Q8 e-tron interior and tech

As usual for Audis since the first-gen TT back in 1998, the Q8 e-tron’s interior design stands out from the bland, overly plasticine era overtaking most luxury automakers. Plenty of leather and brushed trim abounds, though a few pieces of piano black plastic have snuck in here and there. Otherwise, the deft application of angularity and ergonomics leaves most controls sufficiently intuitive and satisfying to operate—other than the distant volume control knob, that is, another Audi standard for the past decade or so.

But maybe the highlight of the entire driving experience so often goes overlooked: the steering wheel. The Q8 e-tron sports a four-spoke design that offers multiple comfortable hand placement options, with minimal buttonry to get in the way. Then there are the seats, quite possibly some of the best in existence, and obviously equipped with heating, ventilation, and surprisingly firm massaging functions.

Onboard tech, however, falls a bit short by most modern EV standards. Sure, the dual touchscreens for climate control and infotainment require a pleasing amount of haptic pressure to actually make selections—but not always, sometimes only a light touch does the trick. For some reason, however, the Q8 e-tron forgets drive modes regularly enough to approach annoyance, requiring the constant selection of regen settings via paddle shifters even after just turning the adaptive cruise control on or off. 

Lane keep assist also intrudes regularly, the seats find new positions upon every start-up (which might change for a more permanent owner using a consistent key), and the range estimate seems to vary wildly. Did the engineering team truly need to reinvent the shifter for the umpteenth time? 

An EV for the last urban luxury holdouts

Slipping into the Q8 e-tron for the first time, a sense of serenity and confidence emanates from the entire interior. Luxury buyers not accustomed to the more typical over-technologized interiors of most other EV options might even be forgiven for struggling to recognize a difference between the controls for an internal combustion or all-electric Q8. Hell, there’s even a stop-start button!

Most importantly, anyone still poo-pooing the Q8 e-tron’s range estimate of 285 miles needs to take that initial impression into more consideration. The whole point of this car, clearly, is to convert any stubborn holdouts who simply don’t want to shift their thinking too much while making the switch to electrification. Audi even withheld aggressive regeneration, which means the Q8 e-tron cannot be driven in a full one-pedal mode. 

Otherwise, the gauges and dash seem very familiar, halfway between an Urus and other Audi models. The interior even smells similar to a first-gen TT or a 2016 A3, despite the lack of gasoline, gear oil, and belts to warm up on a cold day. Similarly, the gauges offer multiple customizable readouts for either more or—to the point—less EV-specific information. 

But the Q8 e-tron still prioritizes the benefits that electric cars offer, too. The large and spacious interior allows for plenty of legroom in the second row, which, when folded down, then opens up to a cavernous cargo area big enough for ski bags or bicycles. Even more importantly, this thing rides so damned quiet that the lack of sound can almost get creepy. Zero tire or wind noise until about 75 miles an hour absolutely bedevils the mind, especially compared to other EVs not named Lucid. Talk about NVH as a priority.

And the suspension rides in god mode, insanely smooth, given 21-inch wheels and 265-mm wide Hankook eco tires. Everything from asphalt ripples to pavement cracks and speed bumps simply evaporates. Only the most unpredictable road surfaces create the occasional rafting sensation when one wheel popping upward forces the entire skateboard chassis to lift noticeably.

Power and range in line with ICE performance

For any EV aficionados, however, the Q8 e-tron’s power and range wind up on the slightly disappointing end, without a doubt. The dual electric motors deliver plenty of peppy acceleration, from a standstill or while passing at highway speeds, but nowhere near the neck-snapping jerk of other EVs at similar, and even lower, price points. Typically featherweight Audi steering actually becomes slightly firmer on center, then lightens up while whipping around corners. But those eco tires start to squeal early when pushed hard.

Switching between drive modes lifts the suspension’s ride height while adjusting throttle response and traction control modes. Out on the dirt roads of Johnson Valley, raised all the way up in “offroad” mode, the prospect of puncturing a low-profile tire prevented any true Quattro rally-racing shenanigans. And yet the air suspension and dampers still gobbled up washboards on rough graded surfaces with ease.

Most of the time, the Q8 e-tron putters around happiest in “efficiency” mode, which dulls down throttle response and lowers the suspension to minimize aero drag and maximize range. But on the drive out to Johnson Valley, the onboard range estimate’s programming almost immediately caused some serious range anxiety.

Theoretically, a 99% full charge with 280 miles of range remaining should be plenty to drive 135 miles at highway speeds. Yes, EVs run most efficiently in stop-and-go traffic, but come on now. Instead, almost immediately, the Q8 e-tron started eating through miles of range—to the point that only 20 miles into the drive, the estimated range left only 90 miles to spare. This is despite purposefully staying below 80 miles per hour.

Switching to Audi’s onboard MMI navigation, rather than using Waze through wireless Apple CarPlay, seemed to change the estimated range available as the computer took into consideration traffic and elevation changes. Around 65 miles later, with about 154 miles of range remaining, the situation started to plateau. But then, driving up the 15 Freeway towards Victorville restarted the range, plummeting to the point that hypermiling behind semi trucks seemed prudent (while searching for nearby Electrify America charging stations to use those two years of free charging).

Back at speeds below 60 miles per hour on State Route 247, the dissolving range once again settled down. Upon arrival at Johnson Valley, the range estimate still read 78 miles remaining. And then, on the last leg of the drive home, the remaining range actually increased over the total course of a 90-mile journey. Such wild fluctuations in Audi’s ability to predict range might not affect city slickers quite so much, and presumably, a family spending $90,000 on an EV commuter owns another car for road-tripping. But still, better programming would be nice—or maybe Audi just believes in ceding all trust to the machines.

In town, while charging regularly at home or at the occasional fast charger, those 280 miles of range should serve 99% of owners just fine. Most range anxiety, after all, comes from false promises of a life lived on the adventurous edge. Even without a pre-conditioning button to push, the Q8 e-tron topped up from 66% to an overstuffed 99% at an Electrify America charger in Culver City in just 55 minutes. Not bad.

A few other general gripes might require a longer adjustment period than the mindset shift to EV life. Audi’s extremely aggressive driver aids—similar to the Urus, in fact—will absolutely yank the car away from lines on the road, to the point of pulling tires well into dangerous areas or cutting off lane-splitting motorcyclists regularly. (A button on the turn signal stalk turns off lane-keep assist, which cannot be controlled by any of the various settings deep in the MMI system either.) Automatic emergency braking can also sound and feel similar to tapping bumpers while parallel parking, partially because tipping into the go pedal afterward requires a bit more toe due to EV regen. 

Lastly, the MMI regularly disconnected the entire smartphone interface with a warning banner, which required turning the car off and then on again, then re-connecting the Bluetooth (only possible when fully stopped, of course). This might just as likely be Tim Cook punishing any older iPhone users, though…

Can luxury be defined at the right price?

In reality, nobody will mistake a Q8 e-tron for a Lamborghini Urus, and not just because of the mild EV whine. But similarities across the entire Volkswagen AG conglomerate do shine through, mostly for the better. 

The question of Porsche’s newly announced Macan EV then starts to crop up. Sure, the Q8 e-tron is bigger by a fair amount, but the Macan’s 380-mile range capability adds to the impression that this Audi hails from a previous generation of electric vehicles—which it does.

And yet, for the refined urbanite waiting to make the jump to an EV without giving up the familiarity of ICE cars, regardless of newfound nomenclature, the Q8 e-tron remains a solid option that delivers most of Audi’s strengths with just a few of the old weaknesses cropping up. In an increasingly crowded electric crossover-SUV market, such steadfast engineering likely combines the right attributes at the right price to stay fairly popular for the foreseeable future.

The number of new electric models is exploding, but like gas vehicles, some are great and others leave something to be desired. We’ve had a chance to drive several of the year’s best EVs and have come up with a list of the best electric models we’ve driven so far this year! Do any of these fine science projects on wheels tickle your fancy?

We’ll update this list as the year goes on and we get our hands on newer vehicles, but let’s get rolling to see our current favorites.

Hyundai Ioniq 5

Starting price: $41,650

Horsepower: 168 to 320 hp

Torque: 258 to 446 lb-ft.

Combined MPGe: 99 to 114 mpge

Battery Capacity: 58 to 77.4 kWh

Range: 220 to 303 miles

IIHS Top Safety Pick? Top Safety Pick +

The Hyundai Ioniq 5 combines retro-futuristic styling with advanced driver aids and smooth, silent acceleration. It operates on an 800V electrical architecture, enabling blazing-fast charging, and it can travel up to 303 miles on a charge in its most generous configuration. While all-wheel drive is available, the most efficient and longest-range models are those with rear-wheel drive. The Ioniq 5 has a smooth ride and refined operation, and while it’s not the most powerful or exciting EV on the market, it’s certainly tuned for comfort and delivers on that promise.

Hyundai’s tech isn’t as fancy or flashy as others, but it gets the job done and makes interacting with the vehicle a pleasure. The EV comes standard with a 12.3-inch touchscreen and a 12.3-inch digital gauge cluster that offers Apple CarPlay and Android Auto, Bluetooth, HD radio, SiriusXM, and more. Additionally, the Ioniq 5 earned a Top Safety Pick from the IIHS in 2023.

Kia EV6

Starting price: $42,600

Horsepower: 167 to 576 hp

Torque: 258 to 545 lb-ft.

Combined MPGe: 83 to 117 mpge

Battery Capacity: 58 to 77.4 kWh

Range: 218 to 310 miles

IIHS Top Safety Pick? No

The Kia EV6 shares a platform and much of its underlying technology with the Hyundai Ioniq 5, though it presents unique styling and a hotter performance variant in the EV6 GT. The 800V architecture it features enables a 10 to 80 percent charge in as few as 18 minutes using the fastest chargers available. All configurations offer healthy acceleration, but the EV6 GT’s prowess rivals that of some supercars. At the same time, the SUV has engaging handling and can hold its own in corners. It’s a little tightly wound, but most will find the ride quality agreeable. 

Psst. To any speed junkies here, note it’s the only Korean EV available with that hotted-up, sports car-fighting powertrain option. Or at least it is until Hyundai drops the Ioniq 5 N on our shores. But until then, it’s an EV6 GT or bust!

Like Hyundai, Kia focuses on functionality over flashiness in its infotainment systems. It also offers two 12.3-inch screens, along with Apple CarPlay and Android Auto, 14 speakers, wireless charging, navigation, and more. It earned a Top Safety Pick in 2022, but the IIHS hasn’t yet smashed it in the newer, tougher side-crash tests.

Ford F-150 Lightning

Starting price: $49,995

Horsepower: 452 to 580 hp

Torque: 775 lb-ft.

Combined MPGe: 66 to 70 mpge

Battery Capacity: 98 to 131 kWh

Range: 230 to 320 miles

IIHS Top Safety Pick? No

Ford wasn’t the first to market with an electric pickup, but it hit the market hard with the F-150 Lightning — a normal-looking, full-sized truck that is surprisingly capable and demonstrates decent range. Though it has raised prices and struggled to keep up with demand, Ford configured the truck to be as familiar as possible for everyday buyers, and the Lightning delivers on that goal. It offers fantastic interior space and comfort and plenty of available tech – including BlueCruise hands-free driving. Though its range extends to 320 miles, towing and hauling heavy loads has an outsized impact on the distance it can travel, but 66 to 70 mpge combined is still pretty darn good for what it is.

Ford’s excellent Sync infotainment system runs on a 12-inch touchscreen, and the truck comes standard with a 12-inch digital gauge cluster. Buyers can upgrade to a massive 15.5-inch display, and other options include wireless charging, HD radio, and SiriusXM radio. Though it missed out on a Top Safety Pick, the Lightning comes standard with a load of advanced safety kit, including blind spot monitoring, rear cross-traffic alerts, lane keep assist, and more.

All said and done, it’s a fairly well-equipped and heavy-hitting product, even if it can get egregiously priced near the top of its trim levels. And sure. Although, it’s clearly not ideally sized for urban environments, don’t let a little girth deter you from an otherwise compelling product, especially if utility is a huge plus for you.

Mercedes-Benz EQS

Starting price: $104,400

Horsepower: 355 to 649 hp (751 hp w/ boost)

Torque: 417 to 700 lb-ft. (752 lb-ft. w/ boost)

Combined MPGe: 76-96 mpge

Battery Capacity: 108.4 kWh

Range: 280 to 352 miles

IIHS Top Safety Pick? Not yet tested

The Mercedes-Benz EQS is a flagship electric sedan from the luxury brand that offers futuristic tech, striking style, and an available AMG variant with breathtaking performance. No matter the powertrain choice, the car carries itself with authority and composure. It remains comfortable over various road surfaces and is surprisingly capable in the corners. At the same time, the interior remains quiet, and the car feels like an S-Class Mercedes at all times.

Mercedes offers a serious array of tech in the EQS, including standard 64-color ambient interior lighting and a 12.3-inch digital gauge cluster. Though optional before, the expansive Hyperscreen system now comes standard, bringing a 17.7-inch touchscreen and a 12.3-inch passenger display. The EQS comes standard with blind spot monitoring, rear cross-traffic alerts, pedestrian and cyclist detection, forward and rear automatic braking, and more.

Nissan Ariya

Starting price: $43,190

Horsepower: 214 to 389 hp

Torque: 221 to 442 lb-ft.

Combined MPGe: 87 to 101 mpge

Battery Capacity: 63 to 84 kWh

Range: 205 to 304 miles

IIHS Top Safety Pick? Top Safety Pick +

Nissan had delays with its new EV, the Ariya, but it landed in 2023 with a decent range and impressive horsepower. Acceleration feels solid, though the front-wheel drive model takes more than seven seconds to reach 60 mph. The all-wheel drive configuration is considerably quicker, making the run in 5.5 seconds, and the SUV manages itself well on the road. Braking and steering are confidence-inspiring, and the Ariya holds its own in the corners.

Nissan equips the Ariya with a standard 12.3-inch touchscreen running wireless Apple CarPlay and Android Auto. A Wi-Fi hotspot, HD radio, Amazon Alexa capability, and much more also come standard. The Ariya has a solid list of standard safety equipment, though the IIHS hasn’t tested it yet. It’s equipped with blind spot monitoring with rear cross-traffic alerts, lane departure warnings, pedestrian detection, automatic high beams, a rearview camera, parking sensors, and driver attention warnings.

Genesis Electrified G80

Starting price: $79,825

Horsepower: 365

Torque: 516 lb-ft.

Combined MPGe: 97 mpge

Battery Capacity: 87.2 kWh

Range: 282 miles

IIHS Top Safety Pick? Not yet evaluated under new criteria

Genesis took a tried-and-true approach with the Electrified G80, fitting batteries and an electric motor to the gas model’s body. The results are impressive: 365 horsepower, 282 miles of range, and all the luxury ride quality anyone could want. The car retains its flagship sedan feel, and the silent electric drivetrain offers strong acceleration and smooth operation. It’s not the most agile option around, but the car’s extreme level of comfort is a substantial consolation prize.

The Electrified G80 gets a 14.5-inch touchscreen, Apple CarPlay and Android Auto, 12 speakers, dual-zone automatic climate controls, a digital gauge cluster, and USB inputs. A 12.3-inch gauge cluster is available, along with wireless charging and an upgraded Lexicon audio system. The Electrified G80 earned a Top Safety Pick + in 2022 but hasn’t been subjected to the new, more intense side-crash tests. 

Cadillac Lyriq

Starting price: $58,590

Horsepower: 340 to 500 hp

Torque: 325 to 450 lb-ft.

Combined MPGe: 89 mpge

Battery Capacity: 102 kWh

Range: 307 to 314 miles

IIHS Top Safety Pick? Not yet tested

The Lyriq is Cadillac’s first EV, riding on GM’s advanced Ultium platform. And while not everyone on board Acceleramota seems to love it, there’s no denying what it has to offer GM fans. It offers up to 500 horsepower, and even the base configuration brings 340 ponies to the table. Acceleration isn’t exceptionally thrilling, but the SUV delivers refined power and good handling. It’s also every bit a Cadillac, bringing a smooth driving experience and a stable ride quality. The Lyriq’s one-pedal driving function works well, and standard braking feels solid.

The Lyriq’s dash is adorned with a massive array of screens, collectively spanning thirty-three inches, and equipped with wireless Apple CarPlay and Android Auto, Bluetooth, multiple USB ports, seven speakers, and more. Additionally, Cadillac includes ambient interior lighting, an AKG premium stereo, and a panoramic sunroof. Though it hasn’t been evaluated by the IIHS yet, the Lyriq comes standard with a vibrating safety alert seat, lane departure warnings, pedestrian and cyclist detection, blind spot monitoring with rear cross-traffic alerts, automatic emergency braking, and forward collision warnings.