Tag Archives: SUVs

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

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

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

(Editor’s Note: Updated April 15, 2024. See updated pricing and new or refreshed offerings from BMW, Buick, Chrysler, GMC, Audi, Acura, and Land Rover!)

Skip to featured manufacturers:

• Acura
• Audi
• Buick
• BMW
• Jeep
• Cadillac
• Chrysler
• Hyundai
• Mazda
• Alfa Romeo
• Honda
• Nissan
• Toyota
• Kia
• Subaru
• Chevrolet
• GMC
• Dodge
• Volkswagen
• Ford
• Volvo
• Mercedes-Benz
• Porsche
• Land Rover
• Other brand partners and subscription deals

Acura deals and finance offers

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

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

Acura Integra: see prices at CarGurus

Audi deals and finance offers

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

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

Audi Q5: see prices at CarGurus

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

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

Audi A3: see prices at CarGurus

Buick deals and finance offers

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

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

Buick Envista: see prices at CarGurus

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

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

Buick Envision: see prices at CarGurus

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

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

Buick Enclave: see prices at CarGurus

BMW deals and finance offers

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

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

BMW i4: see prices at CarGurus

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

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

BMW X1: see prices at CarGurus

Jeep deals and finance offers

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

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

Jeep Renegade: see prices at CarGurus

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

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

Jeep Wrangler: see prices at CarGurus

Cadillac deals and finance offers

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

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

Cadillac CT4: see prices at CarGurus

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

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

Cadillac XT4: see prices at CarGurus

Chrysler deals and finance offers

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

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

Chrysler Pacifica: see prices at CarGurus

Hyundai deals and finance offers

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

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

Hyundai Elantra: see prices at CarGurus

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

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

Hyundai Kona: see prices at CarGurus

Mazda deals and finance offers

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

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

Mazda CX-30: see prices at CarGurus

Alfa Romeo deals and finance offers

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

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

Alfa Romeo Guilia: see prices at CarGurus

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

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

2024 Alfa Romeo Tonale: check local availability

Honda deals and finance offers

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

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

2024 Honda Accord: Learn more at CarGurus

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

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

Honda CR-V: see prices at CarGurus

Nissan deals and finance offers

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

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

Nissan Altima: see prices at CarGurus

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

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

Nissan Sentra: see prices at CarGurus

Toyota deals and finance offers

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

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

Toyota Highlander: see prices at CarGurus

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

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

Toyota RAV4: see prices at CarGurus

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

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

Toyota Camry: see prices at CarGurus

Kia deals and finance offers

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

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

Kia Carnival: Learn more at CarGurus

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

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

Kia EV6: see prices at CarGurus

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

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

Kia Forte: see prices at CarGurus

Subaru deals and finance offers

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

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

Subaru Outback: see prices at CarGurus

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

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

Subaru Crosstrek: see prices at CarGurus

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

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

Subaru Impreza: see prices at CarGurus

Chevy finance deals and offers

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

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

Chevrolet Malibu: see prices at CarGurus

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

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

Chevrolet Blazer: see prices at CarGurus

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

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

Chevy Bolt EV: learn more at CarGurus

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

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

Chevy Camaro: learn more at CarGurus

GMC deals and finance offers

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

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

GMC Canyon: see prices at CarGurus

Dodge lease deals and finance offers

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

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

Dodge Charger: see prices at CarGurus

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

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

Dodge Challenger: see prices at CarGurus

Volkswagen lease deals and finance offers

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

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

Volkswagen Tiguan: learn more at CarGurus

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

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

Volkswagen Jetta: see prices at CarGurus

Ford lease deals and finance offers

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

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

2023 Ford Escape: learn more at CarGurus

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

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

Ford Explorer: see prices at CarGurus

Volvo lease deals and finance offers

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

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

Volvo V60 Cross Country: see prices at CarGurus

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

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

Volvo S60: see prices at CarGurus

Mercedes lease deals and finance offers

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

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

Mercedes S-Class: see prices at CarGurus

Porsche lease deals and finance offers

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

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

Porsche Taycan: Learn more at CarGurus

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

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

Porsche Macan: see prices at CarGurus

Land Rover deals and finance offers

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

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

Land Rover Defender: see prices at CarGurus

Best car subscription deals

Finn | $200 off first month

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

Finn: shop new inventory

Car accessories, merch, and collectibles

RevMatch | 15% off ANY coffee bag

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

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Acceleramota Merch | 20% off

Promo code: INSTANTTORQUE20

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

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

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

Oh shit. That’s not good, is it?

Toyota 4Runner: see prices at CarGurus

Now there are two of them?

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

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

How 4Runner sibling story last played out

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

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

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

What does the duo look like now?

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

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

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

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

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

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

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

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

Toyota Land Cruiser: see prices at CarGurus

How the Land Cruiser and 4Runner will get along

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

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

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

Auto shows are in full swing. Manufacturers drop press release after press release. Suddenly, it seems like the car industry has almost finished healing from its ransacking at the hands of COVID and supply chain shortages, and new cars are more abundant and more alluring than ever. Affordable cars, dream cars, daily drivers, and high-performance piss missiles, oh my! It’s a fun, if polarizing, time to be a car nerd or even just a new car buyer, so let’s take a peek at some of the hottest new cars worth looking out for in the foreseeable future.

Genesis Magma lineup

Car gods, be praised! We whined, and they listened. Genesis has finally unveiled concepts for the Magma family, its future high-performance lineup in the same vein as BMW M, Mercedes AMG, Lexus F, and Audi Sport GmbH. Details of the cars are unknown, but there will be a mixed crop of EV and gasser Magma cars. First to hit the scene will be a full-production GV60 Magma EV and the limited-run G80 Magma Special.

2025 Toyota 4Runner

After a quintillion years in car years, the current-gen Toyota 4Runner will soon be the outgoing one, as Toyota teased an all-new iteration on their social media. Details are scarce other than a close-up image of the tailgate badge and the knowledge that it’ll most likely be based on the same architecture underpinning the Tacoma and Land Cruiser. Expect a 2024 reveal and a 2025 product release, as well as carryover 2.4-liter turbocharged hybrid and non-hybrid powertrains from the Taco and Land Cruiser.

Ready for a new ride? Start your search at CarGurus

2025 Porsche 911 hybrid

Unlike most of the cars here, the 911 hybrid has not been officially revealed or teased in any capacity. But it’s coming. Test mules have been spotted meandering around Europe. Their appearances have only gotten more frequent with the turn of the new year, and some claim that we should expect an official debut come summer of 2024 when the 992.2 facelift arrives for the 2025 model year. We expect a 911 Hybrid to rock a turbocharged flat-six and a small lithium-ion battery driving all four wheels and enabling some trick torque vectoring.

Kia K5 hatchback (wagon)

Just look at it. Isn’t she a beauty? An affordable wagon. Leave it to the Koreans to at least style a car in a manner that at least exudes the vibe of upscale-ness, inside and out, even if we know it’ll be built to a low price point to sell at a low price point. Expect the standard K4 sedan’s naturally-aspirated 2.0-liter four pushing 147 horsepower and 132 pound-feet through a CVT and its 1.6-liter turbocharged powertrain pushing 190 horsepower and 195 pound-feet through an eight-speed auto.

2025 Ford Mustang GTD

I know it’s probably beating a dead ‘Stang by now, but the GTD isn’t out yet! And it’s no less cool moseying around from rotating auto show pedestal to rotating auto show pedestal. For the seventeenth time, bask in its GT3 race car-inspired, soon-to-be-Nürburgring-lapping glory as Ford’s new six-figure halo car for Mustang and motorsports fans alike. Ford aims for 800 ponies out of the GT500-derived 5.2-liter supercharged V8 and a sub-seven-minute ‘Ring time.

‘Electrified’ Honda Prelude

Like the 911 Hybrid, the Prelude’s specs are all up in the air. But we know it’s coming. It has to atone for the death of the Accord and Civic coupes and the rise of the GR86/BRZ and Nissan Z. The concept shows off Michelin tires surrounding some stout Brembos, and maybe there’s even a hybridized Civic Si or Civic Type R motor under that hood.

2024 Dodge Charger

Considering Dodge’s recent moves toward electrifying its lineup, starting with the Dodge Hornet R/T, it’s no surprise that the new Charger Daytona swaps its iconic Hemi V8 for a 400-volt EV powertrain. For car enthusiasts, though, nothing quite matches the resounding charisma of an internal combustion engine. And they can still get that with the Hurricane-equipped Six Pack variant.

2025 Hyundai Ioniq 5 N

In a piece for TechRadar, Leon Poultney called the Hyundai Ioniq 5 N “the first genuinely fun EV.” And he’s not alone. While I haven’t had the chance to drive one,  in my New York Auto Show demo ride, I was blown away by how well it simulated the experience of being in a gas car—minus the carbon emissions.

2025 Ram 1500 Ramcharger

I’m no truck guy, but the powertrain Ram conceptualized for the Ramcharger is like a Chevy Volt on steroids. Although it can plug into a DC fast charger for 145 miles of all-electric road time, this isn’t a full BEV. And despite the 3.6-liter V6 under its hood, the gas engine has no mechanical connection to the wheels. Instead, two electric motors—one in the front and one in the back—propel the Ramcharger, with the help of a 70.8-kWh battery not much smaller than that of a Tesla Model Y. Only when the battery dies does the engine go to work, burning fuel to recharge the battery if the battery runs out of juice and you can’t reach a charging station.

2025 Lucid Gravity

We’re all tired of third-row SUVs. Believe me, this Mazda CX-90 review sucked the soul out of me for like two months. Still, the Lucid Gravity appears to be one of the more polished examples in its class. Fans of the genre will appreciate its soft-touch premium interior, expansive infotainment displays, and for the Tesla-averse, physical inputs where they’re needed. Best of all, the front trunk doubles as a seat for reverse tailgate parties.

2027 Rivian R3

Remember the Lancia Delta? No? Well, then you probably live in America, where the five-door Italian hatchback was never released. Nonetheless, the Rivian R3 borrows from the Delta’s design language—or at least its wider-stance Integrale variant. The R3, however, is a cute little electric crossover built on Rivian’s new compact crossover platform—one I could very much see myself in when the Tonale lease is up in a few years. Oh yeah. I said a few years since Rivian was so kind, giving us from its 2024 unveil to its speculated 2027 release to drool over it.

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.

Maserati Grecale: see prices at CarGurus

Base price:	$105,500
As-tested price:	$117,500
Powertrain:	3.0-liter twin-turbocharged V6 engine
Transmission:	8-speed automatic
Drivetrain:	All-wheel drive
Power:	523 horsepower @ 6,500 rpm
Torque:	457 lb-ft @ 3,000-5,500 rpm
Curb weight:	4,469 lbs
0-60 mph time:	3.6 seconds
Top speed:	177 mph
EPA estimated fuel economy:	18 mpg city, 25 mpg highway, 20 mpg combined
Observed fuel economy:	19 mpg
Fuel capacity:	16.9 gallons

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.

What’s hot?

– Classic, understated design – Fast, responsive engine – Brilliant stock exhaust – Five bespoke driving modes – Flexible air suspension – Dazzling metallic paint options

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.

What’s not?

– Too many screens – Cursed gear selector – Unproven long-term reliability – Silly digital dash clock can be tacky – Priced among fierce, proven competitors

Maserati Grecale: see prices at CarGurus

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?

Pop quiz! How many automakers debuted all-new crossovers or SUVs in the past five years? If that sounds like too long a list, let’s cut out the seemingly never-ending crop of new EVs… Now the list gets pretty short pretty fast. But fully four have come from Toyota and Lexus: the revived Land Cruiser and its GX sibling, plus the Toyota Grand Highlander and now, its luxurious Lexus TX variant.

The Grand Highlander and TX target a much different market segment than the LX and GX, though. By squeezing three rows of seats into a compact unibody chassis, the Grand Highlander I tested last year drove just like a car. And that’s the whole point: to avoid the hefty driving dynamics of a body-on-frame vehicle while also fitting adults in the back row without too much contortionism required. 

Now, the TX arrives as a Grand Highlander that received a high-school rom-com makeover, with a range of powertrain options that cost enough to make the gradewalk differentiation between RX, GX, and LX at the top of the Lexus food chain a little more complex. But where the LX is a massive SUV that even non-car people will immediately notice how incredibly it drives, the RX is sporty and compact (but also ugly and annoying), and the GX caters best to an off-roading crowd, the TX ticks boxes in the middle ground for city commuters or large rural families alike.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• Lexus luxury
• Conclusion

Price and specs

Lexus TX: see prices at CarGurus Lexus TX hybrid: see prices at CarGurus

Base price:	$55,050
As-tested price:	$67,925
Engine:	2.4-liter turbocharged inline-four
Transmission:	Eight-speed automatic
Drivetrain:	All-wheel drive
Power:	275 hp @ 6,000 rpm
Torque:	317 pound-feet @ 1,700 rpm
Weight:	4,730 pounds
0-60 mph:	7.8 seconds
¼-mile:	15.5 sec @ 91.2 mph
Tow rating:	5,000 lbs (w/ optional equipment)
Top speed:	112 mph
MPG:	20 city, 26 highway, 23 combined
Fuel capacity:	17.8 gallons

Lexus TX 350 Luxury exterior design

Still recognizably related to Grand Highlanders, little differences on the TX’s exterior make a big difference in first impressions. My loaner’s Celestial Silver paint job actually ends up on the bolder end of the scale—unusual for a silver car—because the smoothed lines end up somewhat reminiscent of a Naboo royal starship from Phantom Menace. The wide grille and body-colored fender cladding end up disappearing better into darker tones, which serves the TX’s overall form somewhat better.

But generally, the TX again occupies another middle ground in terms of exterior design, carrying over some swooping Lexus styling cues of old without edging into the boxy angularity introduced on the flagship LX giant and applied entirely overboard on the new adventure-centric GX. A few concessions to contemporary competitors shine through, too, mostly in the form of metal trim above most side quarter windows and almost snake-eye headlight housings.

What’s hot?

– Silent, serene ride becoming of Lexus – Smooth suspension and confident AWD handling – Premium leather and touchpoints – Snappy 14-inch touchscreen

Lexus TX 350 Luxury pricing breakdown 

A base TX starts at a competitive MSRP of $55,050, but pricing escalates quickly from there. This tester with the base 2.4-liter inline-four and Luxury trim comes out to $67,925, with the added Technology Package ($2,150), Convenience Package ($895), Mark Levinson sound system ($1,160), and second-row captain’s chairs ($680) making up the big-ticket items.

Adding $12,000-plus in options may not factor in for most buyers of the lowest-spec TX, but stepping up to other drivetrains bumps up the sticker shock even more. The TX500h with a hybrid version of the 2.4-liter engine starts at $69,350. And the top dawg TX550h+ swaps in a plug-in hybrid twin-turbo V6 engine good for 404 horsepower and 33 miles of electric range, but that starts nearly in LX territory at $78,050.

Lexus TX 350 Luxury interior and tech

After driving almost every trim level of the Grand Highlander last year, the first thing I noticed about the TX probably helps to set it apart the very most: supremely comfortable seats bedecked in supple semi-aniline leather upholstery. Adjusting the driver’s bucket with generous lumbar support and a counterintuitive combination of firm padding but opulent cushion somehow boggled my backside. And the TX arrived almost immediately after driving a new Aston Martin. Not bad, Lexus.

Meanwhile, the TX adds a couple more inches of touchscreen to reach a 14-inch diagonal measurement, with a snappy interface that looks somewhat familiar. Physical climate control dials mix with a frustrating combo of the home screen and menu pages for selecting temperatures and fan settings, but at least a little nub of a gear shifter hasn’t given way to the all-too-common dial knob.

The digital gauge screen provides clear, if slightly dim, vehicle information while driving. And the Mark Levinson Surround Sound system cranks tunes up nicely, though on my own TX I might fiddle with the equalizer to boost a bit more bass to match the crisp mids and trebles.

Of course, typically overaggressive Lexus driver aids fit into the technology discussion, too. Though not as bad as the RX, the TX still dings incessantly for driver inattention—ironically pulling my eyes toward the gauge screen instead of back to the road. Lane tracing works well most of the time but gets overwhelmed by traffic or curves in the road, and startling automatic emergency braking while backing up sometimes creates the impression of a collision that didn’t actually happen.

Swaddle the whole fam in Lexus luxury

A cozy, competent urban runabout

Driving around town, the TX’s compact footprint for a three-row SUV makes navigating narrow streets, parking lots, and traffic a cinch. Despite moderately thick C and D pillars, excellent visibility also helps a ton. The stellar suspension absorbs speed bumps, potholes, and driveway entrances with the smooth substantiality expected of a luxury vehicle. To be clear, it’s not quite on the LX’s level, but Lexus clearly made suspension a priority while working over the Grand Highlander chassis.

Sound deadening also helps to create a serene cabin, which drone from the petite turbo-four only occasionally intrudes upon. The ride quality and insulation only get better at highway speeds. Hitting 90 miles an hour almost happens too easily since so little wind and tire noise enters the cabin. Head into a stiff breeze or up a steep hill, though, and the engine noise once again crops up.

The TX 350’s mill produces plenty of torque at 317 pound-feet, and the eight-speed auto shifts quickly without lurching, but the engine’s soundtrack reveals the force necessary to haul around 4,730 pounds of curb weight. A bit more exhaust burble would go a long way toward matching the confident ride quality while bolstering the physical impression of real-world performance, even if a 0-60 time of just under eight seconds seems a bit underwhelming on paper.

Driving out of Los Angeles toward the Mojave Desert early in the morning, I turned on the adaptive cruise as an experiment to compare to the exasperating RX. On the TX, Lexus’ intrusive driver aids perform better, if only slightly. As on the Grand Highlander, adjusting the adaptive cruise control speed and following distance requires using unlabeled buttons on the steering wheel that reveal their purpose strictly on the head-up display. 

The Lexus RX I drove also dinged constantly, citing driver inattention any time I wore sunglasses, but I can happily report the TX can handle shades without a similar problem. But similarly enthusiastic automatic emergency braking frequently left me looking around to see what I backed into to cause such a sharp stop.

The TX 350 also marked my first time ever trying an autonomous parking function in any car. Perhaps we can blame the first attempt on driver error, as I pulled up slightly in front of the wide open spot as if to parallel park normally. Pushing the button then prompted the TX to back in perpendicular to the curb. I tapped the brake pedal and reset directly next to the open spot, and with three back-and-forths, the TX parallel parked itself… 30 inches from said curb. I then corrected it with another back-and-forth adjustment. It’s not terrible, and it’s kind of fun to just let Lexus take the wheel, but I’d be curious to try in a tighter situation with a car that I don’t have to give back a few days later.

A road tripper for the more dynamic family

From the Mojave Desert, I then took a quick rip up the back roads toward Wrightwood, California. Dark clouds up the hill looked threateningly close to snow, and though the TX handled every mountain corner of clean asphalt without breaking a sweat, those eco-friendly Goodyear Assurance tires seemed unlikely to handle any real slip-and-slide particularly well. As I hauled through corners, thick sway bars, and sublime dampers preventing much in the way of body lean, I also played with the paddle shifters to keep the 2.4-liter mill in its happy place. But as great as paddles are, modern turbocharger wastegates make torque curves flat enough that revving to the moon becomes unnecessary. 

Still, the sheer pace I managed in a TX on eco tires surprised me. Both the Toyota and the Lexus versions provide real passenger car performance with full-size interior volume, as I learned when I pulled over to shoot some pics and folded down the rear seats. With the third row of seats up, my little duffle fit just fine, but tapping a button to fold them down opened up a cavernous cargo compartment. Then, I flipped a few levers on the second-row buckets to tilt them down, as well. 

With everything folded, Lexus claims the TX can hold 97 cubic feet of cargo. More importantly, from my perspective, the rear now looked plenty large enough to carry bikes or skis (the largest objects I tend to schlep around). I even feel optimistic about testing that all-wheel-drive system in the snow and dirt with more legit tires.

The TX also earns up to a 5,000-pound tow rating, so a trailer hitch bike rack might fit into the mix quite well, too. Fixed roof rails ready for crossbars mean that a roof box, necessary when traveling with seven or eight passengers and luggage, can be mounted with ease. But in fairness to the entire goal of the Grand Highlander and TX alike, for most trips, the interior should do just fine. 

What’s not?

– Base 2.4L engine comes up lacking – Typical Lexus intrusive driver aids – Frustrating climate controls – Hybrid options add up quickly

New Lexus: see prices at CarGurus

Goldilock’s Lexus crossover?

Headed back down the hill towards LA, I pondered all the various ways that a TX with each powertrain could fit into the expanding Toyota and Lexus lineup. Comfortable and capable, with enough space for a large family or friend group, smooth and easy to drive, all within a luxurious passenger compartment—the TX isn’t too much bigger than an RX from the outside but much more spacious on the inside. And it’s so much smaller than the other Lexus three-rows, the GX and LX, that the efficient layout almost reminds me of EV packaging. An impressive achievement, to say the least.

The powertrain options and concomitant pricing hikes combine to make the TX unique. Want to spend LX money on a powerful plug-in hybrid? Go buy a TX550h+. How about finding a truly luxurious ride without feeling ripped off? Yep, the base TX will do, even though all cars are terribly expensive these days. But I suspect the mid-level 2.4-liter hybrid takes the cake, able to merge easily between comfort in the city and longer road trips with the fam. Maybe even a bit of sportiness enters the equation, too, which the base TX 350 Luxury proved possible over a week’s worth of driving.

In the documentary Objectified by Gary Hustwit, there’s an extended sequence where industrial designers for automakers describe the joy of putting a “face” on the grille of a vehicle. I think about this bit every time I see a Rivian EV on the road, with its little cartoon frog-looking “eyes.” This proprietary headlight and grille array makes Rivian EVs immediately identifiable – an absolute plus for a brand still trying to find its footing in the increasingly crowded EV market. Rivian continued to turn heads last week when it announced not one but three upcoming mid-sized crossover electric SUVs: the affordable Rivian R3, the R2, and the R3X.

Skip to section:

• Reveal highlights
• Price
• Interior and tech
• Range and charging
• Performance
• Design
• Review round-up
• FAQs

used Rivian: see prices at CarGurus

Rivian R3 reveal highlights

In case your invite to the Fashion Week-inspired event got lost in the mail, Rivian put together this bafflingly edited hype video of some of the best moments from the launch.

Rivian R3 price and trim options

Details are still scarce for the Rivian R3, and production might not begin until 2026 at the earliest, but that can’t stop us from being excited about this affordable crossover EV. The hatchback-like R3 and its slightly bigger cousin the R2 are part of what Rivian is referring to as their new midsize platform:

This platform consolidates and eliminates parts thanks to intelligent design, including the use of high pressure die castings, a structural battery unit where the top of the pack also serves as the floor, and closure systems that dramatically reduce complexity.

Rivian Press Release

Similar to other electric carmakers, Rivian plans to offer the R3 in three motor arrays: Single-Motor (RWD), Dual-Motor (AWD), and Tri-Motor (two in front, one in back.) The press release claims that the Tri-Motor model will have some real pep, with a projected 3-second 0-60 time.

While these numbers and engineering feats are impressive on paper, it’s best to stay cautious until we get closer to the production date. That said: you might audibly gasp (like the event attendees in the video above did) when you hear the projected MSRP. The base model Rivian R2 is expected to start at $45,000 and, given the flap Tesla absorbed over the Cybertruck’s ballooning ticket price, it’s safe to assume Rivian is over-estimating.

As for the Rivian R3? The company is hoping that the slightly smaller crossover vehicle will have an appropriately smaller price tag. We’ll update this post as we get more details, but a starting price in the $35,000 range would make the Rivian R3 a fierce competitor for the remarkably affordable Hyundai Ioniq and Kona models.

2027 Rivian R3 Price and Trim Options

• Electric Motor Options:
  • Single-Motor (RWD)
  • Dual-Motor (AWD)
  • and Tri-Motor (two in front, one in back)
• Starting price: Under $45,000 (estimated)
• Lithium-ion battery capacity: 1000V (estimated) via Rivian’s new 4695 battery cell
• EPA-estimated range: 300 miles per charge (estimated)

Rivian R3 interior and tech

As with many newer EVs, the Rivian R3’s skateboard-style battery array allows the designers to pack an incredible amount of space into a standard crossover’s footprint. As such, the Rivian R3’s interior looks luxuriously roomy. I am 6’5″, and just looking at the pictures on Rivian’s site, I can hear my legs screaming, “Please! We need one!”

For what will be marketed as a budget crossover EV, it’s clear that no expense was spared when considering the interior. Sleek details and organic textures like cork hide the spirit of a high-end vehicle in the price tag of a starter EV. A massive center console display screen and a full LED dashboard display will surely offer entertainment, customization, and other important controls at the touch of a button.

Rivian is clearly aiming for the adventure-adjacent set with the Rivian R2 and R3. And the R3X promises to be both a high-performance speed machine and a more sturdy off-road model, offering an optional pop-up tent you can attach to the crossover’s roof. They’re calling the add-on the “Treehouse Tent” and it will initially be available for the R2, but Rivian plans to have it available for the R3 as well.

If you don’t feel comfortable climbing onto the roof of your car, that’s fine! With full fold-down seats, you could reasonably just set up an air mattress in the back of the Rivian R3 and save yourself the hassle altogether. Me, I’ll be at the hotel.

2024 Rivian R3 electric range and charging times

As we alluded to above, Rivian’s midsided platform will utilize an all-new battery array that features 4695 lithium-ion cells, produced in South Korea by Samsung. These new cells will be 95mm long, as opposed to the 4680 cells that Tesla uses, which are 80mm. According to this exhaustingly detailed LinkedIn post, the 4695 cells will represent considerable improvements, including:

In terms of cycle life, the fast charge life of 4695 type cells is 1200cls, and the normal life is 2000cls, which is also greatly improved compared to the 4680cls of 1500.

Keven Chen

It’s worth reading the whole post if you’re interested in the lithium cell arms race, but the long and short of it is that the new batteries will be more efficient and last longer than 4680 cells. We’ll go into how this impacts the Rivian R3 electric crossover vehicle’s potential power in the next section. At the time of publication, Rivian is predicting around 300 miles of range on a full charge for the Rivian R3.

2027 Rivian R3 engine and performance

Motor1 investigated Rivian’s new battery platform based on the info available and they estimate that despite the smaller wheelbase, the R3 (as well as the R2 and R3X) will be built with 1000V architecture. This could be a real boon for anyone hoping their midsized Rivian will pack a punch. To wit:

With three of these modules wired in parallel, the voltage will remain the same but the current available will go up considerably. We don’t know what the individual cell ratings are, but other 4695s are capable of pulse discharging at up to 10C, or ten times their rated capacity in amp-hours. This could mean available power as high as 900kW, or around 1,200 horsepower. 

Peter Holderith – Motor 1

2027 Rivian R3 design highlights

We’ve glossed over it in this article because the news about the battery platform and price tag were so distracting but let’s be frank: The Rivian R3 crossover EV looks like it’s going to be as attractive as it is affordable. Taking design cues from classic rally vehicles like the Audi Quattro Coupe and Delta Integrale, the Rivian R3 is sure to turn heads once it hits the street.

In an interview with Road & Track, Rivian Chief Design Officer Jeff Hammoud said:

The brief I gave the design team was like, we need this to be our Solo Rally Car. So on our image boards, we had the Delta Integrale and the Audi Quattro coupe from that era… That nostalgic feeling where it looks modern, but where it looks like it’s from the future, and the past, at the same time.

Rivian CDO Jeff Hammoud in Road & Track

Clearly, a lot of love went into designing the Rivian R3, and the designers also spent a lot of time imagining what people might use the car for. An innovative “flipper glass” rear windshield flips up to allow for carrying long items like kayaks and surfboards. And to top off the back of this hatchback-esque EV, a cute little spoiler. Simply, chef’s kiss.

We already covered the interior storage but a massive “frunk” is tucked away in this quasi-diminutive electric EV. Rivian owners are already delighted to see that the company has improved upon the R1 line’s hard-to-access front trunk.

Overall, if they pull it off, Rivian R3 could turn the world of electric vehicles on its head. No longer will EV consumers have to choose between form, function, and affordability. With its estimated sub $45k price tag and innovative battery array, we have high hopes for the Rivian R3.

Rivian R3 review round-up

While the Rivian R3 electric crossover vehicle is still quite a ways off, some lucky reviewers did get a chance to see a prototype at last week’s launch event. So, while there are obviously no driving impressions and won’t be for some time, here’s a quick rundown of some of their thoughts:

One of the features highlighted by Scaringe during the event was a rear gate window that lifts up to allow for extra storage, especially of long items. (He called it “flipper glass,” but it was unclear if that was a nickname or something more official.) And like the R2, the rear seats fold flat for added cargo space — which he said “creates an opportunity for in-car camping.”

There’s still a lot that’s unknown about the R3, but if the R2 is meant to compete with the big boys like the Tesla Model Y and Ford Mustang Mach-E, then the R3 looks more like a rival to the Korean EVs, like the Hyundai Ioniq 5 and Kia EV6.

Andrew J. Hawkins – The Verge

And all of that isn’t even about the car I liked most from the showing. I’m a small-car guy (and you should be too), so the surprise small-SUV-crossover-rally-car-hatchback-or-whatever-you-wanna-call-it R3 was extremely exciting to me. I love the form factor, I love that they got their inspiration from ’80s Group B rally cars (complete with funky interior), and I can’t wait to see more details on this vehicle.

There were hints of a few neat hidden ideas on the R3, like a (removable?) storage compartment on the back of the driver’s seat on the R3X and some kind of cool strap-down blanket thingy on the passenger’s seat, but since the doors weren’t open and that car is quite far from production, those will have to wait for another day.

Jameson Dow – Electrek

The R3 looks more like a lifted hatchback than a proper SUV thanks to short overhangs and tighter packaging. We don’t have full dimensions just yet, but Rivian CEO RJ Scaringe said the R3 rides on a wheelbase that’s 5 inches shorter than the R2. It also looks to be shorter in overall length than the R2 (which itself is 15 inches shorter overall than the R1S). That hatchback look is emphasized by a large rear tailgate that integrates a flip-up piece of rear glass cutely named “flipper glass.”

The interior is made from sustainable materials including cork, and Rivian said it’s possible to fit a mattress in the rear hatch area (for camping trips or sleeping on a long roadie). You also get not one but two gloveboxes inside, and the interior design is classic Rivian, although it seems slightly more minimalist than we’ve seen in the R1 cars.

Nick Yekikian – Edmunds

2027 Rivian R3 FAQs

When is the Rivian R3 crossover electric vehicle expected to go into production?

Rivian has announced that the R3 will begin production after the first production models of the slightly bigger Rivian R2 leave the factory. The company says this will allow smooth ramp-up and delivery of the initial R2 electric vehicles. By current estimations, that means the R3 will begin production in mid-to-late 2026. That means the first Rivian R3 crossover electric vehicle will likely be part of the 2027 model year.

How much will the Rivian R3 crossover EV cost?

At the time of publication, Rivian has not yet shared the targeted MSRP for the Rivian R3. The launch press release does mention that the base model of the larger Rivian R2 will be $45,000 and that the Rivian R3 will be priced below that. An MSRP below $45,000 would put the Rivian R3 in the same category as the Hyundai Kona or Ioniq 6.

What will the battery range and power of the Rivian R3 crossover EV be?

It is speculated that the Rivian R3 will be built on a 1000V platform featuring Rivian’s new, longer 4695 lithium-ion cells. In addition to allowing more design flexibility, this battery promises to have a longer life and more efficient charging time. In official press releases, Rivian says the Tri-Motor Rivian R3 will be able to go 0-60 in an impressive 3 seconds. This would put the Tri-Motor Rivian R3 on par with supercars like the Audi RS e-tron GT (3.0s) for (presumably) a much smaller price tag.

used Rivian: see prices at CarGurus

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.

Hyundai Santa Fe: see prices at CarGurus

Price and specs

Base price:	$35,345
Price as-tested:	$49,695 (Santa Fe Calligraphy AWD)
Engine choices:	2.5-liter turbocharged inline-four
Transmission choices:	8-speed dual-clutch automatic
Drivetrain choices:	Front-wheel drive, all-wheel drive
Horsepower:	277 horsepower
Torque:	311 pound-feet
Weight:	4,486 pounds
0-60:	TBA
¼-mile:	TBA
Towing capacity:	3,000 pounds, 4,500 pounds (XRT)
Cargo space:	14.6 (third row up), 40.5 (third row down), 79.6 cubic feet (third and second row down)
MPG:	20 city,  29 highway, 24 combined (FWD), 20 city, 28 highway,  23 combined (AWD), 19 city, 26 highway, 22 combined (AWD XRT)
Fuel capacity:	17.7 gallons

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.

New Hyundais: see prices at CarGurus

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.

Influencers and YouTubers have been known to do some pretty insane giveaways, and while it’s a thrill to watch, there is nothing quite like seeing our favorite content creators give back. ChrisFix donated a Ford Escape to an underprivileged household thanks to the help of Builds Homes for Heroes, but he didn’t stop there. Since Chris is known for his maintenance videos, he took it upon himself to wrench away and make sure that the entire SUV was fully serviced, leaving the family with a much-needed reliable and safe vehicle.

Who is ChrisFix?

ChrisFix is easily known by automotive enthusiasts and general car consumers alike for his thorough DIY-focused videos encouraging anyone and everyone to wrench on their vehicles. Along with his lengthy history on the platform, he is also among the top automotive YouTubers, boasting a well-deserved 10 million subscribers.

If you follow Chris on his other forms of social media you are already aware that he is very active in the community and charitable endeavors, not only donating money but also his time and energy and, for one lucky family, something even more special.

What Makes the Ford Escape a Great Family SUV?

A new, or even used, Ford Escape is a reliable and financially responsible choice for a single-car family vehicle. With seating for five people and the option for a fully gasoline-powered (but fuel efficient) engine, hybrid, or even plug-in hybrid drivetrain—combined with standard safety features and a history of Ford reliability—the Escape is an underrated and well-rounded SUV.

Ford Escape: see prices at CarGurus

While it is considered an economy compact SUV, there are plenty of benefits to selecting the Ford Escape as a family vehicle, and it’s easy to see why it made the cut for ChrisFix to donate to this deserving family. Low maintenance costs combined with a 5-star safety rating and respectable fuel economy round it off.

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: see prices at CarGurus

Base price:	$74,400
As-tested price:	$88,990
Motor/battery:	Dual motor + 114 kWh lithium-ion battery pack
Transmission:	single-speed
Drivetrain:	e-Quattro all-wheel drive
Power:	355 horsepower; 402 horsepower w/ Boost mode
Torque:	414 pound-feet; 490 horsepower w/ Boost mode
Weight:	5,798 pounds
0-60 mph:	5.4 seconds
¼-mile:	13.9 seconds @ 101 mph
Top speed:	124 mph
MPGe:	80 city, 83 highway, 81 combined
Range:	285 miles

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.

What’s hot?

– Quintessential Audi design, inside and out – Buttery smooth ride, even on massive wheels – Absolutely silent and serene NVH – Spectacular heated, cooled, and massaging seats – Bang & Olufson sound system is all that much better in an EV

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…

What’s not?

– Range more akin to previous generation of EVs – No full one-pedal driving – Priced high as the market keeps expanding – Doesn’t remember drive settings at all, even between switching cruise control on then off – Infamous MMI glitches out and disconnects smartphone regularly

new Audi vehicles: see prices at CarGurus

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.