Tag Archives: SUVs

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.

(Editor’s note: updated 2/14/2024 with five runner-up choices)

Buying a car is an important milestone in your life and should be a celebration, but don’t think you need to buy a brand-new car with the ridiculous dealer markups that ruin the car community by gatekeeping cool cars. Instead, consider buying used cars that may be just as good or even better than what you can get brand new. By buying a cooler second-hand car, you can get those special features and trim levels at a relative bargain versus new cars, which traded hands for an average price touching $48,000 just last fall. Just think, why buy a cheap, basic new car in a bid to beat inflated prices when you can get a specced-out second-hand diamond in the rough?

Need any ideas? Take a look at these ten different used cars across five categories that you should keep an eye on in 2024. And no. It’s not “Ten Best Used Cars.” It’s Acceleramota’s “Five Used Cars N’ Five More” deal. Get it right.

Best used truck for 2024: Nissan Frontier

What’s hot?

• Reliable and has great performance figures
• Trucks (and parts) are readily available as they have been out for so long

What’s not?

• The interior of the Frontier offers very little in terms of modern amenities or quality
• The new one is markedly better

It may not be the mighty Ford F-150 or any Ram with a Cummins engine, but if you are in the market for one of the best-used trucks you can spend your money on, look no further than a Nissan Frontier. 

This is no daisy-picking pavement princess. The Frontier is built for and proven to be durable as it is used in countries where the roads have more potholes than actual roads. Sure, the Frontier may not have the best features, and the interior is relatively sparse (for reference, Nissan was still selling the “old” Frontier generation three years after the heavily modernized 2017 Toyota Tacoma dropped). But if you are looking for something cheap, cheerful, and robust enough to outlast you, the Frontier should be one of the choices on your shopping list. 

The truck comes with either a 2.5-liter inline-four or the correct option of a 4.0-liter V6 that allows you to have a towing capacity of 6,500 pounds. The final year of this generation was offered the updated 3.8-liter V6 found in the current Frontiers. The performance figures, plus the reliability of the truck, put it almost on par with the arguably overpriced Toyota Tacoma of the same era.

Sure, this may not be the first choice for many people, but if you are looking for a reliable truck that can perform the tasks you need, then look no further than a Nissan Frontier. 

used Nissan Frontier: see prices at CarGurus

Runner-up: Toyota Tundra

What’s hot?

• For a heavy vehicle, it still has a 0-60 MPH of under seven seconds
• TRD Pro variants are raucous off-roaders with Fox suspension

What’s not?

• The second-generation Tundra is an old platform with woefully inefficient powertrains 
• Older generations’ infotainment pales in comparison to rivals

The Toyota Tundra is an icon for Toyota’s North American market, combining respectable performance and capability for work or play with that classic Toyota reliability. Million-mile commuter? No problem. Off-road racer? Sure, why not? While being a capable pickup that can haul the goods, you can still haul ass with the hellacious 5.7-liter V8 found in nearly all second-gen Tundras. However, if you can snag a newer twin-turbo V6 for a decent price, that wouldn’t be half bad either, although it would come at a higher price tag. The Tundra TRD Pro models come alive on the dirt with the use of the impressive dampers from Fox, which allows the Tundra to race over any bumps or obstacles effortlessly. 

A known issue with the TRD Pro version or any model outfitted with the TRD parts catalog exhaust is the drone, so be wary if you’re not so tolerant of NVH. It does make the pickup sound raw and throaty with its V8, but it does come with the added consequence that the cabin can get that annoying and unpleasant exhaust drone that can often make the driving experience not worth it. Additionally, the best value will likely be the second-gen trucks, which are plentiful but also built on an old, dated chassis, made apparent by woefully inefficient powertrains and infotainment systems that feel more than just a generation old.

used Toyota Tundra: see prices at CarGurus

Best used sports car for 2024: Mazda MX-5 Miata

What’s hot?

• It is a Miata, duh! Always. The. Answer.
• Great handling car that will carve any canyon road or race track with ease. 

What’s not?

• It only has two seats with a diminutive trunk
• The horsepower figure may be kinda low and lackluster for some

I don’t think I even need to explain this. A Mazda MX-5 Miata is always the answer for an affordable sports car. If you want a classic sports car, get a Miata. If you want a sports car that is easy to drive, get a Miata. If you want pop-up headlights, get a Miata. If you want to drift your car, get a Miata. Trust me when I say the best-used sports car you can get is a Miata. Acceleramota founder and editor, Gabe Carey, even had one.

With a design philosophy that has been perfect since 1989, the small Japanese sports car is undoubtedly fun and enjoyable to drive, plus it will always receive a ton of attention. It may not be a Corvette or Mustang, but in my opinion, you can have more fun in a car when you can push the limit of the car without having to worry about the people around you or blitzing way beyond the speed limit.

With four different generations of Miatas, you can easily find the car that suits you. If you want a more refined and comfortable drive, why not look at the third and fourth generations of Miatas? The ND generation (pictured above) can be had in the cushy, luxurious Grand Touring trim or in the wannabe racer Club with an available BBS wheel and Brembo brake performance package. If you want to modify and upgrade your Miata or perhaps have a nice modern classic worthy of a Radwood show, look at the first and second generations of Miatas. With parts and modifications so readily available, you can set up your tiny sports car to your liking. Heck, stick a turbo on it and make a baby supercar killer, or turn it into a drift missile. It’s the perfect blank canvas for an aspiring enthusiast.

used Mazda MX-5 Miata: see prices at CarGurus

Runner-up: Ford Mustang

What’s hot?

• Classic styling and high levels of power equals one hell of a pony car
• Near-infinite trims and configurations to choose from

What’s not?

• Antiquated chassis up until the S550 generation
• Big fella can never have the agility of a smaller sports cars

The Mustang is one of the best cars to come out in a long time. With a powerful engine and still being affordable, you can easily pick up a good used Mustang. Especially since the “S197” fifth generation came out in 2005, the Mustang has proven to be a well-engineered, highly configurable sports car that corners well, not like the older Mustang models. Antiquated chassis, sure, but it was able to defy stereotypes and even churn out some serious track monsters like the 2011-and-onward Shelby GT500s and the Boss 302. Later S550 generations with independent rear suspension have just as big of an aftermarket and their own crop of in-house specials, like the GT350 and Mach 1.

Just mind the crowd killer stigma.

Drawbacks? Yes, of course there are some. Even at its very best, the big ol’ Mustang may never have the agility to topple smaller sports cars or even some sports sedans, at least not without a bit of aftermarket love (or driver mod). Past generations are also quite dated, not only in terms of chassis but also materials, build quality, and infotainment. And, of course, while they’re not exactly terrible, don’t expect V8 Mustangs to be model citizens in fuel efficiency either.

used Ford Mustang: see prices at CarGurus

Best used SUV/crossover for 2024: Mazda CX-5

What’s hot?

• Spacious interior with premium features and build quality for its price
• Excellent fuel economy for its size.

What’s not?

• Reports of Mazda paint easily fading and chipping diminish the brand’s premium reputation 
• Reported hiccups with electronic parking sensors across Mazda vehicles 

Two Mazdas, one list! One of the best SUVs you can get at the moment is the Mazda CX-5. This Mazda SUV is known for its reliability, build quality, and unexpectedly spunky driving dynamics, with many luxury and quality-of-life features that come standard for the car. This SUV was even a staffer’s pick for one of the best cars they have ever driven. 

The model I personally suggest you look at for your second-hand SUV is the 2021 model year. You can either get the small standard 187 horsepower four-cylinder, or you can get the turbocharged version that produces 250 horsepower on 93 octane or a still-potent 227 on 91, with the latter powertrain still seeking out a respectable EPA rating of 28 mpg highway.

With an interior that rivals much more expensive SUVs, with every trim model of the current CX-5 coming with a 10.25-inch infotainment system equipped with Apple CarPlay and Android Auto, this Japanese SUV will be one of the best purchases you can make in 2024. This is especially true when considering that well-equipped variants with not that much mileage currently trade hands anywhere in the high-teens to mid-twenties range, undercutting many similar examples of the Toyota RAV4.

used Mazda CX-5: see prices at CarGurus

Runner-up: Lexus RX

What’s hot?

• The unique styling inside and out
• Well-built interior with lots of storage space across all generations

What’s not?

• Touchpad infotainment system from some generations is a pain
• Does not put the “sport” in sports utility

With a sporty and edgy appearance, you may think this premium SUV will have a harsh and uncomfortable ride. However, the Lexus RX is actually the opposite. Lexus is the pioneer of the luxury SUV market, and the RX model range does not falter from that history, with a supple and cavernous interior across all generations. Powertrains are punchy, if not exactly exciting, and suspension is often compliant, as a luxury car should be. Just don’t expect any sort of BMW M killer from the F Sport models.

If you prefer to be a little understated, however, might I suggest avoiding the later model years with their angular creases and razor-sharp hourglass grille? Additionally, Lexus’ touchpad infotainment system that has plagued some recent generations has quite the learning curve to it.

used Lexus RX: see prices at CarGurus

Best used hatchback for 2024: Volkswagen Golf

What’s hot?

• Good interior space and build quality for the size of the whole car 
• While being a fun car, it is still great on gas mileage 

What’s not?

• Reliability can be a major issue for Volkswagens, particularly with older transmissions
• No more base models are available after 2021; Mk8 is only the pricier GTI and Golf R 

The Volkswagen Golf is one of the most popular car models on the global market. The spacious and practical hatchback still offers its owners a fun and enjoyable drive. And despite any reservations some may have against German cars, the Golf is generally regarded as a mostly dependable vehicle, with a 2021 J.D. Power Quality & Reliability score of 73 out of 100 and a RepairPal rating of 4.0 out of 5.

The seventh generation of Golf is the model you want. With options such as sunroofs, an excellent infotainment system, and even the sporty and iconic GTI version, the Golf offers everything you need in a car. The seventh generation Golf brought new and improved digital displays and gadgets that still hold up well to this day, elevating the Golf well into a premium sector of the compact car market, so if you enjoy underdogs that punch above their weight, the Golf may be for you. Current-generation Mk8 Golfs further up the ante with a more intriguing exterior and interior design, which may polarize some, especially the capacitive-touch-only interior controls.

As the Golf is a hatchback, you will not get the biggest trunk space when you compare it to an SUV, but the Golf handles better and has better fuel economy. So, for everyday use, the Golf will be an excellent choice to pick. Just be wary of quirks with engine and transmission reliability as you start diving into older and older generations.

used Volkswagen Golf: see prices at CarGurus

Runner-up: Toyota Corolla Hatchback

What’s hot?

• Easy to drive and handles remarkably well
• Has that famous Toyota reliability and build quality at a stellar price point 

What’s not?

• Smaller than some rivals, inhibiting interior and cargo space 
• Rivals can be seen as a better value

You may hear the words Toyota Corolla and think of the stereotypical idea of a boring and basic car. However, the newer Toyota Corolla Hatchback is an awesome and spirited daily car that offers drivers a great time when driving it with 168 horsepower from the XSE’s 2.0-liter four-cylinder. Did we mention some models can be had in an easy-to-drive, fun-to-row stick shift? Huzzah! Not bad in a cushy, modern, 30-plus-mpg commuter car.

For an everyday and practical hatchback, the Corolla is almost the perfect car, if you’re willing to deal with its few shortcomings. If want more oomph, there’s no turbo powertrain other than the expensive and rarer GR Corolla hot hatch. It’s smaller than some rivals. And being the newer platform here, you may not find one as cheap as older rivals. Maybe a Toyota Matrix counts if you want to go old school.

used Toyota Corolla Hatchback: see prices at CarGurus

Best used sedan for 2024: Honda Accord

What’s hot?

• Has a comfortable cabin with good seats. 
• Often the sportier choice among front-drive family sedans

What’s not?

• Some lower-trim model engines are a bit lackluster
• No available AWD system, which may sway people towards an SUV (or Subaru Legacy) 

The Honda Accord is the pinnacle of reliability and affordability as the car is built to perfection for what it needs to do. It’s currently Car and Driver’s number one pick for family sedans at the time of writing for a reason. A prime rival to the likes of the venerable Camry, but arguably more premium and sporty. This mid-size family sedan will probably outlast you with its reliability and will probably outdrive any Camry at the Circuit de Costco, too.

The reliability and drive quality are so good you can comfortably get to any place you want with ease, and you do not need to stress about space as there is ample room for all your needs with its large trunk space and generous interior. Recent generations have greatly amplified Honda’s strides for a premium feel on a budget, with chic, modern interior designs, although the smoothed-out exterior of the latest generation and the deletion of the hot 252-horsepower turbo-four has aroused some ire among auto journos. But thankfully, the frugal Hybrid remains, earning up to 51 mpg city and 48 highway in its most efficient trim, thanks to a 204-horsepower, 247-pound-foot powertrain aided by a measly 1.3-kWh battery.

used Honda Accord: see prices at CarGurus

Runner-up: Hyundai Sonata

What’s hot?

• Sonata has a spacious interior and trunk 
• Long list of features and available technology

What’s not?

• Base models can feel underpowered
• Less rear legroom compared to other cars in its class 

Korea’s answer to the Honda Accord and the Toyota Camry comes in the form of the Hyundai Sonata. The features that come standard even in the base model, such as blind-spot detection, Android Auto and Apple CarPlay, and even lane-keeping assist, make the Sonata an excellent daily driver for you and your family. 

The power delivery of the Sonata does not feel sporty or extreme but can be seen as spirited if you have the 2.0-liter turbo in the top trim spec. The car will not feel like anything new or innovative to drive, but for an everyday family car, it’s more than enough. You can also say that storage space and trunk size are a plus for this car, even if rear legroom lags a bit behind competitors. 

used Hyundai Sonata: see prices at CarGurus

New SUVs are expensive! You can thank dealer markups and cost of living expenses for that terrible news. However, not all is lost. If you want to get yourself or your family a nice SUV, you just need to look at a good used SUV that can do what you need without robbing you at the dealer. Now presenting our round-up of five great used SUVs that you can get in 2024 year that will help you find and choose the best soccer practice shuttle for yourself. 

Subaru Forester

What’s hot?

• Comes standard with all-wheel drive 
• The Forester comes standard with many EyeSight driver assists 

What’s not?

• Lackluster performance from the engine
• “Meh” CVT

Subaru is often overlooked when it comes to buying cars, but that does mean the price of the Forester is often much lower, and you can get your money’s worth when buying one used. That does not mean the Forester is a bad SUV. In fact, it is beloved by people who like to overland and who love to explore the wilderness. 

The inviting size of the cabin and the features that come standard on the Forester make it an ideal family SUV. With Apple CarPlay and Android Auto being a feature since 2019, the infotainment functionality of the Forester is up with there with other premium cars, even if its appearance is a bit dated.  The engine and transmission of the Subura Forester is what many people complain about as the engine feels lackluster and the CVT introduced in 2014 is, well, a CVT. Even the best ones can make an engine drone and moan like a complaining brat. If you don’t mind the age, older variants with more conventional autos would do nicely, and you may even be able to find a turbocharged XT with a stick! However, the easygoing handling and impressive all-weather and all-terrain capabilities of the Forester make it an easy pick, nonetheless. 

used Subaru Forester: see prices at CarGurus

Honda Pilot

What’s hot?

• Tons of cargo space and interior space.
• The Pilot is reasonably fuel-efficient with its V6 engine. 

What’s not?

• The third-row seats are not comfortable for long-distance
• The infotainment system isn’t the most user-friendly in older generations

The Honda Pilot follows in the footsteps of Honda’s reputation of being practical and reliable but still has that premium feel. The Pilot shares the same platform as the Honda Odyssey but loses the interior space due to it being limited to becoming an SUV. This means that the Pilot does have a third row like the Odyssey, but the seats are not as comfortable for long distances. 

The exterior looks of the Honda Pilot are nothing special, and you can easily forget what the Pilot looks like when you compare it to rival cars. Even the driving experience is nothing special. This does not mean it is a bad thing, especially if you want an SUV that can easily tow between 3,500 to 5,000 pounds, is reliable and you do not want a flashy SUV.  The Pilot does come with many driver assists that come standard on all trim levels of the car, making it a very practical SUV to drive.

used Honda Pilot: see prices at CarGurus

Ford Explorer

What’s hot?

• The rear-wheel drive improvements help with towing
• Abundance of interior and cargo space 

What’s not?

• Wind noise can be harsh at highway speeds
• The interior material, build quality, and the seats weren’t that great

By owning a Ford Explorer, you can be seen as one of the most hated SUVs on the road, but you can have fun with it. I’m talking about how the Explorer is used by Police, and many people may mistake your SUV for a police Explorer (psst, get one in silver or dark blue for that near-universal Highway Patrol cosplay).

With the 2020 redesign of the Ford Explorer, you can get the SUV either in rear-wheel drive or all-wheel drive. This is an improvement over previous versions that offered the front-wheel drive version. The interior of the Ford Explorer wasn’t always up to par with rivals such as the Honda Pilot or Santa Fe. The infotainment systems and the safety technology inside the Explorer are very competitive when you compare them to rivals, especially in newer generations. It just the materials of the interior is that bring down this SUV, particularly in generations past. 

used Ford Explorer: see prices at CarGurus

Hyundai Santa Fe

What’s hot?

• Some powertrain choices of later years are a hoot
• The infotainment system is top-notch.  

What’s not?

• There are a lot of hard plastic interior bits 
• Some model years don’t have third-row seating

The 2.5-liter turbo inline-four in the Hyundai Santa Fe boasts impressive figures, making it a strong performer. Plus, the dual-clutch eight-speed transmission is just as willing to play along with you as it will happily downshift to get into the torque range of the engine. This means that you can surprise many unsuspecting cars at the stop light when you take off. 

While being a bit playful due to the power figures, you still get a great family SUV that is reliable and has infotainment systems that all modern SUVs and cars need to thrive in today’s modern world. One possible issue with the interior is the abundance of hard plastics that can make the interior feel cheap when you compare it to rival SUVs. Some used Santa Fe options may come with the upgraded premium quilted Nappa leather seats, but they are not as good as full luxury seats in more premium vehicles. 

used Hyundai Santa Fe: see prices at CarGurus

Toyota RAV4

What’s hot?

• Easy to drive with excellent handling
• Exciting powertrain in the RAV4 Prime plug-in hybrid

What’s not?

• Interior can suffer from wind noise gruff engine noise
• Ride quality can be harsh in more adventurous off-road variants

As the world’s first urban SUV (or so Toyota insists), the RAV4 has become a popular choice for people to buy. Due to it being parked in nearly everyone’s driveway for a very long time, it has become the standard on which many other SUVs are judged. And for good reason. RAV4s have always been reasonably efficient. Reasonably spacious. Easy to drive and easy to live with, all backed by that reputation of Toyota reliability.

The RAV4 has excellent features, as some of the later models come with wireless Android Auto and Apple Carplay. You also get great safety systems that include automatic braking and automatic high-beam headlights. Adventure and TRD Off-Road variants, if you can find them used, score standard torque-vectoring all-wheel drive, and hybrids offer an efficient yet lively driving experience, especially the Prime plug-in.

used Toyota RAV4: see prices at CarGurus

Twice over the past 10 days, I ventured out into the desert north of Los Angeles to once again visit King of the Hammers, the off-road rage fest that descends on Johnson Valley OHV Area every February. Now in its 17th year, KoH leans more closely to Burning Man with a healthy dose of Mad Max fever dream thrown in, and growing attendance this year topped out at an estimated six-figure count.

I received invitations from Optima Batteries to check out the Optima Oasis, an unexpected installation of solar and hydrogen-powered electric vehicle chargers built out to encourage EV acceptance among the marauding four-wheeler crowd. And Ford promised a few experiences that I knew I simply couldn’t pass up.

But the racing also caught my eye more than ever this year, after I spent the first weeks of last year in Saudi Arabia covering the Dakar Rally and then this past November pre-running much of the Baja 1000 racecourse. King of the Hammers presents a different challenge in every class, from the high-speed trophy trucks to race-prepped side-by-sides, King of the Motos, homebuilt “Every Man Challenge” entrants, and of course, the million-dollar-plus specialty builds known as Ultra4 cars.

But I should be right at home, right? After all, I did drive the course with Ford’s arch nemesis. 

2024 Chevrolet Colorado ZR2 Bison: Chevy’s mini Raptor can haul serious ass on the King of the Hammers course

Chevrolet Colorado: see prices at CarGurus

Day 1 at KoH

This year, newsworthy Southern California weather forecasts predicted heavy rain, and even some snow, for Johnson Valley over the KoH dates. So, for my first day in the desert, I packed accordingly, cramming all my recovery gear into an Audi Q8 e-Tron that I planned to drive out and charge up at the Optima Oasis. In went the Yankum rope, a pair of soft shackles, six different Maxtrax recover boards that I figured I might be able to test on heavy, mid-size, and lightweight off-road vehicles alike, and, of course, my automatic tire deflators and compressor bag for airing down and back up.

I’ll have a more detailed story about Audi’s performance driving 135 miles out to Johnson Valley coming soon here on Acceleramota, but to cut out a bit of nail-biting drama, high winds and thousands of vertical feet of elevation climb left me hypermiling behind semi trucks to save range for much of the drive. So when I pulled into the dirt, I made a bee-line straight to a Level 2 charger and plugged the Audi in for the rest of the day.

The Audi wouldn’t have fit in particularly well among the group of Ford Raptor enthusiasts that I then joined for a quick trail run to catch some more remote viewing spots of the trophy trucks racing. I climbed into a friend’s suspension-swapped Ford F-150, with the Coyote V8 instead of the factory Raptor’s twin-turbo V6. Surrounded by Broncos from the 1970s to the modern era, more brand-spanking-new Raptors and Raptor Rs, plus even an early production Ranger Raptor that Ford reps brought along for some fun, we jetted out into the vast expanse of Johnson Valley.

The modded F-150 ran well, keeping up pace even though the leaders never pushed particularly hard. But the Bronco Raptors and F-150 Raptor Rs on their 37-inch tires clearly rode more smoothly over some of the rougher portions. Catching sight of the classics barrelling through sagebrush and mud pits put a smile on everyone’s faces. After a couple of stops to watch young racer and social media personality, Christopher Polvoorde, blast by in a Mason Motorsports-built “Raptor” trophy truck at an entirely different level of speed, leading twice but in second place occasionally, too, we turned back to Hammertown to catch the finish line.

Ford F-150 Raptor: see prices at CarGurus

On the way, the F-150 caught sections of whoops a bit too aggressively, and soon enough, warning lights blared and steam started blistering out of the hood. Turns out the coolant line to the heater core had sheared right off, I figure because the Raptor might get different engine mounts that can handle a more hardcore beating. We fiddled for a bit but decided to get back to home base to scrounge up parts and more antifreeze rather than risk overheating again while crawling back.

And that’s how I ended up catching a ride with Tanner Foust on the way back to watch Polvoorde take first place in his first year driving his own Mason trophy truck. At the finish line, I chatted up the 23-year-old, who I met last year at the Pikes Peak International Hillclimb (and who I beat in a karting race while there, for those keeping score—whenever you beat a pro at anything, it’s always best practice to bring it up at every single opportunity). To my surprise, Polvoorde looked fresh after a hard few hours of racing. Had recent rainstorms smoothed out the course, as I’d experienced in Baja a few months ago? Not so much, apparently.

“King of the Hammers definitely threw a challenge at us this year, I mean, way different than Baja,” Polvoorde said. “The course was chewed up, I can tell you it was blowing my mind how rough it got. Even the first lap when we went out, I was like, ‘Holy cow, there’s some big holes.’ And then by the second time we came through, I was like, ‘Okay, let’s calm her down, slow her down.’”

“At Baja, we get a lot more variety,” he remembered. “Here just kind of beats you up for two, three hours and then spits you out… I used that to my advantage, I knew we weren’t getting the best time splits, and then I knew right here at the end it was pretty sandy. So with the four-wheel-drive, I was like, ‘Yeah, we’re just gonna pull up and put enough time on ‘em.’”

After a bit more celebrations that certainly involved zero beverages, we borrowed a hose clamp from Polvoorde’s team truck and headed back out to try and fix the F-150 before the sun went down. Playing mechanic’s helper, I struggled to pull off a stubborn clip—which, of course, popped right off easily in someone else’s hands—then we topped up the coolant, tightened down the borrowed hose clamp, and fired up that Coyote. Just a few drops of pink poured out of the jury-rigged connection at idle, so we slow-cruised back to the Optima Oasis, thinking that was a better bet than leaving a truck unattended all night in the desert. Next, I checked on the Audi, and after averaging 12 miles of range added per hour of charging, felt confident enough to blast home in the dark.

Returning to the desert

Four days later, and this time piloting a 2023 Ford Bronco Raptor, I blasted back out to Johnson Valley and arrived well after 11 PM. The next morning, feeling refreshed as a newborn baby (read: screaming, angry, and starving), I got to experience something much closer to Polvoorde’s job in the trophy truck. That Bronco Raptor simply rips, the perfect vehicle for exploring KoH, able to keep up with side-by-sides thanks to long-travel Fox dampers and all those 418 horsepowers—only with air conditioning, heated seats, and Apple CarPlay for keeping the OnX Offroad app pulled up on the big screen.

Ford Bronco Raptor: see prices at CarGurus

Once again, I brought my Maxtrax and recovery gear, just in case the weather prophets actually turned out correct for once. Guess again, since a bright blue sky and dry breeze graced the entirety of Johnson Valley, as usual. I spent some more time playing around with a Rivian and checking out the Optima Oasis charging setup, then went out to enjoy the Braptor at top speed. Jumping, roaring, sliding sideways, and repeatedly redlining up a sandy hillclimb, I may have pushed a little too hard—not that the Braptor minded, only because the Maxtrax mount popped off at some point.

Pulling a 180, I retraced my steps using OnX and—miracle of miracles—actually found one of the boards sitting at the center of a little brush clearing surrounded by 96,000 acres of godforsaken dirt. The other, it would seem, is lost to the elements (or, more likely, somebody spotted it and took home a souvenir). 

With dry sand and no precipitation looking likely, I never needed to test a recovery board in a truly dire situation, but a helpful Toyota Corolla Cross owner offered to let me try out the new Maxtrax Lite by using the board to dig a little hole, then dipping a tire in until it spun. Sure enough, the lighter plastic held up just fine, and the little hybrid just walked right up and out of the makeshift hole.

A ride in the real deal

On the very opposite end of the spectrum from a Toyota commuter car stuck in some sand. I next ventured out with Ford to catch a ride in a full-blown factory Bronco DR racecar. Baja legend Curt Leduc played wheelman for about 20 minutes of all gas and almost no brakes other than to avoid a few dirt bikers and those damned wayward side-by-sides. 

Once warmed up, the DR’s Multimatic suspension gobbles up terrain without disrupting chassis balance almost at all. I always find race suspension a little firm, and in this case, that impression arose again at first, but eventually, we settled into a rhythm, and with the unrestricted Coyote V8 absolutely barking, massive tires freewheeling in the air aplenty, Leduc showed me just how different a real racer is compared to a stock Bronco Raptor or suspension-swapped F-150. 

I even got an early ride in that Ranger Raptor on the way out and back to meet Leduc. Lighter, with a longer wheelbase supporting a less radical suspension and tire combo than the Bronco Raptor, the Ranger served perfectly as my glorified desert chauffeur. And Ford’s rep told me the truck actually rolled off the production line, so we can expect real media reviews sometime in the next couple of months… For now, this top-spec Ranger finally arriving in the US later this year might just take over my top slot of potential new trucks to actually buy.

Just kidding, I’ll never own a new car, but if I ever do, this might be the one.

Absolute chaos at Chocolate Thunder

Now’s as good a time as any to reveal that no matter how much everyone shit-talks side-by-sides, including me, there’s no doubt that nothing on the market can match these purpose-built carts in terms of sheer off-road pace for the money. I wanted to catch another chance to borrow a Can-Am Maverick R or a Polaris Rzr Pro R to test a bit out at KoH, too. But communication once again proved impossible, as seemingly everyone at Johnson Valley arrived with Starlink this year and completely overwhelmed any hope of wi-fi reception through satellites.

As night fell at KoH, I certainly appreciated my Braptor’s enclosed cabin and climate control system. Temps started to drop quickly and the party began to crank up. From Hammertown, everybody kept turning to check out the bright lights and bumping music emanating from the epic obstacle known as Chocolate Thunder. I fueled up on tacos and White Claws, changed into full cold-weather gear, including a face mask, and grimly faced the prospect of my first overnight at King of the Hammers. Time to get the full alt-right Coachella experience.

Drunk teenagers probably named the Hammers back in the day—there’s an easily distinguished theme to Backdoor, Chocolate Thunder, and Her Problem—but now the crowd at KoH varies from teens to full-grown adults addled by days of chugging beers (not Bud Light, I assure you) and the dehydration of spending all day watching desert racing.

But I quickly discovered that nothing compares to the nightlife.

At Chocolate Thunder for about four hours, as amateurs drove their insane rock-crawling rigs through a screaming mass of people, I witnessed one fistfight, two cars roll over, and one car driving fully over another. Beverages flowed, the occasional smell of skunk overwhelming the gasoline-powered campfires dotting the hill, and music echoing from various speaker setups varied from early-2000s hip hop to modern pop-country. Handheld fireworks launching amid the scrum lit up the entire valley, when the light pods and bars on every truck didn’t quite reveal every last nook and cranny. Flat tires, dirt bikers being pushed up the hill, and stuck trucks danced on by groups of 10 and 20 revelers—somehow, I saw nobody get flattened. 

The gnarliest moment came when an entire box of fireworks exploded on the ground, spectators diving to the sides to avoid any carnage. Meanwhile, the amateurs showed their amateur status, struggling to climb up Chocolate Thunder as the engine screamed and tires squealed, scrabbling on the rocks, spraying up sand and gravel. No wonder racers at King of the Hammers talk about pre-running being little more than shakedowns for the vehicles rather than sighting lines. The whole desert changes every night in the chaos!

I mentioned to Polvoorde how rowdy KoH gets at night and how many more people stayed out at Hammertown than I remembered from years past. 

“It’s pretty crazy,” he agreed. “Every year, it’s like how much bigger can it get? The lakebed is just filling up more and more, and then you see things like what Optima’s doing, building the Oasis where we have just this massive camp outside of Hammertown. It always blows my mind. But once you come here and experience it, it’s one of those things where you’re like I have to keep coming back ‘cus there’s something different every single day, and it kind of never disappoints.”

A rubberband cart takes on the Ultra4 racers

As if to unwittingly prove my point about side-by-sides, this year, I purposefully decided to make my schedule line up so that I could catch the Ultra4 cars running the rock race in the 4400 class. I caught the start line, then jetted up toward Backdoor in the Braptor just in time to watch the frontrunners pull through, jumping off six-foot shelves easier than I step off the stoop of my apartment. But right up there with the likes of Casey Currie, Loren Healey, and the Gomez Brothers sat Kyle Chaney, a Can-Am driver in a Maverick X3 riding on 37-inch tires.

Apparently, the 4400 class rules changed this year to make 37s the absolute minimum tire size, mostly to prevent budget side-by-sides from running against the world’s most extreme seven-figure off-roading vehicles. Because how embarrassing would it be if some guy in a Can-Am won the top race at King of the Hammers while dealing with both top-speed desert trails and obstacles like torn-up Chocolate Thunder alike?

Yep, you guessed it. Kyle Chaney did just that—or at least, we thought he did since he crossed the finish line first after starting well off the front. But then, on adjusted time, Raul Gomez actually took home the top spot and nudged Chaney down to second. Not bad for a side-by-side, though, and not even one of Can-Am’s top-of-the-line Maverick Rs since that innovative finger-knuckle design limits max tire sizing.

I actually watched Chaney go up Chocolate Thunder, a wild choice of lines always standing out compared to his competition. The morning after, some spectators clearly in recovery, the cheers for every truck ripping through sounded just as strong—to my ringing ears and searing eyeballs anyway. Three full days at King of the Hammers will do that, turns out, and some people stick around for 10 days or more!

The insane night culture that I caught for the first time this year will never fade from memory, even if I caught very little on camera. Maybe that’s for the best, though, in the vein of plausible deniability. Every year, I wonder whether I’ll take the time to do King of the Hammers again next year. This time around, the answer looks more solidly in the yes column than ever before.

Electric vehicles are a solid choice for buyers looking to cut their carbon footprint and stop paying for gas, but they’re not the best electrified vehicle choice for everyone. Plug-in hybrids help bridge the gap, offering electric range with the security of a gas engine when there is no option to charge. They’re slightly more expensive than regular hybrids, but they offer a fantastic compromise for people who aren’t ready to make the jump to full electric. Heck, the site’s founder even owns one!

That said, we’ve rounded up our favorite PHEVs for 2024 here, but if you want to see our monster list of best cars, head here. The models on this list offer great tech, upscale interiors, and solid performance. Care to take a look at the best plug-ins the market has to offer? Perfect. Then let’s get rolling.

Chrysler Pacifica Hybrid

• Starting price: $51,095
• Horsepower: 260 hp
• Torque: 262 lb-ft.
• MPG combined: 30 MPG
• MPGe combined: 82 MPGe
• Battery capacity: 16 kWh
• EV range: 32 miles 

Laugh all you want at minivans, but the Chrysler Pacifica Hybrid is genuinely one for the books. Interestingly, it used to be the only hybrid van on the block, but that changed when Toyota introduced the latest Sienna. But Chrysler beats it out with plug-in functionality and a surprisingly stout 32-mile range estimate. On top of that, it returns 82 MPGe and up to 30 mpg with its gas powertrain. The Pacifica Hybrid also brings comfortable minivan handling and confident-but-numb steering. 

Though aging, especially compared to its more recently updated rivals, the Pacifica Hybrid’s interior offers fantastic comfort and solid space for people and gear. Leather upholstery and heated front seats come standard, and the second-row captain’s chairs bring good padding and support. Chrysler uses Stellantis’ Uconnect infotainment system, which is easily one of the most intuitive and easy-to-use interfaces on the market. Even if it’s not the newest system to date, it rewards buyers with rapid touch response and a brainless-to-navigate layout that even our new editor-in-chief can attest to, having experienced many modern Stellantis/FCA vehicles. It runs flawlessly on the standard 10.1-inch touchscreen and brings wireless smartphone connectivity, Bluetooth, USB inputs, and six speakers. 

Chrysler Pacifica Hybrid: see inventory

Hyundai Santa Fe PHEV

• Starting price: $42,410
• Horsepower: 261 hp
• Torque: 258 lb-ft.
• MPG combined: 33 MPG
• MPGe combined: 76 MPGe
• Battery capacity: 13.8 kWh
• EV range: 32 miles

The Hyundai Santa Fe was an all-new model in 2021 and gained a frugal plug-in hybrid powertrain last year. While not a performance vehicle by any stretch of the imagination, the Santa Fe Hybrid offers brisk acceleration and reasonably athletic handling. At the same time, it maintains easy-going ride quality and offers a quiet cabin. 

With the recent overhaul, Hyundai moved the Santa Fe in a more premium direction, giving it an upscale interior with excellent materials quality and handsome design. Hyundai’s infotainment tech is less complicated than many other brands’ systems, and it runs smoothly on the Santa Fe PHEV’s standard 10.25-inch touchscreen. Other standard tech includes Apple CarPlay and Android Auto, Bluetooth, wireless charging, and HD radio.

Hyundai Santa Fe PHEV: see prices at CarGurus

Hyundai Tucson PHEV

• Starting Price: $38,475
• Horsepower: 261 hp
• Torque: 258 lb-ft.
• MPG combined: 35 MPG
• MPGe combined: 80 MPGe
• Battery capacity: 13.8 kWh
• Range: 33 miles

The Hyundai Tucson was recently overhauled, which brought sharp style, updated hybrid functionality, and better tech. This SUV offers a smooth ride, solid acceleration, and a refined hybrid system that smoothly hands off between gas and electric components. All-wheel drive comes standard, and Hyundai opted for a six-speed automatic over a CVT here, which significantly improves drivability. At the same time, the SUV returns up to 80 MPGe combined and 38 mpg in gas mode. 

Regardless of trim, the Tucson offers a spacious, upscale interior with solid materials quality. There’s good head and legroom in both rows of seats, and passengers in the front enjoy comfortable buckets with good padding and support. An 8-inch touchscreen comes standard, bringing wireless smartphone mirroring. Wireless charging, SiriusXM radio, Bluetooth, and dual-zone automatic climate controls are also standard. 

Hyundai Tucson PHEV: see prices at CarGurus

Jeep Grand Cherokee 4xe

• Starting Price: $60,490
• Horsepower: 375 hp
• Torque: 470 lb-ft.
• MPG combined: 23 MPG
• MPGe combined: 56 MPGe
• Battery capacity: 17.3 kWh
• Range: 26 miles

The Grand Cherokee 4xe was launched by Jeep following the success of the plug-in hybrid Wrangler. The SUV offers a decent all-electric range with energetic acceleration, though the transition between gas and electric powertrain elements can sometimes be awkward. Four-wheel drive is standard, and a smooth eight-speed automatic transmission helps the powertrain maintain smooth, quiet operation. And, okay, so it’s not the most efficient of this gathering at only 23 mpg and 56 mpge combined, but it sure packs a healthy wallop of power and torque, great for off-the-line jumps and highway passes.

The Grand Cherokee offers comfortable seating for up to five people. Jeep offers a range of upscale features, including leather upholstery, heated and ventilated front seats, massaging seats, and a heated steering wheel. An 8.4-inch touchscreen comes standard, along with wireless Apple CarPlay and Android Auto, six speakers, and a 10.25-inch digital gauge cluster.

Jeep Grand Cherokee 4xe: see prices at CarGurus

Jeep Wrangler 4xe

• Price: $60,360
• Horsepower: 375 hp
• Torque: 470 lb-ft.
• MPG combined: 20 MPG
• MPGe combined: 49 MPGe
• Battery capacity: 17.3 kWh
• Range: 22 miles

Surprised that this made it? Come on, now. The Jeep Wrangler 4xe has become America’s best-selling plug-in hybrid, and its powertrain delivers good acceleration with a reasonable all-electric range. However, like the Grand Cherokee, the Wrangler 4xe’s powertrain sometimes stumbles in the handoff between the electric motors and gas components. The Wrangler can also be a handful to manage on the highway, as its off-road suspension makes it feel busy and sometimes unsettled at higher speeds.

It must be noted that while the Wrangler 4xe is the least efficient member of this club, it may as well be a Prius among standard Wranglers, eking out a healthy 20 mpg and 49 mpge combined. Hey, after all, it’s still a big ol’ Wrangler, sculpted by a wind tunnel if the wind tunnel was out of service. But try going to Moab in a Corolla Cross.

The new Wrangler is much more luxurious and plusher than its predecessors, but this is still a rugged off-road SUV we’re talking about. Jeep did a good job at balancing materials quality throughout the Wrangler’s cabin, as there’s a mix of low-rent and upscale materials throughout. The SUV comes standard with a 7-inch touchscreen running Uconnect infotainment software. Apple CarPlay and Android Auto come standard, along with eight speakers and Bluetooth. Higher trim levels get a larger 8.4-inch screen and navigation.

Jeep Wrangler 4xe: see prices at CarGurus

Toyota Prius Prime

• Price: $32,975
• Horsepower: 220 hp
• Torque: 139 lb-ft.
• MPG combined: 48 to 52 MPG
• MPGe combined: 114 to 127 MPGe
• Battery capacity: 13.6 kWh
• Range: 39 to 44 miles

Toyota redesigned the Prius and its Prime plug-in variant back in 2023, giving it a striking appearance overhaul that made it surprisingly attractive from a design standpoint. It doesn’t just look better, it’s also more engaging to drive, with more power and far better acceleration than the previous generation.

The plug-in powertrain provides solid acceleration and refined operation, and there are up to 44 miles of all-electric range on tap in the most efficient models (it varies on the wheel/tire package). Regardless of trim level and tires, Prius fans are in for one of the most efficient plug-ins by a vast margin and one of the most improved generations of Prius, period. And no better is that reflected than its cabin.

The Prius Prime’s interior feels more upscale and premium than in years past. Toyota implemented heavy updates to the infotainment system, making it easier to use and more intuitive. Front-seat space and comfort are both top-notch, but folks in the back seat may find a shortage of headroom because of the car’s sloping roof. An 8-inch touchscreen comes standard, along with wireless Apple CarPlay and Android Auto, Bluetooth, and Amazon Alexa functionality. 

Toyota Prius Prime: see prices at CarGurus

Volvo XC60 Recharge T8 PHEV

• Price: $57,900
• Horsepower: 455 hp
• Torque: 523 lb-ft.
• MPG combined: 28 MPG
• MPGe combined: 63 MPGe
• Battery capacity: 18.8kWh
• Range: 35 miles

The Volvo XC60 Recharge T8 PHEV blends Volvo’s safety and luxury aesthetic with an advanced plug-in powertrain and great tech. The SUV delivers up to 35 miles of all-electric range, and acceleration isn’t wimpy by any measure. At the same time, the XC60 maintains a comfortable ride, though it’s not as athletic as some rivals. An eight-speed automatic transmission sends all that delicious, fiery power to all four wheels, and the stout powertrain operates smoothly in most situations.

Oh, did anyone mention this thing pushes 523 pound-feet? The Grand Cherokee 4xe sprints, but this is definitely a hard charger, with magazine-tested zero-to-60 runs in the low-four-second range and quarter-mile sprints in the high-twelves. For reference, that’s Mustang GT territory. But you’d never know from a mere glance at its opulent innards.

Volvo’s austere Scandinavian design gives the XC60 a calming, serene feel, and the materials are top-notch, no matter where you look. The front seats are supportive and generously padded, complementing a spacious back seating area that comfortably accommodates adults. Volvo moved to Google-based infotainment, which operates well on the 9-inch display. Apple CarPlay and Android Auto are standard.

Volvo XC60: see prices at CarGurus

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

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

Hyundai Ioniq 5

Starting price: $41,650

Horsepower: 168 to 320 hp

Torque: 258 to 446 lb-ft.

Combined MPGe: 99 to 114 mpge

Battery Capacity: 58 to 77.4 kWh

Range: 220 to 303 miles

IIHS Top Safety Pick? Top Safety Pick +

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

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

Hyundai Ioniq 5: see prices at CarGurus

Kia EV6

Starting price: $42,600

Horsepower: 167 to 576 hp

Torque: 258 to 545 lb-ft.

Combined MPGe: 83 to 117 mpge

Battery Capacity: 58 to 77.4 kWh

Range: 218 to 310 miles

IIHS Top Safety Pick? No

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

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

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

Kia EV6: see prices at CarGurus

Ford F-150 Lightning

Starting price: $49,995

Horsepower: 452 to 580 hp

Torque: 775 lb-ft.

Combined MPGe: 66 to 70 mpge

Battery Capacity: 98 to 131 kWh

Range: 230 to 320 miles

IIHS Top Safety Pick? No

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

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

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

Ford F-150 Lightning: see prices at CarGurus

Mercedes-Benz EQS

Starting price: $104,400

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

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

Combined MPGe: 76-96 mpge

Battery Capacity: 108.4 kWh

Range: 280 to 352 miles

IIHS Top Safety Pick? Not yet tested

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

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

Mercedes EQS: see prices at CarGurus

Nissan Ariya

Starting price: $43,190

Horsepower: 214 to 389 hp

Torque: 221 to 442 lb-ft.

Combined MPGe: 87 to 101 mpge

Battery Capacity: 63 to 84 kWh

Range: 205 to 304 miles

IIHS Top Safety Pick? Top Safety Pick +

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

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

Nissan Ariya: see prices at CarGurus

Genesis Electrified G80

Starting price: $79,825

Horsepower: 365

Torque: 516 lb-ft.

Combined MPGe: 97 mpge

Battery Capacity: 87.2 kWh

Range: 282 miles

IIHS Top Safety Pick? Not yet evaluated under new criteria

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

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

Genesis Electrified G80: see prices at CarGurus

Cadillac Lyriq

Starting price: $58,590

Horsepower: 340 to 500 hp

Torque: 325 to 450 lb-ft.

Combined MPGe: 89 mpge

Battery Capacity: 102 kWh

Range: 307 to 314 miles

IIHS Top Safety Pick? Not yet tested

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

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

2024 Cadillac Lyriq: see prices at CarGurus

With the introduction of the Porsche Cayenne, the automotive industry saw the rise of the super SUV, a vehicle that provides the power and prestige of a supercar in a larger, more practical form. As these vehicles grew in popularity, especially within the luxury-performance segment, enthusiasts have been inundated with options like the Lamborghini Urus, Audi SQ8, Aston Martin DBX, and, a smaller companion to the Cayenne, the Porsche Macan. 

The first model year for the Macan began in 2015, and less than a decade later, we are seeing this performance SUV in a whole new light: an all-electric option. Enter the creatively named Macan Electric. If the Porsche Taycan Turbo S has proven anything, it’s that this German brand isn’t messing around when it comes to electric power, storming into this new powertrain endeavor with impressive acceleration, handling, styling, and high-tech, futuristic options. The Taycan Turbo S was the full package, giving us high expectations for an EV Macan. 

Skip to section:

• What is the new Macan EV
• Porsche increases release of EVs
• Porsche’s forgotten EV history
• Porsche Macan EV aerodynamics and design 
• Porsche Macan EV dynamics and steering feel

What is the new Macan EV?

In a bold move to carry forward the Macan’s red-hot torch while feeding into the electric car frenzy sweeping the globe, the Macan EV is a full-on replacement for the outgoing gasser Macan. It sports a unique, slightly sloped roofline akin to the Cayenne Coupes or Audi Sportback crossovers and a plus-sized Taycan mug to accentuate that, yes, there is indeed a distinct lack of dinosaur juice flowing through this latest Macan.

The Macan EV will launch as two starter models, the lower-rung Macan 4S Electric and the Macan Turbo Electric. Both proudly tout Porsche’s acclaimed 800V architecture, which debuted in the Taycan. Final MPGe and range figures aren’t available as of yet, but Porsche states both Macan Electrics will launch with a 100-kWh battery, of which 95 kWh is usable, and a fast charge time of 21 minutes to juice from 10% to 80% charge.

In yet another interesting move, the electrified Macan won’t fully replace the current one immediately, at least not in all pockets of the world. Due to varying emissions and economic standards, this new generation will fully replace the gasser Macans in stricter places like mainland Europe but will sell alongside them in other markets like the UK and North America for an unknown amount of time.

Porsche Macan: see prices at CarGurus

Base prices:	$78,800 (4) $105,300 (Turbo)
Motor/battery choices:	Dual permanent synchronous motors w/ 100 kWh battery pack
Transmission choices:	Single-speed direct drive
Drivetrain choices:	all-wheel drive
Power:	382 horsepower; 402 horsepower w/ Overboost Power + Launch Control (4), 576 horsepower; 630 horsepower w/ Overboost Power + Launch Control (Turbo)
Torque:	479 pound-feet w/ Launch Control (4), 833 pound-feet w/ Launch Control (Turbo)
Weight:	approx. 4,600 to 4,900 pounds
Zero-to-60 mph:	approx. 4.9 seconds (4), approx. 3.1 seconds (Turbo)
MPGe:	TBA
Range:	381 miles (4), 367 miles (Turbo)

Porsche increases release of all-electric production models

As a Porsche enthusiast, I was once incredibly skeptical about how a brand seeped in decades of racing heritage could follow the market trend into the world of electric vehicles. That was until I got behind the wheel of the Taycan Turbo S on an empty airport backroad. While we still have a lot yet to learn about the EV Macan, our hopes are high. Was Porsche able to dial in the electric motors and the already-in-production Macan to combine into one exquisite compact SUV? Supposedly, it does all that and more.

What might be harder to believe, however, is that despite initial feelings, the Macan EV is even more aligned with the hopes and dreams of Ferdinand Porsche than most may originally assume.

Porsche’s forgotten electric vehicle history proves Ferdinand Porsche would have been satisfied

While many consumers may consider the Taycan the brand’s first electric vehicle, this technology was seen in P cars over a hundred years ago before the modern EV revolution. Porsche purists may claim that creating an all-electric model was a sin, and diving deeper away from the brand’s heritage by creating an EV SUV is exponentially worse, but many forget that it was Ferdinand Porsche who originally placed an electric motor into one of his vehicles all those years ago. 

Porsche’s plans for electromobility were far advanced for the infrastructure and battery availability of the times, but that didn’t stop the vision. In 1898, Ferdinand designed his first electric vehicle, the Egger-Lohner C.2 Phaeton. From there, he went on to develop the electric wheel hub motor before introducing the first Lohner-Porsche Electromobile at the 1900 Expo in Paris. 

So, if Ferdinand Porsche was so interested in developing an EV, where did things go wrong? The answer is something we struggle with today but have managed to balance with new materials and more powerful motors: weight. 

While the new Porsche Macan is still heavy for a compact SUV due to the additional weight of the lithium-ion batteries, Porsche has maintained their focus on a striking power-to-weight ratio and weight distribution to sew along the thread of genetic Porsche driving experience. 

Porsche Macan EV aerodynamics and design 

Porsche has been a long-standing icon in the performance segment with a history steeped in motorsports heritage. Even as a heavier, larger, all-electric platform, the Macan still fits the bill for performance and handling that we expect from the brand. As an EV, the wheelbase of this compact SUV is stretched an additional 86mm, which will surely aid high-speed stability, compensated by a shorter overhang on the front and rear of the vehicle. The elongated appearance meshes with the coupe-like roofline and sleek body lines to give it a sports car appearance and proportions. 

Although it maintains its iconic Porsche appearance and is still notably a Macan at first glance, significant changes to the body styling and aerodynamics make it the most streamlined SUV on the market. That isn’t just conjecture, either. With the Porsche Active Aerodynamics (PAA), the Macan EV drops its drag coefficient to an impressive 0.25 — perfect for performance and optimized range. The PAA achieves this through several elements:

• Flexible covers on the fully-sealed underbody 
• Adaptive rear spoiler
• Active cooling flaps on the front air intakes
• Rear, lateral tear-off edges
• Louvered diffuser

Porsche Macan EV driver dynamics and steering feel

In order to develop a car that aligns with the Porsche brand, handling and driving feel must be prioritized, and that is clear with the Macan EV. The additional weight of the high-voltage battery system does give the car a disadvantage, but from an engineering standpoint, the bulk of this mass sits low, giving the SUV a short center of gravity and allowing it to hug the road as it corners. Take the raving reviews of the Taycan as gospel for Porsche’s ability to make a heavy EV handle like a dream.

The EV also offers a notable change over previous model years, something we have seen in a handful of the brand’s sports cars and crossovers: rear-axle steering, which is a first for any Macan and capable of up to five degrees of angle. This is an additional option, but one we hope buyers who custom spec this vehicle will genuinely consider for both urban commuting and performance driving purposes. The benefit here is an impressively tight turning radius of 11.1 meters (36.4 feet) in traffic and increased handling stability at higher speeds.

Porsche vehicles: see prices at CarGurus

Per usual, Porsche is using this new endeavor to bring us even more advancements in technology to enhance our driving experience. We see this not only with this Macan being the first to receive rear-axle steering but also in the addition of the two-valve damper technology in cars equipped with the Porsche Active Suspension Management (PASM) that comes along with the optional air suspension. This gives drivers an even more noticeable difference in feeling between comfort and performance mapping.

While we may have to wait until these EV Macan models are released to get behind the wheel and let you know what we think of the execution of these designs for ourselves, we are optimistic about the engineering and aerodynamics that bring this car to life decades after Ferdinand Porsche himself first attempted to create his electric vehicle.

Ford sells a ton of Explorer SUVs. Old or new, it’s probably one of the more populous cars on the road, in police fleets, and on CarGurus. But the current model is starting to feel a bit long in the tooth compared to newer, more advanced rivals. That won’t remain a problem for long (sort of), as Ford recently introduced the 2025 Ford Explorer with substantive updates to its styling and interior. 

The Explorer’s powertrains remain unchanged, with a turbocharged 2.3-liter EcoBoost four-cylinder as the standard offering. It makes 300 horsepower and 310 pound-feet of torque. A twin-turbo 3.0-liter EcoBoost V6 is available, producing 400 horsepower and 415 pound-feet of torque. All powertrains are reportedly mated to a retuned 10-speed auto. The SUV keeps its rear-drive bias, and four-wheel drive is still available. 

Ford gave the Explorer a new face for 2025, with the Active trim featuring a sawtooth grille with black mesh and chrome bars. The ST-Line and ST get honeycomb gloss-black grilles, and the ST adds red badging. The top Platinum trim gets a wing design grille with satin chrome and black accents. Ford offers seven new wheel designs, with sizes from 18 to 21 inches.

Each trim gets a unique interior look, ranging from the dark grey, bronze, and black accents in the Active trim to the “Mojave Dusk” interior theme for the Platinum model. The sporty ST and ST-Line get black interior finishes with red stitching, and the ST adds Miko suede inserts to the upholstery.

Interior tech got an upgrade, with a standard 13.2-inch touchscreen and wireless Apple CarPlay and Android Auto. Ford also equips a 12.3-inch configurable digital gauge cluster, Amazon Alexa capabilities, eight USB ports with two for third-row passengers, three 12-volt powerpoints, and a Class III trailer tow package. Buyers can also add Blue Cruise, a hands-free driving assistance feature.

Ford Co-Pilot 360 Assist+ comes standard, bringing features like blind spot monitoring, rear cross-traffic alerts, adaptive cruise control, lane keep assist, lane departure alerts, and more. The 2024 Explorer earned an IIHS Top Safety Pick award for the 2023 calendar year, so the new model should perform at the same level. 

If you’re hoping to get a 2025 Explorer, the order books opened this morning. You’re looking at a $41,220 starting price, including destination, and deliveries should start in the second quarter of this year.

I never go into the world of crossovers expecting much in the way of creativity or differentiation. Small family crossovers are all mostly drawn from the same cookie-cutter template. But that’s also to say they all do their job commendably well. They’re all roomy. They’re all reasonably fuel-efficient. They’re all easy to drive, easy to live with, and easy to use for all your family, commuting, or household needs. They’re fine cars, and if you throw a dart at anything on the board, you’ll probably land on something you’ll enjoy. Maybe not as a driving enthusiast, obviously. But it’ll serve its purpose well. And that’s why I’m so excited to sample an oddity like the Dodge Hornet R/T.

Where have you been the whole time, you shifty little rat?

In a sea of dull but glaringly obvious choices in the market, here comes the Hornet R/T (and, by extension, the Alfa Romeo Tonale) to rule its only little corner of the kingdom and do it its own way. In R/T guise, it can be had with a spunky plug-in hybrid akin to the RAV4 Prime. Except, unlike that longtime favorite, this diminutive crossover has… wait, Brembo brakes? Wait, dual-valve Koni shocks? Michelin Pilot Sport All Season 4 tires? Metal paddle shifters? Hold up. Something’s special about this gold jellybean on stilts, and I’m going to get to the bottom of this.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• A different kind of commuter
• A different kind of hot hatch
• Conclusion

🚦Get ready, set, full disclosure! Some of the links powering our posts contain affiliate links, which means we may earn a small commission if you decide to make a purchase, even if it’s not from the page we linked. Affiliate links are not always an endorsement of the product. To really help us keep our headlights shining to make more content like this, subscribe to the Acceleramota newsletter.

Price and specs

GTI and GR86 fans, read it and weep. The Hornet R/T is indeed a threat. 288 horsepower and a sports car-rivaling 383 pound-feet place it squarely within the realm of entry and mid-level performance cars, and the big kid magazines’ test teams have the test numbers to prove it. Thank the 1.3-liter turbo four-banger assisted by a plug-in hybrid system consisting of two AC motors (one more than Tonale, likely resulting in its higher torque figure) and a 15.5-kWh battery, with the latter half of the powertrain being capable of up to 32 miles of EV-only commuting up to 84 mph. However, that impressive spec sheet comes at a wince-inducing price tag for our tester, which stickers at a hefty $52,405.

Dodge Hornet R/T: see prices at CarGurus

Base price:	$41,400
As-tested price:	$52,405
Engine:	1.3-liter turbocharged I4 + 2 AC motors, 15.5-kWh lithium-ion battery
Transmission:	6-speed automatic
Drivetrain:	All-wheel drive
Power:	288 horsepower
Torque:	383 pound-feet
Redline:	7,000 rpm
Weight:	4,200 pounds
Zero-to-60 mph:	5.5 seconds
¼-mile:	14.2 seconds @ 96 mph
MPG:	29 combined
MPGe:	77 combined
Observed MPG:	29.2 MPG
EV Range:	32 miles
Fuel Capacity:	11.2 gallons

Hornet R/T exterior design

Oh, thank the car gods that Italy had the heaviest influence in designing this vehicle. Yes, this is still very much an Alfa Romeo Tonale underneath, from the shape to the glass and the rear fascia. The starkest change is really just that Dodge Charger-fied mug, which itself looks pretty damn decent, and the headlights are still very much Tonale, albeit with a different lighting pattern inside the lens.

If you care not for family crossovers, then perhaps you’ll find nothing remarkable here. But one must admit it’s a refreshingly smooth and elegant way to do a RAV4 rival, with hardly any sharp creases aside from the questionably functional hood vents and Dodge grille. The smooth, paper-thin light bar streaking across the rear hatch is a fun Euro touch, as are the dual-exit exhausts that protrude through the bumper rather than beneath it. Oh, and there’s no denying how gorgeous Acapulco Gold is, and I don’t even like yellows on cars.

Cough, Tonale still looks better. Just by a bit.

Perhaps what is most enjoyable is that it’s not a diminutive two-row crossover pretending to be something sportier, bigger, or more “off-roady” than it really is from the outside. It looks small. It’s styled small. It is small. It’s honest without being drab, which should be enough to lure at least a few prospective car buyers away from Toyota or Honda lots.

What’s hot?

– Intoxicating power for a family crossover – Nimble, responsive chassis – “Just right” damper tuning with many talents – “Just right” size for urban excursions – Useful EV range with commendable regen abilities – Italian styling

Hornet R/T pricing breakdown

Before we dive into our specific tester, do note that you can get lower-rung GTs for a starting price of $31,400. Not bad! GT and more tech and luxury-laden GT Plus trims feature a Dodge-exclusive, all-ICE, non-hybrid 2.0-liter turbo powertrain not currently offered on U.S. Alfa Tonales. For a notable ten-grand discount off an optionless R/T, you score a comparable 268 horsepower and 295 pound-feet, with performance figures that are barely slower. Hmm, interesting. However, no paddle shifters are available for that powertrain’s 9-speed auto, and there are obviously no hybrid drive modes or EV-only capability.

Our R/T Plus starts at $46,400 and adds a sizeable moonroof, Harmon Kardon audio system, heated and ventilated power seats, and power liftgate. Acapulco Gold adds $595, although other colors can be had for $495 or free. The $2,345 Tech Package adds surround-view cameras, front, rear, and side parking assist, and Level 2 autonomy with adaptive cruise and lane centering. Lofty, sure. Worth it? We’ll discuss it momentarily. But get this.

What gimmicky bundle of ironic coolness has me rolling my eyes to the back of my skull while also screaming “HELL YEAH” is the availability of the (drum roll) Track Package. Track. Package. You can spec your hybrid family compact crossover with a $2,595 track pack. Although this pack features a severe lack of oil coolers, stupid wings, or carbon ceramic brakes, you do get 20-inch wheels wrapped in Michelin Pilot Sport All Season 4 tires, red-painted four-piston Brembos, and adaptive twin-valve KONI shocks.

I iterate once more: Hell yeah.

Hornet R/T interior and tech

Inside is a standard Stellantis affair with a unique Italian flair, resulting in a cabin that’s practical and comfortable without being a boring hodgepodge of flat surfaces. The center console and transmission tunnel gradually rise to meet the climate controls on the dashboard, leaving an angled surface for your wireless charger. And the center console storage bin provides ample space for wallets, phones, garage clickers, or maybe four or five small hot dogs. Maybe.

Rear passenger space is ample, with a fold-down center armrest with cupholders and a rear cargo area passthrough, which may come in handy from time to time, as the rear cargo area doesn’t appear any more spacious than a large hatchback. With 22.9 cubic feet of cargo volume, it’s roughly on par with a Kia Niro but down on a RAV4 or Ford Escape by several cubic feet. At least rear-seat passengers get their own climate vents plus USB charging, but I suppose that’s expected in this era and at that lofty price point.

The aforementioned Tech Package means our Hornet tester is graced with Level 2 autonomy in the form of lane centering and adaptive cruise. Surround-view cameras bunched with front and rear parking sensors and blind spot monitoring mean the Hornet should (theoretically) be uncrashable. Or so you’d hope. If any of these doo-dads bug you for whatever reason, they’re defeatable via hard buttons or through settings in the 10.25-inch uConnect touchscreen. The latter also houses wired and wireless CarPlay and Android Auto, built-in nav (hallelujah!), and readouts for performance gauges, electric charge, and more. The standard digital gauge cluster can also display accompanying readouts for fuel economy and which half of the powertrain, gas or electric, is using how much energy.

A different kind of commuter car

Fascinating. This two-row family crossover excels as a two-row family crossover. I never would’ve guessed.

Slap it in Hybrid or Electric via the drive mode button on the wheel, and let the Hornet R/T deliver you from your typical bland commuter car woes. The perforated suede seats are cozy. The heated steering wheel is toasty and fits beautifully in your hands. The uConnect touchscreen is fast, responsive, and immediately easy to learn in a matter of minutes. A vertical stack of shortcut buttons keeps CarPlay, music, or nav functions at a finger’s touch at all times.

Out on the open road, the Hornet is fairly quiet and comfortable. In fact, I’d argue it exceeds expectations for something with such a small stature and short wheelbase. Props to the Track Pack’s KONI dampers for excellently dispatching most of what Cali roads have to throw at it. Speed bumps, expansion joints, point holes? Pfft. The Hornet moseys on over all of them with little harshness sent through the cabin, only occasionally wallowing over large undulations as one would expect from a smaller car, like a tiny vessel over a large wave. But even over the largest lumps, it’s as composed and settled as can be. And to think its Tonale twin is even more refined, according to a little birdie who helped engineer it.

Don’t let the cutesy silhouette fool you into thinking it’s a cheap tinker toy. The Hornet is a genuinely well-mannered city car with an affinity for navigating the concrete jungle.

Most impressive was the commendable EV range afforded by the Hornet’s wee battery pack. An EPA rating of 32 miles places it near the upper echelon of plug-ins alongside other strong contenders such as the Alfa Romeo Tonale (33 miles), Ford Escape Plug-In (37 miles), and the Kia Niro Plug-In (33 miles). During my stint bouncing back and forth between Glendale and Redondo Beach, I found that best-case range to be easily believable, consistently getting 30 to 31 miles of EV range. The eSave and Sport modes prioritize gas operation to preserve and even assist with battery charge once you’re low on electrons, but oftentimes, the Hornet will always find that extra ounce in its cells for the occasional power boost off the line or on the freeway.

What’s less impressive is the total range, which could only ever be roughly 360 miles, including Electric mode. After reading the specs, you know instantly the R/T works best as your lifted city runabout. Fear no parking garage or tight back alley in the Hornet. But possibly fear interstate expeditions, as you have more frugal options. Ho-hum fuel economy in gas-only operation, further hurt by how the Hornet rarely operates as a “normal hybrid” like Toyotas, and a small fuel tank (a little over 11 gallons) means fill-ups are cheap but more frequent than you’d like if your commute sees a lot of freeway miles.

Don’t get me wrong, an EPA combined rating of 29 mpg and my 29.2 mpg average, even factoring in some hard canyon runs, aren’t bad at all! But a RAV4 Prime gets 38 combined, and its Ford Escape equivalent gets 40. What a shame this only functions as a normal hybrid a fraction of the time, heavily prioritizing gas-only or electric-only, even in Hybrid mode, because the Hornet saw mileage figures of 40 to 42 mpg in my hands when it does. Fail. Once more, at least fill-ups will be cheap.

Questionable hybrid operation paired with wonky lane-centering programming that struggles with cornering and a service warning that randomly appeared a thousand miles premature and never went away without tricking it with a specific start-up sequence makes for a crossover SUV that’s tough to recommend to the average consumer. Like seriously, this tech has been around for many years, yet it feels like an early adoption here.

I’ll write them off as hiccups in this early-build Hornet specifically, but still. Oh, Italy. Why are you like this? Oh, I can take a guess why. You must have had your priorities elsewhere, such as trying to turn the Hornet into…

A different breed of hot hatch

Gotcha, suckers! You thought this was a family car? Shut up and get to the pits. Monza beckons for a new champion.

Should anyone dare to take the R/T badge a little seriously and head for the hills with Sport mode engaged, the Hornet will oblige with the best driving experience a car of its size and class could possibly deliver. Make sure you sprung for the Track Package before you do. Trust.

The 235-wide Michelin Pilot Sport All Season 4 tires are a godsend. They were great on a base C8 Corvette Gabe and I had previously sampled. They’re stellar here, enabling enough grip that you feel like you’re going to grip roll this golden egg down the hill, but thankfully, the KONI shocks do a commendable job at keeping body motions in check. They reportedly firm up in Sport mode. Frankly, the difference, if any, is negligible and still comfy enough for daily duty. You feel the body tilt in corners, but it takes a set and rotates right around with assistance from the torque-vectoring electric motors, almost never getting upset by mid-corner bumps and undulations despite the thin tire sidewalls and short wheelbase.

Steering was expectedly a tad numb and light, but there was just an ounce of feedback coming through to let you know there was a bump or the road surface had changed. A little more weight could do nicely, but at least it was reasonably quick and accurate for what’s ultimately still a family car. You can tackle most right-hand city streets and tight canyon bends without ever crossing arms, which is always nice.

Brakes? Effective. But a little wooden-feeling, needing a heavy foot to haul it down from the lofty speeds the plug-in powertrain is capable of. Which, by the way…

Did I mention this thing was fast? Because it’s fast. Quite fast. The big kid magazines have consistently clocked sprints to 60 mph around five and a half seconds, mirroring some V6 and turbo-four pony cars and posing a serious threat to GR86s and Miatas everywhere. The 1.3-liter pushing damn-near 30 pounds of boost out of its itsy-bitsy turbo must surely lag like a Group B rally car, but thankfully, its hybrid half fills in the torque more than adequately enough. Engage PowerShot mode, and you get 15 seconds of electric overboost with an extra 30 horsepower. Because that’s just what I needed on the way to Trader Joe’s. Whether that 30 horsepower is on top of the 288 or if the 288 is with PowerShot is unclear. But quick is quick.

Best of all, Sport mode’s battery regen, whether from the brakes or the engine itself, is far more aggressive than in eSave. Basically, whenever you’re not asking for juice for full-throttle sprints, it’s juicing the battery instead. This effectively means you can enter your local canyon road with a near-dead battery and come out with it nearly fully charged!

No charger? No problem. Just run for the hills (or your nearby freeway on-ramp).

As for the six-speed auto, it’s definitely no ZF or DSG. But it gets the job done and is thankfully responsive-ish to the familiar Alfa Romeo metal shift paddles. Sure, there were a few slight, quarter-second delays on a few upshifts. But its relative lack of sporting intent is forgiven when the paddles are this damn fun to click-clack around, just like its distant corporate cousins costing multiples more.

What’s not?

– Unremarkable mpg in gas-only mode plus small gas tank equals short range – Rarely functions as a normal hybrid – Brakes require a heavy foot for performance driving or emergency stops – Somewhat small cargo area – Italian electronic annoyances – The Hornet GT and Alfa Romeo Tonale exist

New Dodges: see prices at CarGurus

Too lovable but too flawed

Could you tell I’m smitten? It’s got style! It’s got swagger! It’s got speed, handling, and real-world urban commuting chops! After only five days, I fell in love with the Hornet R/T. I just don’t know if I can ever recommend a Hornet R/T. Here’s why.

If you insist upon a plug-in for the handy all-electric capabilities, the Tonale exists. For a few grand more than the comparable R/T, you can nab the actual donor car that’s arguably far more attractive and, frankly, more authentic because it’s the original one. The performance, despite being down on torque, is nearly identical. And according to a former engineer behind the project, it’s quieter and more refined.

Back in Detroit, there’s the Hornet GT, which trades its plug-in powertrain for an all-ICE 2.0-liter powertrain with comparable performance, fuel economy, and total range for $10,000 less. A Hornet R/T could buy you one comparable GT without the worry of charging and with leftover dough for a decent Fiat 500e if that’s your jam. Both corporate cousins leave the R/T in an odd spot between, “You got to really want it,” and, “I could use that spare couple thousand bucks.”

But looking at the R/T for what it is. If you don’t mind drinking Dodge’s Kool-Aid and partaking in the Americanized Italian hybrid for all it gets right, and in spite of all it gets wrong, then be my guest. And for most urban commutes, it’ll be more than enough. You may never even feel the crunch of its comparatively unremarkable range if you never leave the asphalt grid. It’s just roomy enough for friends and their shopping if they’re not big spenders, and you have all the ground clearance and agility in the world to dart between lanes and around parking lots in total, all-electric comfort. And if you want to show them a party trick on the way to your favorite downtown bar, Sport mode and PowerShot ought to do the trick.

It’s hard to look at the Hornet R/T without seeing the sheer scope of its market and all with whom it competes. But on its own, it’s a rambunctious little RAV4 alternative with more charm and driving enjoyment than that cookie-cutter crossover will ever have. Hey. At the very least, I’m glad it exists.

When I drove down to the Port of Los Angeles to pick up the 1997 Mitsubishi Pajero Evolution that I had won at an auction in Japan just four months prior, only a teensy little bit of drama ensued. I expected a dead battery after such a long post-auction waiting period plus weeks on a ro-ro ship, but when a jump pack couldn’t even spark the engine to life, two good samaritans with two different trucks and two sets of jumper cables needed to come to my rescue. 

Such is the power of the enthusiast automotive industry, and I chuckled to myself as I sat powerless, occasionally pumping the throttle while surrounded by an expansive parking lot chock-full of (presumably also dead) JDM icons. That rescue attempt proved short-lived, though. After the Pajero’s engine finally cranked over, all of a sudden, a searching idle and lurching acceleration cropped up as I headed for the customs shed to sign some final forms on the dotted line. The truck died twice more throughout those few hundred yards before I nearly wheeled up onto a flatbed trailer. I already felt grateful for the Dakar-developed suspension, to say the least. 

Mitsubishi Pajero: see prices at CarGurus

Let’s make a case for right-hand drive in American traffic

Bringing this old dog home

A dead battery. Gnarly noises from the engine and transmission. Maybe a dry gas tank. On the long drive home, my mind raced along at breakneck paranoiac pace, wondering what I’d gotten myself into.

Back home, I poured in a few gallons of 91 octane and then checked the automatic transmission fluid dipstick—yep, those exist—only to discover the transmission pan even drier than the fuel tank. Four or five quarts of Mitsubishi Diaqueen SPIII later, I went for a test drive. The engine finally revved happily, and the gearbox shifted smoothly until I switched off the ignition again and hopped out, only to audibly hear fluid flowing out, piddling onto the concrete slab. Oh boy.

Hey, on the bright side, all the mechanical drama gave me an excuse to skip the 405 freeway as my first right-hand-drive experience in the United States. But this first day owning a homologation special went rougher than expected, nonetheless. And that’s considering how many sleepless nights I spent preparing for every last eventuality that might possibly emerge while picking up a rare car with 237,000 kilometers on the odometer and a laundry list of even rarer parts that are almost impossible to find in Japan, let alone the United States. Luckily, the Pajero Evo also shares many parts with Gen 2 and Gen 3 Mitsubishi Monteros sold here in America, and I quickly installed a Montero oil cooler line to replace the burst piece on the PajEvo.

Happily ever after, at least until I used Google Lens to translate the sticker on the timing belt cover, which seemed to suggest the last timing belt job had been completed in ‘22—next, I realized that in Japan, that “22” meant the twenty-second year of the previous emperor’s reign, or 2012 by my math. So the Evo sat for a couple more months while I sourced a timing belt, water pump, and various other “while you’re in there” parts from Japan, Dubai, and, somewhat surprisingly, Rock Auto. With the truck finally running at full gas—knock on wood, I know—seemingly everyone who knows anything about anything wants to learn more about this rare Dakar racecar for the road, especially since its recent uprising in Hagerty prestige. So buckle up, kiddos. Let’s talk about the Mitsubishi Pajero’s Evolution.

Here are my five faves from Hagerty’s 2024 Bull Market that you should buy before it’s too late

A totally different beast

Pictures of Pajero Evos online only tell part of the story. Yes, those hilarious fender flares and Bat-manga-ear vertical stabilizers look awesome on a short-wheelbase truck, but beneath the skin lurk miracles that Mitsubishi’s engineers worked over to produce the Dakar Rally’s winningest vehicle ever (though Can-Am believes the Maverick X3 might soon be able to take the record by managing similar miracles, perhaps). 

The biggest difference between a Pajero Evolution and the utilitarian, almost Spartan run of Pajero and Montero (and Shogun) SUVs sold worldwide involves significant revisions to the suspension in order to cope with racing through the African desert. Mitsubishi raced first-gen Pajeros before developing the Evo proper, which received different unequal-length A-arms and coilovers for the independent front suspension versus a standard version while simultaneously ditching Pajero’s traditional solid rear axle in favor of independent rear suspension. Looking back, the layout blurs the lines between Gen 2 and 3 Monteros, though, unlike the Evo, the Gen 3 switched to a unibody rather than a body-on-frame chassis.

I noticed one of the most impressive parts about that suspension system the first time I got my Evo up on a lift, as the front wheels and tires drooped down and outward rather than swinging inward. Ideal for catching air and nailing landings, obviously, just like those vertical stabilizers. Of course, in a similar fashion to the more well-known Lancer Evolution compact sports sedan, the Pajero also uses a much more powerful engine—though not by bolting on a turbocharger, something of a bummer but a detail which I hope should help to improve reliability and longevity of my high-mileage truck.

Instead, the Evo’s 3.5-liter dual-overhead-cam V6 uses some components from the second-gen SR engine, with an early application of Mitsubishi’s MIVEC valve timing system for the heads. Think VTEC, VANOS, or VarioCam, but the resulting peak of 276 horsepower during the Japanese automaker “Gentlemen’s Agreement” definitely feels underrated once the Evo comes onto that second cam at about 5,000 RPM. 

Meanwhile, the Gen-2 Montero’s Aisin three-speed automatic with overdrive went out the window in favor of a new five-speed automatic. The factory offered a stick shift, though I believe the Dakar race trucks actually used a manual gearbox built by Holinger in Australia for V8 Supercars. That Aisin trans appeared later in the Gen-3 Montero, but desert racing in the Evo’s dictating shorter gear ratios and a reprogrammed TCM that holds gears higher into the rev range.

The four-wheel-drive transfer case also resembles a Montero’s, with a similar Super Select gear lever that allows for shifting between 2-Hi and 4-Hi on the fly to produce all-wheel drive, as well as locking the viscous center differential for more traditional four-wheel drive. Switching to 4-Lo requires coming to a stop in Neutral, though the live axle trucks’ optional rear locker gives way to Torsen automatic torque biasing front and rear differentials on the Evo.

On the interior, the racecar theme continues with unique Recaro seats—most similar to an Isuzu VehiCROSS, actually, but with adjustable bolsters and different cloth upholstery. The Evo, therefore, rides tighter and higher than a Gen 2 Montero, allowing for better visibility over the hood. Almost every Evo needs repairs to the cloth bolsters from drivers and passengers sliding up and into the seats, though, and that cloth also attracts dog hair better than velvet, even though I’ve only allowed the dog in the car twice ever. 

A nice set of original front floor mats features a rubber inset to collect dirt and pebbles while off-roading. Other fun details include carbon fiber trim to distinguish the Evo’s dash from more pedestrian and otherwise identical Pajero dashes. That carbon fiber optionally extended to the tall gearshift lever, which allows for bang-shifting using an early Tiptronic-style selection, with Up towards the front and Down towards the back (the inverse of a present-day sports car’s automatic or a racecar’s sequential). My truck came in relative poverty spec, though, and I do wish I could find a few of the dealer options like front light pods, a ski rack, and an aluminum fuel filler door.

The biggest bummer? Probably that no Evo has cruise control. Because racecar, duh.

Keeping a Mitsubishi stock? Surely not…

The obscure Dakar legend of a short-wheelbase, cartoonified racing truck helps to explain why anyone who knows about the Pajero Evo gets absolutely stoked to see one. I bought the truck to share with the Montero community—which partially explains why I chose an automatic, too—and have met many other owners both online and in person so that we can coordinate parts sourcing and modifications.

I plan to keep my PajEvo as close to stock as possible, other than swapping on a three-spoke OEM steering wheel from a Mitsubishi Eclipse to replace the delaminating rim on a surprisingly bland four-spoke that matches an otherwise standard Montero. And I just love a three-spoke steering wheel anyway.

My Evo also arrived with tired Yokohama HT street tires that aren’t even sold here in the States, so I swapped on a set of incrementally taller Geolandar A/T rubber that might better take the beatings I planned to dish out in the dirt. While chatting with some of Yokohama’s engineers at Nitro Rallycross last year, I learned that any of the historical photos I found of Dakar race trucks wearing Yokohama tires probably showed privateer teams. Mitsu’s factory trucks only used BFG and Michelin, apparently. 

So far, those Geolandars have held up quite well, both on-road and off. About 5,000 kilometers in, the front shoulders already show a bit of wear, which I attribute to my penchant for ripping this body-on-frame truck faster than most Porsche 911 or Ferrari owners up in Malibu—but I figure that’s to be expected while driving high-sidewall LT-metric truck tires mounted on a high-powered 4,300-pound vehicle anyway. At highway speeds, the tires barely peep. (No, I haven’t found any snow yet, sorry.)

I also swapped out the flimsy steel underbody panel for true skid plates built by Adventure Driven Design. In fact, the OEM piece looked more sturdy than the typical plastic used by most manufacturers these days, but thicker aluminum should hopefully prevent any flying pebbles from damaging unobtanium parts under there. Again, the similarities to Monteros helped here since only one little tab on a Gen 2’s transmission skid needed trimming to fit the Evo’s revised control arm mounting location. After my guinea pig experimentation, I sent the correct measurements to Adventure Driven Design, so the site now sells perfect Evo skid kits online, along with a host of other Montero and Pajero parts.

Aftermarket parts support for Monteros and Pajeros from companies like ADD, in general, makes up a tiny sliver of the off-roading industry here in the United States. However, the passionate community relies heavily on international suppliers who stockpiled OEM parts before Mitsubishi’s steady decline left everyone in the lurch. For both the Monteros and the Pajero Evo, I regularly order everything from suspension components to oil cooler lines from Partsouq in Dubai, and shipping isn’t even too terrible. 

I’ve also struggled to get mixed results with the incredibly frustrating order systems of Amayama and Nengun Performance out of Japan. I just took a quick gamble on some front upper ball joints from Megazip that actually arrived fairly promptly. But availability for the Evo specifically depends partly on the fact that Mitsu never actually built much in the way of spare parts, so a number of companies in Australia and Europe also cater to custom requirements. My replica aluminum side steps came from Paves Garage down under, while EVO Shop GmbH (in Switzerland, I believe) has sent me a few targeted ads on IG for bushings, brake lines, and other components—priced just high enough to tempt me if a fit of desperation hits.

Sorting out the little details

A little detail that I learned quickly about bringing a JDM car to the United States required much longer to solve than expected: it turns out that AM and FM radio frequencies vary across the Pacific. And my OEM radio, which previous owner(s) clearly never bothered to replace, only made bad noises through what sounded like blown-out speakers. I tried a cassette adaptor, tried swapping in my Montero’s original radio, and even tried to splice in a Bluetooth adaptor through the empty CD changer port. 

Eventually, I broke down and bought a retro-styled VDO Continental aftermarket head unit that almost, but doesn’t quite, match the rest of the Pajero’s blue-green dash lights. The head unit allows for Bluetooth, my main requirement, but not dimming of the screen or button bulbs—so I put a thin dimmer film on the screen to prevent nighttime glare. All this to avoid a double-DIN screen low down in the dash, so that I can keep the so-damn-Japanese felt-lined sunglasses drawer and pull-out cupholders. 

Another “because racecar” moment arrived when I discovered that the Pajero Evo lacks door speakers, despite the standard Pajero front door cards, which do have speaker panels built in. So I broke down again and bought Pioneer four-inch dash speakers in the hopes of gaining a bit of audio crispness with minimal effort involved (pulling the 6×9 rear speakers will eventually happen, but it requires popping off almost all of the rear interior paneling).

A fellow PajEvo owner also came to the rescue in a big way quite recently when he sent me instructions for how to reprogram the OEM key fob that came with my car but seemed not to work despite its little red bulb flashing and a battery replacement. I won’t share the exact details of how to reprogram the fob because it was literally so easy that I’m now scared to park the Evo anywhere even remotely sketchy and plan to wire in a hidden kill switch (and almost certainly invest in The Club as an additional visual deterrent, too). But the simple act of locking and unlocking without needing to slide a key into a tumbler makes the Evo feel so much more modern.

Mitsubishi Montero: see prices at CarGurus

Keeping the Dakar dream alive

Meanwhile, I installed a set of phone and camera mounts from Bulletpoint Mounting Solutions on the original dashtop gauge cluster to hold my phone in place of a double-DIN screen (don’t worry, I found a replacement gauge cover to drill into). And I slid an Element fire extinguisher into the little retaining clip that originally housed a by-now-missing flare in the passenger footwell. Similar other details point to Mitsubishi’s incredible attention to detail during the 1990s, from the rear door toolkit’s easy access and useful selection to the rear wiper’s pour funnel that prevents messes while refilling fluid.

I want to keep the original Japanese stickers on the windows as long as possible, but I did add a few warning stickers from my time in Saudi Arabia at the 2023 Dakar Rally on the driver’s side sun visor. And even if an Optima Yellowtop stands out like a sore thumb in the engine bay, I figure a better battery makes sense given my travel schedule—no matter how much I daily drive the Evo while at home, I’m still not home nearly enough.

In terms of maintenance, after getting the engine and trans running without leaks, my main focus lately has been refreshing the front steering and suspension. Again, most steering components drop right in from a Gen-2 Montero, including the tie rod ends, idler and pitman arms, and steering box (the latter with a tighter ratio, though). Swapping in new pieces for all of the above, plus upper front ball joints, already made a huge difference in tightening up some of the vague play that I formerly attributed to the truck-ness of the Pajero Evo (and I’ve got a story on that, too).

The right tool will make all the difference in the world

Just don’t ask how many pullers I needed to actually get the pitman arm off or how much the penetrating oil costs. I still need to pull the hubs to replace the front lower ball joints and maybe a CV boot that I tore in the process of struggling without having the right tools in the past. The Evo, unfortunately, also seems to suffer from the same degraded “redball” transfer case shifter as Gen-2.5 Monteros. Luckily, I have a spare “whiteball” shifter sitting around, but I need a hydraulic press to swap it into the Evo’s shift lever, which bends in the opposite direction compared to an LHD Montero. Then, with a few dash bulbs replaced for the 4WD and gear selection gauges, I should be all set with my (current) to-do list.

But other maintenance items have left me in the lurch. The entire rear suspension uses ball joints and bushings that come built into the arms—more unobtanium. I want to do a valve cover gasket job to stop some slight oil seepage, but I can’t find the wasted spark plugs’ wires with the correct size tubes to fit the taller MIVEC heads. Should I wait and hope to find either OEM or aftermarket parts, or just try to cobble a solution together? A bit of Mickey Mouse mechanical skill already fixed a clunking and squeaking rear door latch, after all, requiring more than a few hours spent fiddling with seals and striker plates and rear cargo area lighting.

So yes, owning a high-mileage Pajero Evolution ends up testing the concept of a labor of love. But I never thought I’d be able to check off owning my third-favorite car of all time by the age of 35 (behind a Lancia Stratos and Porsche 959, no less). And I truly chuckle every single time I see the PajEvo, not to mention every time I rip up a canyon in Malibu or along a dirt track out in the desert. 

Daily driving an RHD JDM legend isn’t even all too bad in traffic, and it has inspired me to keep an eye out for a few others on the off chance I can scrounge up a bit more cash. But in the meantime, I keep reminding myself how lucky I truly am to have taken a leap of faith and imported this homologation special from Japan. So to all those would-be JDM enthusiasts out there, if you happen to see a guy grinning ear to ear from the wrong side of the road in a Pajero Evolution, rest assured that with a little bit of luck (and maybe a lotta bit of) elbow grease), you too might one day soon live out the same dream.