As the North American auto industry generally plods about and fumbles for answers on the topic of EVs, Subaru has stepped forward as a purveyor of some seriously sweet battery-powered rides. I’ve driven the Solterra, a Lexusy compact crossover that does all the EV things well. I’ve gushed about the Trailseeker (née E-Outback). And now I’m zipping around in a 338-horsepower Habanero Orange Metallic dune buggy dubbed the Uncharted.

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Subaru’s Pink Slip Machine

In its final year, Subaru’s WRX STI put down 310 hp and remains a badass ride that I desperately want to drive. And, the Uncharted would happily gather the pink slip of its stablemate in a drag race. Yes yes, I know, these are very different cars. But it doesn’t change the fact that the Uncharted is a hoot to drive. Car and Driver says it’ll go 0-60 in 4.3 seconds. I didn’t clock it, but the acceleration is RIGHT NOW and absolutely intoxicating.

Relatively small at about 7” shorter than the Solterra, the Subaru Uncharted is flingable. Base models come with a single motor, FWD, and 221 hp, which I’m sure is nice. These models also boast the highest driving range of the lineup at 308 miles. You’ll have to pony up an extra 5 grand to enjoy the Sport trimline that starts around $41,000 and adds a second motor for AWD and the power bump. Range isn’t far off the pace at 287 miles, and these versions come with Subaru’s Dual-Function X-MODE if you plan to get off pavement.

The EV To The Crosstrek’s ICE

Should you do so, know that the Uncharted has 8.2” of ground clearance. It’s not insignificant and is nearly 2” more than what the Hyundai Ioniq 5 offers. See? I told you it was a dune buggy. I mean, it kind of looks like one. Some equate the Uncharted with the ICE-powered Crosstrek. They are roughly the same length, but where the Crosstrek leans egg-shaped, the Uncharted brings a rally car vibe. Chalk it up to that kicked-up decklid spoiler and little wings coming off the roofline. Me likey

On paper, 18” wheels with covers may sound chintzy. But IRL, they’re not. You can get dubs on the top-dog GT, but 18s suit the Meyers Manx lines with their fatter sidewalls. That nuclear orange paint job doesn’t hurt either. Truthfully, orange is not a color I’d choose for a car given the option. And yet, it looks good on the Uncharted with its squinty headlights, creased bodywork, and clear taillights.

Shifter Paddle Regen System

Besides outright speed, the Uncharted rides comfortably with nicely weighted steering. I love Subaru’s use of paddle shifters to control the regenerative braking system. Flicking through the levels of regen to rein in all that power reminds of downshifting a stick and, though it makes no crackle and pop combustion sounds, leaves me imagining it does. One-pedal driving is not on the menu, but you can putter along at 2 mph.

Inside, it’s a smallish affair for 6-footers. Granted, we’re talking about a subcompact, so perhaps that’s to be expected. For me, the bigger Trailseeker is the move as it starts at nearly the same price as this Uncharted Sport and offers a lot more cabin space. That said, the black-and-white patterned SynTex looks sharp here and brightens up an otherwise dark setting.

Subaru Builds EVs For New England

It’s also worth pointing out the high level of winter-friendly content Subaru brings to bear on the Uncharted, which is typical of the automaker’s products. Heated side mirrors and a wiper de-icer come standard. The mid-tier Sport model adds heated front seats and a heated steering wheel, the latter with 360° coverage (not a given across the industry). Opt for the GT, and heated rear outboard seats are on the docket.

A battery pre-conditioning system also purports to lend a hand in the cold weather and ensure the 28-minute rate for charging from 10-80% at a Level 3 charger is accurate even when the mercury goes frigid. I did not get a chance to check this out, but the standard NACS charging port means Tesla Superchargers are fully accessible.

No Glovebox Or Radiant Warming

One thing the Uncharted does not offer is radiant warming panels. This may sound like an odd thing to note, but considering the lack of a glove box, I was surprised to see this warming panel omission. Subaru has been ditching the glove box on its EVs in favor of radiant heat for passenger extremities.

The warming is quite a nice touch on cold mornings, but the lack of a glove box isn’t great. Especially on the small-ish Uncharted. Factor in the hard-to-access storage cubby beneath the center console, and suddenly it’s a challenge to keep track of your small doodaddery. Hopefully, Subaru is planning to add radiant warming on a future release.

Is The Subaru Uncharted Worth A Look?

Overall, the new Subaru Uncharted is a great little EV. Ample power, spunky good looks, and nearly 300 miles of range make for a great runabout with enough off-road capability to please weekend warriors. Sidebar: the roof rails are rated for 700 pounds, so car campers can really expand on the Uncharted’s footprint. Interior quibbles aside, I’d say Subaru is setting itself up as an EV powerhouse, assuming folks come around to the benefits of skipping the gas station.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Excuse me while I nerd out on vehicular cabin flexibility, a subcategory of the car nerd subculture that draws me like a fly to, well, you know. It is an area that the latest generation Ford Expedition excels in, regardless of trimline - though the King Ranch variant I recently spent time with does so with a healthy dollop of southwest chutzpah.

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My Road Trip Thought Partner

I am a highly regarded car packer of stuff when it comes to road trips, at least within my family. Like Zach Galifianakis running numbers that are invisible to all others in The Hangover, I enter a flow state when greeted with a car’s empty interior just waiting to be stuffed with all our shit. Hey, we all have to be good at something.

And the Ford Expedition has just become the yin to my yang on this front. It’s a beast of an SUV with a massive cabin that would be an amazing thought partner when it comes to packing - without any neat tricks. But Ford has pulled out all the party trick stops on its latest flagship land yacht, and my inner Alan Garner approves.

A Giant Among Giants

The Expedition is a member of the full-size SUV class. A rarefied air of high-dollar behemoths populated by the likes of Chevy’s Tahoe, the Nissan Armada, and Jeep Grand Wagoneer. You can spend an extra $3,000 to enjoy the truly bonkers-sized Expedition Max, a vehicle whose only real competition is the equally gargantuan twins from Chevy and GMC.

I had the chance to experience the “regular” Ford Expedition, an SUV so large as to make my wee Ford Transit Connect minivan look like a Micro Machine in comparison. For reference, the Expedition is more than a foot wider and 20 inches longer than the Transit.

Driving A (Luxury) Barn On Wheels

That kind of girth really shows up in the little details. Like maneuvering the Expedition around the narrow, windy streets of the 400-year-old New Hampshire town I call home. Sitting way up high on the ultra-cushy King Ranch thrones, slathered in Del Rio leather with Running W emblems, one enjoys a sense of owning the road. But that road becomes awfully narrow with an SUV like this, so remember to pay attention and be gentle with the go pedal; it commands a whole lot of power.

400 to be exact, and 480 lb-ft of torque, courtesy of Ford’s 3.5L twin-turbo V6 from the EcoBoost family. It pairs with a slick-shifting 10-speed automatic and is an absolute locomotive. The torque swells quickly into thrust that I did not find the end of. Getting on the highway is a breeze. Passing? With aplomb. Plant your foot at 50, and this barn-on-wheels is off like a rocket.

It shouldn’t move like that, given the roughly 3-ton curb weight, so the sudden encroachment on triple digits is a bit disorienting. In high-output trim - that would be the 440-horse, 510-torque slab of ICE that is optional on Platinum models and standard on the Tremor - it’ll blast to 60 in 4.9 seconds according to Car and Driver. That’s fleet in any vehicle, but downright nutty in something like this.

BlueCruise Matches The Hype

Cruising the highway, the Expedition feels like a shoulder ride on the Stay-Puft marshmallow man. Soft, cushy, and with a certain dominance of all other things. BlueCruise is spectacular. With my hands off the wheel, the big Blue Oval moves confidently down the road with almost imperceptible adjustments to stay centered.

It’ll change lanes for you with the flick of the turn signal and slow down as needed to navigate the bendy bits. One thing I could do without is the constant reminder in the IP that BlueCruise is available and raring to go. Yes, thank you Expedition, but I’ll tell you when I’m ready to zone out behind the wheel.

A Body-On-Frame Downside

Back on neighborhood roads, I found the ride quality to be less impressive. At low speeds, on beat-up roads, there is a fair amount of bouncing around inside the cabin. Ford switched from a live rear axle to independent suspension on the Expedition over 20 years ago. The King Ranch also sports adaptive dampers. But it remains a body-on-frame SUV, which is what I’m chalking some of that jarring ride up to on particularly mean potholes and pockmarks.

Master Of The Cargo Flex

But about that cargo flexibility. The Expedition is a 3-row, 7- or 8-passenger SUV, depending on trimline. The back two rows can be folded flat to open up 107 cubic feet of space. You can also fold down the middle seat of the third row, which may seem a small thing, but is actually a clever packaging consideration.

In the King Ranch, with this section folded and the second-row captain’s chairs upright, you can still seat 6 and store things like skis, 2 x 4s, and whatever other long cargo you can think of. The captain’s chairs flip up and out of the way for third-row access with the push of a button, and the wayback power folds on all models.

All SUVs Need Ford’s Split Tailgate

But it is the split tailgate and what’s inside that cargo hold that really left me impressed. Were the entire tailgate on the Expedition to open as a single panel, it would be comically huge. By splitting it horizontally, with roughly 75% up top and 25% below, you don’t need as much space to raise the upper half. Leave the bottom section closed, and it becomes a bag of groceries’ best friend. No more opening up the tailgate and watching a jar of pickles dive for the pavement.

Inside, there is space for what Ford calls the Cargo Tailgate Manager. At $405, it seems a pricey proposition for what amounts to a slab of hard plastic with two spindly legs. But its triple layers of flexibility make a compelling case to pony up.

The lower half of the split tailgate, when opened, is rated for 500 pounds, making it a prime seat for tailgating. With the plastic manager thing in place, it can serve as a backrest, one that feels properly robust. Or, you can swing it up and over to make a full-width table. Fold down said spindly legs, and this 35-pound-rated surface would be handy for setting up snacks. Heck, there’s even a household plug on the cargo bay wall. That old George Foreman grill would be right at home.

The third variant of this triple cargo flex is using the plastic tray to split the cargo hold in half horizontally. For oddballs such as myself who get excited at how to best pack up the car for long hauls, this little trick is right up my alley. Nothing makes me crazier than bags piled high in the wayback, just waiting for you to open up the tailgate and tumble all over the place.

Bells, Whistles, And A King Ranch Verdict

I didn’t even mention all the bells and whistles that make this King Ranch so rad. Power-deploying running boards translate to a manageable step-in height. 22 speakers of ear-splitting sound from the Bang & Olufsen “Unleashed” audio system are righteous. The enormous glass roof that opens way up is my version of automotive heaven. And all the Sinister Bronze trim looks appropriately badass against the deep Agate Black Metallic paint.

The Ford Expedition King Ranch is an absolute stunner of a full-size SUV. It’ll tow up to 9,600 pounds, handle all your people and stuff, and rocket to your destination with ease. But for me, it’s that interior packaging flexibility that really drives up the want factor. I certainly don’t need something so big, but I absolutely want one.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

I wasn’t expecting a $41,000, relatively anonymously styled Subaru wagony-crossover to be the car that had my 13-year-old son learning about vehicle dynamics first-hand. But after his breathless “Why did the front of the car jump up so high!” exclamation during a launch event in the new Trailseeker, deep discussions on the topic ensued. This Subaru is crazy fast.

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The Trailseeker Is A Rocket

However, I doubt that Subaru’s Venn diagram on the all-new 2026 Trailseeker saw Bonkers Acceleration at the center. One of the circles for sure - Car and Driver says it goes 0-60 in 3.9 seconds - but I’d guess something like Solid Family EV was more likely. If that’s the case, the Trailseeker nails the brief, especially in entry-level Premium spec, like the example I spent a week driving.

It’s the latest launch in Subaru’s increasing push into EVs, one that began with the small Solterra, is now joined by dune buggy-like Uncharted, and is soon to be further expanded with the 3-row Getaway. The Trailseeker rides on the same 112” wheelbase as the Solterra, but is 6” longer and has a definite wagon vibe. It’s easy to see why folks are calling it an Outback EV.

From The Low $40s

Price points on the 2026 Subaru Trailseeker range from $41,445 for the Premium model to $45,445 in Limited guise, and $48,005 for the top-tier Touring (all inclusive of destination). On paper, the Limited and Touring models are enticing with desirable content like 20” rims and a Harman Kardon stereo (Limited), and a panoramic moonroof and radiant leg warmers (Touring).

This EV Is A Family’s Best Friend

But if you have kids that are anything like my three - go for the Trailseeker Premium. It’s the cheapest, has the highest range of 281 miles (which is only marginally higher than the other two), and crucially feels comfortable taking the kind of abuse only tiny humans can dish out.

A sidebar rant on EVs and families with school-age kiddos. If your daily life is dominated by the average round-trip American work commute of 30 miles and shuttling said kiddos around a few-mile radius of home - school, friends, errands, etc. - get an EV. Assuming you can get a Level 2 charger installed at home, that is. In this pretend scenario that assumes you never drive further than a hundred-ish miles from home, you’d never need a gas station again. Okay, I’m done.

But if you ARE in that boat and you DO have the average American family size of 3.94 people, get a load of the Subaru Trailseeker. 35 inches of legroom sounds vague in a vacuum, but sitting back there with a flat floor and roofline that stretches straight back over your head, it feels big. Your 1.94 children should be comfy, and when they get wild, the black StarTex water-repellent upholstery in Premium models hides the mess and makes for easy clean-up.

Fun To Drive Comes Standard

What about the driver? The squircle steering wheel is a little weird in hand-over-hand parking lot maneuvering, but the turning radius is tight and heated seats come standard. Did we talk about acceleration already? Arguably, the best part of driving the Trailseeker is the staggering thrust just begging to be called upon. I’m a fan of the Toyobaru regenerative braking system that relies on transmission paddle shifter lookalikes to adjust the regen level. It works a treat slowing down all that power, though one-pedal driving is not part of the deal.

Tesla Supercharger Compatibility

Should you find yourself out on the road and in need of a charge, the Trailseeker comes with an NACS port, making it compatible with Tesla Superchargers. The charging station around the corner from my house has little baby V3 charging cords that, based on all the Teslas backed into charging spaces, were designed to perfectly reach Teslas (shocking, I know).

@theknockingrod10% to 80% - Real world charging test on the @Subaru of America, Inc. Trailseeker. #cartok #carreview #subaru #ev #electriccar

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However, the Trailseeker required me to pull in crossways, effectively blocking 2 spots, as the charging port location on the front fender made head-in parking not possible. That said, I was within a minute of Subaru’s stated 28-minute 10-to-80% charge time, even though I only hit a max rate of 131 kW (the Trailseeker is spec’d for up to 150). Here’s where that Level 2 charger comes in, as the onboard system can charge you up in 6 hours, ideal for overnight timeframes.

Notable Ground Clearance

Every 2026 Subaru Trailseeker comes with this charging capability as well as 375 horsepower and AWD courtesy of a dual-motor configuration. Ground clearance measures 8.5”, or 0.2” less than a standard Outback. That’s also 2.1” more than you’ll find with the Jeep Wagoneer S EV, making it clear the Trailseeker was designed to live up to its name.

Other notable specs on the off-roading front include Dual-Function X-MODE for friction-free environments, Hill Descent Control, Grip Control - think of it as cruise control for the trail - and a roof rack rated for 700 pounds of static load. That latter metric makes this Subaru EV a good fit for the rooftop car campers out there.

The Right Mix Of Haptic And Physical Controls

Anyone familiar with the current crop of Subaru and Toyota EVs will recognize the enormous 14” central touchscreen and related controls in the Trailseeker. It’s a nicely laid-out system with spinnable dials to control the automatic climate system and buttons for the various defrosters.

Another nice aspect of this infotainment system is how easy it is to switch the various ADAS on and off. Some stay off, others reset every time the Trailseeker is shut down. As long as the option exists to put my electronic driving nannies to sleep with ease, I can live with that.

Wireless Apple CarPlay and Android Auto come standard, as do a pair of wireless phone charging pads at the base of the center stack. This double-wide charging setup does crimp on driver kneeroom and means that doodad storage ends up in the center console bin or in a pass-through tunnel underneath. I’d rather argue with my passenger about who gets charge pad access than try to locate anything that has ended up down below, as it’s hard to see and tricky to access.

An Easy To Recommend Subaru EV

The current crop of midsize EVs from mainstream makers is pretty thin at the moment. Should family-oriented consumers start to see the light and make a move to electrics en masse, the 2026 Subaru Trailseeker is ready to show off. I’d buy one.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Lexus knows how to surprise and delight its customers. As evidence, I present the 2026 RZ 450e Luxury. A blue suede interior (okay, Thunderstorm Ultrasuede), radiant leg warmers, a glass roof that flips from transparent to opaque with the press of a button, cabin illumination that flickers across the door panels like a shimmering sea, and enough power to fling all my stuff off the center console. The cabin is whisper quiet and did I mention it runs on batteries?

The Lexus RZ 450e isn’t perfect. One could end up on the funny farm were one to leave every available sensor in the ON position at all times. There’s a LOT of sensors. And the regenerative braking system will lurch you into your shoulder harness at full tilt should you come off the gas too fast. But after a week behind the wheel of Lexus’ refreshed compact EV, I came away impressed.

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RZ: Bigger Than The NX, Smaller Than The RX

Regarding that compact classification, I was initially confused given the RZ’s seeming relation to the long-running RX midsizer. It’s because I was wrong, there is no relation between the RZ (EV) and RX (ICE). Instead, the Lexus RZ is the luxury variant of Toyota’s bZ, which is a twin to the Subaru Solterra. The 100% electric-powered RZ is 6” longer than the Lexus NX and 3” shorter than the RX. It’s easy to see how all the Lexus SUVs can mentally run together as they all consist of two letters, mostly end in X, and share a clear familial design bond.

Fortunately, the RZ is easy to spot - the normally gaping spindle front grille has been blanked off as the need for huge gulps of air intake has been eliminated. As far as crossovers go, the RZ is a looker. The front snout protrudes with authority, the profile is sleek and the rear raked, complemented by two pointy spoilers poking off the roof. I like the full-width slimline rear light bar with blocky LEXUS lettering, but think the RZ would really look the stuff if the black wheel arches were color-keyed to the Ether paint job on the example I drove.

A Thunderstorm Of Dopeness

Regardless, it looks positively dope on the inside, trimmed in a Thunderstorm Ultrasuede upholstery that would leave Elvis envious. I did have the opportunity to pickup my middle school-aged kids after a sopping wet, muddy track practice in the RZ. But I decided against it, driving our well-worn Ford Transit Connect instead. I can’t be certain, but something about that blue suede getup looks like it doesn’t want to be soaked with muddy children. For any family buyers out there, maybe stick with a lower trimline RZ, like the 350e, that comes with faux leather instead of faux suede for easier cleanup.

But, for maximum fanciness, I must highly recommend the RZ 450e Luxury model. It shares top trim billing with the new-for-2026 550e F Sport and a starting sticker of $58,395. The base model starts at $47,395. All 2026 RZs - aside from the F Sport - come with a 74.69-kWh battery pack, an NACS charging port, and 150-kW fast-charging capability. The single-motor 350e makes 221 horsepower and is rated for 300 miles of driving range, while the AWD dual-motor 450e comes in at 308 hp and 260 miles of range. You can upgrade the power on this model to 375 horses at the dealer for an extra $1,750 or go the F Sport route for 402 hp and the lowest driving range of the bunch at 225 miles.

Excellent EV Torque Response

In standard 450e spec, the 2026 Lexus RZ is plenty fast. My highly scientific EV road test of “does it have enough juice”, is to plant my foot on the go pedal and observe what happens to the doodads sitting on the center console and the reactions of unsuspecting passengers. EVs are known for instant torque response, but are not all designed for speed. The Lexus RZ 450e very much is however. Key fob, wallet, and phone were flung about and my wife let fly an expletive.

Other driving notes include a stunningly smooth and quiet ride. As part of the “Lexus Driving Signature” approach to car building, the RZ has been updated with a more rigid front radiator support, a new chassis brace out back, added sound deadening material, better body adhesives, and - on the 450e and 550e - a new silencing pad beneath the back seat to suppress rear motor noise. The RZ 450e also gets acoustic laminated window glass, all of which lends a hand with delivering incredibly quiet motoring.

Skip The Service Brakes (Almost) Entirely

Sitting behind the wheel, I found the driver compartment a bit snug, but this is a compact crossover. What appear to be transmission shifter paddles behind the steering wheel are in fact controls for the regenerative braking system. Every time you fire up the RZ, this system defaults to the lightest level of regen. Pull for more as needed and the RZ slows down much like downshifting a manual transmission.

You can’t get full one-pedal driving, but coming off the highway or approaching a corner, you can dramatically slow down to the point of rarely requiring the service brakes. One gripe is how aggressive the RZ’s regen braking feels at full tilt. Feather your foot off the throttle with this setting or risk an uncomfortable lurching sensation as the regen system grabs hard.

The Case Of The Aggressive Driving Nannies

An area the Lexus RZ is not quiet would be the advanced driver aids. There are too many to list here, but as an example, I turned off the Intuitive Parking Support, Parking Support Brake, Rear Cross-Traffic Alert, and Rear Camera Detection anytime I was heading home. Toggling these systems off is a breeze with the central touchscreen, which is nice as they are overly insistent and demanding when backing into my driveway with its many objects and obstacles to watch for - stone corner markers, a telephone pole, another car, and a whole bunch of bushes. The level of beeping and flashing with all four systems engaged is maddening enough to make parking a challenge.

Wonderfully Luxurious RZ Cabin

Lexus seems to know this, as it loads the RZ cabin with dazzling features to calm a crazed mind. The faux leather on the steering wheel is buttery soft, to the point that you’ll find yourself, um, caressing it. On a crisp New England morning, the radiant leg warmers feel like limb toasters when wearing shorts. With the electrochromic “Dynamic Sky” glass roof glazed over, a faint blue tint comes through. And who knew car door panels could be so fetching?

The laser-etched pattern on these Ultrasueded sections is a Lexus first. It’s neat. BUT, when the sun sets and the wordily named Thematic Illumination with Animated Door Trim Shadow Illumination comes out, it’s SUPER neat. A trio of tiny projectors hide at either end of the dashboard. With the doors closed, they play a shimmering display of diamond-patterned lights across the door panel. Lexus says it’s based on their “Time in Design” philosophy and that the “faintly changing shadow patterns evoke the passage of time, providing a comfortable cabin experience for the vehicle’s occupants.” Yes indeed.

Lexus’ Value-Packed EV

For about $60,000 as tested - the Ether paint ain’t free - this 2026 Lexus RZ 450e Luxury AWD is a tremendous value in the context of average new car prices these days. 260-ish miles of range ought to be enough for typical daily commutes and certainly for local driving. You can charge it from 10% to 80% in 30 minutes at a Tesla Supercharger, per Lexus, but really you’d want a Level 2 station at home to enable convenient overnight charges. In any case, this is a lot of EV for the money and one that does a fine job on the surprise and delight front.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Lexus has an NX for everyone - ICE, hybrid, and plug-in hybrid variants with trim lines under each ranging from simply nice to the full-on luxury tour de force and a dash of sporty spice. For today’s NX review, we’re looking at the 2026 NX 350h F Sport. So, a luxury compact crossover, with a fuel-sipping hybrid powertrain, and F Sport aspirations. That’s a fairly broad Venn diagram for any vehicle to overlap with, and yet, I’d say this NX pulls it off.

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The Swiss Army Knife Lexus

Luxury? Check. I mean, it IS a Lexus. Fuel-sipping hybrid? There is some history here. See: Toyota Prius (circa 20001). F Sport aspirations? Mission accomplished. No, it is not a member of Lexus’ factory hot rod paddock of F-branded fire breathers. It is merely suggesting that F life with a bunch of cosmetic touches and a few performance-focused features. This is standard practice among the luxury automaker set, leaning on the internal screamers to imbue their more pedestrian brethren with a more aggressive air.

Coated in the new-for-2026 Infrared paint and leaning forward with that big ol’ spindle grille in gloss black, the NX is transformed from elegant cruiser to quite a looker. The F Sport treatment continues outside with black 20” rims, more gloss black bits, and color-keyed wheel arches. This latter feature helps turn the style dial up on the NX350h, and I must say, the Triple Beam LED headlights are pretty nice too.

As for actual performance tuning, these NX variants feature an interesting chassis system developed by Yamaha. Dubbed the lateral performance damper, these individual shocks are mounted front and back to help with sub-1 mm deformations in the chassis and improve ride comfort. As for the traditional dampers, they are of the adaptive variety and come with an F tune. Having not driven a base NX back-to-back with the F Sport, I can’t say whether or not there is a noticeable performance benefit. But the F Sport is definitely composed around corners and practically erases harsh impacts, which is all the more impressive given those 20” tires.

On the hybrid front, the EPA rates the NX350h at 39 mpg combined. I saw 32 in mixed driving, but that was only across 1 week. I have no doubt that with daily driving and a tighter focus on stretching a gallon of gas, the observed figure would go up. And considering Lexus recommends 91 octane, hypermiling would be a good idea. Besides, that F Sport badge doesn’t extend to the engine bay, so pushing it hard isn’t recommended.

Not Fast, But Plenty Efficient

Blending a naturally aspirated 2.5L inline-4 with hybrid running gear, the 2026 NX350h F Sport offers 240 horsepower and 179 lb-ft of torque. It’s not fast - Car and Driver pegs the 0-60 run at 7.6 seconds - and when pressed, that little four-pot doesn’t make very exciting sounds. You can enjoy the Active Sound Control system and its artificially created engine soundtrack if that’s your thing, but I would instead suggest focusing on all the other details that make this Lexus compelling. Namely, luxury and technology.

NuLuxe is the automaker’s name for faux leather upholstery, and it is one supple substitute. F Sport models come with more tightly bolstered front seats that feel appropriately snug. The shifter nubbin could learn a thing or two from its Lexus RZ cousin’s control dial, but it’s hard to complain when your throne and steering wheel are heated, the “Thematic Ambient Illumination” is highlighting surfaces with recessed lighting, and most of those surfaces are trimmed in soft-touch stuff.

All The Tech

As for tech, the NX350h F Sport has all the things. 14” central touchscreen, wireless smartphone mirroring, a head-up display, a digital rearview mirror, a rocking 17-speaker Mark Levinson audio system, and a spring-loaded wireless phone charging pad that can be tucked out of the way to open up a storage cubby. Unlike some of the latest Lexus EVs, the NX hasn’t yet lost its glove box, but storage space is still on the light side.

Trick Digital Latch System

Then there is the Digital Latch system on this Lexus. At first, I was flummoxed and irritated by the newfangled method for opening the doors on this little SUV. To get in, you squeeze a touchpad on the inner part of the door handle. Unlike a typical car door handle that flexes when pulled, this one is fixed in place. A press of it results in a digital release of the latch, and the door cracks open.

On the inside, a small lever within the door panel must be pushed in to activate the latch release. In both cases, Lexus is working to make the process of opening a car door easier for folks with mobility issues. Very thoughtful. The automaker also points out that traditional door handles ask you to pull and then push to exit the car versus simply pushing, as with this system. It seems so obvious that you can’t help but wonder why no other cars work this way. In any case, a tip of the hat to Lexus for developing this system that works quite nicely once you get past the initial fluster.

A Lexus NX For All

The 2026 Lexus NX350h starts at $46,470, for which you get strong fuel economy, a nice level of luxury, and front-wheel drive. Or, you can head for the top of the trim ladder and spend nearly $60,000 on an F Sport version with AWD and options like Infrared paint, a high-end stereo, and heated rear seats with power-folding capability. It’s a wide range of price points, but then, the Lexus NX offers a wide range of luxury that - regardless of your definition - translates to a compact hybrid crossover that is hard not to like.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

I’m a big fan of internal combustion engines, manual transmissions, and maximum driver-car engagement. Which has led to a certain skepticism of electric vehicles and the seeming total lack of behind-the-wheel joy. Then I spent a week with the 2026 Subaru Solterra. It’s the first time I’ve had a chance to dive deep on an EV, and it’s changed my tune.

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EVs Are For Families

We’re a family of 5 with 3 kids in the middle-high school range. Days are consumed with driving in circles - school, home, school, swim practice, supermarket, school, and so on. This is a terrible environment for an ICE car like my old Mazda6 or our even older Ford Transit Connect.

You can almost hear the powertrain groaning in angst at being driven 2 miles at 22 mph and shut down, only to repeat the process an hour later. And I can absolutely hear myself groaning in irritation at chasing the cheapest gas station prices around town. Last I checked, fuel wasn’t getting any cheaper.

For us, the ideal dual-vehicle combo is something like our Ford minivan and something like this Solterra EV. The minivan covers long-distance bases without range anxiety - think drives from New Hampshire to visit family in New Jersey or winter excursions to far-flung skiing destinations.

Driving Range Isn’t Everything

And for everything else, there is the Solterra. Driving range of EVs seems to be the new metric by which all EVs are measured. Lucid’s Air sedan in Grand Touring trim is a front-runner for EV with the biggest driving range, somewhere north of 500 miles. If you’re willing to drop $100,000. Neat. Don’t get me wrong, the Air looks killer and 500+ miles of range is impressive. But come on, this is a toy for the heavy hitters, not an EV for the masses.

The entry-level 2026 Subaru Solterra Premium squeaks just under $40,000 to start with destination. It offers 288 miles of range, which is more than enough for those aforementioned family duties. Axios says that Americans travel an average of 42 miles per day. This is certainly broad strokes, but there’s a case to be made here for broader EV adoption. And going hundreds of miles between charge-ups makes a case for options like the Solterra.

The New And Improved Solterra

I spent time with the Solterra Limited, which bumps the price closer to $43,000, still relatively low-priced these days. No matter the trim line, this twin to the Toyota bZ has undergone a ton of improvements since the Solterra debuted for the 2023 model year.

Battery capacity has increased a smidge, from 72.8 to 74.7 kWh, but max range has jumped from 227 to 288 miles, thanks to a whole lot of engineering that is not immediately obvious. New wheel bearings reduce drag by 18%, the front control arms are lighter, motor cases are smaller, the chassis is stiffer, and the battery preconditioning system has been upgraded.

It’s a lot of little iterations that add up to nearly 27% more driving range. Frankly, 227 miles would be enough for 42 miles of average daily driving distance, but surely longer ranges will help Subaru sell more Solterras. Get would-be buyers in the driver’s seat, and that shouldn’t be too hard.

Save Some Money With The Base Motor

Premium and Limited models get the 233-horsepower setup, while XT’s see a bump to 338 hp. In either case, AWD is standard, and so is video game-like acceleration. I haven’t driven an XT, but the Solterra Limited jumps off the line with all the instantly gratifying torque response that EVs are known for. Do I always want the car that is faster? Yes I do. But for between 40 and 43 grand, I would happily run around with the less powerful Solterra.

Its regenerative braking system, controlled via what look like shifter paddles, feels like downshifting on a manual transmission. You can’t drive with one pedal, but you can slow roll at 2 mph with max regen activated. Toyobaru’s brake hold button is a modern automotive marvel. Click it on - you must do so after every restart - and at a full stop, the Soltera will remain unmoving with your foot off the brake until you tag the go pedal. It’s a nice way to give your tootsies a chance to relax.

I did find the 20” wheels to be a bit crashy over pockmarked roads, further making a case for the base model with its 18” rims that are likely easier riding over rough roads and definitely easier on the wallet when it comes time for new tires.

Lexus Vibes

Painted in black, the updated Solterra is an elegant rig. At least one onlooker thought it was a Lexus. Subaru refreshed the front end, making it less busy than before, and the black wheel arch trim vanishes when the rest of the car is finished in Astro Black Mica like the one I drove.

Inside, however, I’d suggest a two-tone upholstery and/or the panoramic glass roof to avoid the overly dark cabin of black StarTex with a color-matched headliner. That faux leather is remarkably soft, but you’ll find a fair amount of hard plastic surfaces. A Lucid Air Grand Touring is likely all soft-touch, but for $43,000, I’m not really complaining.

A Cabin That Works

Though compact with just 35” of backseat legroom, the Solterra is perfectly fine for toting family members around town. In our case, 2 kids in the back and 1 up front made for a comfortable fit. The hatchback shape helps with the spacious cargo hold, one that opens up further with the fold-flat second row. There is no front trunk on the Solterra however, as the space is filled with EV running gear.

Subaru now makes a huge 14” infotainment touchscreen standard across the 2026 Solterra range. It’s easily switched off when you need a screen time break, and physical controls for the automatic climate control and volume are integrated along the bottom.

The squircle steering wheel felt awkward when conducting tight low-speed turns, but it looks nifty and helps open up a bit of room in a driver’s compartment that’s on the small side. That said, the Solterra is a treat to drive. It pops off the line, the steering is responsive, and the brakes are easy to modulate.

Relaxed Electronic Nannies

As with most new cars, Subaru’s compact EV is stuffed with the latest ADAS. In the Outback, some of these systems are overly sensitive, especially the driver attention monitor. But in the Solterra, I didn’t get any nagging electronic nanny vibes, which I’d guess is due to the use of Toyota’s advanced driver aids instead of Subaru’s. Whoever is responsible, thank you for making it so easy to toggle each system on and off using the infotainment screen.

For 2026, Subaru has dropped the previous CCS charging port in favor of NACS. This means Tesla Supercharger capability, which arguably adds to the appeal for tentative buyers as Tesla has done an admirable job of bringing charging stations online.

And, when using one of these Level 3 chargers to fill the Solterra’s battery pack from 10 to 80%, the max charging rate has increased to 150 kW, while the length of time required has dropped to 30 minutes, per Subaru. These are positive developments, but sitting around for 30 minutes to charge your car is pretty tedious. Certainly, this amount of time is competitive with the EV segment, but I would much prefer setting up a Level 2 station at home and charging the Solterra overnight if possible.

Subaru’s Growing EV Lineup

ICYMI, Subaru is assembling quite the EV portfolio. Below this Solterra is the Uncharted in the subcompact category that arrived for 2026. Above it is the also-new Trailseeker mid-size EV SUV, and slated for release as a 2027 model is the 3-row Getaway. Based on the all-around impressiveness of the Solterra, I’m looking forward to watching how Subaru’s increasing array of EVs performs in the marketplace.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

500 horsepower is still a big number in the auto industry, one that suggests serious performance, and yet, it pales against 1,200. This is the level of torque Ford has brought to bear with the High Output variant of its 6.7L PowerStroke, a turbodiesel V8 that currently owns the torque crown among the heavy-duty pickup truck set. It’ll set you back a cool $13,495 when fitted to the 2026 F-350 King Ranch, but I have to tell you, after many days behind the wheel, it’s a worthwhile investment.

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Massive Towing Capacity

Of course, a powertrain such as this in a truck of this dimension - the dually - is not about lurid dirt road slides and locomotive-like highway punch. It is about towing stuff that is measured in tons, not pounds. There is a bewildering array of configurations in the Super Duty lineup, but with the right cab, axle ratio, drivetrain, bed length, and wheel count, the F-350 is rated for 19 TONS of towing.

In the interest of automotive journalism excellence, plans were drawn up to pull a 1969 Triumph TR6 with the King Ranch. It didn’t come together, and really, like a gnat on a rhino’s rump, it would have barely bothered this beast. But that’s where the F-350 shines. Which takes nothing away from how it amazes when cut loose on dirt roads with the traction control switched off. Or when loafing at 50 on the highway, putting your foot in it, watching the boost gauge rip past 30 psi, and questioning your life choices.

Likes Wide Open Spaces

Such is the struggle with this kind of power on tap, and one I would happily wrestle with on the daily. If I didn’t live in the oldest permanent settlement in New Hampshire, that is. One with roads not intended for 8-foot x 22-foot vehicles. The F-350 dually is made for wide open spaces like, say, Wyoming. Or the ranch in Texas where this King Ranch variant gets its name. That’s a real place, as it turns out. One with 825,000 acres of space to roam. It’s easy to imagine this truck at home there, lugging trailers full of cattle, while wearing a cowboy hat and listening to Alan Jackson croon.

Mr. Jackson would surely sound incredible coming through the 14-speaker Bang & Olufsen audio system. Really, piloting the F-350 King Ranch is an incredible experience no matter how you slice it. An absolute bonanza of capability, amenities, technology, and frippery. To wit:

Integrated Exhaust Brake

Otherwise known as a jake brake, you can switch this on and off with a dashboard toggle, along with selecting an automatic mode. Unlike typical exhaust brakes that lean on a valve in the manifold, Ford gets deep in the engineering weeds by modifying the vane geometry of the turbocharger. It’s a trick setup and one that helps immensely as the brake pedal is on the smushy side.

Zone Lighting

Struggling to see what you’re doing while loading and unloading the F-350 at night? Switch on Zone Lighting via the central touchscreen, and suddenly you’re mistaken for the spaceship from Close Encounters of the Third Kind. Daylight-bright LEDs illuminate everywhere - in the front grille, the side mirrors, across the back of the cab, and so on. It’s an impressive and highly functional light show.

Max Recline Seats

You might think you have a truck with seats that fold flat, but they are not Max Recline seats. Along with folding back a full 180°, these thrones have a small section in the bottom seat cushion that automatically rises 3 ½” to support your lower back. Up high on the seatback, there is an adjustable section - with little wings - to cradle your neck and shoulders. Heating, cooling, and massaging are also on hand, of course.

Onboard Scales

Even with payload ratings that measure many thousands of pounds, it’s possible to overload the F-350 dually. Fortunately, a slick scale integration helps prevent this. Open up the Onboard Scales feature with the infotainment system, and as you start adding weight to the cargo bed, the system shows you how much it weighs, along with the max rating.

A Cabin To Write Home About

The cabin of this Super Duty is spectacular. Exclusive Kingsville Antique Affect leather in two tones of brown is oh-so supple, contrast stitching looks sharp, and touches of real wood and engraved metal dial up the ranch-chic vibe. And there’s so much space! The model I drove had the twin-panel moonroof. It’s a $1,500 option, but adds a tremendous amount of daylight and even deeper sense of airiness. Though it remains a mystery where the huge power-operated sunblind goes when opened.

Power-adjustable pedals and a power-adjustable steering column make getting the perfect driving position a breeze. This is important when piloting such a land barge and is not for the faint of heart. The steering wheel seems to have just a vague connection to the front wheels, and the brakes are alarmingly soft. Best to putter around town with the PowerStroke rumbling quietly.

Scary Fast

Because if you put your foot in it, those 1,200 torques will kick all 4 rear wheels loose without a second thought. It’s awesome and terrifying, but mostly awesome. Car and Driver clocked the single rear-wheel F-250 with this engine at 5.5 seconds in the 60 sprint. Now, the fully decked-out 350 with extra wheels weighs EIGHT THOUSAND POUNDS, so it might be a touch slower. But seat of the pants says not by much, and holy moly, it’s shocking that this much metal can get moving with that kind of alacrity.

You might want to avoid too much of this kind of driving, as I saw just 13 mpg. With a 48-gallon gas tank, that still translates to more than 600 miles of range. But diesel fuel is currently running around $5.20 a gallon, reinforcing the fact that an F-350 like this is best reserved as a work truck.

Not For Everyone, But Perfect For Some

And really, it’s hard to imagine why you’d buy this truck unless it was going to be used to haul big, heavy things. Don’t get me wrong, Ford’s F-350 King Ranch dually is a phenomenal vehicle and one that I want just for the sake of its enormity. At $111,000 and change, that’s a hard sell for a suburbanite such as myself. But for the well-to-do rancher? This Super Duty is a home run.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Last year, I was on a long bike ride - of the traditional pedal-powered variety - with my kids, and we found one of those signs on the road that notify drivers of their speed. So, naturally, we tried to see how fast we could go. I believe I hit 20 mph at full tilt and then promptly felt ready to pass out. Last week, I spun the throttle on an e-bike, the HeyBike Ranger 3.0 Pro to be specific.

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Up to that point, I had put e-bikes in the neat but unnecessary category. I like regular old biking. Being outside, getting a workout - it’s all good things. I still do. But man, slinging this HeyBike up to 20 mph without breaking a sweat is pretty darn nice. As it turns out, there are times I don’t feel like pushing hard up a hill and just want to cruise. And when that’s the case, it’s hard to argue with how absolutely awesome an e-bike is, like, say, the HeyBike Ranger 3.0 Pro. I highly recommend.

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The One Time You Shouldn’t Throw The Directions Away

Apologies to the UPS guy who delivered my HeyBike Ranger. It comes in an enormous box, weighing somewhere north of 75 pounds. You’re going to want a helper when it comes time to move this cardboard container. But once you do, assembly is straightforward. HeyBike prints a “Warm Tip” on the box regarding hanging on to it for future use. I appreciate the humor and have one to add: READ. THE. DIRECTIONS.

Or at least watch the brief YouTube tutorial to familiarize yourself with how the Ranger 3.0 Pro goes together. My brother, Tyler, and I have a lifelong history of never looking at the instructions and just winging it. As in, physically tossing the manual and laughing in the process. It’s the wrong move here. Pretty quickly, there were questions to be answered, and mistakes were indeed made.

Like hanging on to the small metal bolt that gets removed as part of construction. Fortunately, Tyler found it and we got it figured out. But there’s no need to rush. Had I actually watched the tutorial, I probably could’ve built the bike in 15 minutes. There’s also an online PDF with more detail that I leaned on for a few installation nuances.

Printed Instructions Would Be Nice

All that said, I do wish HeyBike included a printed copy of that PDF, as there are enough small details that I had to fiddle around with my phone, zoom in, and read a few times carefully. Or pause the YouTube video, rewind, and watch again slowly. For a project like this with lots of hardware and tools (all of which are included BTW), printed directions would be nice. I might even recommend NOT throwing them away.

Look Mom! It Folds In Half!

The battery pack is heavy, as you might expect of a 90-mile riding range, according to HeyBike. But it clips in and out of the frame smoothly, and the bike itself feels sturdy and well built. Folding in half is a pretty cool - and handy - trick, one that is easy to initiate. Release the frame hinge, and the bike can be folded in on itself.

@theknockingrodFoldable Everything! @Heybike Inc Ranger 3.0 Pro. #heybike #electricbike #ebike #biketok #fattire

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Once you do so, there is a built-in stand for it to rest on, as opposed to the sprocket taking all the weight. And the pedals have a clever folding mechanism so that when you lay the HeyBike on its side, it will stay mostly stable - versus rotating like a top on the pedal edge, as with most bikes.

The Build Quality Shows

You can also release and fold down the handlebar assembly to create a more compact folded setup. The Ranger 3.0 Pro retails for $2,000, but you’re clearly getting a carefully designed, impressively engineered e-bike. This folding feature comes in handy for stowing the bike in the back of your SUV for a trip to use elsewhere, but doing so requires some oomph as it weighs 75 pounds.

Whether you just ride it from home or fold it up and take it on the go, the HeyBike Ranger 3.0 Pro is a breeze to ride. Having never been on an e-bike, I found the process intuitive and easy. Rotate the throttle, and the power builds gradually; it won’t peel out.

28 MPH Top Speed

A small digital display on the handlebars can be used to select your power level. To fire it up, just tap the included NFC card to the screen. Out of the box, the Ranger 3.0 Pro is set up as a Class 2 e-bike and capped at 20 mph, but using the app, you can convert it to Class 3 and unlock the 28-mph top speed.

Maximum weight for rider and cargo comes in at 440 pounds, and the integrated rear cargo rack is rated for 100 pounds. I like the headlight and turn signals front and rear, along with a brake light that blinks brightly as you squeeze the disc brakes. On that front, the Ranger 3.0 Pro delivers confident stops. Skid marks are scribbled with ease.

Full Suspension E-Bike For The Ride Comfort Win

The ride is crazy smooth, much of which can be chalked up to the 4” wide fat tires on the bike. But it also has a fully adjustable front suspension and rear air shock. Open that front fork all the way up and even over bumpy dirt roads, it feels like you’re floating.

Unlike HeyBike’s Ranger S model, which uses a cadence sensor for pedal assist, the Ranger 3.0 Pro uses a torque sensor. With a cadence sensor, the electric motor adjusts the level of assist based on how fast you’re pedaling, while a torque sensor setup does so based on how hard you’re pedaling.

I haven’t ridden an e-bike that uses a cadence sensor, but I can tell you that the torque sensor on the Ranger 3.0 Pro delivers a natural feel for someone unaccustomed to e-bikes. The harder you pedal, the faster you go. You could also just rest your feet on the pedals, twist the throttle and zip along like you’re riding a motorcycle. Alternatively, you might consider leaning forward, stretching your legs out behind you, pinning the throttle, and howling with delight. With a helmet on, of course.

More E-Bike Fun To Come

It’s a kick riding this e-bike. When Tyler got back into mountain biking as an adult, a friend told him it would be as much fun as when you’re a kid and first learned how to ride a bike. After bombing around on HeyBike’s Ranger 3.0 Pro for a while, it’s safe to say that sentiment is 100% applicable here too. Follow along on our upcoming road trip where we’ll be putting the Ranger 3.0 Pro and Mars 3.0 to the test in America’s national parks!

You can check out more details on the Ranger at HeyBike’s website here.

First up, a huge shout-out to Michelin for seeding us with a set of CrossClimate2 tires for the drive. Looking forward to sharing what we learn on this trip and beyond - they’re all-weathers :) Also, thank you to Tyler for throwing said tires at me.

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And another thank you to HeyBike and Hollywood Racks! HeyBike has provided a pair of e-bikes - the Ranger 3.0 Pro and Mars 3.0 - both of which magically fold up for transport!

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Why not put them inside the car for the drive you might be wondering? Because we shall be joined by Lady The Wonder Dog for this 3,000-mile adventure!

So, it’s a rack for the bikes, specifically the RV Rider heavy-duty beast of an e-bike setup from Hollywood Racks. These e-bikes, they’re not lightweight. The plan is to stop at Rocky Mountain and Capitol Reef National Parks to do some fat tire e-bike exploration!

Stay tuned for more stories from the field! ICYMI, this road trip will be our third cross-country boondoggle. The first time in 2004, the second time in 2013, and here we go again.

Stoked for the next road-tripping chapter and for recreating some of our more…iconic photos of yore.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

We’re a Ford family for several reasons. My wife and I met in Dearborn after college, and both her parents spent decades-long careers with the automaker. There are a pair of Blue Oval-branded rigs in the driveway, a beloved Transit Connect dubbed the Cupcake Delivery Van, and a rather nice Explorer. But for years, I’ve been left impressed when writing about what Kia has been putting out. On paper, its cars always seem like strong value propositions and, of course, there’s that warranty that embarrasses all comers.

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Kia’s Latest Value Proposition Is A Wagon

But it wasn’t until I spent some time driving and exploring the 2026 Kia K4 Hatchback that I was able to fully experience a Kia. Turns out, the on-paper impressions translate remarkably well to in-person. It helps that this particular Kia - which, to me, is a station wagon - struts sleek longroof lines, jumps out of the crossover herd with a shimmering gold paint job, and has a 190-horse boosted four-pot that left me grinning on the regular.

The K4 slots below the K5 in Kia’s car lineup and replaces the old Forte. In sedan form, the K4 stands out with its fresh-faced design, but from the C-pillar back, looks a bit mixed up. The hatchback remedies this confusion by lopping 11” off the rear end and squaring up the roofline. What’s left is a small wagon with decidedly sporty looks, punched up by the dual rear spoiler setup and boxed fender flares.

Big Doors And A Big Glass Roof

In GT-Line Turbo setup, these K4s have gloss black trim, 18” rims, and a big glass roof. From the inside, it appears to open into a normal-sized sunroof slot, but on the outside, you see almost half the roof pop up and slide out of the way, which looks kind of cool. Getting in is a breeze as the doors open remarkably wide. Maybe not 90 degrees, but close.

@theknockingrodKia Calls It a Hatchback… We’re Not So Sure | 2026 Kia K4 GT-Line Turbo #kia #kiak4 #hatchback #wagon #carsoftiktok

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On the flip side, closing those doors once in can be challenging as the handles are suddenly far away - and I have strangely long arms. As for the cabin, it’s a nice place to spend time. Two-tone SynTex upholstery is on hand, and the black-and-white scheme looks good. The driver’s seat is comfortable, though a bit more bolstering would be welcome given the GT-Line Turbo’s racy intentions.

190 Horses Of Turbocharged Glee

Though it may not be winning any drag races, put your foot in it, and the K4 happily peels out. Coming off idle, it has a nice rally car-like bark, but wide open, the din becomes somewhat unrefined. Versus base models, Kia fits these top-dog K4s with 1” larger front brake rotors and a multi-link rear suspension as opposed to a torsion beam design. Running hard through twisty roads, I found the steering responsive, the brakes easy to modulate, and a chassis eager to be pushed.

I was impressed to find little in the way of torque steer given the 190 horses and 195 lb-ft of torque on tap. That’s in Honda Civic Si territory, and were Kia to reward the 1% who buy new cars with a stick by fitting three pedals to this range-topping K4, I for one would thoroughly enjoy a head-to-head comparo.

Save The PRNDL

As it stands, the K4 Hatchback can start a Save The PRNDL campaign to pick up where Save The Manuals has failed. Once upon a time, cars with an automatic had a shifter interface that could be operated with your eyes closed. Today, automakers seem to be set on figuring out who can design the most confounding PRNDL on the market.

Buttons, dials, clicking joysticks, and goofy toggles are just some of the screwy modern methods for shifting an automatic transmission from Park to Drive. Not so with the K4, as it goes the tried-and-true linear PRNDL approach, one that is very much appreciated.

The K4 Hatchback’s Surprisingly Spacious Cabin

You sit low to the ground in the K4 Hatchback, in a space that is surprisingly airy given its compact dimensions. The same goes for the back seat and cargo bay. In fact, this version of the K4 is just a few cubic feet short of what Kia’s Seltos crossover offers for maximum cargo space and matches it on rear legroom. It all contributes to the fact that there is life beyond crossovers, and with the way this little Kia zigs, it makes a strong case for stepping outside that all-popular automotive SUV form factor.

Notably Fun K4 Features

Kia has also incorporated fun touches that further elevate the K4 hatch. Take the front cupholder as an example. Big enough to set your king-size Yeti water bottle in, it can also provide a firm grip on a Starbucks short. Press a button and a hidden arm springs out to grab smaller containers. It’s an elegant solution to an aggravating problem. Just watch those fingers, lest they get clipped by these little plastic switchblade-like contraptions.

On the tech front, Display Themes is just plain fun. Using it, you can skin the infotainment system with science-y images from National Geographic, Frozen characters from Disney, and the denizens of Star Wars. For me, the Avengers added max nerd-factor and made me happy every time I started the car.

Is This Sharp-Dressed 2026 Kia K4 Hatchback Worth A Look?

There is a single factory option on the 2026 Kia K4. For $2,300, this Technology package brings Highway Driving Assist 2 with its automatic lane change ability, upgraded driver-assistance systems, ventilated front seats, a heated steering wheel, and then some. Check that box and add a premium paint job - like the $395 Sparkling Yellow finish on the example I drove - and you’re looking at $32,830 including destination. But skip the frills and the price drops to $30,135.

In today’s overheated new car pricing arena, 30 grand is a regular bargain, and with the 2026 Kia K4 Hatchback, that bargain is brimming with value. Whether you’ve got a couple small children and your soul is calling for something besides a crossover, or you’re just looking for a new car that brings a healthy dose of driving enjoyment in a practical package, this new Kia is absolutely worth a look.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

The big question that follows every mention of driving a new Range Rover is, “Would you buy one?” The answer is, “Hell yeah!” (if spending $98,000 on a new car was in the cards pour moi…which it is not). But I have to tell you, for the folks who have those cards, this is an SUV worth your time.

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Range Rover Reductiveness

For starters, just look at the thing. It radiates fanciness. Everyone I talked to who laid eyes on it was left impressed with its style. That reaction where eyebrows are raised, lips are pushed out, bodies are leaned back, and heads start nodding slowly. All acknowledging the same thing - the 2026 Range Rover Sport is a looker. Turns out, there’s more to that expensive vibe than mere Land Rover badges.

The British automaker refers to it as “reductive” and “monolithic”, the latter of which resonates more easily with me as it does indeed seem carved from a single block of metal. To make it happen, the Rover Sport rocks a clamshell-style hood that wraps over the front fenders, versus the typical seams that run across the hood in mainstream vehicles. Slim lighting elements get into the reductive end of things, which is punctuated by deployable flush door handles and hidden waist rail finishers. Very sleek. Tight overhangs and fat 22” rims bring a muscular pose, and a large roofline spoiler stretches out the lines. I like.

A Hybrid Hot Rod

Something else I like is the hot rod hybrid performance of this Range Rover. You can get it with a 3.0L straight-6 or 4.4L V8, both strapped with turbos, but the variant I drove added a plug-in hybrid system to the boosted six. With 454 horsepower and 487 lb-ft of torque on tap, this 6,000-plus pounder was absolutely riotous when pushed. It was a bit herky-jerky at low speed tip-in, when the all-electric mode transitioned to hybrid propulsion, and the big Brembo brakes had me struggling to stop smoothly, but man, when power is required, the PHEV does not disappoint.

And fear not, fearers of vehicles with a plug! As with any PHEV, you can drive the Range Rover Sport PHEV without ever plugging it in. But I would. Because if you do, some 50 miles of battery-powered range are on tap. For our household, that would translate to far fewer gas station stops, as at least 80% of our driving is around-town kid-related activity. Granted, it’ll take 30 hours to get a full charge using a regular household outlet, making the installation of a Level 2 station worthwhile. But I saw 26 mpg in mixed driving, so you’re looking at a relatively fuel-efficient luxury hauler either way.

What Sarah Says

My wife, Sarah, is the polar opposite of a car person. Look to this section for her unfiltered thoughts on the car of the day.

Luxury Is A Given

On the luxury front, it turns out that Land Rover’s Windsor leather not only sounds fancier than my Ford Explorer’s leather, it actually is. Buttery soft and covering gloriously deep layers of cushioning, the Range Rover Sport has thrones, not seats. Thrones with heating, cooling, and power reclining - in the back, and of course, the front. Surfaces are slathered in soft-touch stuff, no hard plastics here, thank you very much.

Neat touches include the heated windshield, an absolute game-changer on frosty New England mornings, and old-school twist-adjustable front armrests that Land Rover has been installing for decades. I did find the driving position a bit awkward with the digital instrument panel canted up and a steering wheel that I wished would go lower. I know, the struggle is real when dealing with a power-adjustable steering column sprouting a heated wheel, but hey, it can’t all be perfect.

Missing Those Buttons

If I’m going to whine, I’d like to also kindly request that Land Rover add at least a couple of physical controls to the 2026 Range Rover Sport cabin. As it stands, everything requires poking and swiping the Pivi Pro touchscreen. Large, at 13”, and quick to respond, this approach is nonetheless distracting and, for my feeble mind, tricky to master.

Range Rover’s Off-Road Wizardry

Something that gets no complaint is the epic level of off-road-oriented chassis technology packed into this Rover. Sporting a fully adjustable air suspension, you can ratchet it up to 10.7” of clearance for looking cool - and driving off-road - or drop it down to 8.2” for highway cruising. Four-wheel drive is, of course, standard, and the Terrain Response 2 system takes the hard work out of determining which settings are best suited to the conditions at hand.

@theknockingrodAn SUV designed for the Admirals of The Galactic Empire. The @Range Rover Sport. #rangerover #rangeroversport #carreviews #cartok #suvsoftiktok

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Stick your head under the side mirrors and you’ll see an array of 4 sensors, including one that measures the depth of water you chose to wade through in real time. Land Rover says the Sport can handle just about 36” of wading. Though I desperately searched for an opportunity to put this to the test, I couldn’t make it happen. I was, however, impressed with the clarity of the cameras used to stitch together a virtual view of what’s under the front of the vehicle - which would come in handy on the trail - and the many bits of off-road-relevant information available on the central screen.

You can see the current status of the driveline, suspension movement at each corner, vehicle pitch and roll, altitude, and your current compass heading. Whether or not the folks buying these Land Rovers ever put their six-figure SUVs in a position where such information would be critical is open to debate. But it remains pretty neat that the automaker takes the time to make it happen.

Is This Hybridized 2026 Range Rover Sport Worth A Look?

The current menu of variants in Land Rover’s top SUV series is deep, ranging from the mega-buck Range Rover to the $50,000 Evoque. This Sport version sits in the second position and has a lot to like. The Land Rover badge is nice, but it’s the knock-out good looks, burly powertrain, high-end touches, and usable electric driving range that left me most impressed.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

On this episode of The Knocking Rod podcast, we add video for the first time! But more importantly, this is a full-on group goof-around session with a regular who’s who of Fanwood, New Jersey. First and foremost, our guest of honor - Katie Z! From the house on the corner of the one and only Herbert Avenue, Katie, her family, and our family go ALL the way back. She’s joined by two more Stenders - Caroline (my favorite sister) and Richard, the father unit!

This conversation came about after I got wind of Katie having taken her driver’s test in one of our all-time weird cars, a first-gen Mazda MPV! We dive into this subject and have a LOT of laughs. Other notable subjects include Richard swearing like a sailor (don’t worry - I made is not NSFW), an old Buick station wagon crashing into the neighbor’s car due to a failed e-brake, an old Buick Regal with failing brakes on the road, and lots of other riotous car stories that are not all Buick related.

I originally aimed at making these podcasts brief, but the stories are just too much fun to cut short and I’ve been thoroughly enjoying these trips down automotive memory lanes. Which is to say, this episode is on the longer side!

You can watch it on YouTube below OR listen on Spotify because we are very fancy here at The Knocking Rod :)

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Subaru was one of the last mainstream station wagon holdouts here in the crossover-crazed USA, and I like wagons. There’s the recently departed Saab 9-5 Aero wagon, driving vintage wagons at Volvo HQ, a discussion with my mom and her long history with the station wagon, my thoughts on the dad dream wagon Golf Alltrack, and I haven’t even written yet about the 2006 Volvo V70R 6-speed I once owned. But you see my point. “Hello, my name is Niel, and I have a weird thing for wagons.”

So you might imagine my dismay upon learning that Subaru was turning its sole remaining Stateside station wagon into a crossover. However, I recently got behind the wheel of this latest 7th-gen Outback and it turns out, much of my whining is unfounded. After a full week of testing, I found plenty of areas that the 2026 Subaru Outback Wilderness shines — and a couple where it doesn’t.

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A Fresh-Faced Outback

About the all-new Outback’s styling. In photos, I wasn’t a fan. But in person, it’s a better look, at least in Wilderness trim. Blocky and upright are terms that come to mind, though the black plastic cladding is a wee bit overdone. In profile, the 2026 Outback almost cuts a wagon line, but not quite. There’s no denying this is now a crossover. And hey, if it means Subaru can sell more, I say go for it. Because, styling aside, this is a pretty nice ride.

Dressed up in Deep Emerald Green Pearl, this Outback is a looker, and I was already a fan of the Anodized Copper highlights that designate it as part of the Subaru Wilderness club. They pop nicely and pull you into the beefy front fog lights, chunky pillar badging, and that roof rack, which deserves a special mention. Were you to use this car as its marketing team hopes and do some off-grid overlanding, you would need a place to sleep.

Wilderness Doodads

In Wilderness trim, the copper-trimmed roof rack will support 800 pounds. Enough for a full-on rooftop camping party. A static party that is. You can’t drive with an 800-lb gorilla on the roof. But that’s considerably more than the 661-pound limit of the Land Rover Defender, a considerably more capable off-roader. Other Wilderness-exclusive bits include white-letter all-terrain tires, a jacked-up ride height, trick dampers, and Dual Function X-Mode.

Along with looking sharp, those Bridgestone Duelers bring a chunky tread to the rough road party. Regular Outbacks offer impressive ground clearance at 8.7”, but this Wilderness goes further, boasting 9.5”, which is 1.2” more than a Honda Passport TrailSport and its rugged ideals. Then there are the adaptive dampers, which really set this Subie apart.

What Sarah Says

My wife, Sarah, is the polar opposite of a car person. Look to this section for her unfiltered thoughts on the car of the day.

Adaptive Dampers and Dual Function X-Mode

New for 2026, these electronically-controlled shocks lean on acceleration sensors in the ECU and front suspension to read road conditions in real-time and adapt accordingly. Subaru was aiming for a skyhook-level of damping, and I’d say they succeeded. From frost heaves to ragged potholes, this Outback breezed through with aplomb.

Finally, there’s the Dual Function X-Mode feature. X-Mode comes standard across the 2026 Outback lineup and promises improved traction in snow and dirt by limiting wheelspin. This is ideal for packed surfaces, but when the going gets loose, like, say, a deep trail of snow or mud, the Dual Function version found on Wilderness models effectively switches off traction control to encourage wheel spin and forward movement.

Symmetrical AWD: What’s In A Name

You can think of X-Mode like low range in a 4WD vehicle, but the Outback is an AWD vehicle with a system worth taking a closer look at. There is no transfer case, but Subaru gets around that with its long-touted “Symmetrical” AWD technology, and in case you’re wondering, there’s more to it than just a fancy name. The symmetry of this system is literal.

It starts with the boxer-4 engine. Longitudinally mounted, it is split in half across the Outback’s center line. This configuration allows for equal-length axle shafts, furthering the symmetrical design, while the relatively flat engine lowers the center of gravity. It’s all part of the Japanese automaker’s effort to deliver balanced vehicle control in all conditions, which comes in very handy when those conditions get slick.

As for the AWD system, it’s running all the time, so there’s no delay between sensors detecting slip and routing power as needed, like you might encounter in a vehicle with part-time AWD. Here in New Hampshire, where the conditions are frequently slick, snowy, and sloppy, Subarus are de rigueur, and after driving this Outback Wilderness for a while, it’s easy to see why.

260 Turbocharged Horses

Composed and confident in the wet, the Wilderness is also speedy. While base models come with a naturally aspirated 2.4L four making 180 horsepower, the boosted 2.5L unit in these models (and XT variants) cranks up the power to 260 and the torque from 178 lb-ft to 277.

Turbo lag is well managed, and with my foot firmly planted into the gas pedal, Subaru’s new crossover felt fast. Car and Driver clocked it to 60 in 6 seconds flat, which seems about right.

That fleetness, however, is accompanied by a bit of powertrain buzzing at low speeds, a CVT that tends to drone around town, and a somewhat harsh engine start/stop system.

Adaptive Headlights Should Be Industry Standard

At night, there is an underrated standard Subaru feature that I quickly came to appreciate: Headlights that move in concert with the steering wheel. On a pitch-black, curvy road, this is a game-changer for visibility. Also nice for spotting otherwise hidden critters thinking about making a kamikaze run.

Inside The 2026 Outback

Inside the Outback, it’s a big and airy space, with great visibility and comfy heated seats up front. The steering wheel has a heater button perfectly placed for quick flicking on and off, but it only warms the side portions of the wheel, leaving the top half chilly. Back seat passengers, at least my kids, found enough legroom and were happy to have heated outboard cushions on cold mornings. There is, as always, no third row in the Outback, but there is a fairly cavernous cargo hold that’ll easily handle 7 carry-on bags.

The infotainment system is big and crisp, featuring a pleasant animation of the outdoors on startup and quick touchscreen response times. It abuts another large digital display for the gauge cluster that works equally well and makes it easy to keep an eye on the many advanced driver aids at work in the new Outback. Part of the company’s EyeSight system, I was impressed with the adaptive cruise control and lane-centering feature. Smooth and controlled, it did the job and left me feeling comfortable giving over the reins, even in high-speed curves.

The Outback Is Watching You

Really, the only thing that bugged me with the 2026 Outback was DriverFocus, the driver attention-monitoring system. Now in its second generation, Subaru has upgraded this tech with faster processing and a wider-angle, higher-res camera. Certainly, the system works well, maybe a little too well.

I was barked at when looking for the seat heater buttons, when glancing down at the steering wheel controls, and generally when not dead-center eyeballing the windshield. I get it, people are distracted and that’s dangerous, but I think the sensitivity could do with some dialing back, as I found myself simply turning it off.

Is Subaru’s Rough And Tumble Outback Wilderness Worth A Look?

Any Subaru Outback model is a great choice for a family of 3 or 4 looking for a practical, comfortable car that inspires confidence when driving in challenging conditions. At $36,445, to start, for the base Premium trim, the 2026 Outback is also on the affordable side, and for basic transportation, is a solid move. So what about the Wilderness version - is it worth the $10,000 upcharge?

I haven’t driven the base Outback, so I can’t be sure, but based on the power deficit and my need for speed, I’d argue the turbocharged setup alone makes it at least worth a look. As for the off-roading capability? The ground clearance, fancy dampers, trick AWD system, and all-terrain rubber promise possibilities galore when it comes to getting off-grid.

If that’s not your jam, you can enjoy the boosted engine sans the rugged upgrades in XT models. But the Outback Wilderness is prepped to make light work of challenging trails, so for those who spend any time off pavement, it’s absolutely worth a look.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Minivans have a reputation as lame soccer-mommobiles, having stolen Dorkiest Vehicle status from the station wagon circa 1984. It is a reputation that is both unfair and incorrect, at least from the 40-year-old dad perspective. This specimen of homo sapiens is often seen as the maximum of dorks, just watch one of those “Turning Into Your Parents” ads from Progressive for proof.

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The Ultimate Dadmobile

I am from this demographic. Station wagons make me happy, minivans kick ass, and my level of nerdiness on such subjects is generally only equaled by fellow members of the genus. So you can disagree with me on the Toyota Sienna being an absolutely awesome ride, but I’m telling you, it is the ultimate dadmobile.

After driving my family around in a 2026 Sienna Platinum for a week, the foibles were few and the want was strong. Toyota has stuffed so many neato features into the Sienna Platinum that we’re just going to run through them listicle-style to keep things somewhat brief.

Power-Sliding Side Doors

I realize this feature is nothing new on modern minivans, but our 10-year-old Ford Transit Connect has sliding doors of the manual variety that are lacking something in the way of actually sliding. So, clicking a key fob and watching the Sienna’s doors magically slip open left me feeling like a regular wizard. It’s also pretty darn handy when you’re carrying all the things, as is normally the case when kids are in the mix.

Integrated Vacuum Cleaner

The Sienna is enormous, with 3 rows of seating and a sizeable cargo hold. Fill it with kids and you’re guaranteed a mess in minutes. My current method for addressing this unacceptable scenario is dragging an old Princess vacuum out of the house, running a giant extension cord, and wrestling with the thing to clean my car. It weighs about 400 pounds and has an odd smell. In Platinum spec, the Sienna comes with a vacuum cleaner built into the center console, and I firmly expected it to be a gimmick.

I was utterly incorrect. Toyota gets the gold star for engineering a genuinely useful integrated minivan vacuum. The hose stretches to every corner, multiple attachments are included, and the suction is serious. Plus, the container for capturing your car crap is big enough for a typical mess and easy to empty.

What Sarah Says

My wife, Sarah, is the polar opposite of a car person. Look to this section for her unfiltered thoughts on the car of the day.

28 MPG

That’s what I achieved in mixed driving for a week, though the EPA pegs the 2026 Sienna AWD at 35 mpg combined. Perhaps with more highway driving and less idling for influencing in the wild with Tyler (Master of Photo and Video Things), I could bump up closer to that figure. But even at 28 mpg, the 18-gallon gas tank can get you more than 500 miles of range thanks to the wonders of hybridization.

Heated Super-Long-Slide Second-Row Thrones with Ottomans

Trimmed in two-tone Macadamia and black perforated leather, the second-row captain’s chairs in the Sienna Platinum are glorious odes to keister comfort. Manually sliding to and fro, when sent all the way back and fully reclined - with ottoman extended and heat on - these car seats are transformed into chauffeured-life thrones. The kids were staggered. I told them not to get used to it.

@theknockingrodNeed More Cargo Space? Watch How Quickly This Sienna Transforms! @Toyota USA #toyotasienna #minivanlife #familycar #carsoftiktok #carreview

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Gamified Hybrid Driving

Like Toyota’s Prius, every 2026 Sienna is a hybrid, but I’ve always thought of it as a minivan first. Which is partly true, and yet, given the gauge cluster video-game-like animations portraying the complex dance between the ICE and hybrid system, it’s as much a hybrid first kind of Toyota as the Prius.

There’s an EV mode for puttering around parking lots on battery power. There’s a graphic showing how the hybrid system energy is flowing fore and aft. And the Hybrid System Indicator encourages your best impersonation of a hyper-miler. I found myself paying close attention to where I was driving within the Charge, Eco, and Power zones, in an effort to stretch every gallon of gas - and I daresay having fun while doing it.

60 Grand Brings All The Things

Toyota has packed a lot to like into the Sienna Platinum, as well it should for the $59,980 price tag that came with this example. It looked good in the optional Heavy Metal paint, and lest you think 18” rims are not befitting something with a Platinum badge, the 60-series sidewalls that accompany them are likely much cushier than whatever a size 20 would be stuffed into. This is a family vehicle after all, and the ride was indeed soft, without being floaty.

The Noises Of A Hybrid

Steering feel on the other hand seemed to be asleep for the most part. And there is a notable trade-off for achieving high 20s in fuel efficiency. The wee naturally aspirated 2.5L inline-4 pairs with the hybrid system to make just 245 horsepower combined.

While no one is expecting the Sienna to be a stoplight racer, the gas-powered portion of the powertrain sounds thrashy when pushed, and I noticed a fair amount of humming, buzzing, and vibrating as the hand-off back and forth between electric motors and internal combustion was sorted out. That said, the battery-powered zip out of my driveway at low speed was appreciated.

Is Toyota’s Top-Spec Sienna Worth A Look?

Minivans have been struggling against the odds for a long time. Ford, General Motors, and Nissan have long since exited the full-size minivan segment, leaving just Toyota, Honda, Kia, and Chrysler to duke it out (VW’s ID.Buzz, though cool as a moose, is in some kind of strange limbo at the moment).

Each one of these no doubt has its charms, but a week with Toyota’s big family wagon left me impressed. There are storage spaces galore, it has a head-up display and 6-pack-sized refrigerator (in Platinum spec), the Driver Easy Exit system moves the seat and steering wheel fully out of the way to meet its accurately named directive, and you can stow the third-row seats with one hand tied behind your back, or loaded with groceries, or wrangling a child…

As a certified dork of a dad, I’ve been blathering about the benefits of owning a minivan for many years, when there are kids in the picture. Our particular minivan is a well-loved Ford Transit Connect, and it’s a family favorite that garners much praise from other dads who nerd out on these vehicles. But the 2026 Toyota Sienna Platinum is in a different league, one I would someday like to join.

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

On this episode of The Knocking Rod podcast, I chat with Cousin Todd who is also known as Uncle Todd in our household. Turns out, Todd and I come from a long line of car guys, starting with Grandpa Smiley who passed his car-loving ways to his sons, who in turn brought the next generation into the fold.

Todd has many good stories, like the 1965 Cutlass his dad used as a parts car that became Todd’s first car. I remember this classic Olds from that time a surfboard flew off the roof while driving through Seaside Park, NJ. Todd recalls its unpleasant Mint Green finish that he swapped for Midnight Blue courtesy of an Earl Scheib $99 special.

There is the 1992 Jetta - also Mint Green - that carried Todd and his buddy Dennis cross-country from NJ to CA courtesy of a wheezing 100-horsepower four-pot.

Once he arrived in Hermosa Beach, Todd found himself with a handsome Coca-Cola van that was a perk of a new job selling Coke machines. It was also the vehicle he took his future wife, Kellie, on a date in. One that left her wondering where he’d parked his actual car (he didn’t have one).

There was the 1995 Wrangler that I got to ride in and experience the SoCal lifestyle for the first time. Which has transitioned into a series of SUVs, including a sweet Eddie Bauer Explorer and the current ride - a Yukon XL that carried a large crew of us to the Malibu triathlon with ease.

Were Todd to hit the lottery tomorrow, his dream garage would include a 1956 Mercedes-Benz 300SL Gullwing like the one his neighbor has and a 600+ horsepower Lamborghini Urus. Love it!

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Warlock is a word that conjures images of the Dungeons & Dragons role-playing game, the Wizards & Warriors video game, and the “Adult Toys” collection of Dodge trucks and SUVs from the ‘70s with heavy levels of gold trim. Given my appreciation of all these things, I was pleased to see Ram (formerly Dodge) resurrect the Warlock moniker for its modern-day 1500 pickup. Getting behind the wheel of a 2026 Ram 1500 Warlock left me doubly pleased. After a full week of testing, here’s what the 2026 Ram 1500 Warlock gets right — and where it falls short.

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Ram’s Reasonably Priced Off-Roader

Peruse the Ram lineup, and you’ll see the entry-level Tradesman trim for about $44,000 (with destination charges) and the Tungsten at the top for slightly more, $91,395 to be exact. In between, I count 8 additional models, including the Warlock that comes in at $55,460. A relative bargain in this context, Warlocks start with the bones of a Tradesman and are transformed into factory off-roaders for an extra 11 grand.

That transformation consists of a 1” suspension lift for 10.1” of clearance, upgraded Bilstein dampers, a smattering of skid plates, Ram’s eLocker rear axle, and chunky 33” Goodyear Wrangler all-terrain rubber with raised white lettering. The aesthetics consist of a matte black vibe, applied to the front end, wheels, and badging. Setting it all off is a rear quarter panel Warlock decal that seems a bit small. But you know what? I dig it. Brawny, understated, and packing enough hardware to get loose in the wild, this Warlock is one good-looking pickup truck.

Driving it, I felt as though I owned the road, such is the height and broad-shouldered breadth of this Ram. Really, with that ample ground clearance and those meaty tires, you kind of do, as there’s not much that will stand in your way. Especially when your foot finds the go pedal.

Skip The Hemi, Get The Hurricane

Two years ago, Ram canned the famed Hemi V8 in favor of its new twin-turbo Hurricane straight-6. Why? Because the Hurricane makes more power, tows more stuff, and guzzles less fuel. But for 2026, the Hemi is back by popular demand. With the Warlock, that means you have a choice to make. Spend $2,895 for the V8 or $1,695 for the Hurricane. I mean, technically, you don’t have to pay for either of these motors as the Pentastar V6 is included. But then you don’t get massive power and cool badges.

The example I drove came equipped with the Hurricane, and I’m glad it did. Making 420 horsepower and 469 lb-ft of torque, this truck can RIP. Stand on the gas, wait a tick for the turbos to spool, and you’re off. Car and Driver says it’ll go 0-60 in 5.2 seconds, and I’m inclined to believe them. Punch it entering the highway and you’ll be wanting those hands at 10 and 2. Sure, the Hemi makes better noises, but the Hurricane adds faster to the list of reasons why it’s a better bet.

What Sarah Says

My wife, Sarah, is the polar opposite of a car person. Look to this section for her unfiltered thoughts on the car of the day.

A Quiet And Comfy Cabin

While you’re at it, bask in the remarkably quiet cabin - I measured the same level of noise at 65 as a Hyundai Palisade Calligraphy - and the simplicity of a cloth-covered front bench seat. Once de rigueur in pickup trucks, the bench setup has largely been relegated to worksite-oriented models. But it’s an underrated feature.

For one, you can seat 6. That came in handy with our family of 5, though the central first-row position is not ideal for long trips or long-legged passengers.

For two, you don’t have to worry about dropping all the things between your seat and the center console. Plus, in the Warlock, the backrest of that middle seat folds down to create a giant armrest replete with cupholders and storage space. All that said, none of these cushions are heated in the Warlock, which is a bummer on brisk New England mornings. Such is the price of saving a buck these days.

The No-Frills Truck

Other things missing from the no-frills Warlock include Ram’s giant-sized touchscreen and automatic climate control. It still has a plenty-big 8.4” central display and wireless smartphone mirroring, so no big loss on the screen size measuring competition. But boy, you can get spoiled in a car with automatic climate control. Having to constantly fiddle with the fan speed and blend of blue-red HVAC lines is for the birds.

Anyone occupying the rear seats of a Ram Warlock ought to be thrilled. It’s positively cavernous back there with huge legroom and space to spread out. Giant windows add to the sense of airiness, as does the power-sliding rear window. See? Ram didn’t ditch ALL the frills.

Falling Out Of The Warlock

Two things you’ll want to plan ahead for, should a Warlock be in your future, are egress and K-turns. Ingress is reasonably easy for all statures thanks to grab handles screwed into the cabin pillars. Fairly universal across the automotive landscape, but perhaps not heavily utilized in the crossover space, you will absolutely be stress-testing these hinged plastic assistants in the Warlock.

@theknockingrod2026 Ram 1500 Warlock — You Might Need a Step Ladder! #ram1500 #ramwarlock #trucktok #pickuptruck #trucklife

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I’m 6 feet tall and getting into this Ram requires a solid step up. Ground clearance may come in at only 10”, but the door sill rises 24” off the ground. As for exits, my wife Sarah, who is 5’ 7”, described the maneuver as “falling out”. Moral of the story? Find yourself a good set of side steps.

Playing Austin Powers

On the subject of K-turns: Should you find yourself in a parking lot, like say, the University of New Hampshire field house…in the dead of winter…with huge snow drifts…and no way out aside from turning around - forget 3-point turns. The Warlock is a behemoth.

My daily driver, a 2016 Mazda 6, is 16 feet long and 6 feet wide. Ram pegs the Warlock at nearly 19 ½ feet long with an extra 10 inches left-to-right versus the Mazda. Great for going up, over, and through things, these dimensions do not make for great parking lot maneuverability. Needless to say, I made Austin Powers proud in that Field House parking lot.

One upside to driving a land yacht such as the Warlock is that tailgaters disappear. I forgot to measure the height from the ground to the top of the closed tailgate, but it is surely many feet. Cars that didn’t like my pokey around-town driving were akin to gnats on the rump of a rhino, out of sight and out of mind. As for getting off-road, my opportunities to do so were limited, but I can tell you that 4-wheel high combined with those fat all-terrain tires makes light work of snow and mud.

Is This Budget-Oriented 2026 Ram 1500 Worth A Look?

I like the Ram 1500 Warlock. It’s not a vehicle I have a real need for, but that doesn’t negate its want factor. Little details like including old school cruise control alongside the adaptive variety, and regular buttons and dials instead of a haptic-controlled everything approach are a nice analog touch. Really, the Warlock manages to straddle the divide between the cutting-edge techno-wizard trucks of today and relatively simple trucks of the past. The fact that it’s packing a spectacular twin-turbo engine and serious off-road chops is pretty nice too.

Check out the debrief on the TKR Podcast!

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender

Tires are the red-headed stepchild of the modern car. Largely ignored, definitely mistreated, and given the potentially high cost, sometimes unwanted. Which is a shame, as the technology baked into car tires is fairly staggering. And of course, there’s the fact that those circles of rubber are the last line of defense when it comes to keeping your car stuck to the road. As I learned earlier this winter in our 2019 Ford Explorer.

Transparency Note

Some products featured in this article were provided by the manufacturer for evaluation. This article contains affiliate links. If you purchase through these links, I may earn a commission at no additional cost to you. The manufacturer had no input on the editorial content.

Serious Winter Requires Serious Tires

A lovely SUV, the Explorer in our driveway has many systems in place designed to keep traction at a maximum. AdvanceTrac, Roll Stability Control, and Curve Control, to name a few. The AWD system - which Ford calls “Intelligent 4WD” - and Terrain Management System offer multiple drive modes, including Snow. All of which can do next to nothing when the roads are covered in a wintry mess, and your tires are not up to the task.

That’s where I found myself last December. Winter hit hard and early this year in New Hampshire. As I shared in Part 1 of this Bridgestone Blizzak DM-V2 review, the first round of snow and frigid temps had me out on the road for sledding adventures. Which led to a discovery: The tires that came with the Explorer were not going to cut it for a full winter season. From the all-weather category of vehicle tires, I learned that even with all those traction aids, AWD, and a dedicated drive mode, the Explorer was like an elephant on roller skates in the slick stuff.

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When All-Weather Tires Won’t Cut It

This isn’t surprising from an objective perspective, but it’s always startling (exciting?) to find yourself sliding sideways down the road. Shocked at how poorly the Goodyear Assurance WeatherReady all-weather rubber was comporting itself, I headed for Tire Rack. I should note that the Goodyears may have already seen 50,000 miles of continual use, which could help explain the lack of snow and ice traction. But, no matter the case, after learning about the compromises of an all-weather vs. winter tire, it was time for a change.

With its Blizzak snow tires, Bridgestone has managed the rare feat of creating a brand-name product that is interchangeable with the common name. Like calling every type of soda Coke, it’s not unusual among the winter tire adherents - an admittedly smaller contingent than people who drink soda - to assume your winter tires are Blizzaks. I would say it’s all in the branding. Blizzak just sort of sounds like a winter tire.

Nearly 40 Years Of Blizzak Technology

Anyway, that’s how I found myself browsing the Blizzak selection on Tire Rack. I’m familiar with the brand, have had many Blizzaks over the years, and it was one of the few tires offered in the giant 20” size required for the Explorer. Specifically, the DM-V2 variant. The Blizzak lineup dates to 1988, when the Japanese tire maker invented its patented MultiCell technology. According to Bridgestone, this tech centers around tiny bubbles embedded in the tire’s tread with the purpose of wicking away the thin film of water encountered on ice. Move that water out of the way, and you have increased rubber on the road and better grip.

Per Ian McKenney, Senior Product Manager, Bridgestone Americas, you can actually see these bubbles under a magnifying glass. I cannot tell you how badly I want a magnifying glass to see this for myself, but alas, I can’t find one anywhere. Going deeper, he shared a bit of tire insight that helped me better understand a key differentiator between the two types of tires I was working with…

I was unaware of the Glass Transition Temperature, and it certainly helps explain some of what I experienced with my Explorer’s all-weather setup. Though I did ask Bridgestone for specific testing data on how the Blizzak DM-V2 traction performance changes as the tires wear, that information is understandably not for public consumption. However, McKenney did share how the company compares fresh tires against “buffed” or worn versions in controlled ice and snow environments.

Real-World Blizzak DM-V2 Testing

My testing of the DM-V2 was certainly less controlled, but always safe! It involved putting the Blizzak-shod 2019 Ford Explorer through the winter. And what a winter it was. Bone-chilling temperatures. Huge amounts of snow. And lots of driving. To the ski slopes, to swim meets in Vermont, and all over the New Hampshire seacoast. When the whole family was in the car, testing was merely ensuring the Explorer could accelerate, corner, and brake confidently. Largely driven by my wife, I am happy to report the Blizzak DM-V2s performed as expected. She felt safe doing the family things in all conditions, which left me feeling relieved. Especially after my experience with those worn all-weathers.

On that note, McKenney also said,

That’s good to hear from both a safe driving and budgetary perspective, because a full set of 20” Blizzaks is not cheap.

As for my testing protocol, opportunities to investigate how the Blizzaks performed in heavy winter conditions were plentiful this year. In the name of journalistic rigor - and to have fun blasting around in the snow - I took every opportunity I could find to go for a spin in the slick stuff. Standing on the gas, standing on the brakes, and slinging the Explorer across empty snow-covered parking lots left me impressed. Grip was strong, ice braking was confidence-inspiring, and even when I could break the Ford loose, the DM-V2s felt eager to rein things back in.

A Snow Tire Worth A Look

I can’t say that my local backroad testing was on par with, say, flinging vehicles around the winter wonderland of Circuit Mécaglisse up in Canada. But I can say that after nearly 40 years of Blizzak development and my time spent thus far with the DM-V2 version, Bridgestone clearly knows how to engineer snow tires. I’d happily recommend them to anyone.

You can check out Blizzak DM-V2 tires at Tire Rack. I bought mine here, and they’ll ship them right to your front door. Though you may want to tip the UPS guy, as it’s kind of a big package :)

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender.

Big, three-row SUVs are a dime-a-dozen these days, with automakers clamoring to capitalize on this seemingly insatiable segment. Some look good and some look mediocre. But Hyundai has one that’s rocking a monochromatic finish, sweet 21” rims, miles of gadgetry, and a subtly luxurious vibe that belies its mainstream positioning. That being the all-new Palisade dolled up in Calligraphy trim. It’s a looker, which the tremendous-as-always shots taken by my brother, Tyler Stender, make obvious. After a full week of testing, here’s what the 2026 Hyundai Palisade Calligraphy gets right — and where it falls short.

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How The Palisade Calligraphy Stacks Up

This is the Korean automaker’s biggest, most expensive gas-powered vehicle, and based on my time running around with it, I’d say they’ve got a winner. Sitting atop the Palisade trim ladder, Calligraphy’s start at a shade over $56,000. But specced with Creamy White Pearl paint and AWD, like the version I had, you’re looking at just under $59,000. This is a lot of money, yes, but not in the context of the Palisade’s competition. A top-line Mazda CX-90 comes in just over the 59 large mark.

So what’d you get for such an outlay? Many things. Creature comforts run the gamut from Nappa leather hides to massaging front seats, climate-controlled middle seats, and heated wayback seats - all of which are power adjustable. A panoramic moonroof comes standard, as does a heated steering wheel, a second-row HVAC control panel, a Relaxation mode that transforms your throne into a La-Z-Boy, and really nice ambient light.

I’m not one to gush about colored cabin lighting, but dang, when the sun goes down, the recessed illumination inside the Calligraphy cabin is *chef’s kiss. There’s legroom aplenty, even in the third row, thanks to a power-sliding second-row, and serious cargo flexibility. Also, you can stuff 5 carry-on bags behind those rearmost seats when raised.

A Bonanza Of Automotive Technology

So yes, comfort and cargo are covered in this top-spec Hyundai Palisade. However, it is in the technology department where this three-row SUV really shines. There’s not enough room on my digital paper to get deep on every single system Hyundai brings to bear with the Calligraphy. So, some highlights:

Digital Rearview Mirror

Flip the little nighttime anti-glare toggle under what appears to be a regular old rearview mirror, and the glass surface will render a live video stream of what’s happening behind your Palisade. The view is high-res, though a bit strange at first as your normally static mirror is now a wide-angle lens on everything moving around out back. Get used to it though, and you might appreciate the ability to actually see out there when your seats are filled with people and stuff.

Head-Up Display

The head-up display, HUD for short, is nothing new in autodom. But Hyundai’s HUD takes this windshield projection tech to a new level. Beyond current speed, you can set it - or not - to show turn-by-turn navigation instructions, ADAS alerts, and info on who’s calling. To be clear, the Palisade Calligraphy is an absolute riot of technology with screens and information all over the place.

So while one more digital display may seem like overkill, I came to like having that info in my periphery, as it limits the need to glance down at the dash. The full-color HUD was easy to read in all conditions, except when wearing polarized sunglasses. In that scenario, the digits are legible, just a bit on the dim side.

Highway Driving Assist 2

Okay, so I like analog cars sans giant touchscreens and driver aids squawking at me unexpectedly. That fussy mentality extends to all the high-tech systems trying to help you drive. Like Hyundai’s Highway Driving Assist (HDA) 2. In standard form, HDA blends adaptive cruise control with lane-following and centering. But HDA 2, only included on the Calligraphy, brings an automatic lane-change assist feature. If the idea of a car effectively driving for me was met with a furrowed brow, the concept of doing so AND changing lanes on its own was met with colorful language.

And yet, HDA 2 works incredibly well. Uncannily well even. Simply flick the turn signal stalk and let Hyundai’s computers take over. The system determines if a lane change is safe and then goes for it. Shifting lanes at highway speeds with my hands loosely hovering on the steering wheel - while it moves of its own accord - had those hands sweating. But I have to say, it was smooth, and the maneuver was executed flawlessly.

There’s so much more to the 2026 Palisade Calligraphy’s tech-forward intent, but my fingers can’t handle all the keyboard strokes required to get into the nuts and bolts of each. So instead, a quick hit of the best stuff.

Blind-Spot View Monitor

Displays a live feed of your blind spot in the gauge cluster when you trip the turn signal.

Dashcams

Front and rear integrated units with crisp resolution and parking surveillance.

Remote Smart Parking Assist

This key fob-operated trick won’t parallel or perpendicular park for you, but it can roll your Palisade - forward or back - out of tight parking lot jams.

@theknockingrod@Hyundai USA Remote Smart Parking Assist Review on the 2026 Palisade. #hyundai #hyundaipalisade #carreview #cartips #carsoftiktok

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UV Sterilization

The center console bin, with its clamshell-style lid, doubles as a UV sterilization chamber. Look closely and you’ll see little UV emitters in there. Set your no-doubt filthy device within, close it, press the UV button, and 10 minutes later you’ve got a very germophobe-friendly smartphone.

Driving The Palisade Calligraphy

So, what’s the Palisade Calligraphy like behind the wheel? Smooth, hushed around town, and comfy. The steering is a little sleepy, but if you want to carve corners on the way to the grocery store, get an Elantra N. Road impacts are what you’d expect of a shiny, new family SUV - soft, rounded, and not likely to bother occupants. When pushed hard, the Palisade feels poised, and the naturally aspirated 287-horse V6 under the hood pulls strongly. It also drinks strongly; I registered just 14 mpg around town.

That’s not great, but much like Hyundai makes cars for corner-carving, it offers the Palisade in hybrid flavor for those looking to stretch a gallon of gas. The cabin felt quiet at low speed, but was boomier than expected on the highway. That sense wasn’t too far off reality. Using the NIOSH Sound Level Meter app, I measured 66 dBA of cabin noise at 65 mph, the same as a Ram 1500 Warlock with big off-road tires. I realize an iPhone app isn’t exactly the sensor of choice for lab-coated scientists, but using that same sensor across multiple vehicles does give a relative reading, one that was louder than I would’ve guessed.

The Palisade Isn’t Perfect

I was impressed with the Palisade, but no car is perfect. Admittedly, my asterisks are just minor annoyances. Like trying to access the storage area positioned on the first-row floor in front of the center console. A console that extends so far as to make reaching down tricky. Trying to come at it from the sides doesn’t help since you can’t see what you’re fumbling around for. A guaranteed collector of forgotten doo-dads, it would appear.

Also, the power-operated second-row seats take quite a while to get out of the way. I found myself wishing for a simple manual lever to make it move. And can we ease up on the aggressiveness of the various alert systems? When my daughter didn’t get her door closed fully, the Palisade waited for me to back out of the driveway before lighting up the IP with red flashing lights, accompanied by stick-your-finger-in-an-outlet levels of shock from the piercing auditory alert. Because the door wasn’t fully closed. Sometimes, you can go too far with technology.

Is This Range-Topping 2026 Palisade Worth A Look?

My time with the 2026 Hyundai Palisade Calligraphy has come to a close, but I enjoyed it while it lasted. Exuding Range Rover vibes from the outside and coddling with creature comforts galore on the inside, it’s one nice SUV. The technology left me wildly impressed - except for that door ajar tantrum - and really, in the grand scheme of what this $59,000 Hyundai offers, that’s not a big deal. For the family ISO a vehicle that steps up the luxury digs a notch, the Palisade Calligraphy is worth a look.

Be sure to check out our quick debrief on the Palisade Calligraphy with The Knocking Rod podcast!

About the author: Niel Stender is an automotive journalist. More of his work can be found at muckrack.com/niel-stender.