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

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

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

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.

Have you seen a new Genesis G80 on the road? No? You will now. And when you do, I’d bet you’ll do a double take. It’s a sharp-dressed sedan, particularly in the Tasman Blue finish I ogled during a week-long drive with one.

Specifically a 2025 G80 3.5T Sport Prestige. The one with big 20s, shimmery black trim, and a burly boosted V6. This is a car that looks good and knows it, as evidenced by all the BMWs and Benzes giving it a hard stare along the way.

Genesis is on a tear I’d say. After driving a GV80 Coupe a few months back, I was left genuinely impressed. I’m not really an SUV guy and definitely not an SUV coupe guy, but I have to say, that raked-back GV80 had me changing my tune.

I have yet to drive the G70 with a stick, but it’s on the shortlist. In the meantime, I had the fortune of spending some time with the Korean automaker’s mid-size sedan offering, the G80.

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Pardon Me While I Gush Over That Blue

Sports Sedan Goldilocks

At first glance, the in-your-face "Crest" front grille steals the show. It’s big, but not too big. It’s glitzy, but not too glitzy. Yes, friends, the G80 is the Goldilocks of luxury sport sedans.

The distinctively styled Multi Lens Array headlamps make the G80 instantly identifiable. Sort of like when every police cruiser was a Crown Vic and you could spot it a mile away. Just way less scary.

The look carries to the front fenders with a pair of side marker lenses and all the way around to the back for a matching set of taillights. Look down and the exhaust finishes mirror the shape of the front grille.

Symmetry makes me happy, but then, I’m a nerd. Observe and marvel at the fabulously complex rear end on the G80. A little convex here, a little concave there, and a righteous vibe all around.

Dig Those Propeller-Inspired Wheels

The G80 Has Moves

Now, about that V6. Displacing 3.5 liters and strapped with a pair of turbos, it puts out a healthy 375 horsepower and 391 lb-ft of torque. To all four wheels via 8-speed automatic.

With rear-wheel steering, adaptive dampers, and staggered width rubber. The rear meats measure a fat 10.8 inches wide and the front rotors? 14.2 inches. The G80, it’s got moves.

Put your foot in it and the 2025 G80 will sling to 60 in less than 5 seconds, which is exciting. But Genesis adds some dazzle in the form of seat bolsters that automatically give you a squeeze when they sense you’re giving it the beans.

Do so and the car handles admirably in the twisties. A hardcore sports sedan the G80 is not. But a ready-to-dance rear-wheel-biased four-door? Indeed.

I spent some time wringing it out in New Hampshire’s White Mountains and found the G80 to be that perfect blend of luxury and impetus for taking the long way home. The steering is nicely weighted and direct, if a bit insulated from the road surface.

Check Out The Trick Rear-Wheel Steering

The rear-wheel steering makes tight places nicer to navigate and the car is adjustable 52 ways to Sunday. The powertrain, the suspension, the engine noise, even the brakes. Set to Comfort, the brakes were a bit overly enthusiastic. However, in Sport mode, I was able to modulate them much better.

Ergo Throne

The G80 driver’s seat is the place to be as it has the same heating and ventilation as the front passenger, but is the only throne with massaging capability. Genesis calls it the Ergo Motion Driver Seat and it comes pre-programmed to kick on after 20 minutes of driving.

Right around that time you may start itching around, the seat back starts moving all massage-like. It's aimed at reducing fatigue and improving comfort. I approve.

Sedans > SUVs...Even With Kids

Of course, as a Certified Dad, it’s important to consider the children. How will they fit? What sort of disaster will befall this car with them inside? Is there a soundproof partition for the back seat like limos have? For example. Well, the back seat has ample legroom for my growing-like-a-weed middle schoolers.

All three of them can fit back there, but in the interest of preventing my head from exploding, it was 1 up front and 2 out back. Ideal for school, sports, and daily life activities that involve endless runs to and fro.

In a boon to my sanity, the normal fight over shotgun was made moot by the fact that the G80’s back seats are pretty darn nice. Heated with dedicated controls. Manual window sunshades and even a power-operated rear sunshade!

My eldest 13-year-old daughter proclaimed, “I feel like Jeff Bezos!” while I shuttled her about. Heady praise. Colored no doubt by the, shall we say, less glamorous vehicle she is normally chauffeured in. A vehicle that actually doesn’t even have a touchscreen TV in the dashboard. Something the 2025 Genesis G80 decidedly does not suffer from.

New this year is a standard 27” OLED sheet of glass running across the dash. Thin and low profile, it looks the rizz. (Sidebar: my kids love to say this word and I love to misappropriate it as much as possible.)

The graphics are super crisp and the response instantaneous. For those, like me, who’d rather not grease up the thing with their fingerprints, the console-mounted control dial performs redundant duty. Operates like a mouse, looks like a bit of jewelry. Very nice.

And Now...A Brief Safety Overview

2025 Genesis G80 Highlights

Really, the list of features and technology in the 2025 G80 3.5T Sport Prestige I drove is too long to get deep on here. Instead, the highlight reel:

Head-Up Display

All cars should have the G80’s head-up display. Super bright graphics are easy to read, even in direct sunlight. Information being displayed ranges from speed and navigation directions to incoming calls and your favorite song from Tay Tay. However, the traffic sign recognition aspect is the best part.

It displays a little speed limit sign, that changes in lockstep with real-world conditions. You know when you’re driving along, maybe a bit fast, and suddenly realize you have no idea what the speed limit is? This feature solves that problem.

Panoramic Roof

I love sunroofs, panoramic roofs, convertible tops, glass roofs, and really any structure that lets the light in. I have no idea why. But this G80 unit is cool. Press a button and the power sunshade splits in half, disappearing somewhere into the headliner.

Tilt the giant piece of glass up or slide it all the way back (recommended). Observe the “Oohs! and Aahhs!” of occupants. Enjoy the cool fresh air. Rinse and repeat

Bang & Olufsen Audio

In base form, the 2025 G80 has a 12-speaker stereo that is no doubt adequate. In the car I enjoyed it was an 18-speaker setup from Bang & Olufsen. With a 14-channel digital external amp and fancy speaker grilles.

Without fail, I was instructed to “Turn it down!” by the trio of small humans to whom I was teaching the finer points of Mötley Crüe. Oh yeah, it rocks.

Remote Smart Parking Assist

In its efforts to imbue the 2025 G80 with a calming sense of luxury on all levels, Genesis has managed the impossible with Remote Smart Parking Assist.

That being the removal of the teeth-grinding aggravation you may have experienced upon finding your car’s driver-side door utterly boxed in by another vehicle that has parked extra close.

Rather than vocally wonder if said vehicle’s driver received their license at Sears, you can tap into that calming sense of luxury by simply pressing a button on the G80 key fob. Watch the car gently roll forward and pull up to a place where you can in fact get in without a can opener. Namaste.

The G80 Want Is Strong

I quite like the 2025 Genesis G80. It’s not cheap at around $75,000, but neither are the luxury rides it competes with. Rides that are far less exciting to take in than the G80 I might add. Did I mention it has a heated front-row armrest? Oh yes, I want one.

Specifications As Tested

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