Lambo Lite: 2026 Buick Envista Sport Touring
Squint really, really hard and, with just the right back-lighting, just the right soft-focus, Buick’s swoopy-roofed Envista SUV-coupe could, quite possibly, be mistaken for a…Lamborghini Urus. I’m talking about stying here. Those slender cat’s-eyes headlights, the shark-like nose, angled front-end intakes, and ski-slope swoop of the roof line. Very much like a mini Urus. The rest? Er, not so much. As any car-crazy 12-year will tell you, the Lambo SUV comes with a twin-turbo 4.0-liter V8 packing a mighty 789 horseys. Pedal to the metal, it’ll hit 60 from standstill in just 3.4 seconds. By comparison, the too-cute Envista makes do with a – wait for it – 1.2-liter turbocharged three-cylinder good for a meager 137 hp. There are Toro ride-on mowers with more muscle. Hit the gas hard and you’ll see 0-to-60 mph in a lethargic, get-out-and-push 9.0 seconds. Glaciers move faster. Yet there is one key metric where the Buick absolutely slam-dunks the Lambo. And that’s price. Where the Rambo-Lambo kicks off at an eye-watering $252,000, you can drive off the lot in a brand new Envista Preferred from $26,095. Even the all-bells-whistles Envista Avenir flagship, with fancy perforated leather seats, 19-inch alloys, and something called a black-ice chrome grille, you’ll only pay a piffling $31,295. That’s $220,705 less than the Lamborghini. The point here is that during my week spent piloting this cement-colored Envista Sport Touring, $29,495 or $31,855 nicely-loaded, that cool styling meant that, while I was indeed driving a cheapo econobox, it never once felt like it. In fact a couple of times, friends commented “wow, nice car”, or “good-looking ride”. Another shared the usual “Can’t believe that’s a Buick?” no doubt remembering his uncle Waldo’s tank-like ’92 Roadmaster. OK, that value sticker does mean there are one or two compromises. The biggest is no doubt that meagre power output. These days, 137 horseys is, as we Brits like to say, a couple of sandwiches short of a picnic. While it’s never an issue cruising around town, head out on to the highway and the little tri-cylinder always feels as if it needs a shot of Red Bull. It’s the couple of seconds it takes for the teeny turbo to spool up and deliver its boost. It’s kind of like taking a deep breath before sprinting across the road. That said, it is something you do get used to. In my week with the little Envista, I did a drive across state on two-lane Highway 70 over to West Palm. At times it was all end-to-end 18-wheelers, and passing them called for a full-focus plan of action. See the (long) gap ahead, mash the accelerator, don’t lift, or breathe, and commit. Talk about a thrill. But the Buick’s precise, nicely-weighted steering, confident handling and firm, yet supple ride makes this cute-ute a surprisingly fun ride. Nice, responsive six-speed automatic too, which is so much better than the usual droning CVT transmission you get in this class. As for the other compromise? The Envista only comes with front-wheel drive, with all-wheel drive not even an option. Not a problem here in the Sunshine State, but if you plan on heading to Buffalo in January, it might be. Inside, and behind that thick, flat-bottomed helm, the Envista feels far more upscale and classy than its bargain sticker suggests. Especially when gazing at the lovely, curved-glass 19-inch display. There’s room here for four, five at a push, in this surprisingly spacious cabin. And despite that ski-slope roofline, headroom in the back is not an issue. Just don’t go looking for a rear seat armrest. Costs have to be cut somehow. Space for ‘stuff’ is also pretty plentiful, with just over 20 cubic feet with the 60/4-split rear seat in place, and 42 with the seat folded flat. And there’s a nice, big rear tailgate for easy loading. With so few stylish yet affordable compact crossover SUVs on the market, this Envista is a real stand-out, despite its so-so power and performance. I enjoyed it thoroughly and enjoyed just taking-in that rakish design every time I saw it. A Lamborghini Urus, it’s definitely not. But with the right squint…
Six Pack: 2026 Dodge Charger R/T
Looking to get the perfect six-pack without endless days spent crunching and pumping iron at the gym? Easy, get yourself a new Dodge Charger. That’s because this too-cool, retro-style Charger comes with a six-pack under the hood. It’s in the form of the new twin-turbo 3.0-liter straight-six that Dodge enthusiastically brands the SIXPACK. Take your pick from a 420-horsepower SIXPACK that energizes the Charger R/T model, or a fire-breathing 550-horse version in the rip-roaring Charger Scat Pack. Looking for the ultimate in Charger muscle? There’s an all-electric Charger Daytona packing a mighty 670 horseys and capable of thrusting this muscle EV from zero to 60 mph in a mere 3.3 seconds. Crazy, right? Dodge is going all out with its new-from-the-ground-up Charger line-up, trusting there are enough enthusiasts out there craving high-performance sedans in preference to tall-riding SUVs. And to make the decision even easier, this new retro-styled Charger is being offered in both four-door sedan and two-door coupe body styles. Think of the two-door as the spiritual successor to the dearly-departed Challenger coupe. I’ve just spent a fun-filled, testosterone-charged week with a 2026 Charger R/T four-door, base price $53,990 or, as with our options-loaded tester, $65,365. I love how the Dodge design team must have had a blast looking back at Chargers of old, and incorporating so many of the muscle car cues from those fire-breathing ‘60s and ‘70s tire-smokers. Every time I gazed at our Redeye-red tester I kept seeing curves and angles from that 1970 Alpine white Charger R/T driven by the rebellious Kowalski in that 1971 cult classic ‘Vanishing Point’. Or maybe that stealthy-black Charger 440 Magnum R/T, hot on the heels of Steve McQueen through the streets of San Francisco in the 1968 movie ‘Bullitt’. And like those classic Chargers, this latest one feels just as big and dominating out on the road. Nose to tail, this thing stretches over 206 inches and measures over 84 inches wide. There are RAM pick-ups smaller. It’s not just the exterior that shouts 1970. Inside there’s a multitude of cool retro cues, like the funky pistol-grip shifter, the low and flat dash, and big, comfy bucket seats up front. Even the square steering wheel looks retro. Thankfully the tech is bang up to date. Instruments are displayed on an ultra-wide 16.0-inch screen, with a 12.3-inch screen above the center console for infotainment. Naturally, with such a whopper of a car, interior space is cavernous. Legroom in the back is up there with a stretched Town Car. Out on the road, even with 420 horseys instead of the Scat Pack’s 550, the R/T feels riotously rapid. Pedal to the metal and 60 comes up from standstill in 4.6 seconds accompanied by a lovely, throaty growl. And the eight-speed automatic shifts with immediacy of flicking a light switch, responding to calls for kick-down with right-now urgency. Pity that the too-small steering wheel paddle shift levers look and feel like they were designed by Fisher-Price. Steer it into a tight curve and the 20-inch rubberware at each corner grip like Velcro on velvet, with nicely-hefty steering to telegraph everything that’s happening with the front wheels. It feels agile and athletic. Did I mention that all-wheel drive is standard with all Charger models? Plus, you can select rear-wheel-drive mode that disconnects the front axle to give the feel, response and drifting of a rear-driver. So cool. And that’s what this new Charger is, so cool. It’s guaranteed to a smile on your face every time you fire it up. And remember you get a six-pack standard with every model.
Launch Control: 2026 Rivian RS1 Quad
Catapulting from zero to 60 mph in a blink-of-an-eye 2.6 seconds in a three-row, family-friendly SUV has consequences. Anything not stowed, tied-down or wedged-in tight will likely become a serious projectile. An airborne dachshund, a gym bag, loose change? Danger, Will Robinson. So ponder wisely before engaging Launch Control in Rivian’s latest RS1 Quad with its insane 1,025 horsepower. Release the Kraken and reckon on over 1g of forward acceleration, blurred vision, and instant regret at having that deep-fried burrito and second mocha latte for breakfast. While Rivian’s all-electric, box-on-wheels RS1 has been around since mid-2022, last year it got a mega power hike, going from 835 horseys to that mind-warping 1,025 hp. Silly really. No one needs over a thousand horsepower in their SUV. Unless they’re competing in a stadium tractor-pull. Or robbing banks. But boy is it fun. It’s Space Mountain, the Vomatron at Daytona Beach and Japan’s Do-Dodonpa coaster – zero-to-112 mph in 1.56 seconds – all rolled into one. For terrifying grandma or the neighborhood kids, nothing else comes close. It’s what happens when you mount four industrial-grade electric motors – one for each wheel, hence the Quad badge – and juice them with a battery pack big enough to power a small city. And, in case you’re curious, max range for the Rivian Quad is around 370 miles. Naturally significantly less with too many launch control shenanigans. Thankfully you can get the RS1 in less caffeinated forms. There’s a dual-motor model with 533 hp priced at a competitive $78,885. Or step up to the tri-motor model with 665 hp, from $108,885. Our Evel Knievel RS1 Quad kicks off at a non-trivial $123,885. As you might expect, the RS1 comes with enough technology to run the Artemis II rocket. Just consulting the owner’s manual requires a masters in astro-physics. Want to adjust the front air vents, or angle of the door mirrors? This requires a distracting, eyes-off-the-road, multi-step swipe ‘n tap of the central 15.6-inch infotainment screen, and roll of steering wheel thumb-wheels. Ridiculous. While the R1S’s shape was first revealed in 2018, it has definitely stood the test of time. This is still a great-looking SUV, with that boxy, minimalist design, distinctive horizontal front LED light bar and suppository-shaped headlights. Cool-looking 22-inch alloys and turquoise brake covers add to the visual drama. Unless you’re the height of an NBA all-star, climbing in is like scaling Everest. If an SUV needed deployable, or just plain regular, running boards it’s this. But once inside, this is a terrific space. Yes, very minimalist in a Volvo-slash-Scan Design way, but slathered with lovely premium materials. Not sure about the weird L.L. Bean-style plaid floor mats, or the looks-like-Fablon wood on the dash. But the quality, and fit and finish is excellent. Here there’s space for seven in three rows, though as typical, the third row is best suited to kids. But the middle-row bench has lots of space for knees and terrific headroom. You’ll love the electro-chromic roof glass that goes from clear to opaque at the touch of another screen control. As a load-carrier, the Rivian is a star. At the rear, there’s a Range Rover-style split tailgate that’s perfect for tailgating. Keep the third row in place and you have 18 cubic feet of space. Drop the second row bench and it soars to 91 cubic feet. And the party piece is the forward “frunk” that adds another 10 cu. ft. Out on the road, the R1S Quad feels impressively agile and athletic. Active air suspension quells any body roll, and all-wheel drive, plus a multitude of customizable steering and suspension characteristics through the on-screen RAD – short for Rivian Adventure Department – software, makes it definitely fun to drive, especially offroad. These days there’s no shortage of crazy-fast, all-electric SUVs, many with 1,000-plus horsepower. Porsche’s new Cayenne Turbo Electric packs up to 1,139 hp, while Lucid’s new Gravity Dream Edition delivers 1,070 hp. Add to these the benchmark Tesla Model X Plaid with 1,020 hp. None, however, have the rock-crawling, mud-plugging, adventure-seeking offroad capabilities of the Rivian Quad. Think of it as four times the fun.
Mirror, Mirror: 2026 Polestar 4 Dual Motor
Hello Polestar 4. Let me count the ways I find you irritating. Here’s a car that thinks it’s cool not to have a back window. That’s right, no rear window, just a black panel. How do you see out? There’s a high-definition digital rear-view mirror instead of a regular rear-view. This electronic version displays a real-time video feed of what’s behind. My issue here is that the image is wide-angled. That means the car pulling up behind you at a stop light looks like it’s hurtling into your rear bumper. Add to that, the wide angle means it doesn’t do a great job of showing distant objects. Like that police cruiser coming up behind. “Well hello officer, sorry I didn’t see you”. And sorry, if you’re over 50, chances are you’ll have difficulty focusing on close objects, like a digital rear view, as opposed to a traditional rear-view. This is because of general age-related loss of focusing called presbyopia. Google it. So what’s the advantage of no back window here? I’m at a loss to find one. Yes, if your back seat is piled high with stuff, you get a clearer view. And the roof-mounted camera gives a wider view without headrests. But to me, it’s just a gimmick, and being different for the sake of being different. Which is a pity as this all-electric, swoopy-roofed, tall-riding four-door coupe is pretty cool. Styling, interior, the way it drives. In case you’ve been living on the planet Zod for the past decade, Polestar is the Swedish car maker owned by the company behind China’s Geely and Volvo. It’s been around since 2017, producing its first volume electric model, the terrific Polestar 2 sedan in 2020, and the SUV-like Polestar 3 in 2024. This latest Polestar 4, that the company describes as an SUV coupe, is based on the 3 and kicks off price-wise from around $58,000 with a single 268-hp electric motor, going up to around $75,000 for the dual-motor, all-wheel drive model with 536-hp. I’ve just spent a week with a well-loaded Dual Motor version with Pilot ($5,500) and Performance ($4,500) packages, Nappa leather ($3,700), and must-have electrochromic glass roof ($1,500), topping out at a pretty lofty $81,800. While most buyers would be deliriously happy with the single-motor P4, the fast ‘n furious dual-motor version is a full-size Hot Wheels. We’re talking off-the-line, 0-to-60 slingshots in just 3.7 seconds. That’s quick. Plug it in, charge it up, and the 94 kWh battery pack gives the Dual Motor around 280 miles of driving range. That compares to 310 miles with the single motor. But opt for the Performance Pack, with its 22-inch forged alloys, and the range drops to 255 miles. Find yourself a DC fast charger and Polestar reckons you can charge from 10 to 80 per cent in just 30 minutes. Plug in at home with a 220-volt charger and you’re looking at 11 hours to go from zero to 100 per cent. Good, not great. Where the P4 excels is in the way it handles itself. With adaptive suspension and all-wheel drive that come with the dual motor powertrain, grippy 22-inch tires, and laser-precise steering, the Polestar carves curves like it’s running on rails. Those Brembo brakes can stop time. Inside, there’s a minimalist Volvo-slash-Scan-Design vibe, with lovely perforated Nappa leather, high-quality plastics, a thick, flat-bottom wheel and big 15.4-inch landscape touchscreen. Interior space is plentiful, with no shortage of legroom and headroom in the back. But to avoid rear-seat claustrophobia, the optional full-length glass roof that can go opaque at the press of a button, is a must. Talking of touchscreen, here’s another source of annoyance. In Polestar’s quest for minimalism, pretty much all physical buttons and switches have been relegated to the screen. So want to change the temperature, or fan speed, you need to look down and tap a few buttons. Want to adjust the angle of the air vents, or adjust the door mirrors? Same thing. After my week with the Polestar 4, I came away thinking that driving today is challenging enough. For me, this was just too much like hard work.
Still Zoom-Zooming: 2026 Mazda CX-50 Hybrid
One of the coolest car advertising tag lines ever has to be Mazda’s Zoom-Zoom. Back in 2000, a 10-year-old kid from Chicago – Micah Kanters, if you’re asking – turns to the camera and whispers those two immortal words. He actually pronounces it “zum-zum” on account of the director being an Aussie. Sounds more like Crocodile Dundee than Harry Potter. Mazda eventually phased out the line in 2015, replacing it with the totally forgettable “Driving Matters”. I still miss it. It’s right up there with BMW’s benchmark “Ultimate Driving Machine”. The first freeway on-ramp curve I take in the top-of-the-line 2026 Mazda CX-50 Hybrid Premium Plus I’ve been driving – base price $41,945 – I can’t help but whisper to myself “Zoom-Zoom”. Strange, I know. It’s something about the precision and perfect weighting of the steering. It’s about the poise, balance and agility of the CX as it zooms around the bend with minimal body roll. It’s the fun-to-drive feeling that seems to ooze out of the Mazda’s every pore. And this is with the CX-50 Hybrid, and not the tear-away Turbo model. The CX-50 itself has been around since 2023, introduced as a slightly bigger, slightly lower-roofed, slightly sportier alternative to Mazda’s super-successful CX-5 crossover. The CX-50 Hybrid came out last year, offering terrific 39 mpg city, 37 highway, and 38 mpg combined economy. With today’s near $4-a-gallon pricing, it was brilliant timing. Interestingly, Mazda has to thank partner Toyota for the mechanical bits of this new hybrid. Under the hood is the same 2.5-liter 4-cylinder gas motor and triple electric motors you’ll find in Toyota’s RAV4 Hybrid. In the CX-50, it delivers a combined 219 hp, which helps it zoom-zoom from standstill to 60 mph in 7.6 seconds, and take it over 500 miles on a tank. The only negative is that Mazda was obliged to use Toyota’s CVT continuously-variable transmission. It’s fine around town, but step on the gas and it drones like an Evinrude outboard on wide-open throttle. It’s more whaaaar than zoom. That aside, there’s still so much to love about this well-built, well-equipped, Alabama-assembled crossover. I love the body design, with that high waist, lowish roof, and bulging fenders. All that black cladding around the wheel arches and along the lower body gives it a tough, offroad vibe. Love the look of those 19-inch “saw-blade” alloys too And that pouting grille and those slightly menacing cat’s-eyes headlights leave you in no doubt you’re gazing at a Mazda. Climb aboard and the focus on quality and fit and finish shines through. From the second you lay your hands on the wheel, the CX-30 feels a little special. The rim is thick and beefy, and covered in the softest of leather with lovely stitching. The shifter too is substantial – not some silly flap or push-button arrangement. There are also proper buttons to press and knobs to twist that don’t require 43 taps of a computer screen. Yes, the Mazda’s 10-inch dash-top screen seems amusingly small in these times of 52-inch Mercedes EQS touchscreens. But I’ll forgive it for the lovely, crystal-clear, easy-to-read graphics. Full marks too for the front seats, which are nicely-bolstered for enthusiastic cornering. Lovely detailing too with contrasting orange piping. They’re trimmed in top-quality, glove-soft leather as well. There’s no shortage of legroom in the back, with room for three-across and, despite the racy roofline, there’s decent headroom. And the cabin feels light and airy courtesy of a huge glass moonroof. Despite the hybrid system’s nickel-metal hydride battery pack living under the rear load area, rear storage is only slightly reduced compared to non-hybrid CX-50s. With the rear seatback in place, there’s 29 cubic feet of space, and a whopping 56 cu-ft with it folded. Me? If I was choosing, I might prefer the CX-50 Turbo model (pricing from $39,395) with its rorty 256 horseys and regular six-speed automatic instead of the dreaded CVT. But the Hybrid’s ability to “zum-zum” straight past your local Texaco with its 38-to-the-gallon economy, might be too hard to resist.
Home on the Range: 2026 Range Rover P400 SE LWB
King Charles – the royal rather than the spaniel – is quite partial to his Range Rovers. For the occasions when he’s not stylin’ it in his Rolls-Royce Cullinan – a magnanimous coronation gift from the King of Bahrain – or his official Bentley State limousine, you’ll see him stepping out of his long-wheelbase Rover. Think of it as his daily driver. The Royal Fam has had a long affinity with Range Rover parent, Land Rover, going back over 70 years. That was when Charles’ grandfather, King George VI, bestowed a coveted Royal Warrant on the 4×4 maker, making it an official, trusted supplier of rides to the House of Windsor. Following the death of Queen Elizabeth II in 2022 – she was another passionate Range Rover fan – Charles renewed the Royal Warrant. It means you’ll see pretty much every blue-blood, from Queen Camilla, to William and Kate, and even Harry and Meghan when they deem to return to the olde country, riding in a Rover. No word yet whether Andrew, formerly known as Prince, is still driving his. So how royal does it feel riding in a new Range Rover? I donned my ermine and scepter and grabbed the keys to a 2026 Range Rover P400 SE LWB to find out. With its MSRP of $122,850, it’s not the most resplendent Rover you can buy. That honor goes to the latest 606-hp Range Rover SV Black flagship at a crowning $263,050. But I’ve found that every Range Rover I’ve driven – I piloted my first way back in 1982 – delivers the same kind of style, elegance, sense of occasion, and promise of being transported along the road less traveled in peerless comfort. And this latest rendition only heightens that feeling. Just, for a second, take-in that timeless, aristocratic design. To me this latest, fifth-generation Rover defines modern luxury, with its sophisticated, uncluttered lines, elegant face, proud stance and divine boat tail rear. And the detailing is still exceptional; those trademark vertical side vents, the flush, deployable door handles, the towering waistline and eye-popping rear light design. I admit it, my heart still goes pitter-patter every time I see one on the road. Yes, it’s a practical, family-friendly SUV capable of taking you across the Continental Divide – as it did in 1989 and again in 2014. But it’s so much more than that. While buyers might cross-shop SUV rivals like BMW’s X7, Mercedes’ GLS and Cadillac’s Escalade, to me it’s more a super-luxe sedan alternative. I’d take it over a BMW 7-Series, Mercedes S Class or even a Bentley Flying Spur any day. And like the Bentley, it wafts serenely along the road, paved or unpaved. Interestingly, our “starter Rover” P400 tester might just be the best. Its 3.0-liter turbocharged and supercharged inline six-cylinder with mild hybrid assist, is still one of the world’s great engines. It packs a 395 horsepower punch that can whisk this hefty 5,600-pound 4×4 to 60 mph in six seconds, yet average 24 to the gallon on the highway. It feels equally agile and athletic through the curves. Adaptive air suspension with four-wheel steering and deliciously-precise steering make it a delight to hustle through turns, with time-arresting brakes to haul it to a stop. And, as always, the high-up driving position is only matched by that of a Greyhound bus. The view forward across that vast clamshell hood is nothing short of panoramic, with a dash that’s low and a roof a mile high. Our P400 example is a three-row long-wheelbase version with stretch-out seating for seven, eight at a push. As with all Ranges, the interior is gorgeous. Glove-soft perforated leather, quality materials, exquisite detailing, all put together with artisanal craftsmanship. And this is the base model; step up to an Autobiography or SV, and you enter the Bentley world of diamond-quilting, exotic veneers and hot-stone massaging seats. If all this sounds like a gushing eulogy to this 50-plus-year-old icon, you’re not wrong. For me, being behind the wheel of one is always an occasion, delivering the feeling of driving what Land Rover rightly brands “the best-four-by-four by far”. I guess the only complaints you might hear are from the royal Corgis. That’s a long way up for the poor things.
Boxed Set: Hyundai Palisade Hybrid Calligraphy
Cue that foot-tappin’, head-nodding, sing-along 1986 hit by Huey Lewis and the News: “It’s hip to be square”. Take one look at Hyundai’s fresh-outta-the-box 2026 Palisade sport-ute and it’ll have you singing right along with Huey. Yup, it’s hip to be square. Picture the new Palisade without its flashy, brighty-white LED running lights, the turbine-like 21-inch rims and silvery-metal roof rails, and the design was surely inspired by the humble cinder block. But in the same way I love the Palisade’s boxy kid brother, the Santa Fe, I’m loving this new three-row family-hauler. Hip to be square, indeed. And squareness has its advantages. The more upright windshield, tall roof, and near-vertical rear roof pillars means terrific all-round visibility. It’s just a delight to see out of. That upright rear window? It also makes for the kind of interior space normally reserved for a PODS storage unit. If you’re asking, it’s a humongous 86.7 cubic feet with the second and third rows folded. There are Manhattan apartments with less space. Yes, that quintet of vertically-stacked LED running lights up does remind me of a battery charger power display. But I tell you, if you’re wandering around a parking lot looking for your Palisade, one click of the key fob and the flash of white neon is like seeing the Cape Hatteras lighthouse. But this new cubist Hyundai is much more than a love-it-or-meh exterior design. What’s under the hood is equally hip. It’s a hybrid, and a pretty impressive one at that. It couples a turbocharged 2.5-liter four-cylinder with a six-speed automatic transmission that somehow manages to integrate not one, but two electric motors. One adds oomph to the gas motor for zippier off-the-line acceleration and stronger mid-range thrust for passing. The other acts as a starter-generator and smoother-outer of auto stop-starts. Talking of thrust, with the hybrid powertrain packing a combined 329 horseys and 339 torques, you can enjoy 0-to-60 mph sprints in just 6.6 seconds. For a 5,000-pound trucklette, that’s brisk. And in these days of $3.50-plus gas prices, this hybridized Palisade can average an impressive 30-to-the-gallon on the highway, and even more impressive 29 mpg around town, making for a 29 mpg combined figure. Add that to the Palisade’s 18.2-gallon tank, and you should be able to cruise for close to 550 miles between fill-ups. That’s across Florida, and back, with gas to spare. Hybrid power is really the frosting on the Palisades’ vanilla pound cake. Here is a four-cylinder that drives like a V6, with eager acceleration, lots of lovely low-end punch and surprising smoothness and hushed refinement. While there’s nothing too sporty about the way it handles curves, the steering is plenty precise and nicely-weighted, with well-judged suspension keeping body roll in check, and 21-inch rubber offering plenty of grip. And that long-travel suspension makes for a wonderfully smooth, supple, bump-absorbing ride. I just spent a week with the high-falutin’ Palisade Hybrid Calligraphy AWD flagship priced at a something-of-a-bargain $60,380. I say “bargain” because the Calligraphy spec slathers the Hyundai with such niceties as glove-soft Nappa leather upholstery, heated and ventilated front and second-row captain’s chairs, rear side-window sunshades, dual-pane sunroof, wireless phone charging, a 14-speaker Bose stereo and a multitude of safety gear. Inside, it feels as big as an Escalade, with three rows and a third row that accommodates actual humans. That tall roof and huge glass sunroof make the cabin feel light and airy, while I love the design of the dash with its floating center console and clever storage spaces. Don’t need a flashy Calligraphy Hybrid? 2026 Palisade pricing kicks off with the base SE front-driver with V6 power at $41,035. Want a rugged, fun offroad version for grand adventures? Take a look at the XRT Pro starting at $51,470. And for peace of mind, it’s hard to beat the Palisade Hybrid’s 10-year battery and powertrain warranty, and five-year/60,000-mile bumper-to-bumper warranty. Ol’ Huey had it right: It is hip to be square.
Star Ship: 2027 Mercedes-Benz S-Class
There’s still nothing quite like a Benz S-Class when it comes to hedonistic, sybaritic, techno-advanced luxury. Beloved by third-world dictators, captains of industry, and every A-lister from Coco Chanel to Madonna, from Tupac to Jay-Z, the S has set the benchmark in automotive safety, comfort and innovation for over 70 years. Alas, the Sonderklasse has been having a tough time of late. Seems buyers have been lured away by the likes of BMW’s latest 7 series, Mercedes’ own super-luxe Maybach sedans and SUVs, and electric alternatives, like Cadillac’s new Escalade IQ and Mercedes’ own EQS. But fear not, the cavalry is on the way. Mercedes has just pulled the wraps off the hugely-improved 2027 S-Class, which boasts more than half of its parts new or upgraded. No, it’s not a brand new version, but it’s about as close as it gets. Of course, following the traditional Mercedes’ playbook, styling changes are more evolution than revolution. That said, there’s no mistaking the new front end which features a grille that’s 20 per cent bigger. There are Peterbilts with smaller front ends. And just in case you’re unsure of what you’re driving, the grille itself is embedded with row upon row of teeny three-dimensional, three-pointed stars. I counted 112. And the biggest star of all – the iconic one on the hood – now gets its own illumination. Keeping with the three-pointed star theme, just take a look at those new headlights. The super-bright-white LEDs are in the shape of, you guessed it, three-pointed stars. But owners should prepare for lots of angry light-flashing from fellow motorists; these new LEDs are supposedly 40 per cent brighter, with high-beams capable of projecting light more than a third of a mile. he flood lights at Raymond James aren’t this bright. Add to all this, cool new 19, 20 and 21-inch wheel designs, and this latest S-Class packs more visual punch, more classy flagship style than ever. That, however, is only a part of the new S-Class story. The biggest changes are to be found when you slide behind the wheel and take-in the re-designed cabin. Of course, it’s all about the screens, and the new fascia features three. Interestingly, Mercedes didn’t incorporate the full-width, all-in-one Hyperscreen from the electric EQS. Instead, there’s a 12.3-inch digital instrument display, a central 14.4-inch infotainment screen, plus a 12.3-inch front passenger screen for streaming, gaming, or apps. That’s a lot of glass. Every S-Class has had a reputation for delivering first class comfort, but this 2027 version takes it to the next level. Did I mention heated the seat belts? Or the new, ear-bleeding Burmester 4D surround sound system featuring 39 speakers and 1,690 watts of power? Rear seating is the usual Gulfstream biz-jet decadent. New features include 13.1-inch seatback screens with built-in cameras so you can take a Teams or Zoom call in the back. Just don’t let the minions see you sipping bubbly from the built-in fridge. As you’d expect, there’s a major focus on power, performance and refinement with this new S. There’s a re-designed 4.0-liter twin-turbo hybrid V8 for the new S 580 4Matic cranking out 530-hp and 553 lb-ft of torque. Add to this a redesigned 3.0-liter turbo inline-six producing 442-hp in the S 500, and a new plug-in hybrid S 580e with that 3.0 turbo-six and an electric motor to deliver a combined 576 ponies with a predicted 50-mile EV range. This 2027 S-Class line-up should start arriving on U.S. shores by late summer with pricing expected to kick-off at around $142,000. Pricier Maybach and AMG versions will follow. Whether all these changes are enough to keep current owners loyal and convince new buyers not to go for that luxury SUV, I have my doubts. It’s a tough market for luxury sedans out there; Audi just announced the end of the flagship A8. Those who do will be getting simply the best, more luxurious, most technically-advanced S-Class ever; a car that will definitely have them seeing stars.
Dark Side: 2026 Toyota Prius Nightshade
Here’s a word for you. Solanaceae. It’s a fancy word for nightshade, that diverse family of plants that include edible veggies, like tomatoes and potatoes, eggplants and peppers. Don’t confuse it, however, with deadly nightshade, a highly-toxic perennial herbaceous plant with glossy, jet-black berries that can kill you. Nightshade is also the name of a fun new version of Toyota’s Prius Plug-in Hybrid. Probably a better name choice than Prius Solanaceae. Nothing too revolutionary here, but a way of Toyota adding a little marketing buzz to this latest fifth-generation Prius. You know, the one with the ski-slope front-end and steep-angled windshield. As you might expect, this Nightshade Edition is all about black. Black-finished 19-inch alloys, black badging, black door handles and black bumper trim. Even a black paint job that Toyota calls Midnight Black Metallic. It’s in addition to a shade of white called Wind Chill Pearl, and the slightly oddball curry color of our test car, that goes by the name Karashi. The rest of the spec is similar to what comes with the XSE Hybrid model with this Nightshade package adding just $770 to the XSE’s $37,025 price tag. If you don’t have your calculator handy, that puts the Nightshade at $37,795, or $40,985 with a few options. What hasn’t changed is what’s under the hood. Here you get Toyota’s 2.0-liter four-cylinder gas engine and a beefy electric motor at the front, juiced by a 13.6 kWh battery pack. It’s the same set-up you’ll find in Toyota’s Corolla Cross Hybrid. Plug it into a charger and, topped-up, the Prius will run for up to 44 miles on silent, zero emission, electric power before the motor kicks in. And 44 miles is probably plenty sufficient for the daily needs of most drivers. School runs, commutes to the office, grocery runs to Whole Foods. Battery power and a gas motor in the Nightshade adds up to a combined 220 horsepower. That makes for zippy acceleration – 0-to-60 in around 6.5 seconds – and plenty of oomph for safe, speedy passing, or freeway merging. Hybrid power also means impressive fuel economy with a combined average of around 52 mpg, and a range of up to 600 miles on a tank. Impressive. I loved driving this thing because it feels so athletic and energetic. Step on the gas and it scoots forward as if released from some invisible catapult, and all in spooky silence. There’s also a “sport” mode that adds a shot of Red Bull to the tank. I’m not normally a fan of CVT continuously-variable transmissions, but the Prius’ set-up is smooth and responsive. It only gets loud under really hard acceleration. And that lively performance is complimented by nicely-weighted, super-precise steering, low body roll and plenty of grip from that 19-inch rubber. Yes, the ride can get a little jittery over broken blacktop, but generally it’s smooth and refined. Even though this latest 5th-gen Prius has been around for close to three years now, it still gets appreciative looks on the street, especially when it’s painted in this polarizing shade of mustard. Yes, that ski-slope windshield can make getting in and out of the front seats a challenge. And the low-slung sedan stance isn’t anywhere near as practical as a taller-riding crossover. But inside there’s room for five, and a great-sized trunk for carrying “stuff”. It’s worth paying the extra $1,000 for the full, fixed-glass roof because of all the light it lets in to brighten the all-black cabin. Inside, I love that stubby little gear shifter, the wireless-charging slot alongside it, the meaty-thick steering wheel, and optional 12.3-inch touchscreen in the middle of the dash. No prizes though for the stupidly small – and far-away – driver instrument display. This latest Nightshade package is certainly a sweet addition to the Prius range, adding plenty of appeal to this benchmark, high-value plug-in hybrid. And thankfully nothing about this Nightshade is deadly.
American Luxury: 2026 Cadillac Escalade Platinum
“Cadillac grills, Cadillac mills, check out the oil on my Cadillac spills”. So goes the profound opening riff on rapper Ludacris’ year-2000 hit “Southern Hospitality”. The track is all about the Luda’s love affair with his shiny-black ‘Slade with its 20-inch rims and shiny chrome grill. I’ll skip the rest of the lyrics for fear of offending more sensitive ears. But back in the early 2000s, it was artists like Ludacris and Jay-Z, 50 Cent and Da Brat who shot Caddy’s first luxury SUV to fame, making it a hip-pop culture icon and a staple of early MTV Cribs episodes. These days, the Escalade has moved onwards and upwards. Cadillac’s flagship SUV is now all about style and sophistication, refined elegance and hedonistic luxury. Today, you’re more likely to see a new Escalade – black naturally – rolling up at some Oscars after-party with Zoe Soldana or Timothee Chalamet in the back seat. Or gliding up to the front door of some swanky restaurant, high heels and Dolce & Gabbana cocktail dress stepping out. Catch a glimpse inside and you’ll see acres of diamond-quilted leather, a massive digital screen sprawling across the dash, and smooth jazz coming from a 40-speaker AKG sound system. How far has this new ‘Slade moved into Bentley or even Rolls-Royce territory? Just squeeze the door handle from the outside and watch the door power open. Climb behind the wheel, put a foot on the brake pedal, and it will automatically power close. Just like the coach doors on a $500,000 Rolls Phantom. I’ve just spent a indulgent week behind the wheel of the newest, top-dog Escalade, the 2026 Escalade Platinum Sport 4WD, a non-trivial $125,995, or $131,970 as tested. And that’s not the ultimate Escalade. You can get the Platinum Sport in extra long-wheelbase ESV form with 16 inches added to the length. That’s roughly the length of an Amazon tractor-trailer. But for the ultimate Escalade, look no further than the mighty Escalade-V with a massive 682-horsepower from its supercharged V8. That’ll cost you over $170,000 and change. The Escalade evolved into the luxe machine it is after a fairly-comprehensive 2025 refresh. The headline news was the addition of that 55-inch curved glass screen spanning almost the entire width of the dash. Along with it came a real step-up in quality and craftsmanship. Our test car’s rich shiny-wood accents on the dash and center console, the textured metal around the cupholders and rotary dial, and matte-finished trim? Just lovely. As always, the Escalade feels huge inside and impressively tall, especially rolling on optional 24-inch rims. Behind the wheel, you do feel like you’re driving a semi. Thankfully there are power-deploying running boards to ease the climb up into the cabin. Inside there are three rows of seats with Barcalounger-like captain’s chairs in the second row, and an adult-sized third row. The load space with the third row folded is as big as a PODS storage unit. And throughout, the quality, the look and feel of the semi-aniline leather – in wonderfully-sounding Whisper Beige in our tester – is superb. Just being inside this latest Escalade is an occasion. Driving it too. While rivals, like Lincoln’s new Navigator and Jeep Grand Wagoneer, have switched to turbocharged six-cylinder power, the Cadillac sticks with a good ol’ American V8. But what a V8. Under that massive hood resides GM’s formidable 6.2-liter V8 packing 420 horseys and a sump-pulling 460 lb-ft of torque. It’s mated to a 10-speed automatic, helping it scoot from standstill to 60 mph in around 6.5 seconds. Despite the Escalade’s considerable bulk, it’s surprisingly nimble on its feet. Adaptive air suspension and Corvette-style Magnetic Ride Control dampers rein-in body roll and deliver a smooth, supple ride. Thankfully, the brakes are well up to the task of slowing roughly 6,000 pounds of Cadillac. Not a big fan of driving? The standard SuperCruise hands-free driving system lets you cruise over 750,000 miles of compatible roads in North America. Hands free. No, I wouldn’t be surprised if there’s a brand new Escalade in Ludacris’ current stable of rides. Though it’s probably the latest, all-electric Escalade IQ with its 465-mile range. Now that’s worth rapping about.
Trail Runner: 2026 Toyota 4Runner Limited
We can all day-dream about off-road adventures. Powering over sand dunes in Baja. Scrabbling over rocks along California’s Rubicon Trail. Mud-bogging along some Vermont backroad. Closer to home, there’s the 1,200-mile Florida Adventure Trail – FAT for short – that stretches across north-west Florida, from the Alabama state line, down the Gulf coast and ending up in the Ocala National Forest. It’s on my bucket list to experience one day. I already have mud boots. Fact is, however, for most of us who buy a go-anywhere 4×4, the biggest off-road challenge we’ll face is a muddy parking lot at a Little League game after a summer deluge. But for all you dreamers out there, I have the perfect 4×4. One that combines proven off-road capability, with a few luxury touches for those times you’re not climbing rocks. Toyota’s 4Runner has been around since 1984 when it was little more than a Hilux two-door pick-up truck with a removable fiberglass bed cap. Four decades and six generations later, it’s matured into a terrific daily-driver, with turbo power, the option of hybrid-assist, and an eight-speed automatic with Sport modes. Yet one that hasn’t lost is wanderlust. While 4Runners kick-off in price with a stripped-out, base, two-wheel drive SRT at $43,320 – no, you wouldn’t want it – I’ve just spent the week with a 4Runner 4WD Limited, priced from $58,850, or $62,785 as tested. For that you get plenty of hi-lux features, like leather upholstery, heated and cooled front seats, 20-inch alloys, 14-inch touchscreen, plus that 4Runner-trademark power-down tailgate window. See it in our tester’s lovely Heritage Blue paint, and it still looks like something out of a Tonka Toy catalog. The front end, in particular, has a scowling, slightly-angry face guaranteed to scare small pets and young children. In profile, it’s all bulging wheel arches, fenders like John Cena’s biceps, and a hood as long and flat as Texas. It still rides on an I-beam-stiff frame chassis it shares with Toyota’s Tacoma and Tundra pick-ups, and fancier Land Cruiser and Sequoia SUVs. Whereas the last-generation 4Runner used a big ol’ 4.0-liter V-6 for propulsion, this latest version comes with a turbocharged 2.4-liter four-cylinder packing 278 horseys and 317 lb-ft of torque. Invest an extra $2,800 in your 4Runner and you can upgrade to a hybrid version. It features an electric motor sandwiched between the engine and 8-speed automatic to increase power to a more-like-it 326 hp and 465 lb-ft. That said, while 0-to-60 mph acceleration drops from around 8.2 seconds to 6.7 secs, fuel economy improvements are minimal – you’re looking at just 23 mpg combined. The battery also takes up valuable space in the load area and means there’s no option of a third row seat. Add in that hefty price premium, which pushes the cost of a Limited to almost $63,000 before options, and I don’t think it’s worth it. Out on the road, the non-hybrid 4Runner feels lively enough, especially if you hit the Sport button, which is like adding a shot of 5-Hour Energy to the gas tank. There’s nothing too sophisticated about the way the 4Runner goes down the road. Over anything but pool-table-smooth blacktop, it jiggles and jolts. Even switching to the softest Comfort mode does little to soften the ride. Those standard 20-inch Dunlop Grandtrek all-season tires are more designed for grip in the mud rather than sharp handling. Couple that with less than precise steering and you take sharp curves with care. But it’s built for adventure, so when you load up the back with camping gear and strap a kayak or two to the roof, that’s when the 4Runner makes sense. Now remind me which way is that Florida Adventure Trail? This 4Runner might just be the perfect truck to try it for size.
Green Hornet: 2026 Chevrolet Corvette E-Ray Convertible
I’ve never considered myself a Corvette cognoscente. I still get flummoxed with the alphabet soup of designations, model numbers and engine differentiations served-up during the car’s near 75-year history. But that said, over the decades I’ve driven my fair share of America’s favorite sportscar. Some good, some not so good. So excuse me for being so bold, but I’d like to nominate the latest, 2026 Corvette E-Ray Convertible as the finest, most-appealing, most fun-driving ‘Vette yet. How come? Here is the very first Corvette with handling-enhancing all-wheel drive and an electrified powertrain. Yes, it’s a hybrid, though not like a Prius. An electric motor at the front combined with a hairy-chested 6.2-liter V8 in the back delivers a Kentucky Derby-like 655 horseys. This corral of stampeding ponies has the ability to giddyup this electrified Ray from standstill to 60 mph in a butt-clenching, gut-squeezing, eye-watering, 2.5 seconds. Yikes, that’s as fast as a 1,001-hp Bugatti Veyron. As quick as a Lamborghini Huracán. Yet the beauty and, for me, the real appeal of the E-Ray is that it’s not some hard-core supercar with the ride quality of a Publix shopping cart. This is a daily-drivable speed-machine, with magical steering, thrilling yet easy-to-tame handling, logical, intuitive controls and not one, but two trunks for Trader Joe’s runs. Add to that price. While $108,000 for a base E-Ray may not sound too much like a bargain, especially compared to the $70,000 starting price of a regular C8 Corvette Stingray, consider the esoteric competition it goes head-to-head with. These include the likes of McLaren’s Artura ($248,000), Ferrari’s 296 GTB (around $340,000) and Lamborghini’s new Temerario (around $390,000). Want more power in your Corvette? You can step-up to the track-focused 670-hp Z06 priced from $120,000, or the brutal 1,064-hp ZR1 (from $185,000). But unless you really want to go to Top Gun flight school to extract their ultimate capabilities, their talents are going to be wasted. That’s why the E-Ray is such a gem. Slide behind that funky but functional squared-off steering wheel, ignite the big V8, listen to that minor nuclear explosion as it fires up, and prepare for the shock ‘n awe feeling akin to inserting your finger in a light socket. Of course, if you prefer not to wake-up your neighbors at six in the morning, you can engage Stealth mode and the E-Ray will use battery power to take you up to four miles at up to 45 mph in zero-emission silence before calling-up the big V8. For grand touring, keep the drive-mode selector in Tour and the eight-speed dual-clutch automatic will shift with the smoothness of a Swiss watch movement. Dial-up Sport though, and everything gets ramped-up to an 11. The mind-boggling off-the-line acceleration, the mid-range thrust, the way the car can sling-shot out of a curve or on-ramp? Just amazing. That’s the benefit of having that electric motor on the front axle. While the E-Ray has been around since 2023, it got a welcome nip, tuck and jab of Botox facelift for 2026 which addressed most of the mid-engined C8 ‘Vette’s original cabin quirks. Gone is the silly, fighter-jet row of switches down the center console, replaced by a meaty passenger grab handle. Climate controls are now proper analog switches, lined-up neatly beneath the center screen. Like the base Stingray, the E-Ray is offered in 1LZ, 2LZ and 3LZ trim levels as well as a targa-topped coupe or power-folding convertible. Our tester is a 3LZ Convertible costing $128,545, though with $28,350-worth of options – gotta love all that carbon fiber trim and wheels – it topped out at an eye-watering $155,895. Not sure about that Kermit-like Roswell Green metallic paint though. While loyal Corvette purists might argue that the standard, targa-roofed version with its lift-off panel is all you need, to me the Convertible’s power-folding hardtop is worth every dime of its $4,500 asking price. It lowers in around 16 seconds – also from the key fob – and at speeds up to 30 mph. And with the glass wind-deflector raised, turbulence in the cockpit is almost non-existent, even at triple-digit velocities. It all adds up to one of the most appealing sportscars out there, and arguably the best all-round Corvette ever. You can even boast to friends that you’re driving a hybrid.