All New KIA

There’s a lot of talk about electric vehicles that has nothing to do with electric vehicles. Sure, we owe a lot to Elon and identity politics, but even with the political veneer stripped away, we rarely talk about electric vehicles in the context of “normal” cars.

Automakers are partly to blame.

In a desperate attempt to separate their EV lineups from “traditional” vehicles, most automakers are deviating from the established norm. For example, Mercedes isn’t going to simply sell an EV that looks, feels, and drives like the E-Class. Instead, they’re making the monstrous EQE.

This car is a Mercedes shaped by painfully generic “aero” body lines, wrapped in a non-functional interior. The EQE is a very fast vehicle that is less fun to drive than your dentist's chair.

It’s almost an industry-wide phenomenon. Automakers argue that because electric vehicles use a fundamentally different mode of propulsion, customers expect a fundamentally different driving experience.

But what if a company took its most beloved model and did something different, maintaining or even improving driving etiquette?

Take BMW for example. What if they made a regular 3 Series sedan that happened to have some batteries in the floor? How would it drive? How would it work?

Absolutely amazing.

BMW Cars

BMW calls this mid-size EV sedan the *deep breath* 2024 BMW i4 eDrive35 Gran Coupe. Effectively, it's a classic 3 Series sedan with a liftback, saddled with clunky nomenclature.

That's where the bad news ends. Once you get past the odd naming convention, you'll find that BMW has stuck to its old, better conventions.

Like every 3 Series, the i4 GC looks great, drives great, and folds up for everyday life like it’s in your own garage. During my week with the i4 Gran Coupe, I ran errands, got stuck in traffic, chased sunsets on mountain backroads, and generally just lived life with it. The i4 never put a foot wrong.

This is a great sedan, period. And it even looks great.

BMW Cars

Pros: Quiet, Comfortable, Fast

Despite riding on an EV “skateboard,” with the battery in its belly, the i4 GC retains classic BMW sedan proportions. That means the hood is long and low, with tight corners where they should be and a sweeping sweep over everything else. I still don’t like the big buck-tooth grille, but painted a stunning silver called Dravit Grey Metallic ($1,500), the i4’s side profile and rear three-quarter angles look spectacular (note the vehicle pictured here is an i4 edrive40 trim, a slightly different beast than our hero car, but equally spectacular). There’s nothing in this car’s proportions that suggests electric propulsion.

Especially the smartly designed interior, which offers ample headroom, a large, usable trunk (helped by the glass hatchback), and enough luxury and technology to show the driver where the rent money is being spent each month.

Instead of creating a visual gimmick, BMW's design department simply designed a sedan that looked good from every angle, inside and out, and then handed it over to the engineering department to do the rest.

Underneath the sleek exterior is an 81.5-kilowatt lithium-ion battery that powers a single rear motor that produces 282 horsepower and 295 pound-feet of torque, all sent to the rear wheels.

BMW Cars

BMW Cars

That massive power and the i4’s low-drag body result in a combined 110 MPGe over a projected range of 252 miles. In a week of driving the i4, I probably used “half a tank” of electrons. I never felt anxious about range, though serious commuters might feel queasy.

These aren’t industry-leading numbers for range or efficiency, but they’re enough to meet my family’s needs. A nightly charge will cover 95 percent of driving scenarios, and I think this fits the bill for many suburban families looking for a BMW sedan.

If you can't charge this BMW in your garage overnight (a convenience you may not consider sufficient), you're better off with a gas-powered Bimmer.

BMW claims 5.8 seconds to 60 mph, but after a few hard pulls up to interstate speeds, I think that number is a bit pessimistic. My old M3 hit 60 in about 5.5 seconds and this i4 will go very fast. From a dig, or on the highway, the i4 will rocket to a top speed of 118 mph in a matter of moments.

BMW Cars

Cons: Range, EV infrastructure, Ugly grille

Rather than overwhelm you with its EV-ness during hard acceleration, BMW simply plays a little fake engine noise through the i4 GC’s interior speakers. It’s one of the few pure EV gimmicks you’ll find here, and the car could do without it. The sound is so subtle that I would have preferred to keep it on, if only to blend the audio feedback with the jolt of EV acceleration.

BMW’s EV drivetrain offers a traditional two-pedal driving routine, along with one-pedal driving as well. The latter feels sharp and well-calibrated, with a quick transition to braking when the accelerator pedal is released. The one-pedal system feels very sharp but never intrusive with the i4’s drive mode selector set to “Sport.”

I prefer the Sport’s pedal sensitivity, steering weight, and suspension response. While I wish the Sport’s damping curve was a little looser, you can imagine the amount of spring BMW would have to put in a vehicle this heavy to make it feel responsive, and the damping required to control this bouncing EV body.

That said, Sport offers the most responsive calibration of every major chassis and drivetrain system, transforming the i4 GC from a leisurely commuter to a true Sports Sedan.

BMW Cars

At a base price of $52,200, the eDrive35 trim offers the best value in the i4 lineup. It’s quick enough for everyday driving and backroad cruising, fast enough that I wouldn’t be tempted to spring for a more expensive trim.

The M Sport package ($3100) feels like a must, thanks to the adaptive suspension and pretty wheels, but I can ignore everything else on the design sheet (although the Harman Kardon sound system would tempt me at $875, as would the San Remo green paint ($650) and heated seats ($500)).

That puts the i4 eDrive 35 in competitive territory, competing with ICE sedans, hybrids and EVs, but none of them offer the BMW’s incredible blend of power.

BMW Cars

Its gas-powered competitors are slower, less quiet, and often have less brand equity. Hybrids are twice as slow. Other EVs will outbid this BMW for about $55,000, but none look as good or as good.

The lease deals on these cars are getting more and more attractive. As a second vehicle to go alongside the gas-powered truck or SUV already in your garage, this is a very competitive deal from BMW.

In this way, the new BMW is very much like the old BMW we loved so much. It combines form with function, complements its handsome looks with a wealth of amenities, and combines quick reflexes with superb driving manners.

The i4 eDrive 35 Gran Coupe is a great BMW sedan. It's also an electric vehicle.

Over the past few decades, Germany’s big three luxury brands have injected a healthy dose of sportiness into even their most sedate models. Even German people-cars feature overly stiff suspensions and hyper-quick steering, offering buyers a taste of performance in a car they’ll be driving to and from work.

These things are certainly appropriate for M and AMG cars, but for other cars, comfort and luxury should be a priority. Based on my experience driving the CLE convertible for a few days, it seems that Mercedes-Benz has not lost its grip.

The CLE is a new addition to Mercedes’ lineup, launched last year to fill the void left by the discontinued C-Class and E-Class coupes. As such, it’s sized to fit between the two cars—not quite as big as the E-Class, but not quite as small as the C-Class. At 4,486 pounds, it’s no lightweight. But that doesn’t undermine the car’s luxury credentials. And with 375 horsepower and 369 pound-feet of torque coming from a hybrid straight-six engine under the hood, there’s no shortage of forward thrust.

The CLE450 I tested put its power to the ground through a nine-speed automatic transmission and standard 4Matic all-wheel drive. The 48-volt hybrid system is best used in stop-and-go and low-speed situations. It delivers instant torque as the turbos spool up. Climb the rev range and you’ll be treated to a linear, compliant level of acceleration—not exactly explosive, but considering this isn’t an AMG, it’s just right.

That extra electric power comes from an integrated starter-generator (ISG) sandwiched between the engine and transmission, which produces 23 hp and 151 lb-ft on its own. Power comes as smoothly and unobtrusively as it did when I first experienced this powertrain back in 2019, behind the wheel of the then-new E53 AMG sedan. The only difference here is the odd exhaust note coming from the back of the CLE. I could understand the over-the-top note if this were an AMG-badged car, but it’s not. And while straight-sixes usually make a nice sound, this one sounds oddly off-putting.

Brian Silvestro/Motor1

Pros: Luxurious attitude, good looks, nimble hybrid drive.

At least the CLE looks good. From what I can see, the front looks more like a C-Class, while the rear looks more like an E-Class. While the designs aren’t exactly a perfect match, they all come together in a cohesive package with good proportions. The bright red cloth top wouldn’t be my first choice, but I would definitely opt for the red leather interior, a $1,620 option. Visibility is good even with the top up thanks to the relatively large rear quarter glass, although the beltline is very high, so don’t expect to be able to comfortably lean your elbows out the windows.

Like every new Mercedes, the CLE’s cabin is a pleasant place to spend time, with a minimalist dashboard design and a set of very comfortable, adjustable seats. Unfortunately, almost everything—including the lumbar, bolster, and massage functions—is operated via the oversized 11.9-inch portrait touchscreen. Worse, the steering wheel controls are entirely touch-capacitive, requiring light swipes for things like volume and cruise control. Even the main volume rocker is touch-operated. A few more real buttons would be nice, Mercedes.

Brian Silvestro/Motor1

Brian Silvestro/Motor1

The CLE is most successful in its mission as a luxury cruiser. The steering feels smooth and light, while the suspension delivers a soft, supple ride. The brake pedal’s tuning allows the car to come to a controlled, linear stop, while the accelerator pedal encourages a composed takeoff. There’s no hint of sportiness here. It’s all geared toward a fun, relaxed experience that’s geared toward real-world, everyday driving scenarios. Just as it should be.

The only sporty intent you’ll find on the CLE450 is the Sport driving mode, which doesn’t change much other than throttle response. This is the kind of car that encourages you to relax and cruise to your destination, massaging the seats at full throttle. Sure, it’ll go fast and handle corners well enough, but that’s clearly not the car’s purpose, and that’s how it should be.

While I haven’t driven the CLE’s main competitor, the BMW 4 Series convertible, I have driven the coupe. As a daily driver, I prefer the Benz’s overall look and its excellent seats. It also looks much nicer. But the BMW has a more logical interior layout that includes an actual volume knob. And if you’re the type who likes to use your daily car as a fun car, the M440i has a much more characterful engine. If it were my only car, I’d probably go with the BMW. But if I wanted a fun car for the weekend, I’d go with the Mercedes.

Brian Silvestro/Motor1

Cons: Poor Capacitive Touch Controls, Weird Sounding and Buzzing Machine

The CLE450’s starting price is $75,000 including destination charge. That price tag also gets you a slew of standard equipment, including a Burmester sound system, heated front seats, and the company’s sophisticated “Airscarf,” which channels warm air through the seat to the back of your neck, so you can enjoy the open-top experience even when it’s cold outside.

Our test car came with about 10,000 options, including Alpine Grey paint ($1,750), a 360-degree surround-view system ($600), 20-inch wheels ($850), a head-up display ($1,100), massaging seats ($950) and seat ventilation ($450). Of all the options, the seat upgrade is the only one that’s a must-have. During my time with the car, the seat ventilation was always on full blast; it’s a lifesaver on hot, sunny days when you just want to cruise with the roof down.

The CLE convertible is proof that luxury brands don’t have to be sporty to market their products. Delivering a very comfortable and enjoyable driving experience can be just as impressive if done right. And it lives up to expectations at a reasonable price.

The 2024 Kia ​​EV9 is the only mainstream three-row electric car that gets the basics right. It’s efficient, charges quickly thanks to its high-voltage architecture, and is very comfortable even when fully loaded. On that basis, it’s a good buy.

There are a lot of little things that could be polished, though. The ride needs to be improved, charging is fast but not without its hiccups (not related to charging infrastructure), and the interior—while packed with amenities—lacks a premium touch in terms of look and feel.

In the end, it wasn't enough to deter buyers from buying the house altogether, but if I had to spend $78,430, I'd probably wait until the renovations were complete in a few years.

Peter Holderith / Motor1

The bad one

Let's get the bad stuff out of the way first, as the flaws are enough to ruin what should be a very enjoyable experience.

I’ve driven nearly 1,000 miles in the EV9, and three out of four times I charged it, it wouldn’t shift into forward or reverse afterward, which was frustrating. At first, I thought it was because the battery was overheating, though after talking to Kia, I realized that wasn’t the issue. It was most likely user error on my part, which I think is more of a design flaw than my own incompetence (though don’t take that for granted.)

If I sit in the car while it’s charging with the AC on, a red battery icon appears on the dashboard after I unplug the vehicle. It looks exactly like a failing 12-volt battery in a regular car. There’s no message in the infotainment telling me what to do—I can’t shift into forward or reverse. After a few attempts to power the car back up (thankfully, the EV9 still has a physical on/off switch, unlike many other EVs), it eventually starts up again. Each time I find myself stuck in a charging booth for about five minutes, unsure of what to do.

Speaking with a Kia representative, it seems that using the vehicle’s systems (AC, infotainment, etc.) while the car is charging will put it in “accessory mode,” which prevents it from shifting into drive or reverse. Pressing the brake pedal harder will supposedly get me out of this mode, but that’s definitely something I tried. Maybe I didn’t do the process in the right order, but needless to say, if you’re charging your EV9, it’s probably best to turn the car off and get out to avoid frustration.

Peter Holderith / Motor1

Peter Holderith / Motor1

Other drawbacks are minor by comparison. The center screen’s primary functions are accessed via a series of capacitive buttons on the dashboard that require a firm press to activate, which depresses the hard plastic they’re embedded in. It feels and sounds bad. The menus also have a small but still annoying lag, and aren’t well organized.

At high speeds, the ride is poor. Despite its fully independent suspension, the EV9 wobbles over rough pavement on the highway like a pickup truck. Smaller wheels and tires, at least smaller than the 20-inch rims on this test car, would be better. But keep in mind that this ride characteristic is a feature of many electric vehicles, especially crossovers and SUVs. It’s not unique to the EV9.

The good one

The good stuff becomes very important in comparison, especially if you often carry a lot of people.

The EV9’s seats are superior to almost anything I’ve ever driven, including the six-figure Mercedes-Benz EQS, the Cadillac Escalade, and even the Kia Carnival—a very luxurious minivan with similar features but not the same level of comfort. Either of the EV9’s two highest trims can be equipped with eight-way adjustable second-row captain’s chairs, which are heated and ventilated (the second-row bench is standard). Driver and passenger get the same treatment, with the addition of a massage feature for the driver.

Using the seat heating/cooling function instead of the regular HVAC will save you some mileage, as clearly shown in the car's energy consumption menu. A 5 to 10 mile range fluctuation is possible on hot days if you use the car's heat pump. Still, the EV9 is efficient even if you don't set it up in detail.

Peter Holderith / Motor1

Peter Holderith / Motor1

I averaged more than three miles per kWh over the hundreds of miles I drove, which is well above the EPA’s estimated 280 miles. In fact, it got better mileage than the smaller two-row Cadillac Lyriq I drove earlier this year, even though that car was driven during a very cold and rainy New England winter.

In other words, the EV9 can go a long way, at least with the bigger battery. According to the EPA, the EV9’s standard battery will only get you 230 miles. Opting for rear-wheel drive over all-wheel drive will also give you a longer range, though that’s a luxury some buyers may want to think twice about before giving up.

AWD also maximizes the EV9’s performance to the fullest. The standard RWD car only makes 215 horsepower, which isn’t much for an SUV that weighs just over 5,000 pounds. The EV9 AWD is heavier at about 5,700 pounds, but has a dual-motor setup that produces 379 hp, which is more than enough for a family SUV.

However, competition, especially from the US, will soon increase. In the higher class, Lucid will soon start production of its three-row Gravity SUV. This SUV will be more expensive than the EV9, but it will charge faster and have a longer range. Probably more than 400 miles. The Cadillac Vistiq will also arrive next year as a 2026 model year vehicle. Its range will be very similar to the Kia, and using the excellent interiors of the Lyriq and Optiq as a reference, it could be more comfortable.

While there are a few competitors on the horizon, the EV9 is a solid choice for those who want to go electric but need room for seven or more people. Sure, there are a lot of little things that need to be fixed, but the overall package is impressive. Despite being the first three-row electric car, it will undoubtedly be a strong contender in a growing segment.

The all-electric EX90 won’t spell the end for Volvo’s largest petrol SUV—the XC90 is still around. A new-generation model isn’t on the horizon, but the current luxury car is getting a new look. It follows an update introduced in 2019 that features a few revisions inside and out.

Despite being a decade old, the second-generation XC90 has aged gracefully. There are few changes to the exterior, with a new grille design flanked by slightly revised headlights with revised LED daytime running lights. The front bumper has also been modified with vertical air vents, while the lower air intakes extend further than before. At the rear, Volvo has retained the familiar taillight shape but updated the light pattern.

Volvo

More significant changes occur inside, where the previous 9.0-inch infotainment system is gone. For 2025, a larger 11.2-inch touchscreen takes center stage. It’s no longer centered in the dashboard; it looks like a tablet jutting out from the dashboard. In addition to having a larger diagonal, the screen looks sharper after increasing the pixel density by 21%. If you want a bigger screen, the EX90 has a large 14.5-inch infotainment system.

This new arrangement provides shortcuts to apps and controls on the home screen, making it quick and easy to access your preferred functions. Select the XC90 plug-in hybrid and all-electric driving modes with just a tap. Essentially, the new infotainment layout mimics Volvo’s latest layout, even though the XC90 has been around since 2014.

But wait, there’s more. Volvo claims it has added extra sound insulation to certain parts of the vehicle for a quieter cabin. Elsewhere, the dashboard features redesigned air vents and decorative panels made from recycled materials. The updated cabin now offers greater practicality with more storage space in the centre console, including additional cup holders. The wireless charging pad has been repositioned behind the centre tunnel so it’s no longer in the way after being separated from the storage area.

Volvo

Volvo is keeping quiet on technical specifications, but we do know that the diesel engine is gone. The plug-in hybrid promises a range of more than 43 miles on electric mode on the WLTP cycle and more than 497 miles after factoring in a tank of gas. In the United States, the old XC90 plug-in hybrid was rated by the EPA as having a range of 32 miles and a total range of 530 miles. In addition to selling the new XC90 as the T8 plug-in hybrid shown here, the Swedish automaker also has B5 and B6 variants with mild-hybrid setups.

The air suspension remains available, raising the SUV by 1.57 inches and lowering it by 0.8 inches. Active chassis technology monitors the road and vehicle 500 times per second to deliver an incredibly smooth ride.

Order books are already open and production is scheduled to begin towards the end of the year when customer deliveries begin. This new investment to keep the XC90 fresh and competitive tells us that petrol cars are not going away anytime soon.

I’m a simple person who likes simple things, and the 2025 Volkswagen Jetta GLI is the kind of car that tickles every part of my lizard brain. Driving the updated GLI for the past week, I’ve had to remember that there are drive modes other than Sport—especially with a passenger in the car.

With VW’s turbocharged EA888 2.0-liter four-cylinder engine under the hood, the GLI still produces 228 horsepower and 258 pound-feet of torque—the same as last year. That’s enough power to activate the car’s stability control at launch or traction control when cornering, with a limited-slip differential helping to sort it all out.

The 2025 GLI is the only Jetta available with a six-speed manual transmission. My test car had a seven-speed dual-clutch automatic with paddle shifters, which is nice. That’s the transmission that about 70 percent of GLI customers choose.

Sport mode revs up the throttle response, stiffens the standard Dynamic Chassis Control adaptive dampers, increases the exhaust note inside the cabin, and keeps the revs high in anticipation of your right foot. I never felt like the transmission was upshifting too quickly, and it was always willing to downshift when needed. It also amps up all the sounds I want to hear—sorry, neighbors.

Normal, Comfort, and Eco modes still work as advertised, taming the suspension, throttle response, and exhaust note. Your passengers will appreciate it, but I barely remember the time I was on the gas, absorbing the turbo and waiting for the pop and gurgle from the exhaust. While the engine sound is a little raspy, it’s still awesome.

Anthony Alaniz / Motor1

Pros: Powerful Turbocharged engine, Awesome Sport Mode, Practical

VW has made only minor updates to the exterior of the Jetta line, including the GLI, for 2025. It gets a revised look and some new wheel options, with the GLI getting a fresh 18-inch wheel design and a grille with turn signals. The most significant changes are on the inside.

Climatronic Touch automatic climate control is now standard across the Jetta lineup. The lack of touch buttons or switches forces you to take your eyes off the road when adjusting the HVAC, and while there are indentations for temperature and fan speed controls, they’re not obvious enough to feel confident reaching for them.

Anthony Alaniz / Motor1

Anthony Alaniz / Motor1

And even if you put your finger in the right place, it’s hard to tell what you’re doing without looking at the slider. Still, I don’t hate using it as much as I thought I would. Being able to slide your finger across a capacitive touch surface is cool, but taking your eyes off the road to do it is not.

The shiny buttons on the steering wheel aren’t too annoying to use, but Volkswagen has moved away from that steering wheel design on the GLI. The Jetta also features a standalone 8.0-inch infotainment screen on the redesigned instrument panel, which is large enough for a sedan, but I found myself accidentally moving between screens when reaching for the smallish volume knob. The revamped interior is nice, but the cabin is starting to feel dated in this competitive segment.

Anthony Alaniz / Motor1

Cons: Clunky touch controls, no rear vents, starting to feel dated

Volkswagen isn’t rewriting the Jetta formula for 2025. Not that it needs to. This is the seventh-generation sedan’s second refresh since 2018, and the GLI remains an engaging and practical sedan with a turbocharged engine tuned for affordable fun.

It seats five, has a spacious trunk (compared to the Mustang my family fills up every week for grocery shopping), and comes with a variety of driving modes your mom will love, all for just $33,940 with a $1,225 delivery fee. No need to spend $50,000 on a boring crossover if you can, and you can cruise around suburban streets without paying a fine.

Buyers will have just two choices when purchasing a new GLI: Choose a transmission and decide whether to add the $650 Black Package. Both manual- and automatic-equipped GLIs have the same starting price. The regular Jetta is cheaper to start in 2025, at $23,220. The updated Jetta and Jetta GLI will go on sale toward the end of the third quarter of this year.

Toyota doesn’t need to fix the Camry. It’s been America’s best-selling sedan for more than a decade and is poised for another strong year. But even a vehicle as popular as the Camry needs an update every now and then. Fortunately, Toyota has stuck to the formula.

The 2025 Toyota Camry is just as great as its predecessor—and even slightly better in some key areas. A sharp redesign makes it look more modern, an updated interior adds some much-needed tech, and its hybrid lineup makes the midsize sedan more efficient than ever.

Under the hood is Toyota’s fifth-generation hybrid system, which combines a 2.5-liter four-cylinder engine with battery assistance. The drivetrain produces 225 horsepower with front-wheel drive and 232 horsepower with all-wheel drive. I tested the latter option—a fully loaded XSE with AWD. It’s paired with an electronic continuously variable transmission and gets up to 51 combined miles per gallon on the base LE model with front-wheel drive. The XSE AWD gets 44 combined mpg.

Toyota's hybrid system, with its battery-assisted torque, gives the Camry quick, smooth acceleration from the get-go. Its four-cylinder engine has a high compression ratio of 14.0:1, which keeps the Camry powerful at highway speeds. You'll have no trouble passing.

Jeff Perez/Motor1

While the Camry isn’t a sports sedan (until the next TRD version comes along), it does have better driving dynamics. The chassis is balanced, the suspension is supple, and the steering feels responsive. It’s also comfortable. Aside from a little engine hum, especially when you step hard on the accelerator—as is to be expected with most hybrids—the Camry is quiet, refined, and easygoing. It’s a great car to drive around town.

The XSE model comes with genuine leather upholstery, leather-wrapped door panels, and heated power seats. The $4,075 Premium Plus package adds seat ventilation (plus a host of other features). A 12.3-inch digital instrument cluster sits behind the steering wheel, with a 12.3-inch touchscreen next to it adorning the center of the dashboard.

Jeff Perez/Motor1

Pros: Sharp new design, major technology upgrades, comfortable ride, premium interior

Senior Editor Chris Perkins has complained about the interior quality of other trims, but this XSE is quite luxurious. The perforated leather is plush and comfortable, the ride is quiet (aside from the humming engine), and the dual 12.3-inch screens are a welcome upgrade over the previous Camry.

The infotainment screen uses Toyota’s latest interface, which is a joy to use. It’s clean, concise, and easy to navigate. Touch responsiveness is also on par with any modern smartphone. The Camry XSE also comes standard with wireless Apple CarPlay and Android Auto, as well as wireless phone charging.

Design-wise, the cabin gets a lot of aesthetic upgrades. A single piece of glossy black plastic houses the touchscreen in the center and extends to the passenger side in a flowing horizontal design. Glossy black plastic usually looks bad, but here it adds some much-needed visual width to the Camry’s cabin. Aluminum accents line the dash and door panels, and matte black plastic covers most of the high-traffic areas. It all looks and feels great.

Jeff Perez/Motor1

Jeff Perez/Motor1

But the most striking visual appeal is the Camry’s exterior. Toyota has added bold design elements up front, such as a large honeycomb grille, angled horizontal vents, sharp hood lines, and curved headlights. At the rear, the car also has curved taillights, a “CAMRY” logo, a subtle spoiler, and dual exhaust tips on this XSE model. The new Camry looks great, to be honest; it’s no longer just another obscure midsize sedan.

Every Camry comes standard with Toyota Safety Sense 3.0. That includes blind-spot monitoring, rear cross-traffic alert, adaptive cruise control above 20 mph, lane departure warning, road sign recognition and more. However, even on the XSE, you’ll need to shell out $4,075 for the Premium Plus package if you want adaptive cruise control with stop-and-go compatibility, as well as lane-change assist and a 360-degree overhead camera.

Jeff Perez/Motor1

Cons: Expensive Security Package, Occasional Engine Hums

But honestly, the extra safety gear is worth the extra cost. Adaptive cruise with traffic jam assist is a lifesaver in stop-and-go traffic. Steering assist is generous and—while not hands-free—requires less driver intervention. It makes long highway drives a breeze.

The base 2025 Camry LE will start at $29,495, while the XSE starts at $35,695, still a reasonable price for what Toyota offers. The XSE tested here is priced at $43,194, loaded with options—the most expensive being the $4,075 Premium Plus package. In addition to the safety features already mentioned, it also comes with a nine-speaker JBL audio system, a panoramic glass roof, and a few other features. All-wheel drive is priced at $1,525, those gorgeous 19-inch wheels are $1,500, and the front accent lighting package is $399.

But for a premium, well-equipped, comfortable sedan for under $45,000, the 2025 Toyota Camry XSE feels like a steal considering new car prices these days. Other than the latest Honda Accord, there’s no other car in its class that comes close. The 2025 Toyota Camry is still the king of the midsize sedans.

The 2025 Chevrolet Equinox is aimed at someone like me: A dad with a growing child who will soon be able to drive. The Equinox isn’t trying to be all things to all people. Instead, Chevrolet is looking to broaden the SUV’s appeal with a rugged new Activ trim and a fresh design.

The updated Equinox is just enough—practical enough, safe enough, and powerful enough for parents to feel comfortable dropping their kids off at school before they’re old enough to do it themselves, all without breaking the bank. What it lacks in performance (what do you expect from a 175-horsepower, 1.5-liter turbocharged four-cylinder?) the Equinox makes up for in safety and technology.

Chevy Safety Assist, which includes enhanced automatic emergency braking, front pedestrian and bicycle braking, forward collision warning, lane-keeping assist with lane departure warning, and more, is standard along with a host of other safety technologies. Rear park assist, adaptive cruise control, and reverse automatic braking are just a few of the other cool features you get on the entry-level LT trim that starts at $29,995 (including a $1,395 destination charge).

The RS and Activ trims start at $34,395. All three trims are available with front-wheel drive and a continuously variable transmission, or all-wheel drive and a new eight-speed automatic. The Activ, with its 17-inch Continental all-terrain tires, felt the most adept at soaking up the bumps and potholes that littered Minneapolis streets when I drove the RS last week.

I thought the bigger tires would produce more cabin noise, but there’s no discernible difference between the Activ and RS models. The 1.5-liter engine is the same as before, capable of getting you through traffic or past lorries without hesitation, but don’t expect a kick in the arse when you mash the accelerator. You know when the engine is working—just give it time to do its thing.

Anthony Alaniz / Motor1

Pros: Lots of Standard Security Technologies, Value-Oriented, Better Style

The transmission has no trouble selecting gears despite the two extra forward gears, but the 'box feels like it takes a moment to do the necessary calculations before shifting. It's like Chevy programmed the computer to measure twice and shift once. But once the ECU decides what the transmission should do, it shifts quickly.

All-wheel-drive Equinox models get the added benefit of a new Off-Road mode, in addition to Normal and Snow. Off-Road mode allows for faster wheel spin and acceleration, but the dirt road Chevy chose for us, with a posted speed limit of 20 mph, didn’t really allow for that claim. Not that I was expecting to be climbing mountains in rural Minnesota.

Anthony Alaniz / Motor1

Anthony Alaniz / Motor1

The Equinox’s wider platform and all-new exterior design help give it a more professional look, borrowing square wheel wells from the Silverado and Colorado. It also makes the rear hatch slightly larger. Each trim has a unique fascia and bumper, with the Activ having the widest. A two-tone white roof is available on the LT and Activ, while a black roof is optional on the LT and RS.

Inside, the Equinox Activ features Evotex faux leather and suede microfiber upholstery that feels pretty premium for the price. The seats are soft and supple, as are most of the key touch points in the cabin. However, there’s also a lot of hard plastic on the front doors, pillars and everywhere else you’d expect from a carmaker like Chevy to save a few bucks. Only the driver’s seat has a height-adjustable seatbelt.

Anthony Alaniz / Motor1

Cons: Underpowered powertrain, Cheap plastics in places, Less appealing off-road trim

Chevrolet moved the gear lever to the steering column, freeing up space on the center console for a large drive mode selector that now sits behind a cumbersome wireless charging pad. Its upright and horizontal orientation makes it difficult to place your phone in the right place, which hinders charging.

The 11.0-inch driver's display and 11.3-inch infotainment screen are large and easy to read, and the tactile HVAC controls below the center display are easy to use. It's easy to activate the optional ventilated seats and keep the automatic climate control in the Low position without taking your eyes off the road.

The RS is the sportier of the two I drove, but only if you count the looks. The flat-bottomed steering wheel, red trim, and red and blue accent stitching evoke a sportier aesthetic that doesn’t detract from the driving experience. The ride is basic, but maybe that’s the point.

Anthony Alaniz / Motor1

The new Equinox doesn’t get in the way of what you need. It’s a completely new design inside and out, but Chevy doesn’t want to alienate the buyers who have made the Equinox the brand’s best-selling SUV. It’s sold three million Equinoxes in 20 years, and I can’t imagine buyers will shy away from the new car—they’ll just have to pick the trim they like best.

It may come in new packaging, but underneath it's still the familiar Equinox, and that's reassuring for many shoppers.