All New KIA

Three-row luxury SUVs have skyrocketed in popularity over the past decade or so—and I mean big, beefy cars that can carry people. The Cadillac Escalade remains the top dog, followed by the Lincoln Navigator and Lexus LX. Plus, there are plenty of unibody alternatives from Audi, BMW, and Mercedes-Benz.

The Infiniti QX80 often gets a bad rap. But the new 2025 model might appeal to those of you who aren’t ready to buy a Cadillac or Lincoln. The Infiniti has great styling, a premium cabin, and a powerful engine. However, there are a few things that keep this very good SUV from being one of the best.

Style certainly isn’t one of the QX80’s problems. Its overly tall body is still a bit odd, but otherwise it’s a sharp look. Slim LED running lights sit at either corner of the double-arch grille, which has a slim, vertically oriented insert. The headlights sit lower on either side of the bumper. The full-width taillight bars have a smooth, flowing design that emphasizes the SUV’s width, and the “INFINITI” wordmark sits just below them.

The interior is truly luxurious—especially this fully-equipped Autograph model. Rich burgundy quilted leather spans the seats, door panels, and dashboard, adorning the center console. Burgundy stitching on the steering wheel complements the leather, and open-pore Ash trim with brushed metal inserts tops the dash, blending seamlessly with the two upper displays.

Speaking of screens, the QX80 has two 14.3-inch displays that are combined under a single glass panel. The first is a highly configurable instrument cluster that provides details about the interior of the cabin. The center touchscreen runs Google’s native interface with a clean layout, sharp graphics, and quick touch response. The QX80 also offers a full-color head-up display with more options and a truly excellent 24-speaker Klipsch Reference audio system.

Pros: Stylish redesign, Truly luxurious interior, Smooth & powerful engine

Google Maps comes with the system, as does the “Hey, Google” voice assistant, which means you don’t have to plug in your smartphone. And there are other neat features like a built-in dash cam and an interior camera. Both can record photos or video. Wireless Apple CarPlay and Android Auto come standard if you want to skip these systems entirely, but they take up about three-quarters of the screen. There’s a permanent menu bar at the bottom of the screen that you can’t get rid of. It’s annoying.

A third 9.0-inch screen juts out from the center console, and it instantly makes the cabin look more modern. But like other tertiary climate control screens, using it on the go can be frustrating. You have to constantly look down to adjust the temperature settings—at least the graphics on the screen are clear and each option is large. Owners will likely find it easier after a few weeks of use.

But wait, there’s a fourth touchscreen. Second-row passengers have access to a small tablet-sized display in the rear center console to access climate control and second-row seat adjustments.

The second row is very comfortable, with soft leather seats that have heating, cooling and massage functions (at least on this Autograph model).

You should be able to fit two normal-sized adults in the third row, which is easily accessible thanks to the power-folding second row. However, they won’t be entirely comfortable there. Headroom is tight there and legroom is just barely enough for my six-foot height. The 32.8 inches of legroom is a big improvement over the previous model, (28.8 inches), but the QX still lags behind the Escalade (34.9 inches) and Navigator (37.3 inches). At least the third row is heated and ventilated, and there are two USB-C chargers there.

Cons: Too many screens, the ride is a bit too stiff, and there's not much room in the third row.

From the driver’s seat, the QX80 isn’t too shabby. Infiniti ditched its outdated V-8 for a more modern twin-turbocharged 3.5-liter V-6 that’s smooth as butter. With 450 horsepower and 516 pound-feet of torque, the V-6 has no problem moving the 5,600-pound SUV. It easily digs the QX80 out of holes and makes plenty of power at highway speeds. If you really hit it, the engine whines in protest, but otherwise most QX80 drivers will find the engine plenty powerful. The downsizing hasn’t affected the QX80’s towing capacity, either—the Infiniti can still tow up to 8,500 pounds, which is more than the Caddy (8,100 pounds).

Flipping this behemoth into a corner produces… expected results. It's as nimble as a block of Swiss cheese. That said, Infiniti did stiffen the chassis by 57 percent, making it less heavy than previous trucks. And the steering is light and responsive. If only the suspension could absorb bumps better. Even with the adaptive air suspension (available on the Luxe and above), the QX80's ride is still a little too firm; it's not as comfortable as the Escalade or Navigator.

You’ll have to shell out at least $111,895 for the top-of-the-line Autograph model. The base QX80 starts at a more affordable $84,445, but it’s not nearly as well-equipped. The good news is that the QX80 Autograph is a very good three-row luxury SUV. The bad news is that all of the alternatives are just as good or better.

The Escalade and Navigator are unmatched in ride quality and comfort, the Lexus LX was recently updated with Toyota’s excellent new truck platform and drivetrain. And while excellent unibody alternatives like the BMW X7 and Mercedes-Benz GLS have arrived, the QX80 fails to stand out from the crowd.

Mercedes may have scrapped its bizarre plans for a half-sedan/half-SUV Maybach, but it appears the company is working on another dedicated sport utility vehicle. Automatic Car AMG is reportedly developing a dedicated electric SUV with four-digit horsepower that will be launched in 2026. The car will reportedly not be related to existing Benz-branded products as it will be underpinned by the upcoming AMG.EA platform.

It’s said to be about the same size as the Vision AMG, so expect an overall length of around 200.0 inches and a fairly long wheelbase of around 118.0 inches. The SUV’s impressive size would make it a competitor to the Lotus Eletre and Porsche’s upcoming three-row electric luxury car. It would also indirectly compete with BMW’s polarizing XM plug-in hybrid.

Automatic Car expect AMG to introduce its flagship electric SUV with a concept before introducing a production model in a few years. It’s unclear how many motors it will have, but at least two are planned as the sleek EV will receive all-wheel drive. A combined output of “more than 1,000 horsepower” is mentioned by the British magazine, which cites a person familiar with AMG’s plans for a mysterious model that will offer “a completely new level of variable traction possibilities.”

The unnamed model could serve as the SUV equivalent of the Vision AMG, which will be the electric successor to the cumbersomely named AMG GT 4-Door Coupe. The curvy sedan would be AMG’s first purpose-built performance car since the SLS AMG Electric Drive was a petrol-to-electric conversion. The sporty EQ model is simply a more powerful Benz.

Rumors are circulating that Mercedes has already made changes to its Sindelfingen, Germany, plant to accommodate the production of the super SUV. It is likely that the SUV will be built on the same assembly line as the sedan, which will be the first model to go to market.

It looks like we’ll have to wait a little longer for an electric sports car as AMG seems to be prioritizing more volume-oriented products. Hopefully, the sedan and SUV will be successful enough to convince the pundits that a coupe is worth a shot in an SUV-obsessed world. AMG getting its own electric platform is an encouraging sign that there will be fun cars in the EV era, which isn’t coming as quickly as Mercedes predicted.

The EQS is built on a dedicated EV platform, but Mercedes has been toying with the idea of ​​using a gas engine. Not to drive the wheels, but as a generator to quickly charge the battery. A new report claims prototype testing has been carried out with a tiny 1.0-liter turbocharged range extender. However, these trials have allegedly been shelved.

Automatic Car citing Mercedes insiders who claim the German luxury brand is no longer pursuing range-extending EVs. It is considered a “transitional technology” that is expensive to produce and offers little benefit. The EQS is said to have a two-cylinder version of the “M254” four-cylinder engine with an exhaust system mounted at the front of the car. Power comes from a rear-mounted electric motor with 268 hp, which draws its energy from a lithium-ion battery pack mounted in the floor.

A front-mounted ICE engine likely won’t hinder practicality since the EQS doesn’t have a rear bed. However, adding a combustion engine and a small fuel tank would add to the weight of an already heavy car. The EQS 450+ weighs 5,597 pounds while the AMG variant weighs 5,952 pounds.

Pricing will be another issue. Logically, the range-extending EQS will cost more given its additional hardware. The base model already costs six figures, starting at $104,400 and going up to $147,550, before options and destination charges.

We’ve reached out to Mercedes for comment, and we’ll update this story once we hear back. In the meantime, it’s worth noting that the company signed a deal with Geely in late 2020 to work on hybrid powertrains. While range-extending powertrains aren’t mentioned, we do know that the Chinese auto giant has this type of technology in its portfolio. The partnership stipulates that Geely’s Volvos will also use the powertrains.

The company that carries the legendary three-pointed star logo is now channeling its efforts into regular battery-powered electric vehicles. The recently launched 2025 EQS is already a panacea for range concerns as its enlarged battery (from 108.4 to 118 kWh) allows for a maximum WLTP range of 511 miles.

The EPA hasn’t rated the revised model yet, but the old model was rated for up to 352 miles on a single charge. The WLTP is generally more optimistic than the EPA, so don’t expect the American EQS to have the same lofty ratings as its European equivalent.

The Ioniq 5 doesn’t really need a facelift as it still looks like a concept despite being in production for three years. That said, Hyundai’s first dedicated EV is due to get a facelift in 2024 in South Korea, with other regions to follow soon after. Let’s take a look at what’s changed as the update isn’t too flashy.

Moving forward, the N Line version will bridge the gap between the regular Ioniq 5 trim levels and the high-performance N. It follows Hyundai’s strategy for conventionally powered models by adopting a slightly sportier-looking body kit without the extra performance. The all-show-without-extra-go variant features different bumpers, side skirts, and 20-inch wheels in a fresh design. You can easily tell which is which by the “fangs” on the front and the “N Line” emblem on the grille.

Hyundai has also given the standard Ioniq 5 a facelift with a slightly revised grille and reshaped bumpers. While the width, height and wheelbase remain the same, the EV is 20 millimeters (0.8 inches) longer with its updated bumpers. Additionally, the rear spoiler has been widened by 50 millimeters (1.97 inches) and there are new alloy wheels to choose from. Oh, and there’s finally a rear wiper – a feature we’ve been expecting since the Ioniq 5 N had one.

The interior may look more or less the same, but Hyundai has given it more buttons. Just as the Tucson has additional physical controls, the Ioniq 5 gets additional shortcuts to frequently used features. There are rows of buttons for quickly activating the heated and ventilated front seats, the heated steering wheel, and the parking assist function. You can find the controls at the top of the Universal Island, which is marketing jargon for a sliding center console.

There are other changes in the area as the wireless charging pad is more accessible after being moved closer to the driver and front passenger. The pad is located to the left of the cup holders, which are now arranged vertically. Hyundai has also changed the climate controls on the dashboard and installed interactive pixel lights on the steering wheel.

Step up to the N Line version and you’ll get extras like sport seats, a black roof lining, red stitching, two-tone upholstery, and a different look for the steering wheel and dashboard. Owners will be able to fold the second-row seats remotely.

Elsewhere, the new Ioniq 5 gets an updated infotainment system with over-the-air updates, enhanced safety tech, reinforced doors and B-pillars, and increased body rigidity. Hyundai has tweaked the dampers to reduce vibrations felt through the steering wheel and doubled the reinforcements at the rear and underside of the car to reduce noise. Additionally, the rear motor has more sound insulation than before for a quieter cabin. Inherited from the Ioniq 5 N, the regular model now has a larger 84-kWh battery pack, up from 77.4 kWh.

The updated Ioniq 5 and new Ioniq 5 N Line will go on sale this month in South Korea before arriving in global markets in late 2024.

While it’s hard to believe that the McLaren P1 is already over 10 years old, the hybrid has already surpassed the double-digit mark in the past year. That means it’s time for a successor, and one that looks set to break away from some McLaren traditions. Automotive News report that McLaren executives presented information about the new hypercar, codenamed the P18, to dealers at a conference in Las Vegas last week. Perhaps the most notable detail—the new V-8 engine.

With the exception of the V-6-powered Artura and the track-only V-10 Solus, modern McLaren Automotive has always used a twin-turbo V-8. Derived from Nissan’s 1990s racing engines, the V-8 in 3.8-liter and 4.0-liter forms has powered everything from the MP4-12C to the current 750S. It’s been a source of criticism for the company. The company makes a lot of different models, but they all feel similar because of its common engine.

Dealer sources said Automotive News The P18 V-8 is a “new, overhauled design” that is unrelated to the old V-8, and the Artura’s 120-degree V-6. In the P18, the V-8 is paired with a hybrid system that is reportedly 70 percent lighter than the one in the Artura. Output is expected to be more than 1,000 horsepower.

The car appears to ditch McLaren’s signature dihedral doors in favor of gullwing doors, and there are a variety of neat aero details including an active splitter and rear wing. There’s also a roof-mounted snorkel and cutouts in the buttresses to channel and cool the V-8. McLaren recently previewed its new design language, and while the brand is looking to 1990s F1 for inspiration, the P18 will be a two-seater.

Automotive News said the car would arrive in the US in the first half of 2026, priced around $2 million. We previously reported that the car might debut before the end of this year.

There’s a new G-Class that looks very similar to the old one. However, Mercedes has made a few changes under the hood, most notably the inline-six engine that replaces the V8 in the G550. In Europe, the diesel engine remains and produces even more power. That’s a pleasant surprise considering how strict emissions regulations are in the EU.

While pictures aren’t available, the old G400d will be retired to make way for the G450d. It uses an evolution of the 3.0-liter, inline-six turbodiesel engine that’s tuned to produce 362 horsepower and 553 pound-feet of torque. That gives it a 36 hp and 37 lb-ft advantage over its predecessor. Additionally, the new diesel engine has a mild-hybrid setup with an electric motor that produces 20 hp and 148 lb-ft (albeit temporarily).

While the pre-facelift Mercedes G400d went from 0 to 62 mph in 6.4 seconds, its successor takes just 5.8 seconds. Top speed remains unchanged at 130 mph. The non-American G-Wagen variant has about 140 lb-ft more torque than the G550 but is down 81 hp. The new G450d is only about half a second slower in the sprint than the G550.

Mercedes isn’t done refreshing the G-Class yet, as an all-electric variant is due later this year, likely without the “EQ” branding. In China, the venerable off-roader is also sold with a four-cylinder gasoline engine as the G350 with just 255 hp and 273 lb-ft of torque. A plug-in hybrid variant doesn’t appear to be on the agenda, though most other Mercedes models can be had with a PHEV setup.

At last year's Tokyo Auto Show, Honda surprised everyone by introducing the Honda Prelude Concept. The company has since confirmed that it will produce the two-door hybrid coupe, and a new report from Best Car Web provides insight into engine details, dimensions and prices of cars in Japan.

We already know that the car will have a hybrid powertrain, which chief engineer Tomoyuki Yamagami says will serve as a “precursor” to future Honda electric vehicles. Best Car believe it will use the same 2.0-liter e:HEV four-cylinder engine that powers the Accord and Civic hybrids, producing slightly more power than both at a combined 207 horsepower. The last Prelude in 2001 made 200 hp in the US.

The Prelude will reportedly measure 169.3 inches long, 70.5 inches wide, and 51.2 inches tall with a wheelbase of 101.4 inches. That makes it larger than the two-seat Mazda MX-5 Miata at 154.1 inches long, which is no surprise, and nearly identical to the Toyota GR86 in terms of size with the same wheelbase.

Honda is reportedly positioning it as a premium model positioned above Toyota’s two-door. It’s reportedly priced at ¥4.2 to ¥4.5 million ($27,325 at current exchange rates of $29,277) in Japan, up from the GR86’s ¥2.9 to ¥3.6 million ($18,867 to $23,422) price tag, but the publication’s report should be taken with a grain of salt as previous reports have not always been accurate.

The Prelude isn’t expected to arrive until the second half of 2025, and it won’t be the “sportiest, most agile car” in the world, so temper your expectations for a racetrack ride. It’s also unclear if Honda plans to sell it in the United States. The automaker is developing the Prelude in both left-hand and right-hand drive configurations, so it’s possible we’ll get it here, but nothing is official yet.